The Economic Benefits of Regional Rail Investment - in Metro Hartford-Springfield
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April 2021 The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield
The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Introduction
This study presents a business case for two improvements, estimated to cost up to $3 billion,
proposed rail improvements in the Connecticut would boost speed, reliability, and access.
Valley region: the completion of the bi-state
The East-West Rail project in Massachusetts
Hartford Line and implementation of the East-
would connect Springfield to Worcester and
West Rail project in Massachusetts. These
Boston, and potentially westward to Pittsfield.
improvements, which intersect at the traditional
These services nominally exist today, but
regional crossroads of Springfield Union Station,
with only one train in each direction (Amtrak’s
would connect to other current and future rail
Lakeshore Limited), unreliable performance, and
improvements in New England. The analysis
uncompetitively slow speeds—about an hour
presented here examines the economic potential
of the Hartford-Springfield region and the ability of Figure 1: Metro Hartford-Springfield
enhanced passenger rail service to help achieve and the Northeast
that potential.
Worcester
NY
This report presents the study’s background Boston
and key findings in a narrative format. A longer Springfield
and more detailed analysis, including the
documentation of all assumptions, methods, Hartford
and results, is available in the accompanying
New Haven
Technical Appendix.
The Hartford Line, a regional rail service New York
connecting New Haven, Hartford, and Springfield, NJ
J
opened in 2018, following a significant investment
in the corridor’s rail infrastructure and rolling
MD
KEY
stock.1 The work remaining to be done includes
Northeast Mega Region
electrification, additional rolling stock, a
Northeast Corridor (NEC)
replacement of the Connecticut RiverVA Bridge at
Counties
Windsor Locks, double-tracking of key segments,
Metro Hartford-Springfield
five new or relocated stations, and upgrading
Northeast Corridor (NEC)
the downtown Hartford rail viaduct. These
Rail Line
21st century Inland Route
he analysis presented here examines the
T
economic potential of the Hartford-Springfield
region and the ability of enhanced passenger
rail service to help achieve that potential.
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 1
The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
longer than driving in mid-day conditions. While to the Northeast Corridor and other US metro
several alternatives remain in play, an investment areas, Hartford-Springfield has undergone
in the $4 billion range would cut nearly an hour a prolonged period of low rail use and low
off the Springfield-Boston trip, enable at least overall rail/transit use--both in general and
10 round trips per day, and provide comfort and among those who work in information, finance,
reliability. In Boston, the train would stop not only and professional services jobs. These are the
at South Station, with its instant connections to jobs that are particularly attracted to rail/transit
the Red and Silver Lines and much of downtown connectivity elsewhere in the Northeast.
accessible on foot, but at the key destinations
3. A structural shortfall. Since 1990, annual
of Back Bay, the Longwood Medical Area
job growth in Metro Hartford-Springfield
(Lansdowne Station), and the future multimodal
has lagged far behind that of the Northeast
hub at West Station.2
Corridor as a whole, representing about
Together, the East-West Line and the completed 130,000 jobs not created. Job growth has
Hartford Line would reconstitute a 21st century been particularly weak in the key sectors
version of the old Inland Route—regular train of information, finance, and professional
service from Boston to New York via Worcester, services, accompanied by aging housing
Springfield, Hartford, and New Haven—which the stock, slow housing construction, and slow
region has lacked for decades. It would create a population and wage growth. In short, Metro
regional network of great versatility and economic Hartford-Springfield has fallen structurally
potential, combining intercity service all along the behind the rest of the Northeast Corridor.
corridor with high-frequency, transit-like. service in
the Hartford-Springfield core.3 The key findings of The Economic Opportunity
this study may be summarized as follows.
4. Missing growth sector jobs. Conservatively,
some 20,000 to 40,000 jobs in information,
Decades of Disinvestment
finance, and professional services are
1. A distinct and consequential region. “missing” from Metro Hartford-Springfield
Metro Hartford-Springfield is a distinct and due to the lack of regional and intercity rail
consequential economic region, with a connectivity. With rail connectivity restored,
population of 1.6 million, a GDP of $120 billion, these jobs, which have fueled growth
20 colleges and universities, two historic elsewhere in the Northeast, can be attracted
downtowns, and New England’s second over time.
largest airport. As a metro area, it would
5. Transit-oriented development. Between
rank among the 40 largest in the US. Nearby
New Haven and Worcester, the Inland Route
Worcester and New Haven have combined
rail improvements would serve 16 existing
metro populations of 1.8 million. Yet the
and future stations. Recent and planned
Hartford-Springfield economy is isolated and
development in these station areas suggests
lagging.
a strong market of interconnected residential
2. A gap in the rail/transit network. Metro communities, employment centers, and public
Hartford-Springfield lost most of its intercity destinations. A capacity analysis reveals an
rail service, starting in the 1970s. Compared aggregate station area potential of about 20
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 2
The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
million square feet of commercial development economy in response to climate change, and a
and 30,000 housing units gravitation to smaller, well-connected cities in
response to COVID-19—would reinforce and
6. Economic benefits far in excess of costs.
amplify the outcomes projected in this report.4
Together, these two outcomes—the gradual
attraction of 20,000-40,000 “missing”
Context: A Region Structurally
professional service jobs and the construction
Behind
of station-area development—account for
an estimated $47 to $84 billion in directly This study defines Metro Hartford-Springfield as
generated regional GDP over 30 years, a region of three contiguous counties: Hartford
including $27 to $48 billion in wages. An County in Connecticut, and Hampden and
additional $15 to $21 billion of indirect and Hampshire Counties in Massachusetts.5 As shown
induced GDP is estimated as well in Figure 1, Metro Hartford-Springfield is part of
the Northeast Corridor (NEC) served by Amtrak
The compactness of Southern New England
and several regional rail providers, as well as
creates a natural market for regional and intercity
the larger northeast mega-region stretching from
rail. Two emerging trends--a decarbonizing
FIGURE 1
Total jobs index
Figure
(1980 =2:100,
Totalpercent
Jobs Index (1980
growth = baseline)
over 100), Percent Growth Over Baseline
160
150 Corridor excluding Boston, D.C., N.Y.C. counties
Northeast Corridor
140 Hartford, Hampden, Hampshire
130
120
110
100
90
80
‘80 ‘82 ‘84 ‘86 ‘88 ‘90 ‘92 ‘94 ‘96 ‘98 ‘00 ‘02 ‘04 ‘06 ‘08 ‘10 ‘12 ‘14 ‘16 ‘18
Source: Bureau of Economic Analysis, 2020 SOURCE: BEA, 2020
Figure 3: Growth Comparison (Compound Annual growth Rate, 2010-2019)
Region GRP Population Jobs Wages
Metro Hartford-Springfield 2.9% 0.04% 0.83% 2.08%
Northeast Corridor 4.0% 0.38% 1.43% 2.34%
Northeast Megaregion 3.8% 0.42% 1.29% 2.29%
Source: EMSI, 2020
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 3
The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
metropolitan Boston to metropolitan Washington oriented development as a strategy for new
DC with over 50 million residents. A core finding is infill housing.
that, when compared to the rest of the Northeast
• As shown in Figure 3, the net result is low
Corridor, Metro Hartford-Springfield has fallen
growth, not only in jobs but in Gross Regional
significantly behind in economic performance.
Product, population, and wages—a structurally
• Compared to job growth in the Northeast lagging regional economy compared to the
Corridor as a whole (1.1% annually) since larger Northeast.
1990, Metro Hartford-Springfield has followed
a slower growth trajectory (0.6% annual job Connectivity: Transit, Regional
growth); representing about 130,000 jobs not Rail, Intercity Rail
created across Metro Hartford-Springfield
Is the gap in economic performance and
since 1990. This gap is illustrated in Figure 2.
trajectory related to rail service? A majority of
• In contrast with peer metro regions (NEC and key NEC regional markets benefit economically
nationally), and despite established strength from a combination of traditional public transit
in insurance and related service industries, (buses and, in major metropolitan centers, rapid
Metro Hartford-Springfield is defined by weak transit); commuter rail (or as it is increasingly
job creation across information, finance, and called, regional rail) in the Boston, New York,
professional services (including insurance, in Philadelphia, Baltimore, and Washington
which employment has actually declined). metropolitan areas; and intercity rail linking
key NEC cities. For brevity and consistency,
• Constrained employment growth goes hand-
the combination of local bus or rapid transit,
in-hand with an abundance of older housing
commuter or regional rail, and intercity rail is
stock compared to NEC averages and
referred to in this study as “rail/transit”.
significantly slower pace of new residential
construction since 2010. The lack of new The Metro Hartford-Springfield region suffered a
housing construction, as well as constraints degradation of passenger rail service in the 1970s
created by “missing middle” housing, create and 1980s, coincident with its regional economic
a drag on workforce availability and is one decline. Metro Hartford-Springfield was hurt, like
reason other cities have embraced transit other parts of the Northeast Corridor, by long-term
decline and disinvestment in general and by the
recession of 1988-90 in particular, and then by
The absence of robust, the Great Recession of 2008. An asset that might
have helped the region recover and diversify
well-used rail service (and that did help other NEC cities recover) was
missing—rail connectivity.
constitutes a major Hartford and Springfield stand out as mid-sized
cities with regional rail service only at the “starter”
gap in the region’s level and minimal, low-performance intercity
service. The Hartford Line opened in 2018; its
transportation network. strong start, although overshadowed by the
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 4The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Figure 4: Comparative Rail/Transit Use
Industry Sector Metro Hartford- NEC Transit Ridership Shares
Springfield
Growth Growth Growth Growth Metro US NEC
Since Since Since Since H-S Average
2000 2010 2000 2010
Ag, Const, Mfg, Wholesale, -0.8% 0.4% -0.4% 0.3% 1.6% 2.7% 15.6%
Transportation, Utilities
Information, Finance, 0.1% 0.0% 0.7% 1.1% 2.7% 7.7% 29.4%
Professional Services
Education and Healthcare 1.4% 0.6% 1.7% 0.9% 2.6% 4.7% 20.6%
Retail Trade 0.1% -0.3% 0.4% -0.1% 4.2% 4.5% 21.5%
Other Services 0.3% 0.3% 0.6% 0.3% 2.0% 4.9% 22.9%
Arts, Entertainment 1.4% 0.3% 2.2% 1.4% 6.9% 7.0% 29.3%
Local, State, Federal -0.4% -0.2% 0.4% -0.2% 1.3% 5.1% 22.0%
Government
Source: US Census ACS, 2019; EMSI
pandemic, provides an encouraging preview of • Information, finance, and professional
this market’s potential. services constitute key growth sectors in the
Northeast Corridor and mega-region. Two clear
The absence of robust, well-used rail service
comparisons are evident in Figure 4. First, as
constitutes a major gap in the region’s
noted previously, job growth in these sectors,
transportation network. Connections are
while robust in the Northeast Corridor as a
missing—not only to Boston and New York but
whole, has been minimal in Metro Hartford-
to the regional hub cities of Massachusetts and
Springfield. Equally important is the difference
Connecticut and to the local transit systems
in how these workers commute to their jobs.
operated by the Connecticut Department of
In the NEC, 30% of workers in these sectors
Transportation (CTDOT) and the Pioneer Valley
rely on rail/transit, and the US average is 7.7%.
Transit Authority (PVTA). Local bus ridership
But in the Hartford-Springfield region, only
generated by regional rail connections is minimal
2.7% of workers in information, finance, and
in these two systems.
professional services rely on rail/transit. Put
• US Census journey to work data highlight the simply, these sectors are fueling job growth
challenge. Between 2000 and 2016, while a in the Northeast Corridor, are attracted to
growing share of NEC workers were using rail/ markets with strong rail/transit systems, and
transit (an increase from about 20% to 23%), display high rail/transit mode shares. In Metro
Metro Hartford-Springfield worker transit use Hartford-Springfield, these same sectors are
remained limited to available CTDOT and not growing, and their existing workforces use
PVTA bus service and decreased from 3.1% to rail/transit at strikingly low levels.
2.8% over the same period. Even if we exclude
• While economic underperformance in the
New York City (with its uniquely high rail/transit
Hartford-Springfield region has a number
mode share), rail/transit ridership across the
of causes, our analysis found that missing
NEC remains significantly higher (above 12%)
regional rail access has led to a jobs gap in
than in the Hartford-Springfield region.6
the key growth sectors of Information,
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 5The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
finance, and professional services. This via rail/transit, only 12% of low-income Hartford-
gap is estimated at between 20,000 and Springfield area commuters utilize rail/transit.
40,000 positions that should have located Lower income residents are less able to access
(or stayed) in the Metro Hartford-Springfield regional opportunity afforded to other NEC
region since 1990 but didn’t, due to limited residents, linked to faster commutes and higher
regional rail access. This finding rests on a wages. There is a regional employment market
statistical analysis of US counties and metro of more than 2.5 million jobs within 50 miles of
areas, focused on the relationship between Hartford and Springfield, but for area residents,
the creation of jobs in the relevant sectors rail access to those jobs remains very limited.
and levels of regional rail/transit use, including
Rail/transit not only helps workers get to jobs;
whether regional or commuter rail is present.7
it makes their lives more affordable in general.
When white-collar industry is concentrated in Data from the BLS Consumer Expenditure Survey
places with good regional rail service, this creates confirm that households with access to rail/
an opportunity for higher-paid “choice riders” as transit can reduce their aggregate transportation
well as transit-dependent workers in those same spending, freeing up dollars for housing, food,
industries to commute by train. This is a locational and entertainment.
incentive that Hartford-Springfield currently lacks.
The Regional Market: A Series
The study also reveals glaring equity impacts
of Concentric Circles
associated with limited regional rail/transit
connectivity. While more than 33% of NEC From the perspective of Metro Hartford-
residents under the federal poverty line commute Springfield, the rail market to be served
by the proposed Hartford Line and East-West
Figure 5: A Market of Concentric Circles
improvements can be seen as three
concentric circles:
• The “bull’s-eye” of Hartford, Springfield,
and their shared resource, Bradley
International Airport;
GREENFIELD
WORCESTER • Worcester and New Haven—major regional
METRO
SPRINGFIELD BOSTON centers “one ring out” on the historic
PITTSFIELD
Inland Route;
BRADLEY
• Metropolitan Boston and New York.
HARTFORD
Hartford-Bradley-Springfield. Together,
the two cities and their immediate hinterland
NEW HAVEN represent a distinct and consequential
METRO
NEW economic location in the Northeast Corridor.
YORK
Metro Hartford-Springfield’s economic attributes
include a combined population of 1.6 million,
a combined Gross Domestic Product of $120
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 6The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
billion, 20 colleges and universities, two historic future congestion. Some workers may choose to
downtowns 25 miles apart on I-91, and New commute from Metro Hartford-Springfield to the
England’s second-largest international airport. two great metropolitan areas, especially if their
Its flat job growth notwithstanding, Metro Hartford- post-pandemic work environment is a hybrid one
Springfield would rank among the top 40 US in which physical trips to the workplace are no
Metropolitan Statistical Areas in total employment. longer daily. Metro Hartford-Springfield has an
opportunity to emerge not merely as a bedroom
In 2019, on the eve of the pandemic, Bradley
community but as an economic place in its own
International Airport handled seven million
right, generating rail trips as both an origin and
passengers, and its owner/operator, the
a destination.
Connecticut Airport Authority, was planning for
ten million. Bradley is located halfway between An enhanced Hartford Line providing more
Springfield and Hartford, barely 12 miles from frequent, more reliable all-day regional service
each downtown. While Bradley’s master plan would connect Metro Hartford-Springfield’s
encourages increased use of transit and rail by labor markets, businesses, and innovators to
passengers and airport workers, transit/rail also each other. With the two Union Stations and
has a key role to play with respect to airport- intermediate stops at Windsor, Windsor Locks/
related economic development. The potential for Bradley, and Enfield, high-performance regional
industrial and commercial growth at Bradley, and rail would act as a bi-directional transit spine,
downtown transit-oriented development (TOD) in helping to unify this compact regional market.
Windsor Locks, its “front door” and rail gateway,
New Haven and Worcester. With frequent, high-
is discussed below.
performance service along a modernized Inland
Metro Hartford-Springfield is roughly equidistant Route, Worcester—New England’s second largest
from New York and Boston—close enough at city—would become more accessible not only
80-120 miles to lie in both spheres of influence, to Springfield, but to Hartford, New Haven, and
but distant enough to need frequent, reliable New York City as well. New Haven would be close
passenger connectivity that does not rely not only to Hartford, but to Springfield. There are
exclusively on automobiles, given current and significant TOD opportunities, existing and planned,
The economic benefits of high-performance
rail service include labor market connectivity;
business connections for innovation and other
synergies; and the enhancement of tourism,
entertainment, cultural, and other non-work
destination activities.
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 7The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
in the Worcester, Springfield, Hartford, and New The economic benefits of high-performance
Haven station areas, with easily envisioned rail service include labor market connectivity;
synergies among them. business connections for innovation and other
synergies; and the enhancement of tourism,
The markets “one ring out” from the Hartford-
entertainment, cultural, and other non-work
Bradley-Springfield core also include the Pioneer
destination activities. What fuels these benefits
Valley north of Springfield, where pilot rail service
is not simply mitigation of future highway
currently reaches Holyoke, Northampton, and
congestion, but the need to decarbonize the
Greenfield.8 These communities—and their
economy, which will place a premium on regional
several institutions of higher learning—are
proximity and compactness. Moreover, one of the
integral to the “Knowledge Corridor” branding that
commonly anticipated post-COVID adjustments is
Connecticut and Massachusetts have sought to
a gravitation to smaller, well-connected cities.
associate with the Hartford Line. The proposed
Hartford Line improvements would lay the If you can commute easily between Hartford and
foundation for improved infrastructure and service Springfield, or live in Windsor Locks and work in
extending past Springfield. Worcester, or live in Holyoke and work in Hartford
Figure 6: Station Area TOD Capacity, One-Mile Radius
Commercial square footage Housing Units Jobs
WORCESTER UNION STATION
2,400,000 4,500 4,000
SPRINGFIELD UNION STATION
5,000,000 9,300 8,300 BOSTON
MASSACHUSETTS
PALMER 650,000 1,800 1,100
ENFIELD
40,000 100 100 NEW WINDSOR LOCKS 1,182,000 3,200 2,000
WEST HARTFORD WINDSOR 77,500 200 100
827,000 2,300 1,400
HARTFORD UNION STATION 2,400,000 4,500 4,000
NEWINGTON
750,000 2,000 1,200 BERLIN 1,470,000 4,000 2,400
CONNECTICUT
HAMDEN/NORTH HAVEN MERIDEN 172,000 500 300
900,000 2,500 1,500
WALLINGFORD 487,000 1,300 800
NEW HAVEN STATION/STATE ST.
3,400,000 6,300 5,700 Existing stations
NEW YORK
Proposed stations
Sub-total, existing stations 16,600,000 33,800 27,600
Sub-total, proposed stations 3,200,000 8,700 5,300
GRAND TOTAL 19,800,000 42,500 32,900
Source: AECOM Analysis, based on CoStar, Urban Footprint, MassINC Transformative TOD Analysis
SOURCE: URBAN FOOTPRINT, COSTAR, AECOM ANALYSIS
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 8The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
or New Haven; or if you can run a business in That said, station area development is critical.
Springfield and routinely make day trips to New The station area TOD opportunity lies in both jobs
York or Stamford or Boston; or if your business at and housing, destinations and origins, particularly
Bradley International Airport can attract workers with the labor market connectivity achievable
from Wallingford and Palmer—all by train, without through frequent rail service. The Hartford-
the expense of car ownership or the future Springfield region has an aging housing stock
roadway congestion that will come with growth— and sluggish residential construction, relative to
that’s a competitive advantage for the region. the NEC as a whole; this is both a cause and a
symptom of weak employment growth. Residential
Development Nurtured by TOD has a key role to play.
Passenger Rail
In assessing the TOD potential of a station area,
For regional and intercity rail, the traditionally four factors come into play: connectivity, physical
defined station areas are the tip of the iceberg. capacity, market fundamentals, and jurisdictional
Development linked to passenger rail has a support. The quantitative analysis undertaken
catchment area much larger than a quarter- for this study and summarized in Figure 6 is a
or half-mile “walkshed”; people drive to regional rail station-by-station estimate of buildout capacity
stations or get there by bus, by bicycle, within a one-mile radius, based on land availability
by employer shuttle or district shuttle. Moreover, the but adjusted to reflect market fundamentals
economic impact of connectivity inside and outside (existing population and employment density,
the region is felt beyond individual development rent levels, recent development activity) and our
projects or even development districts. understanding of station-specific connectivity and
jurisdictional support. It relies on data providers
including CoStar and Urban Footprint, as well
The station area TOD as past studies, including a MassINC 2018
effort focused on the promise and potential of
opportunity lies in transformative TOD in Massachusetts’ Gateway
Cities, which include Springfield and Worcester.9
both jobs and housing, The projection of a robust future TOD capacity
destinations and is consistent with real-world planning and
development in the affected station areas. The
origins, particularly next few pages provide a brief summary of the
TOD “story” in the four major Inland Route cities.
with the labor market Worcester, Springfield, Hartford, and New Haven
are legacy rail cities, each with a historic Union
connectivity achievable Station around which regional and intercity
mobility and station area land use were organized.
through frequent Rather than the one-mile radius used for our
statistical capacity analysis, these narratives,
rail service.
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 9The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
each with a map showing recent developments In recent years, a wave of reinvestment has
and key future opportunities, focus on the half- occurred within the station’s walkshed, including
mile closest to the station. two transformative, district-scale, public-private
initiatives. Worcester Commons, a failed
Worcester downtown shopping mall, is being redeveloped
as the multi-building, mixed-use City Square.
Worcester has gained frequent regional rail
And the Canal District, an old industrial area
service to Boston, with 16 round trips each
south of the station, is reemerging as a mixed-use
weekday (pre-COVID) plus the daily Amtrak
neighborhood anchored by Polar Park, the new
Lakeshore Limited in each direction. The
home of the Boston Red Sox’ top minor-league
Worcester Line is the second busiest in the
affiliate. Both efforts have been supported by the
MBTA commuter rail system, with about 9,300
state’s TOD-focused MassWorks infrastructure
people making the round trip each weekday—
grant program, and City Square relied on
a significant increase in ridership since 2012.
Massachusetts’s version of tax increment
About 1,300 people board daily in Worcester,
financing11. There have been several loft-style
including some “reverse” commuters for whom
apartment developments, including adaptive reuse
Worcester is a work destination.10 The MBTA
and new construction. One loft building—the Edge
has made track and service improvements and
at Union Station—offers off-campus apartments
is planning a third track project to improve
for Worcester’s nine colleges. Downtown has also
frequency and reliability by eliminating freight
seen development of hotels, a multiuse center for
conflicts. Like Springfield, Hartford, and New
Quinsigamond Community College (“20 Franklin”),
Haven, Worcester is an “eds and meds” city,
and an in-town market.12
with 12 colleges and universities in the area,
including the University of Massachusetts Medical In its 2018 study of the potential for transformative
Campus and its associated biotech research park, TOD in Massachusetts’ Gateway Cities, MassINC
and several hospitals. included Worcester as one of four intensive
case studies. Through an analysis of vacant and
Worcester Union Station is on the eastern
underutilized property, MassINC estimated that
edge of downtown and is a regional hub for rail,
with an aggressive public strategy and optimal
the Worcester Regional Transit Authority bus
buildout, Union Station’s half-mile walkshed could
network, and intercity bus carriers. The station’s
accommodate nearly 24,000 net new residents
potential TOD area is effectively cut in half by
(a nine-fold increase at that time) and nearly 7,000
I-290, with established residential and institutional
net new jobs (a one-third increase), achieving
neighborhoods and an intermodal freight yard to
a model TOD balance of 50% population,
its east. But the districts to the west, north, and
50% jobs.13
south of Union Station have attracted significant
reinvestment. The DCU Center (Worcester’s
Springfield
hockey, basketball, and concert venue) preceded
the restoration of rail service but has become The revitalization of Downtown Springfield is a
an important rail destination. St. Vincent’s work in progress. A cornerstone achievement is
Hospital, opened in 2000, is the station’s major the restoration of Union Station itself. Located on
institutional neighbor. Main Street at the northern end of downtown, the
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 10The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Figure 7: Worcester Union Station Area TOD
Source: AECOM; for specific projects, see listing following endnotes.
station reopened in 2017—a $100 million public- Congressional delegation, is not only a catalyst
private investment that includes the corporate project for downtown, but an opportunity for robust
headquarters of Peter Pan Bus Lines, the offices rail-to-transit connections in the regional labor
of a major local architectural firm, and retail for market.
passengers and the general public. The bus
A revived Union Station has already led to the
terminal is the hub not only for Peter Pan, but
conversion of two historic buildings to residential
for the Pioneer Valley Transit Authority’s bus
lofts and the proposed conversion of a third
transit system. The gap in the regional mobility
immediately east of the station, and two loft
network was embodied by the decades-long
developments along nearby Chestnut Street. The
abandonment of Union Station. Its renewal, with
new headquarters for Way Finders, a regional
coordinated support of the city, state, PVTA, and
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 11The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Figure 8: Springfield Union Station Area TOD
Source: AECOM; for specific projects, see listing following endnotes.
housing agency and the planned restoration of the (in the face of the pandemic) has yet to occur. The
historic Paramount Theatre and Massasoit Hotel City is advancing a coordinated strategy for the
are in properties across Main Street from the “impact district” encompassing the Mass Mutual
station complex. Center, MGM Springfield, historic Court Square,
and the streets and blocks woven through them.14
A half-mile south of Union Station, the $950
The casino, in addition to its on-site hotel,
million MGM Springfield Casino opened in
is planning a boutique hotel in the adjoining
2018. Designed to generate foot traffic on Main
historic building at State and Main Streets.
Street, the casino is diagonally across the street
Residential loft development has begun, and
from MassMutual Center, Springfield’s hockey,
additional such projects are being promoted
basketball, concert, and convention venue.
by the City, including the adaptive reuse of the
Although the casino attracted 10,000 visitors per
historic Court Square hotel.
day before COVID-19, the desired catalytic effect
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 12The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Springfield’s four downtown parks have been walking distance; a new neighborhood, Downtown
renovated, enhancing a pedestrian network North, is developing around the ballpark. The
that connects Union Station to other parts of Convention Center complex and the University
downtown. This includes the restoration of of Connecticut Hartford Campus, one of nine
Pynchon Plaza, the pedestrian link between the colleges and universities in Metro Hartford, are in
MGM/MassMutual Center district and Springfield’s the downtown, just outside Union Station’s half-
cultural hub, the Museums Quadrangle. mile radius.
Springfield’s other regional destinations—the
Three major revitalization strategies—all
Basketball Hall of Fame and several colleges
consistent with the principle of dense, walkable
and universities—are beyond the Union
TOD—are being pursued. One is to introduce
Station walkshed but still in the core of Greater
a significant amount of multifamily housing to
Springfield, accessible by train and local last-
enliven the downtown and create a greater
mile connections.
balance between jobs and housing. The Capital
In its 2018 Transformative TOD study, MassINC Region Development Authority (CRDA), in
estimated that the Springfield Union Station area partnership with the City of Hartford and other
could accommodate 13,000 net new residents agencies, has spearheaded an initiative to create
(more than quadrupling its population) and nearly 2,000 downtown units through new construction
3,000 net new jobs (a 20% increase), achieving and adaptive reuse. Since 2013, that initial goal
a 50-50 balance of population and employment.15 has been met; the 17 residential projects shown in
MassINC attributes nearly half of this station- Figure 9 represent nearly 1,800 units completed,
area buildout capacity to “higher occupancy”— under construction, or financed.17 Most of these
reinvestment in parcels that, while not vacant, developments fall within a half-mile of Union
have significantly underutilized building stock Station, and several are in the station’s immediate
or extensive surface parking. This condition foreground in the blocks framed by Asylum, Allyn,
is especially evident in the blocks between High, and Ann Ucello Streets.
the station and I-291 (labeled the “Station
A second strategy is iQuilt, a public-private
Foreground” in Figure 8) and the “TDI District”
partnership to enhance and interconnect
(where the state’s Transformative Development
Downtown Hartford’s parks, cultural institutions,
Initiative for Springfield is focused).16
and streetscape. Consisting of both physical
investments and institutional communication and
Hartford
programming, iQuilt includes short, medium, and
Union Station is on the western edge of long-term elements.
Downtown Hartford. Its half-mile walkshed
The third strategy is to reknit the larger downtown,
contains the State Capitol, office buildings,
which is split by the aging, deteriorating I-84
the historic downtown core, a critical mass
viaduct and the adjoining railroad tracks—a
of civic and cultural institutions, and Bushnell
barrier to walkable, transit-oriented investment.
Park, Hartford’s central open space. Both the
A decade-long planning effort concluded that the
XL Center (Hartford’s hockey, basketball, and
viaduct should be replaced, either partly or fully
concert venue) and Dunkin Donuts Park (its
underground, in the next two decades. Either
minor league baseball field) are within short
alternative would require realigning the railroad
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 13The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Figure 9: Hartford Union Station Area TOD
Source: AECOM; for specific projects, see listing following endnotes.
tracks a short distance to the west and creating now finds itself at the intersection of a half
a new Union Station. The opportunity, illustrated dozen major city-building initiatives. One is the
in the city-state Capital Gateway Concept Plan, remaking of the station itself. In 2020, the state
includes restoring the truncated street grid, and City agreed to collaborate on a TOD-driven
creating several large development parcels, and partnership for Union Station and its adjacent
extending the station’s TOD footprint west, north, properties, including mixed-use development,
and south.18 new retail, an enhanced multimodal rail/bus
hub, and a commuter park-and-ride solution
New Haven consistent with that vision.19 Directly across
the street, the City hopes to realize a privately
New Haven has two train stations in the urban
developed, mixed-income residential community
core, barely a half-mile apart. Union Station,
of several hundred units on the site of the
isolated from the urban fabric for decades,
demolished Church Street South apartments.
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 14The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Further west, but still in the walkshed of Union and unlock 10 acres of developable land at the
Station, is Parkside Crossing, a multi-phase, convergence of downtown, Yale-New Haven
mixed-income development of 600 units. Hospital, and the Hill neighborhood. Reclaiming
this land will create dense, walkable new
Union Station is also adjacent to Downtown
development in the station walkshed. Immediately
Crossing, the state initiative to convert the
east of the Downtown Crossing alignment is the
expressway portion of Route 34 into an urban
site of the demolished New Haven Coliseum,
boulevard, restore the interrupted street grid,
Figure 10: New Haven Station Area TOD
Source: AECOM; for specific projects, see listing following endnotes.
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 15The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
now a 4.5-acre parking lot, where “275 South (Most of this land lies outside the one-mile radius
Orange”—a dense, mixed-use, transit-oriented covered by this study’s TOD capacity analysis,
development including 500 apartments— reinforcing that for regional rail, even a mile is
is planned. a conservative gauge of a station’s potential
zone of influence.) The non-profit Bradley
Across the railyard from Union Station is Long
Development League, a consortium of the four
Wharf, where plans call for continued industrial
towns and leading businesses, markets these
use as well as new commercial, residential, and
opportunities; since 2010, state law has offered
tourism opportunities. With improved pedestrian
corporate excise and local property tax incentives
connections and an effective all-day shuttle, this
to manufacturing, research and development,
emerging district would become part of the Union
information services, and other airport-related
Station district.20
businesses that invest in the Development Zone.23
State Street, by contrast, is a walk-in station
Windsor Locks is Bradley’s front door. The Town
sandwiched between the historic downtown
has undertaken a downtown TOD initiative,
core and the Wooster Square neighborhood. It
organized around the state’s commitment to
serves the existing transit-supportive land use
replace and relocate the Hartford Line station
fabric as well as new infill development, including
to a strategic Main Street riverfront site. A TOD
two apartment projects, immediately adjacent,
study prepared for the Town in 2013 identified a
with over 500 units. State Street is also within
market for several hundred units of multi-family
walking distance of Downtown Crossing and just
housing and up to 88,000 square feet of new
a quarter-mile from the planned Coliseum site
commercial space. In 2020, the Town began
redevelopment.21 Together, the combined station
seeking a development partner for a mixed-use
areas include multifamily developments that are
site alongside the new station.24
recently completed, under construction, or in the
pipeline totaling nearly 2,000 units.22 The Town and the Connecticut Airport Authority
are planning a robust shuttle service to connect
Other Corridor Communities the new Windsor Locks Station to the Bradley
terminals. A broader “district shuttle”, solving the
This TOD narrative is rounded out with a look at
first-mile/last-mile connection between the station
four of the smaller corridor communities: Windsor
and the Airport Development Zone, would make
Locks (in its own right and as the “last-mile”
Bradley’s long-term economic development rail-
gateway to Bradley International Airport), Meriden,
accessible to the Hartford-Springfield core as
West Hartford, and Palmer.
well as other Inland Route and Knowledge
Bradley International Airport and Windsor Corridor markets.
Locks. The state-enabled Bradley Airport
Meriden. Meriden, a city of 60,000 located
Development Zone, located in the towns of
halfway between Hartford and New Haven, is a
Windsor Locks, Windsor, Suffield, and East
historic center of manufacturing and industrial
Granby, contains 2000 acres of developable land,
design. It is an existing stop on the Hartford Line
with an estimated net new buildout capacity of 20
and an example of the potential for TOD in smaller
million square feet of industrial and commercial
rail communities. The City of Meriden, with state
space—nearly double the existing inventory.
support, embarked on a multi-faceted TOD
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 16The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
strategy over the last decade, including an on- The TOD capacity analysis prepared for this study
going real estate market analysis, TOD-friendly suggests that West Hartford and the future station
zoning, and the solicitation of developers for key just to its south in Newington could accommodate
city-owned sites. substantial mixed-use development, at a scale
appropriate to their town center contexts. The
Two catalytic public investments were undertaken:
West Hartford housing authority has already
Meriden’s new train station and, directly across
advanced two multifamily projects in the combined
the street, the conversion of a 14-acre brownfield
Hartford Line/BRT corridor; the larger, at 616 New
property into a central park known as Meriden
Park Avenue, adjoins a CTfastrak station and is
Green. Each of these projects included private
within walking distance of the future train station.26
residential development, and several additional
multifamily projects have been developed in the Palmer. Palmer, Massachusetts, is the only
immediate vicinity of the station. In all, nearly 400 proposed station stop on the East-West Rail line
units have been developed, along with ground- between Springfield and Worcester. A historic
level retail and public amenities organized around industrial community known as “the Town of
the Green and the train station. The TOD capacity Seven Railroads”, Palmer is still a rail crossroads,
analysis undertaken for this study suggests where the CSX and Central Vermont intersect in
that Meriden’s station area could accommodate Depot Village. Both lines are busy freight carriers,
several hundred units more, as well as a modest and Amtrak’s Lakeshore Limited passes through
increment of commercial space. (but does not stop) on the CSX track. Union
Station, an H. H. Richardson original building,
West Hartford. West Hartford is one of the five
lives on as a restaurant and landmark.
proposed new stations on the Hartford Line,
along with Newington, Enfield, North Haven, and While Depot Village is largely built out at the
Hampden. West Hartford has three stops on the scale of a small town center, there is ample
existing CTfastrak bus rapid transit line(BRT); underutilized land available for TOD. Palmer’s
the one at the strategic intersection of Flatbush Community Plan identifies Depot Village, as well
Avenue and New Park Avenue is the location of as an expanse of undeveloped woodland along
the future rail station. This station area straddles Route 32 just north of the village, as strategic
the boundary between West Hartford and development sites.27 The Town commissioned
Hartford; part of the station site and much of the a TOD study in 2017, and the University of
potential development are on the Hartford side. Massachusetts Center for Economic Development
has undertaken a separate study, citing both the
The City of Hartford, the Town of West
TOD potential and regional mobility needs as
Hartford, and CRCOG have been planning
justifications for a passenger station.28
for transformative TOD, with an eye toward
the expansive areas of low-density industrial, Palmer’s location in the regional mobility network
retail, and auto-oriented uses in the immediate amplifies its TOD potential, from a commercial/
station area.25 This pattern is replicated around industrial as well as a residential standpoint.
other existing and proposed suburban stations, Depot Village adjoins the only Massachusetts
particularly those between Hartford and Turnpike exit in a 24-mile stretch, and three
New Haven. regional highways—Routes 20, 32, and 181—
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 17The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
intersect here. Palmer is the gateway to a 21-town Households, businesses, and governments are
area that includes the University of Massachusetts connected in a complex web of interdependent
at Amherst. Developable land is inexpensive relationships based on producing, selling,
by regional standards, and public policy favors purchasing, and taxing goods and services. An
passenger rail service and an economic initial change in one of these creates ripple effects
development strategy associated with it. through the others. Initial impacts tend to create
revenues at other firms and employment for
Economic Impacts, Benefits, residents and associated income, as well as tax
and Costs revenues to state and local governments referred
to as fiscal impacts. Figure 11 summarizes
Economic and fiscal impacts can be described
anticipated direct costs associated with planned
as the sum of economic activity within a defined
rail improvements. While costs are presented in
geographic region resulting from an initial change
2020 dollars, the effort presumes that required
in the economy. In concept, initial changes
construction would unfold over a five- to ten-year
spur subsequent indirect and induced activities.
future period.
Figure 11: Estimated Construction Costs for Regional Rail Improvements
Source: AECOM Analysis; CTDOT; MassDOT
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 18The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
In the context of these estimated costs, Figure 12 In terms of direct benefits (in 2020 dollars), while
summarizes anticipated direct benefits associated proposed infrastructure costs ($6.7 to $9.7 billion)
with the proposed rail infrastructure investment, are consequential, anticipated economic benefits
specifically: are dramatic, with:
• Attraction of new jobs in the information, • between $47 billion and $84 billion in
finance, and professional services sectors regional Gross Domestic Product (GDP)
across the Metro Hartford-Springfield region. linked to new jobs in professional services as
Reflective of a five- to ten-year rail construction well as jobs supported by TOD construction
period, the projected creation of 20,000 to investment; and
40,000 new jobs will be incremental, achieved
• fiscal benefits payable to local and state
over a 30 year future period. While jobs are
government in Connecticut and Massachusetts
shown for Year 30, wage and output benefits
estimated at between $3.8 billion and $5.4
are presented as 30-year cumulative totals.
billion over 30 years (assuming present value at
• Construction of future transit oriented current tax rates).
residential and commercial development,
In addition to direct benefits, we have also
based on the cumulative, station-by-station
estimated (in Figure 13) the broader indirect
TOD capacity estimate shown previously. The
and induced economic benefits, using input/
economic impact of this projected construction
output multipliers from EMSI.29 Indirect impacts
reflects detailed assumptions regarding floor
have been estimated for TOD development
area ratios and construction costs, as outlined
and regional jobs in information, finance, and
in the main report. While costs are presented in
professional services, across Connecticut and
2020 dollars, unit absorption is expected over
Massachusetts. By Year 30, the annual GDP
a 30 year forecast period. Construction period
attributable to this indirect and induced economic
jobs are presented as full-time equivalents.
activity is estimated to be in the range of $15
billion to $21 billion.
The proposed rail improvements would bring
20,000 to 40,000 professional services jobs,
extensive transit-oriented development, and
$47 to $84 billion in new regional GDP over
30 years.
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 19The Economic Benefits of Regional Rail Investment in Metro Hartford-Springfield April 2021
Figure 12: Estimated Direct Benefits Due to Regional Rail Improvements, Current $US 2020
Direct Benefits, Present Value Conservative Aggressive
Direct Economic New Regional Jobs, 30 Years 20,000 40,000
Benefits, New Regional Cumulative New Wages, 30 Years $20,094,000,000 $40,187,000,000
Jobs, Linked to Transit
Improvements Cumulative New Regional GDP, 30 Years $35,428,000,000 $70,856,000,000
Transit Oriented TOD Construction Jobs (Full-Time 97,000 115,000
Development New Equivalent)
Construction Investment, Cumulative Construction Wages $6,799,000,000 $7,463,000,000
Present Value
Cumulative Construction Investment $11,332,000,000 $13,422,000,000
Fiscal Implications Cumulative Property Taxes, 30 Years $2,770,000,000 $3,290,000,000
Cumulative Income Taxes, 30 Years $1,055,000,000 $2,110,000,000
Total Fiscal Benefits $3,825,000,000 $5,400,000,000
Total Benefits, New Professional Services Jobs 20,000 40,000
Cumulative, 30 Years New Construction Jobs 97,000 115,000
New Regional GDP $46,760,000,000 $84,278,000,000
New Fiscal Benefits $3,825,000,000 $5,400,000,000
Source: AECOM Analysis
Figure 13: Estimated Indirect / Induced Benefits Due to Regional Rail Improvements, Current USD
Indirect and Induced Benefits Conservative Aggressive
Indirect / Induced Jobs, Year 30 32,000 63,000
Economic Benefits, New Total Wages, Year 30, Present Value $1,621,000,000 $3,242,000,000
Regional Jobs, Linked to
Transit Improvements Regional GDP, Year 3, Present Value $3,521,000,000 $7,041,000,000
Transit Oriented Jobs, Year 30 133,000 158,000
Development New Total Wages, Year 30, Present Value $5,268,000,000 $6,240,000,000
Construction Investment,
Present Value Regional GDP, Year 3, Present Value $11,628,000,000 $13,772,000,000
Total Benefits, Year 30 Jobs, Year 30 165,000 221,000
Total Wages, Year 30, Present Value $6,889,000,000 $9,482,000,000
Regional GDP, Year 30, Present Value $15,149,000,000 $20,813,000,000
Source: AECOM Analysis, EMSI
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 20Endnotes April 2021
Endnotes 5. As defined by the US Census, the Hartford
and Springfield metropolitan areas include
1. The Hartford Line currently provides 16
parts of seven counties, extending from the
weekday round trips between New Haven and
Vermont border to Long Island Sound. For
Hartford, 11 of which continue to Springfield.
purposes of this report, the three core counties
The 16 trips are a total, comprising eight
(Hartford, Hampden, and Hampshire) better
operated by the Connecticut Department
reflect the potential influence of the proposed
of Transportation and eight by Amtrak, at
rail improvements.
identical prices and with interchangeable
ticketing. The bi-state Hartford Line enabled 6. Data are from the Census’ American
more frequent, reliable, and speedy service; Communities Survey (ACS) data series and
Amtrak agreed to add two trips to its schedule represent a combination of bud, subway,
and to honor the Hartford Line regional rail regional rail, and intercity rail.
tickets.
7. The analysis estimates 22,000 jobs at the
2. Alternatives 4 and 4/5 have preliminary conservative end of the scale; that number is
estimated costs of $3.9 and $4.6 billion, rounded down to 20,000.
respectively; they would reduce the
8. The Valley Flyer runs from New Haven to
Springfield-Boston trip time, with intermediate
Greenfield; the Vermonter from New York to
stops, to an hour 40 minutes and an hour 30
St. Albans, VT. Both are operated by Amtrak
minutes. See the MassDOT East-West Rail
in partnership with the affected states; as of
Feasibility Study (January 2021), East-West
2021, they amount to three daily trains in each
Passenger Rail Study - Final Report - Chapter
direction.
1 - Executive Summary (mass.gov).
9. Massachusetts Institute for a New
3. See the Inland Route analysis in the 2016
Commonwealth (MassINC), Daniel Hodge
Northern New England Intercity Rail Initiative
and Ben Forman, The Promise and Potential
(NNERI) study, NNEIRI Study Summary
of Transformative TOD in Gateway Cities;
(mass.gov).
https://2gaiae1lifzt2tsfgr2vil6c-wpengine.
4. As noted in the East-West Rail Study Final netdna-ssl.com/wp-content/uploads/2018/04/
Report released by MassDOT in January TTOD-Report.pdf.
2021, the existing ridership demand modeling
10. See https://www.mass.gov/lists/2018-
analysis does not (and cannot) capture the
commuter-rail-counts; counts are from 2018,
potentially transformative effect of intercity and
the last full pre-COVID year.
regional rail as part of an integrated regional
development agenda. A long-term ridership 11. For MassWorks, see http://www.mapc.
analysis under such a scenario is beyond the org/wp-content/uploads/2017/09/MWIP_
scope of this report as well, but we can begin Presentation-2017.pdf. This program was
to frame the regional growth implications of also used to provide state support for the
enhanced rail connectivity. restoration of Springfield Union Station,
described below. The state’s tax increment
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 21Endnotes April 2021
program for infrastructure finance is District I-84 viaduct, railroad realignment, and Union
Improvement Financing (https://www. Station relocation in the context of the broader
massdevelopment.com/what-we-offer/real- Greater Hartford Mobility Study, which will
estate-services/technical-assistance/district- evaluate the tunneling alternative (http://www.
improvement-financing). i84hartford.com/index).
12. For a full description, see https://www. 19. https://www.wtnh.com/news/connecticut/new-
worcesterchamber.org/economic-development/ haven/union-station-centennial-brings-65-
projects-underway/. million-transit-oriented-development-deal/
13. MassINC, Daniel Hodge and Ben 20. https://www.newhavenct.gov/gov/depts/ed/
Forman, The Promise and Potential of current/long_wharf.htm
Transformative TOD in Gateway Cities;
21. The State of Connecticut provides competitive
https://2gaiae1lifzt2tsfgr2vil6c-wpengine.
TOD planning and implementation grants to
netdna-ssl.com/wp-content/uploads/2018/04/
municipalities. New Haven received funding
TTOD-Report.pdf.
for both of its station areas, including a major
14. https://www.springfield-ma.gov/planning/ planning grant for the Long Wharf district
fileadmin/user_upload/Blueprint_2020.pdf and its connection to Union Station. Other
Hartford Line grants have gone to Hartford,
15. MassINC, ibid.
West Hartford, Windsor, Windsor Locks,
16. TDI is a multi-faceted planning and Enfield, and Meriden. See https://portal.ct.gov/
implementation program run by the OPM/IGPP-MAIN/Grants/RGTOD-Grant-
Massachusetts Development Finance Program/2015-TOD-Planning-Grant, https://
Agency (Mass Development) https://www. www.hartfordbusiness.com/article/ct-tags-11m-
massdevelopment.com/what-we-offer/key- for-20-tod-projects, and https://portal.ct.gov/
initiatives/tdi/tdi-districts/springfield. DECD/Content/Community-Development/03_
Funding_Opportunities/Transit-Oriented-
17. CRDA’s housing initiative and projects are
Development-Fund.
described at https://crdact.net/project_
categories/housing/. A few projects located 22. For recent summaries, see https://
outside the frame of the map bring the total www.newhavenct.gov/gov/depts/ed/
over 2,000. current_initiatives.htm and https://www.
newhavenindependent.org/index.php/archives/
18. The I-84 Viaduct Study identified a partially
entry/new_developments/.
lowered and capped alignment for I-84,
resulting in the Capital Gateway Concept Plan 23. http://www.bradleydevelopment.com/About_
(see http://www.i84hartford.com/documents/ Us/; http://www.bradleydevelopment.com/
pac/PAC-mar-2019/Capital%20Gateway%20 Customer-Content/WWW/CMS/files/BADZ-
Concept%20Plan.pdf and https://www.courant. Backgrounder-March-2016.pdf
com/business/hc-biz-capital-gateway-hartford-
24. https://windsorlocksct.org/wp-content/
i84-20190418-bsieod54u5evndsys3nywyt6gm-
uploads/2020/09/WL-TOD_Vol-1_FINAL.
story.html). In 2020, the state decided to step
pdf; https://windsorlocksct.org/wp-content/
back from a preferred alternative and place the
Prepared for the Capitol Region Council of Governments (CRCOG) by AECOM 22You can also read
