The launch of the CTFastrak was ushered in at Bristol's Depot Square Saturday. As part of the State of Connecticut's initiative to lower carbon emissions while increasing transit ridership, billions are being invested across the state in public-private partnerships with the goal of building human settlements along the state's newly expanded transit corridors. Many local residents associate the new Bus-Rapid-Transit (BRT) as the "Busway to nowhere". Although the actual guideway structure has only been constructed as far as New Britain, Bristol's Depot Square development indeed sits at the opposite end of the Bristol-Hartford route.
The new buses offer free WiFi (until you reach your daily data limit) but trendy as advertised, the guideway was constructed to alleviate roadway congestion for commuters travelling to Hartford and the reason it seemingly ends "nowhere" became clear in my 2 hour and fifteen minute round-trip commute. The bus left Bristol's enterprise zone and then Plainville's housing incentive zone carrying less than ten passengers. Upon pulling into New Britain's Main Street station it became clear why the guideway ended there. Nearly twenty passengers boarded at this stop and as we approached Hartford we picked up anywhere from a couple to a half dozen passengers at each stop. The bus became clearly packed with passengers whom found standing room only upon reaching the state's capitol. So what does this have to do with the guideway stopping in New Britain instead of continuing to Bristol you ask?
The relevant fact is that grant monies for large scale infrastructure projects are awarded in accordance with ridership numbers and Bristol's ridership does not quantify such a large investment. It seems however, as though some individuals would like to change that as Bristol's planning documents indicate that Bristol's downtown will be the site of an intermodal transportation hub for years.
Many experts agree that when building Transit-Oriented projects it is essential to include an expansion of mixed-income housing. According to the Berkley University collaborative publication called "Transit-Oriented for All":
"...many cities have found inclusionary zoning ordinances and reduced parking requirements useful for stimulating new affordable housing construction. Cities working to create and preserve mixed-income transit-oriented neighborhoods can draw from an array of tested policies to find the right set of tools for achieving mixed-income transit-oriented communities."
We see this practice being implemented in the State of Connecticut's TOD strategy as communities with such designations are predominantly targeted communities. Plainville's town center has the "Housing Incentive Zone" designation while Bristol's West End has adopted an "Enterprize Zone" classification and has made changes to local zoning with the help of their chosen Master Developer working on the city's transit-oriented project.
The Enterprize Zone demographic requirements are as follows per state of Connecticut Statutes.
Primary census tracts must meet at least one of the following:
- a poverty rate of at least 25%
- an unemployment rate of two times the state average
- at least 25% of the tract's population receives public assistance
Secondary census tracts must meet lower thresholds:
- a poverty rate of 15%
- an unemployment rate of at least 1/5 times the state average
- at least 15% of the tract's population receiving public assistance
The "experts" in the publication also shed some light on the inclusion of low-income housing for transit projects as a necessary ingredient for the success of their goals. As stated in the paper:
"Because those without a car often use transit for non-work trips as well – e.g., trips to the store, school or recreation – low-income households also play a crucial role in filling seats during “offpeak” times. This makes transit service more efficient, while also paying dividends for the region through less congestion. Mixed-income transit-oriented development helps ensure that transit’s most frequent riders have access to transit, by placing a range of housing options within walking distance of the station."
Title VI requirements indicate that people from all classes and races must have equal opportunities provided by such projects receiving federal grant monies and this is even posted on the busway wall. Nonetheless, a fixed guideway is not only the least cost effective method to achieve the goals of helping people out of poverty, but may leave people without proper access for decades withing for development to happen. Connecting residents with employment opportunities today requires a more diverse route than a fixed guideway provides and far too many state taxpayers cannot afford to construct all of the housing, infrastructure and keynesian job stimulus on this massive and aggressive scale.
This makes me wonder if the city's actions taken in conclusion of their Raquel Kennedy Consulting Report regarding Fair Housing and transportation access will be bringing Bristol the Fastrak guideway.
The State of Department of Housing and Connecticut's Transit Oriented Development policy is to connect residents with opportunities. According to DOT director Michael Sanders, CT Transit is launching expanded feeder service with the launch of the CTFastrak. Whether or not this expansion meets the needs of local residents remains to be seen. I can only rely on the testimony of the public transit riders.
I had the pleasure of speaking with this bright resident (as well did both Bristol and Newington's town planners whom shared the ride back from Hartford with us) who gracefully granted me a video interview where he explains that the CTFastrak is a waste of money as it does not help the residents of Bristol who need public transportation the most. How do you think that the city plans to help them?
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