11-1. INTRODUCTION
The 2005 legislative session amended state statutes to require that regional plans in Connecticut like HVCEO's address transit oriented development (TOD).

Specifically, the HVCEO regional plan must "identify areas where it is feasible and prudent to have compact, transit accessible, pedestrian-oriented mixed use development patterns."

The Rutherford, New Jersey Rail Station is the focus
of new transit oriented development that will provide
shops, offices, 48 apartments, a day care center and
parking. This project meets New Jersey DOT Transit
Village funding criteria, one of 17 in NJ since 1999.

See the 2010 CT DOT Transit Oriented Development Overview.

TOD’s can also be viewed as an implementation mechanism related to two other new requirements for regional plans, also mandated by the 2005 legislative session: These are to address pedestrian needs and promote better planning thru mixed land use.

Transit oriented development is defined by Connecticut law as a mixed use neighborhood within walking distance of a transit station. According to Public Act 07-6 of 2007:

Transit-oriented development means the development of residential, commercial and employment centers within one-half mile or walking distance of public transportation facilities, including rail and rapid transit and services that meet transit supportive standards for land uses, built environment densities and walkable environments, in order to facilitate and encourage the use of those services.

A TOD has a central area containing a rail or bus station and a mix of commercial, office and institutional uses. This center is typically surrounded by residential development that is located within easy walking distance of the transit station.

The idea of linking land development decisions to the presence of transit service is not new. During the early 1900’s, the development of many neighborhoods in Connecticut was influenced by the presence of a system of trolley lines that provided efficient transportation services for the needs of that era.

Today, the idea of transit oriented development is to link land use decisions with public transportation infrastructure, where possible, in order to accommodate new traffic demands and reduce the dependence on highway transportation.

11-2. LOCATE DENSITY AND MIXED
USE DEVELOPMENT AT TRANSIT HUBS
Mixed use development surrounding rail and bus stations, at densities appropriate for the affected neighborhoods, benefits the mobility of residents as well as the economics of public transit systems.

The presence of office and commercial uses within the core of a TOD can stimulate transit patronage throughout the workday, not just during morning and afternoon commuter hours, further enhancing the economic viability of public transit service.

MTA passenger rail stations in the New York
Metro Area. New TOD near these stations will
enhance the Connecticut and tri-state rail systems.

Residential areas with convenient pedestrian access to transit service, combined with convenient pedestrian access to job sites on the other end of transit service, are key factors for creating more demand for transit.

A New Jersey transportation study showed that “an increase in residential housing options within walking distance of a transit facility, typically a one quarter to one half mile radius, does more to increase transit ridership than any other type of development."

11-3. TOD PLANNING PRINCIPLES AND
SUPPORTING MUNICIPAL REGULATIONS
Special zoning designations are needed to facilitate the implementation of transit oriented development.

A major factor to consider in writing transit oriented development planning principles and supporting regulations is the resulting scale of development. It is important that the TOD’s result in neighborhoods that are in scale with the communities located along the Danbury Branch Line: Ridgefield, Redding, Bethel, Danbury, Brookfield and New Milford.

Metro North Railroad will soon announce TOD criteria to be applied to the Beacon Rail Line in nearby New York State. It can be anticipated that Metro North will eventually recommend similar planning criteria be considered on the Danbury Branch Line, as part of its continuing efforts to increase ridership levels.

The transit oriented development goal for this Regional Plan is to reinforce, intensify and foster mixed use neighborhoods at most existing and proposed passenger rail stations and at HART’s central bus transfer station in Downtown Danbury.

New mixed use development at those locations should be designed to utilize and benefit from the presence of public transit services.

11-4. SITE EVALUATIONS
FOR POTENTIAL TOD
The market support for rail TOD development within the Housatonic Valley Region is influenced by the need for many people working in Connecticut’s expensive southwestern Norwalk-Stamford-Greenwich area to find more affordable housing within a reasonable commuting distance of their jobs. Se the map of relative housing costs between the two areas on hvceo.org.

For decades, many of the workers employed in southwestern CT have chosen to live in the Housatonic Valley Region, where housing costs are more affordable. To illustrate, from 1990 to 2000 resident commuters from HVCEO municipalities to job sites in southwestern CT increased from 12,737 to 14,436, a continuing trend.

A key goal of the HVCEO Regional Transportation Plan is to facilitate the ease of rail commuting by HVCEO residents to southwestern CT employment sites. The development of rail oriented TOD’s, supported by Danbury Branch Line commuter service improvements, will help achieve this goal.

Existing Danbury Branch Line stations
shown in red, proposed stations in blue.

The following is an assessment of TOD potential at each of the Region's existing, planned or potential rail passenger stations, at the HART bus central transfer station, and along HART bus routes:

GEORGETOWN RAILROAD STATION
– TOD UNDER CONSTRUCTION
The HVCEO Regional Plan's Future Growth Map offers a TOD supportive "Near Central Area" designation for this innovative project, located in the Georgetown section of Redding adjacent to Wilton.

This development has received all required town, state and federal approvals and construction is in progress. This TOD is a brownfield redevelopment project that includes a new Georgetown Railroad Station on the Danbury Branch Line as authorized by Conn DOT.

Intermodal transportation hub
near proposed Georgetown Station

BRANCHVILLE (RIDGEFIELD)
RAILROAD STATION
– POTENTIAL TO BE DETERMINED
The HVCEO Regional Plan's Future Growth Map offers a TOD supportive "Near Central Area" designation for the Branchville Railroad Station vicinity in the Town of Ridgefield.

In 2002, the Ridgefield Planning and Zoning Commission prepared the Branchville Village Plan that included a goal to "Preserve the train station as part of Branchville," and to "support enhancement of the Branchville railroad station as a multi-modal transportation center with transit oriented services at or near the train station": essentially TOD.

Working with the Town of Ridgefield and HVCEO, CT DOT will study this location for TOD potential in 2009.

Ridgefield's Branchville Station (red) and linear parking lot.
The vicinity will be studied by CT DOT for TOD potential.

WEST REDDING RAILROAD STATION
– POTENTIAL TO BE DETERMINED
Currently, the West Redding Railroad Station has the least patronage of any station on the Danbury Branch Line. This is an "out of the way" station location adjacent to a small, historic and rural hamlet.

Redding's 2008 draft Plan of Conservation and Development states "this edition of the Town Plan seeks to expand the discussion of higher density development to include the central part of the hamlet of West Redding due to its transportation resources and its resulting potential for transit-oriented development. It should be noted, though, that West Redding's lack of public water and sewer and its sensitive location at the headwaters of the Saugatuck River may turn out to be limiting factors."

The HVCEO’s Plan Future Growth Map does not offer a growth designation for TOD at this location. It will need to be determined locally and thru the Conn DOT Branch Line planning process the extent to which TOD is feasible in this location.


BETHEL RAILROAD STATION
– SIGNIFICANT POTENTIAL
The Danbury Branch Line train station serving Bethel is located on the northern fringe of the Bethel Village Center.

This center is compact, pedestrian friendly, and contains a mix of commercial, office and institutional land and building uses surrounded by a variety of housing types.

The Bethel Railroad Station was located in the middle of this village center until the 1990’s, when it was relocated approximately 2,200 feet to the north to provide for improved parking and to eliminate congestion caused by trains blocking Main Street while stopped at the old train station.

Of great importance to Danbury Branch Line TOD advocates, the 2007 Bethel Plan of Conservation and Development supports rail oriented TOD around the Bethel Railroad Station. HVCEO completed a feasibility study of this proposal in 2010.

Bethel's 2007 Town Plan proposes a transit oriented
development area (blue) surrounding Bethel Railroad
Station (red) and near transit a supported housing area (orange).

As stated in the Bethel Plan, "One area that is appropriate for TOD is the area adjacent to the Metro North Railroad Station on Durant Avenue. The Board of Selectmen, the Planning and Zoning Commission, and the Economic Development Commission should work together to begin the process of assembling appropriate parcels in the area for TOD development."

Continuing, the draft plan states, "The Commission will revise the zoning regulations for areas deemed appropriate for TOD to encourage multi-story buildings set close to the street, with some on-street parking and bus kiosks. Other considerations include encouraging ground floor retail and restaurants with upper story residential.

Parking should be structured, either in stand-alone or mixed use buildings. Landscaped sidewalks connecting the mixed use development with the train station and downtown should include benches, water fountains and other pedestrian amenities."

Continuing, "In addition to transit oriented developments, there may also be locations appropriate for moderately dense residential development (approximately 10 to 15 units per acre) that integrate transit options by providing access to the train station. The area around Grassy Plain north of Greenwood Avenue should be examined as a potential location for transit supported development."

The HVCEO Plan's Future Growth Map offers a TOD supportive "Near Central Area" designation for this location.

In recent decades the number of Bethel residents that commute south daily to Stamford and other southwestern towns has continued to increase. This commuter flow is one market that could be served in Bethel by the proposed TOD area and related housing.

Another would be the reverse flow, coastal commuters to office locations in the new TOD. That would reflect the trend found along the Shoreline East rail passenger service east of New Haven, where city commuters increasingly reach new employment along the rail line.

DOWNTOWN DANBURY
RAILROAD STATION
– SIGNIFICANT POTENTIAL
Commuter rail service on the Danbury Branch Line currently ends in Downtown Danbury. With its central transfer station also located in Downtown Danbury, fixed route bus service is provided by the Housatonic Area Regional Transit District (HART) throughout the City of Danbury and to the towns of Bethel, Brookfield, New Milford and Ridgefield.

HART's public bus routes converge in Downtown Danbury.
As energy and environmental policy tightens, expect
increased viability for transit oriented uses along these routes.

Hosting these two transit facilities, Downtown Danbury can function as a TOD area. There is a wide variety of retail and service businesses and relatively high density residential neighborhoods, all located within walking distance of public transit services in an attractive, pedestrian friendly environment.

Western Connecticut State University (WCSU), with its 4,200 students and 1,000 employees, is within walking distance of the train station. WCSU is also served by HART’s Downtown Bus Loop, with regional bus service provided through HART’s Downtown bus transfer station.

And, a major development, Kennedy Place has an approved plan that includes 586 dwelling units and 5,000 square feet of retail space, all adjoining the HART Pulse Point and within 1,500 feet of the Danbury Railroad Station.

Current development in Downtown Danbury includes high density housing that is being built in neighborhoods within walking distance of both the Danbury train station and HART’s Downtown bus transfer station.

In recent decades the number of Danbury residents who commute daily to job sites in lower Fairfield County has continued to increase. The daily total in 1980 was 2,572, up to 3,227 in 1990, and rising still further to 3,847 in 2000.

This expanding commuter market has the potential to be attracted into the Downtown area. It will bring added vibrancy and economic activity to Downtown, facilitated by the presence of public transit resources, attractive pedestrian friendly neighborhoods, a diversity of business uses and quality municipal services.

The HVCEO Future Growth Map offers a very TOD supportive "Regional Center" designation for Downtown Danbury. The Regional Center designation proposes relatively high densities and to "concentrate development around transportation nodes to support the viability of transit oriented development."

DANBURY AND REGIONAL HART BUS STOPS
– LOW POTENTIAL AT PRESENT
Bus stops to access Housatonic Area Regional Transit vehicles on their many routes throughout the Housatonic Valley Region are numerous. But due to today's relatively low service frequency, these geographically diffuse bus stops do not currently have the potential to become the transit element of a TOD.

However, future energy shocks that significantly impair the use of automobiles could rapidly enhance the strategic value of nearby bus service.

It is conceivable that in the future, having a bus route located nearby will be comparable to having public sewer service, a universally recognized positive influence on property values. The presence of nearby trolley lines in the past had the same positive impact on property values in their day.

The Region's many HART bus routes should continue to influence the shape and occupancy of adjacent developments so that they work better with transit. This means that large developments along bus routes should make provision for bus loading areas and passenger amenities such as shelters and good pedestrian connectivity.

In addition, residents who are bus dependent will continue to seek housing along HART bus routes, a common phenomenon in recent decades.

DANBURY NORTH
(PLANNED) RAILROAD STATION
– MINIMAL POTENTIAL
The HVCEO Future Growth Map offers a supportive "Primary Growth Area" designation for this location. The limitation on TOD potential at this site is due to the lack of developable land in the vicinity that could be linked with pedestrian access to the station and that could support the full range of TOD uses.

The upcoming Conn DOT Phase II Danbury Branch Rail Study will determine if this station should be constructed.

BROOKFIELD (PLANNED)
RAILROAD STATION
– SIGNIFICANT POTENTIAL
The HVCEO Plan's Future Growth Map offers a TOD supportive "Near Central Area" designation for the Brookfield Village Center area.

Additionally, the design guidelines used by the Town of Brookfield for planning the future of the Village Center area call for mixed use development and state that the Town should "prepare for the possibility of rail passenger service from New Milford to Norwalk," and "identify an appropriate location for a commuter parking lot connected to the rail line by a pedestrian bridge over the Still River."

If the upcoming Conn DOT Phase II Danbury Branch Rail Study determines that this station should be constructed, then plans can be developed to provide for pedestrian connections from the commuter rail station to the adjacent planned mixed use village.

DOWNTOWN NEW MILFORD
(PLANNED) RAILROAD STATION
– SIGNIFICANT POTENTIAL
The HVCEO Plan's Future Growth Map offers a very TOD supportive "Regional Center" designation for Downtown New Milford. The Regional Center designation proposes relatively high densities and to "concentrate development around transportation nodes to support the viability of transit oriented development."

The Phase I findings of the Danbury Branch Rail Electrification Feasibility Study concluded that the restoration/extension of commuter rail service to New Milford would result in over 300 new daily boardings and increase ridership on the Branch Line by 37%, a dramatic projection as rail studies go.

The upcoming Conn DOT Phase II of the Danbury Branch Rail Study will further ascertain the TOD benefits that would result from the restoration of passenger rail to Downtown New Milford.

Shown in red is a potential commuter rail
platform in the 1996 "Downtown New Milford Study."

11-5. GOALS FOR TRANSIT
ORIENTED DEVELOPMENT
GOAL: HVCEO's TOD goal is to reinforce, intensify and foster mixed use neighborhoods at existing and proposed passenger rail stations and at HART’s central bus transfer station in Downtown Danbury.

New mixed use development at those locations should be designed to utilize and benefit from the presence of public transit services.

--- 1. INTRODUCTION --- 2. MAP OF GROWTH --- 3. WATER SUPPLIES ---
--- 4. WASTEWATER --- 5. TRANSPORTATION --- 6. GLOBAL WARMING --- 7. HOUSING ---
--- 8. ECONOMY --- 9. OPEN SPACE --- 10. MIX LAND USE --- 11. TOD --- 12. PEDESTRIAN ---