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Executive Summary______ EXECUTIVE SUMMARY______________________ The Connecticut Department of Transportation discussions that took place, the members of the PAC and (ConnDOT), the Capitol Region Council of Governments TAC expressed their support of a recommended package (CRCOG) and the Central Connecticut Regional Planning of improvements. Subsequently, the Transportation and Agency (CCRPA) have identified peak hour traffic conges- Policy Committees and Boards of the CRCOG and tion and safety deficiencies as major concerns for the CCRPA supported the further study and refinement of Hartford West corridor between Downtown Hartford the strategies contained in the recommended package. and the Fienemann Road interchange in Farmington. To The recommended package is illustrated in Figure ES-2. address these concerns and to evaluate the effectiveness of different transportation system improvement alterna- RECOMMENDED PACKAGE OF tives, these agencies undertook a Major Investment Study TRANSPORTATION IMPROVEMENTS The principle transportation improvement recommen- (MIS) for the Hartford West corridor. dation to result from this study process is the New The Hartford West Corridor. The Hartford West Britain-Hartford Busway. This facility will support the study corridor has been broadly defined to include not concept of Bus Rapid Transit (BRT) and is the first of its only I-84 itself, but also the neighborhoods surrounding kind in the state. Other enhancements to the Busway will the highway right-of-way, the parallel arterial roadways, be studied such as the feasibility of including a Multi-Use and two rail lines, the Bristol-Hartford line and the New Trail for the corridor and the role for Transportation Haven-Hartford line.The study area,shown in Figure ES- Demand Management components of an integrated trans- 1,encompasses portions of five communities:Hartford, portation package. An Environmental Impact Statement West Hartford, Farmington, Newington and New Britain. (EIS) will be prepared for this busway to specifically assess the impacts associated with it. Work on developing the Technical and Final Reports. Three technical EIS has begun. reports have previously been prepared in conjunction Other recommended improvements are: with this MIS. The first report established local goals and objectives, identified existing and future transportation • Reconstruction of Prospect, Flatbush, conditions and developed the purpose and need for Sisson, and Sigourney Interchanges on I- improvements. The second report identified alternatives 84. This area will require further study to determine that were intended to meet the purpose and need. Six the appropriate interchange configuration. It is antici- Reasonable Alternative Packages (RAPs) were formulated pated that an Environmental Assessment (EA) will be for evaluation. Packages included highway, transit, prepared for the interchange proposals developed as Transportation System Management, and Transportation part of the West Side Access Study; Demand Management strategies. In report three, the six • Reconstruction of Routes 4, 6 and 9 RAPs were assessed to determine how well they func- Interchanges on I-84. The suggested layout of tioned, and a Hybrid package of improvements was pro- this interchange is supported by towns and CRCOG, posed. The Final Report presents an overview of the rec- and will be advanced into the design phase. Because ommended improvements and their performance. improvements will be made within existing right-of-way and impacts are limited, it is anticipated that a Policy and Technical Advisory Committees. Categorical Exclusion (CE) will be granted for this To provide support for the MIS, a Policy Advisory improvement; Committee (PAC) and a Technical Advisory Committee • Auxiliary Lanes in West Hartford. These (TAC) were formed with membership drawn from corri- safety improvements between Exits 40 and 42 on I-84 dor municipalities, regional, state, federal, and other agen- are supported by the town and CRCOG, and will be cies and organizations. Based on the technical analysis and advanced into the design phase. Because improvements Executive Summary Wilbur Smith Associates Hartford West MIS Page ES-1 will be made within existing right-of-way and impacts Britain, the busway would operate on the abandoned are limited, it is anticipated that a Categorical Exclusion New Britain Secondary right-of-way owned by the State (CE) will be granted for this improvement. Special sen- of Connecticut. Beyond this point, express bus routes sitivity will be given to noise impacts on adjoining neigh- would operate to Plainville and other suburban loca- borhoods; tions via the existing Route 72 freeway. • Improved Bus Services along I-84/ Intermediate stations will be coordinated with develop- Farmington Avenue. Suggestions for improved ment centers such as the Aetna Insurance corporate transit routes and schedules have been referred to the headquarters (employment center with over 10,000 bus studies presently underway by ConnDOT and employees), the New Park Road development area in CRCOG. The need for service enhancements has been Hartford’s Parkville and Charter Oak neighborhoods, supported by towns and CRCOG; Central Connecticut State University (CCSU) with over • Support for Arterial Highways. The inter- 12,000 full-time and part-time students, and 1,200 full- sections and park and ride lots targeted for improve- time and part-time employees, and the East Main Street ment will be included as part of an overall strategy development area of the City of New Britain. undertaken by CRCOG and CCRPA to address safety, Stations would be sited at twelve locations, including: operational, and transportation impacts on quality of • Hartford: Union Station, State Armory, Aetna life; Insurance, Park Street, New Park Avenue • Transportation Demand Management • West Hartford: Oakwood/Flatbush Avenue, (TDM). As an adjunct to the New Britain-Hartford Busway, a TDM will be studied for the purpose of Elmwood (New Britain Avenue) increasing transit ridership. TDM strategies work most • Newington: Willard Avenue, Cedar Street effectively as complements to transit service enhance- • New Britain: East Street, South Main Street, ments. The most successful strategy in increasing tran- Downtown sit ridership was “Financial Incentives;” just as “free” or GOALS AND OBJECTIVES FOR “subsidized” parking reduces the cost of automobile CORRIDOR IMPROVEMENTS use, Financial Incentives reduce the “cost” to the transit Transportation Goals and Objectives were the corner- rider thus enhancing use; stone for evaluating alternative transportation improve- • Land Use Regulation to Support Transit ments. To evaluate the potential for success of the strate- Friendly Design. Even though land use and its reg- gies, the Technical Advisory Committee (TAC) members ulation is not directly under the control of ConnDOT, defined a set of Goals and Objectives. The following five future land use is nonetheless a critical ingredient to the goals were supported by a comprehensive set of specific success of the BRT strategy. With the endorsement of objectives and related performance measures: towns, CCRPA, and CRCOG, appropriate land use reg- • Modal Choices - The first goal of improvements to ulations will be developed as an element of continuing be implemented was to increase the modal choices avail- busway implementation. able for the movement of people and goods. • New Britain - Hartford Busway Service • Congestion Reduction - The second goal was to Area. The New Britain - Hartford Busway will offer an reduce peak hour vehicular congestion. excellent opportunity to serve travel demand between • Public Health and Safety - The third goal was to the two cities with a faster and more efficient alterna- improve public health and safety associated with trans- tive to conventional on-street bus operation. As shown portation. in Figure ES-2, the proposed exclusive use busway would • Economic Development - The fourth goal was to initially operate along nine (9) miles of inactive and increase opportunities for local and region-wide eco- active railroad right-of-way between Union Station at nomic development by improving mobility. the western edge of Hartford’s Central Business • Community Livability & Quality of Life - District (CBD) and Downtown New Britain. From the The fifth goal was to enhance the livability and quality of Hartford CBD to Newington Junction (Willard Avenue), life for corridor towns, neighborhoods and communities. the busway would share the right-of-way with existing Amtrak rail service. From Newington Junction to New Alternative Modes. The busway offers a unique Executive Summary Wilbur Smith Associates Hartford West MIS Page ES-2 opportunity to handle the travel demand among the cor- Hartford. The Hartford portion of the MIS study area ridor towns. New Britain, Newington, and Hartford expe- incorporates a broad mix of land uses. A key transporta- rience a strong interchange of trips that requires a flexible tion concern for the Hartford West study area is that public transit service. By implementing park and ride lots, future improvement plans be made to support other developing feeder bus routes, and facilitating pedestrian urban re-development initiatives, such as the city’s planned connections, this busway will serve as a spine to more redevelopment of the Parkville and Flatbush Avenue indus- effectively connect and coordinate transit and other trial areas, the Charter Oak Terrace housing complex, and intermodal transportation services. the proposed
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