Transit

NJ Transit and the disservice it does to South Jersey transportation

Last night at quarter to six, I was standing on the corner of 13th & Market in Philadelphia waiting for the 406 bus to take me to the Camden Supper Club event at Old San Juan on Marlton Pike. I tried to get there early to make sure I wouldn’t miss the bus, but after waiting for 10 minutes, the time that both the NJ Transit online trip planner and their paper schedule told me to expect the bus came and went. Suddenly I felt a feeling I hadn’t remembered until that moment. This had happened before, a few months back, waiting for the same bus. I was late to dinner that night, having to wait 25 minutes for the next bus to New Jersey. Knowing that would happen again, I instead walked to 8th & Market and have PATCO my money instead, getting picked up at City Hall by a friend.

No one will be surprised that an NJ Transit bus just wouldn’t show up. Negative connotations to the bus, especially in the suburbs, is nearly universal, for various real or imagined reasons. But really looking at NJ Transit’s bus operations in South Jersey, passing by through biases and generalizations, you get a sense of just how bad a job they do at providing transportation throughout the region. Admittedly it’s hard to provide efficient transportation in sprawling suburbia, which most of New Jersey is. But consistently providing horrible service, even during the evening rush hour, gives you insight into just how little NJ Transit planners in Newark care about us down here in South Jersey.

The bus that never comes.

The bus that never comes.

I’ve heard it said that they don’t want people to use busses more, or else they’d have to provide more service. As cynical as that sounds, I’m starting to believe it’s true.

To be clear, the people who work for NJ Transit that I’ve ever met were always nice and helpful.

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Built Environment, Development, Food and Drink, Transit

Why isn’t Burlington City more of a thing?

This is a pretty hot take (as far as urbanist hot takes go), as it’s based more of a few random visits than an in-depth look at history, but here it is:

Burlington City should be more of a happening place.

I don’t know the deep history of one of South Jersey’s most historic cities (if you have more insight, I’d love to hear it), but this idea comes from having taken the River Line train a few times for dinner at Brickwall Tavern‘s Burlington location (the other, in a fascinating bit of upper-south/lower-central Jersey cultural exchange, being in Asbury Park). It’s got a downtown on par in size and scale with Collingswood’s or Bordentown’s, both DVRPC classic towns, though for some reason it doesn’t feature on the site. It has frequent rail access to Trenton, Camden, and Philadelphia, something that might become even more of an asset thanks to the big projects going on in Camden thanks to a strategy of tax-incentivized development there and when the project to extended it to downtown Trenton offices comes to fruition. It also has old, historic buildings and neighborhoods thanks to it being one of South Jersey’s oldest cities incorporated in 1693 and it’s located along the Delaware River and its riverfront has plans for improvement. It seems to me to have a lot of elements of successful places, and it actually reminds me of many desirable historic Massachusetts towns.

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But of course, since it’s in New Jersey, it’s been hobbled over the years by the state’s pro-suburban, anti-city policies. For instance, take a look at the border of Burlington City, where the downtown and old neighborhoods are, and Burlington Township, the suburban neighborhoods that ring the city:

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This is a classic New Jersey move, and one of the reasons we have over 550 distinct municipalities. To me, the reason is pretty clear: politicians in Trenton spent the 20th century enabling suburbanites to disentangle themselves from cities and live a separate, oh-so-perfect suburban lifestyle without having to be a part of the historic cities and urban areas they would otherwise naturally be a part of. And just like in many other parts of the state, when they suburbanized in the 20th century, they built their own commercial outlets do they didn’t have to go downtown anymore: the shopping mall. In the case of Burlington Township, that takes the form of the failing Burlington Center Mall on the other side of I-295 from the city. The gigantic road its on also includes a Walmart and various other strip plazas.

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But given people in my generation gravitating away from the incredibly boring, sterile suburbs the generation before us built and toward cities and interesting urban areas, I think Burlington City could see a renewed interest over the next decade. It’s got the bones and location to be successful. I think it’s an area to watch as we get further away from the failed ideal of 20th century suburbia and work on improving cities left behind by baby boomers.

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Built Environment, Development, Transit

The case for better connectivity to University City through NJ Transit’s Atlantic City Line

I’ve had this article sitting in my drafts folder for the past five months. Given the lack of interest in the subject on the part of NJ Transit, whenever I sit down to write it, I feel a little bit like I’m screaming into the void. But this morning I finally gathered the motivation to get it done after seeing Jake Blumgart’s tweet linking to an article from the Atlantic City Press that essentially equates the city’s declining fortunes with the fact that fewer people are taking the train line. If you think of the line as simply as a train that gets people to and from the struggling shore town, then it makes sense. With fewer attractions and jobs, there are fewer people to pull from as a potential customer base for the service. But that would be thinking too one-dimensionally. To understand the potential this line has for serving South Jersey, you have to rather turn your attention to what’s at the other end of the line: the white-hot job market being built in University City, Philadelphia, which hosts the line’s northernmost stop at 30th Street Station.

Last November, the University City District released a report detailing the immense growth the neighborhood is seeing. Among the good news was “new commercial and residential developments in the works, including the 3.0 University Place office building and the apartments planned at 3601 Market St.” and a “milestone of 75,000 jobs in the University City area alone, a figure aided in no small part by the presence of Drexel University, the University of Pennsylvania and the University of the Sciences.” It goes on to mention the nearly 30 real estate projects underway in the neighborhood and $1 billion University City Science Center expansion. Its office vacancy rate of 2% is the lowest in the entire region. And this report came out even before Drexel released its ambitious plans to partially cap the rail yards adjacent to its school and build an entirely new mixed use development over the next several decades.  Suffice to to say, University City is going to be hot for the foreseeable future.

What does this mean for us? Well, if you live in South Jersey and work in West Philadelphia, you have two options. You can drive to work along either I-676 or I-76, two extremely congested highways. Or you can take PATCO to the Market-Frankford Line, which honestly isn’t a bad option. But the PATCO line only threads through a few towns; at the point where someone is driving 15 minutes to get to a station, they might justify just driving in entirely to themselves, increasing traffic, congestion, and general commute torture. Or they might decide to move out of New Jersey altogether, which is bad for the state. This is where an improved Atlantic City Line might come into play. I foresee several options for improving the line to where it would provide decent, reliable service to and from that super hot job market in West Philadelphia.

Better serve the end of the line that’s booming

If Atlantic City is failing, Philadelphia is very much not. So why not increase service along the end of the corridor that could use it? What this means is increasing the number of trains running between Philadelphia and Hammonton. It would be reasonable to say that Hammonton, located halfway between the city and the shore and with a 59 minute ride time from 30th Street Station, is perhaps the eastern edge of the reasonable daily commuting distance. (Anecdotally speaking, I personally know people who commute from there to Philadelphia every day.) As such, inserting shorter-running trains into the schedule during the current unacceptably-long 2 hour schedule gaps would increase the utility of the line for people going to and from Philadelphia, by far the larger job and culture center of the line’s two termini. Nearly everyone with an interest in transit advocacy understands that frequency is freedom, and that if people can rely on a regular schedule with reasonable, sensible headways, a line will prosper. Inserting trains into the current gaps starts moving you in that direction.

Remove the obstacles to speedier service

As it stands, the line doesn’t exactly run quickly. The time between Cherry Hill and Philadelphia, not a far distance, is currently about 32 minutes. Quicker only than taking a local bus, that time is far too long for rail service. Whether improving that involves track rehabilitation or scheduling improvements, that number has to come down for the line to be considered more convenient than driving. Beyond track improvements, the fact that the line is fully diesel-powered line also hurts its ability to move quickly. As such, it’s a much slower running line than its electrified cousins to the north. Frequent and fast are the two factors that guarantee ridership, so attacking the line’s inefficiencies on those two fronts would be the most important things to do to improve its utility.

Create a larger potential passenger base

With no stops between Lindenwold (where it provides a transfer to the PATCO High Speed Line) and Cherry Hill, the line runs through a part of the most densely-populated part of South Jersey without stopping. One of the suggestions for creating a larger pool of potential riders is to add a station at the Woodcrest park and ride station, where the line parallels the PATCO tracks, a move that would also act to create another useful transfer point. Putting a new station in the middle of the highly populated southern Cherry Hill/western Voorhees/Route 30 corridor area would add a lot of people to the line’s customer base. On the Pennsylvania side, I believe it to be possible to extend the line down to the Airport, which opens up an entire other realm of usefulness. The only way to get to the airport for the vast majority of South Jerseyans right now is to drive there and park your car. But if you park there for long enough, it becomes more expensive than taking public transportation, even if you make the connection at Market East/Jefferson Station to SEPTA’s Airport Line. Bringing the Atlantic City Line to the airport would give South Jersey a one-seat ride to the airport, which would be a huge improvement in service to a regional transportation asset for our part of the state. If you’ve ever been on NJ Transit’s Northeast Corridor Line, you’ve seen people taking the train to and from Newark International Airport. It would be an immediate boost to ridership if the Atlantic City Line went to Philadelphia International.

Let people know the line exists

What may be the least expensive option might also be the most useful one in the short term. As it stands today, there are essentially no advertisements for the train line. When I wrote an article a few years back about taking the train down the shore, I had so many comments from people who had no idea the train even existed. Even if you imagine the train to be oriented toward Atlantic City and not Philadelphia, advertising the line’s existence would be a great way offer people an alternative to the insane parking fees (think $50 and in some cases during concerts, $100) that some casinos have been charging lately. From a marketing perspective, it’s hard to believe NJ Transit wouldn’t want to capitalize on that price gouging to attract new customers.

These are just a few ideas that’ve been rattling around my brain for a few years now. It depresses me that NJ Transit lets this line decline without seriously considering doing anything to make it more useful for our region. Actually, it’s also kind of confusing. They spent money to build the Pennsauken Transportation Center to provide a transfer between the Riverline and the Atlantic City Line, but what good is a transfer to a train that only comes every 2+ hours? If you really want to improve the line, you need to make it fast, frequent, and reliable. And it wouldn’t be just for the exercise. It would mean improved prosperity for South Jersey to have quicker, simpler access to a hot Philadelphia neighborhood that’s only going to grow jobs in the coming decades.

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Camden, Transit

Ghosts of City Hall: The PATCO station you’ve never seen

If you’ve ever used PATCO’s City Hall station in downtown Camden, you might think it’s pretty simple. A red stairwell on the southwest corner of 5th & Market takes you down to a small concourse with fare machines, turnstiles, and a platform. If you’ve looked a little closer, you might’ve noticed a few interesting things, like the big steel doors that block off a passageway marked with a “TO COOPER ST” sign, or a gate that stops you from going anywhere but immediately through the turnstiles. Even if you could imagine that through those doorways lies a few extra parts of the station closed off over the past few decades, you might not have ever realized just how large a station City Hall really is.

Map of downtown Camden and the City Hall station.

Map of downtown Camden and the City Hall station, including my estimate for the reaches of the closed off pedestrian tunnels.

Before this morning, I definitely hadn’t. But thanks to a generous offer from PATCO General Manager John Rink to take a few curious PATCO fans on a tour of these closed off parts of the station, I finally got a chance to see how extensive these unseen parts really are. What follows is a tour starting from the current station open to the public and leading to both the northern and southern reaches of its underground pedestrian tunnels.

Closed off walkway to Cooper Street as seen from the stairs leading from the platforms.

Closed off walkway to Cooper Street as seen from the stairs leading from the platforms.

Stairway leading from the platform to the closed off north side of the station.

Stairway leading from the platform to the closed off north side of the station.

Do you have your ticket?

Do you have your ticket?

north side - stairs

Original stairway detail.

Extra paneling for PATCO stations.

Extra paneling for PATCO stations.

This is the northern station entrance area where the turnstiles used to be. You can see the now-closed off stairway on the northeastern corner of 5th & Market Streets In the background.

This is the northern station entrance area where the turnstiles used to be. You can see the now-closed off stairway on the northeastern corner of 5th & Market Streets In the background.

Old instructions for how to ride PATCO.

Old instructions for how to ride PATCO.

Looking back toward the open end of the station. This is what's behind the big gray door your saw in the first photo.

Looking back toward the open end of the station. This is what’s behind the big gray door your saw in the first photo.

Steps leading to the currently-closed off stairs on the northeastern corner of 5th & Market Streets.

Steps leading to the currently-closed off stairs on the northeastern corner of 5th & Market Streets.

Old storage room door.

Old storage room door.

Old empty storage room.

Old empty storage room.

Walkway back to the open end of the station.

Walkway back to the open end of the station.

The stations' beautiful old tiling remains impressively intact.

The station’s beautiful old tiling remains impressively intact.

These are the old trash cans that used to be on the platforms before the Department of Homeland Security required DRPA to install clear plastic trash cans.

These are the old trash cans that used to be on the platforms before the Department of Homeland Security required DRPA to install clear plastic trash cans.

Another view of the closed off entrance and turnstile area.

Another view of the closed off entrance and turnstile area.

Extra station signage.

Extra station signage.

Just a storage room full of old meters from station parking lots.

Storage room full of old meters from station parking lots.

Looking back after continuing north toward Cooper Street.

Looking back after continuing north toward Cooper Street.

Like a few other stations, City Hall had a public bathroom.

Like a few other stations, City Hall had a public bathroom.

Signage to Cooper Street.

Signage to Cooper Street.

Long pedestrian tunnel to Cooper Street.

Pedestrian tunnel to Cooper Street.

It's a pretty long tunnel.

It’s a pretty long tunnel.

Caution-taped transformer room door.

Caution-taped transformer room door.

Still heading north to Cooper Street.

Still heading north to Cooper Street.

Just like at other PATCO stations, the end of the pedestrian concourse area gives you a choice of corners to exit from.

Just like at other PATCO stations, the end of the pedestrian concourse area gives you a choice of corners to exit from.

Stairway to one of the exits.

Stairway to one of the exits.

Closed off.

Closed off.

Crossing under Cooper Street to get to the other corner's exit.

Crossing under Cooper Street to get to the other corner’s exit.

Old gate and stairwell.

Old gate and stairwell.

Also closed off.

Also closed off.

Heading back south down the pedestrian tunnel from Cooper Street.

Heading back south down the pedestrian tunnel from Cooper Street.

Dust graffiti on the tiles.

Dust graffiti on the tiles.

Heading back to the open part of the station.

Heading back to the open part of the station.

This is the gate you see just before going through the present day turnstiles.

This is the gate you see just before going through the present day turnstiles. Going through it takes you south toward Arch Street.

Among other things, this area holds some storage.

Among other things, this area holds some storage.

Signage toward Market Street and Arch Street.

Signage toward Market Street and Arch Street.

More old doors.

More old doors.

This short tunnel leads to a stairway that took people across the street to the old Parkade building.

This short tunnel leads to a stairway that took people across the street to the old Parkade building, where Roosevelt Plaza Park currently sits.

This stairwell is the only remaining part of the Parkade building.

This stairwell is the only remaining part of the Parkade building.

Heading back down the tunnel.

Heading back down the tunnel.

Where the tunnel meets back up with the station.

Where the tunnel meets back up with the station.

Arch Street tiling continuing south and some old parking lot gates.

Arch Street tiling continuing south and some old parking lot gates.

Stairwell down to the tunnel to Arch Street.

Stairwell down to the tunnel to Arch Street.

Tunnel continuing south to Arch Street.

Tunnel continuing south to Arch Street.

Closed off exit.

Closed off exit.

 

Update: General Manager John Rink just sent me this original, February 1934 plan for City Hall station, which shows the sidewalk plan where the exits where to be located as well as the layout of the station itself.

Original, 1934 City Hall station plan.

Original, 1934 City Hall station plan. (Click to view larger.)

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Built Environment, The Shore, Transit

When trains ruled South Jersey

Pennsylvania-Reading Seashore Lines

Pennsylvania-Reading Seashore Lines, 1933–1976

A lot of my mental energy is taken up thinking about transportation. Specifically, about how the shift from dense, urban living in the first half of the 20th century gave way to sprawled out, distant living in the second half of the century that resulted in a wide array of social and physical ills, such as the soul-deadening sameness of the suburbs that so many people my age are currently turning away from. So it’s fascinating, and a bit depressing, to look at artifacts from the time in the state when our old downtowns were thriving and we weren’t yet obsessed with car-dependent sprawl. This map of the old Pennsylvania-Reading Seashore Lines, active from about 1933 to 1976, is one such artifact.

As you can read about in such works as Leigh Gallagher’s excellent post-mortem The End of the Suburbs, the radical transformation of the American landscape was facilitated by a post-war housing boom that coincided with the mass production and affordability of the automobile. People were escaping dense, dirty cities in search of cleaner pastures. While the urge was understandable, the result is that we went from one extreme to the other without stopping to figure out if there was a happy medium in the process. As a result, our cities decayed as we built highways, strip malls, and massive sprawling developments. (It would be inappropriate to not point out that the decline of American cities was also intensified by the resulting negative stigma that the city-leavers held for their old residences and those who stayed, as can be seen by the widespread practice of redlining and, even now, the efforts of states like ours to keep the rich people in rich towns and poor people in poor towns.)

In the process of this outward expansion, we decided we no longer had use of passenger rail and massively scaled back its offerings, if not wiped it out completely. My parents fondly remember taking the Seashore Lines train down to Cape May for the weekend; my memories involve being incredibly bored stuck in traffic on the Atlantic City Expressway and the New Jersey Parkway going to and from the shore. What hand-wringing we perform to this day whenever we go to Ocean City, Wildwood, or Cape May, all stuck on highways in our SUVs, those supposed vessels of freedom.

Which brings me back to this image in the context of our present-day world. It’s incredibly vexing to see what used to exist as local governments are trying to bring their downtowns back and plans abound to bring back passenger rail service along those old freight lines in South Jersey. As the baby boomers who so bought into suburbia leave the state for greener pastures and thought leaders in the state work to retain and attract millennials, I can’t help but think that we had this all figured out for several decades before we went to the extreme and abandoned the old world for the new in our own state. As property taxes continually rise to support the sprawl and all of the functionally unsustainable infrastructure that goes with it, we could do with some retrospection into our past to see what worked and why for so many New Jerseyans for so long.

 

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Built Environment, Development, Transit

Stemming the tide of population loss in New Jersey

Kala Kachmar recently wrote an introspective article on the exodus of both retirees and millennials from New Jersey to other, less expensive states (in the case of the former) or more interesting locales (in the case of the latter), wondering aloud what the state can do to stem this loss. It’s something I’ve thought about frequently, and I’ve developed a few thoughts on the subject.

First things first: New Jersey’s property taxes are the highest in the nation and are often cited as a reason people are leaving the state. Our taxes are high for several reasons, a large part of which is to pay for our overly built-out, sprawling infrastructure (our water lines, our sewer lines, the roads to connect all of our towns). Given the traditional structure for each town to face these costs alone, a movement has sprung up to consolidate towns in order to save money in this area. Courage to Connect was integral to the decision several years ago by Princeton borough and Princeton Township to merge. Since that merger, the town has saved on municipal costs, according to a recent address by mayor Liz Lempert. At the legislative level, South Jersey Democrat and Senate President Steve Sweeney has been “the state’s foremost evangelist for service sharing”, the goal of which is to save money and lower property taxes.

Another important issue the state must confront is that a very large number of people entering the workforce after college don’t want to work in the soul-deadening office parks that characterized the state’s employment scene in the 20th century. WHYY’s Newsworks site has been talking about this, and towns like Holmdel have been trying to figure out how to give their sprawling office parks new life.

A related issue that goes hand in hand with where millennials work is where they live. NJTV News recently had an interview with Dean of Rutgers Bloustein School of Public Policy James Hughes who says “New Jersey needs to reinvent the suburbs to provide the equivalent of urban areas in the suburbs.” What this will mean in practice is refocusing on a unique asset the state all but ignored as it built up suburbia: its older towns with downtown commercial strips. People are increasingly drawn, even in South Jersey, to towns with old bones, due to their walkability and downtowns dense with shopping and restaurants. They truly offer a chance to capture some of the renewed interest in urbanized spaces at a time when it’s a motivating factor for young people leaving the state.

And for those people who do chose to stay and grow in New Jersey, it’s important to foster walking and biking as much as possible. The state right now almost exclusively caters to car traffic at a time when millennials are choosing a car-lite or car-free lifestyle and the elderly are finding themselves unable to continue driving. Much more needs to be done to foster the walkability and bikeability of New Jersey’s towns; we have a lot to offer that you won’t see as you speed by at 55 miles per hour on our 4-lane superhighways.

Complementing an increased effort to get people out of their cars is proper funding to maintain and expand public transportation, which is seeing record growth as people reject traffic jam-filled commutes in favor of taking the train to their jobs. PATCO, PATH, and NJ Transit are good systems in desperate need of care, but the bankrupt Transportation Trust Fund jeopardizes their future usefulness. If people are going to work in Philadelphia or New York and live in New Jersey, they must be able to rely on public transportation to get them to their jobs.

And if New Jersey residents aren’t going to work in cities in another state, then we need to make New Jersey attractive for the kinds of industries experiencing growth at this point, that being things like the service economy the majority of whose employees, again, want to be in interesting urban settings and not in office parks in remote locations. The state could learn from any number of its peers in the region about how to attract and retain 21st century jobs.

Hopefully somebody in the state legislature takes these considerations seriously, because if they don’t, New Jersey is going to continue to lose good jobs to other states, cementing itself as a niche bedroom community and not much else.

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Development, Sustainability, Transit

The New Whole Foods in Cherry Hill has a bike rack, but will anyone use it?

About a month ago, the Whole Foods in the Ellisburg Shopping Center at the intersection of Haddonfield Road and Route 70 in Cherry Hill finally opened. Taking over the old Genuardi’s location in the plaza, it became the second Whole Foods in South Jersey, with the first being in Marlton on Route 73. It’s got all the modern trappings a new Whole Foods would have: wide, well-stocked and spacious aisles; fresh produce, meats, and fish; a large prepared food section and a bakery in the back. But it also has a few things on the outside that are rather progressive for its location. There’s an electric car charging station, outdoor seating, and a few bike racks. While this is right in line with the Whole Foods brand and social initiatives, I can’t help but feel like it bumps up uncomfortably to the reality of current day Cherry Hill. That is, it remains, in 2014, an utterly unwalkable haven for automobiles.

Let’s look at the environment the Whole Foods finds itself in. Outside its doors and past the row of tables lies an ocean of parking. Like every other New Jersey shopping plaza, the shops are separated by very large distances from the road by parking lots that never get full. Moving past the gluttony of empty parking spaces, the plaza itself is bordered by Haddonfield Road, a.k.a NJ Route 41, and the Marlton Pike, a.k.a. NJ Route 70. These are, without a doubt, stroads, horrible combinations of streets and roads where drivability is the only concern, leaving pedestrians and bikers with little or no place to go. As Streets Blog has recently discussed, state departments of transportation are not concerned with making communities livable, enjoyable places to exist. Rather, their only metric is car throughput, regardless of the very undesirable reality this inflicts on local communities. NJDOT does not care if Cherry Hill, Marlton, or Mount Laurel are successful communities. It only cares that people can drive to them from Interstate 295 or the Turnpike. And if you’ve ever been to these communities, you know that they’re what people talk about when they call South Jersey a sprawling mess.

Another recent article discusses issues of traffic and congestion that New Jersey planners would do well to read. In short, they explain that merely concerning yourself with car throughput is a losing battle, since building larger roads creates induced demand, and that there exists a 1:1 correlation between how much roadway you build and how many people use it. But there’s another interesting point that the state should pay attention to, one that says if you reduce roadway capacity, you don’t see the cataclysmically negative responses that traditional road planners imagine would happen. Cities have removed entire expressways through their downtowns and replaced them with streets that handle fewer cars, and yet congestion has remained the same, not worse. The takeaway is that building more roads simply makes congestion worse, and that paring down lanes does not increase it, but in fact improves local communities and their desirability as places to live. What I’m getting at is that New Jersey should be working to turn these stroads built for the middle of the last century into walkable streets and boulevards for the future at a time where people are choosing towns to live in based on different things than they did 60 years ago. Maybe people buying homes for the first time today want things like good public spaces, walkable communities, and efficient public transit, all of which many South Jersey communities, like Cherry Hill, tend to lack.

Speaking of public transit, that’s something that can work in Cherry Hill’s favor if it does in fact pare down its stroads. There are many busses that travel through the town between Camden and Philadelphia and the rest of South Jersey. Take Route 70 for example. NJ Transit bus route 406, which connects Philadelphia with Berlin, travels down a very built up part of the road between its intersection with US Route 130 and the Turnpike. But its schedule is dreadful. It’s very irregular, sometimes coming every 20 minutes, and sometimes coming only once an hour. If car capacity were lessened on Route 70, those who haven’t opted to walk or bike would benefit from increased and more regular service on this route, making it possible for the many houses near the road to go car-lite or car-free to jobs, shopping, and entertainment.

To sum it up, Cherry Hill is at an interesting crossroads. Its proximity to jobs in Philadelphia and the surrounding area will keep it relevant enough, but to truly capitalize on that proximity and the trend of the new generation to drive less and prefer to live in towns with strong cultural amenities like walkable downtowns, the township has a lot of work to do. And while they recognize this and have in fact adopted a complete streets policy, I’m worried that they have no say over the state roads that go through the town, and that this will hurt them for decades to come. New developments like Whole Foods and Honeygrow coming into town are a good start at keeping up with the 21st century, but some very important things need to be addressed to reverse the decades-long obsession with the automobile the township has had.

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