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Hartford Line Tod Action Plan Executive Summary

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Hartford Line Tod Action Plan Executive Summary HARTFORD LINE TOD ACTION PLAN EXECUTIVE SUMMARY 2019 This report was prepared for the Connecticut Department of Transportation by: ii ACKNOWLEDGEMENTS The Hartford Line Transit-Oriented Development (TOD) Action Plan is the result of a collaborative effort and partnership between the Project Team, the Connecticut Department of Transportation (CTDOT), several of the municipalities served by the Hartford Line, and various stakeholders and interested organizations. We would like to thank the following for their active participation which made this study possible: The staff and elected officials of the following municipalities: The Town of Wallingford The Town of North Haven The Town of West Hartford The Town of Berlin The Town of Windsor The Town of Newington The Town of Enfield The Town of Windsor Locks The Town of East Windsor The Policy Board at the following Councils of Governments: The Capitol Region Council of Governments The South Central Regional Council of Governments Staff from the following agencies: The Connecticut Department of Transportation The Federal Transit Administration The Corridor Advisory Committee Participants in the Desire and Readiness Workshops and Other Stakeholders iii (This page is intentionally left blank) iv DISCLAIMER NOTICE This document is disseminated under the sponsorship of the United States Department of Transportation, Federal Transit Administration, in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Any trade or manufacturers’ names appear herein solely because they are considered essential to the contents of the report. v (This page is intentionally left blank) vi TABLE OF CONTENTS Introduction 1 On Track for Action 5 Part One 9 Part Two 19 Conclusion 29 vii The Hartford Line TOD Action Plan: Executive Summary Transit Service Map. A map outlining the various fixed guideway transit systems in Connecticut, including rail and bus rapid transit services. viii Introduction INTRODUCTION Background Hartford Line The State of Connecticut has made substantial recent investments in its multi-modal transportation network. A critical component of this investment is a major expansion of Connecticut’s passenger rail capacity along the Hartford Line corridor through the New Haven-Hartford-Springfield (NHHS) Rail Program. The Hartford Line provides enhanced passenger rail service between New Haven, CT and Springfield, MA, with connections to Amtrak and Metro-North Railroad, which serve New York City and other destinations along the Northeast Corridor. Funded by a combination of federal and state sources, the ongoing NHHS Rail Program includes infrastructure improvements to the pre-existing rail system (such as double tracking and upgrades to existing stations, signals, and bridges) as well as the construction of new stations. The Hartford Line is comprised of 13 stations: • Four pre-existing stations: New Haven Union Station, New Haven State Street Station, Hartford, and Springfield; • Two replaced stations: Meriden and Berlin; • Three relocated stations: Wallingford, Windsor, and Windsor Locks; and • Four new stations: North Haven, Newington, West Hartford, and Enfield As of the official service launch in June 2018, construction of the two relocated and four new stations remain, as well as double tracking north of Windsor. Initial service includes 17 round-trip passenger trains between New Haven and Hartford, and 12 round-trip passenger trains 1 The Hartford Line TOD Action Plan: Executive Summary between Hartford and Springfield. This level of service is targeted support and technical assistance to municipalities, a significant increase from the pre-existing 6 round-trips particularly those with new or relocated stations. per day. The long-term vision for the NHHS Rail Program includes an eventual 25 daily round-trips, delivering high- Emphasis on Action frequency passenger rail service through the corridor. The purpose of the Hartford Line TOD Action Plan is to fully capitalize on TOD potential by collaborating with Transit and Economic Growth municipalities to address barriers in specific station areas. There is an inextricable link between the strength of the By fostering interjurisdictional partnerships, the Hartford transportation system and the strength of the economy. Line TOD Action Plan builds on previous, current, and The American Public Transportation Association estimates planned local and regional efforts to advance TOD from that for every dollar invested in public transportation, four planning to implementation. The Hartford Line TOD dollars are generated in economic returns. Throughout Action Plan ultimately strives to be action-oriented. the country, transit investments have generated billions of dollars in economic value. As the Hartford Line traverses a corridor with several regional assets, municipalities along the corridor have a unique and timely opportunity to leverage the ongoing transit investment for the betterment of their communities. In particular, municipalities have the opportunity to realize economic and community benefits through transit-oriented development (TOD). TOD is defined as compact, mixed- use development located within a short walk of a transit station. Whether it is new construction, redevelopment, or small-scale infill development, a fundamental characteristic of TOD is that its physical form responds to – and is interrelated to – transit. Whereas TOD is often considered after a new transit service has begun, the Hartford Line presents a unique opportunity for TOD planning to be coordinated with the rail service expansion. FTA Grant While the addition of transit service has the potential to create new markets for TOD, the presence of transit alone is not sufficient to drive economic development. TOD is contingent on several factors and full potential typically takes several years to achieve. One of the most critical factors impacting TOD success is the level of government support. In 2014, the Federal Transit Administration (FTA) introduced the Pilot Program for TOD Planning to promote transportation planning that is integrated with land use planning. In 2015, the State of Connecticut was awarded an FTA TOD Pilot grant to conduct a study of TOD opportunities along the Hartford Line corridor. The FTA TOD Pilot grant presented a framework for the Connecticut Department of Transportation (CTDOT) to provide 2 Introduction (This page is intentionally left blank) 3 The Hartford Line TOD Action Plan: Executive Summary 4 On Track for Action ON TRACK FOR ACTION Part 1 To establish a point of departure, the project team (consisting of CTDOT with support from its consultant, WSP USA, Inc.) first compiled and reviewed previous plans, studies, and reports, recognizing that each station area is at a different stage of progress in TOD planning and implementation. The Hartford Line TOD Action Plan began with consideration of the entire corridor through a regional market assessment and the identification of station area typologies. While recognizing that each station area is unique, this approach considers the station areas in a way that defines the TOD potential for the corridor as a whole. Following the corridor assessment, eight station areas were selected for further analysis. The selected station areas include a combination of replaced, relocated, and new stations: • North Haven • Wallingford • Berlin • Newington • West Hartford • Windsor • Windsor Locks • Enfield The remaining stations (in New Haven, Meriden, Hartford, and Springfield) were not identified for additional focus in part because of the extent of TOD implementation already underway in these areas. 5 The Hartford Line TOD Action Plan: Executive Summary Defining Desire and Readiness for TOD Recently completed, ongoing, and potential future development projects can serve as indication of the In each station area, the local community must express level of developer interest in a station area. its level of desire for TOD to set the context for a station area strategy. High desire (which, in turn, may suggest 4. Leadership in Place: Leadership and stewardship a community’s degree of readiness) is illustrated by a of planning initiatives at the local and regional level, community that strongly supports denser mixed-use in addition to community support, is essential to development in the station area and views the station as a successful implementation of TOD. centerpiece to development. The D & R assessments were based on information Not every station area is suitable for TOD. Communities gathered from market analyses, stakeholder interviews, define their desire for TOD based on surrounding land and workshops. The cornerstone of the D & R evaluation uses, surrounding densities, and neighborhood character. process was a workshop for each selected station area However, a lower desire only reflects current opinion with a small group of municipal officials, staff, and key and does not necessarily mean there are no opportunities stakeholders. Workshop attendees represented individuals for future development and other transit-supportive with a range of local knowledge and expertise in all of the improvements. In station areas where desire is lower, different functional areas of TOD. These workshops enabled there may still be a need to consider what public realm the project team to work directly with each municipality to improvements can optimize the relationship between
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