INTRODUCTION

VAN SHUTTLES
HART and MetroPool have examined the potential for van shuttles to allow for improved reverse commute (those that travel against the dominant commuting pattern). As a base for this analysis, HART and MetroPool developed a short list of employment clusters likely to have employees of the demographics typical of rail users in sufficient numbers to support a van shuttle and located not too far from rail stations. Shift times at representative major employers were obtained an contacts were made with corporate human resource departments as necessary.

It was determined that there are no current vanpools from Danbury Branch Line rail stations to worksites in the Region. This is due in part to the late morning arrival times of Branch Line northbound trains, but also to the fact that the A.M. commute between north and south Fairfield County is largely oriented north to south rather than vica versa.

There are several options for companies wishing to implement a shuttle or vanpool service through MetroPool. Normally, initial contact at corporations is through the human resource or personnel department, after which MetroPool builds a database for ride matching purposes. 

If two willing drivers with good driving records and between 5 and 8 riders can be found, MetroPool can coordinate the establishment of a vanpool. Short term subsidies can be provided by MetroPool to cover the empty seats and assist in the start up of the van program.

Alternatively, companies can opt to assume financial responsibility for the operation of a shuttle and charge a fare to employees through payroll deduction or a daily cash fare.

No employment areas to the immediate south of the Housatonic Region were identified as appropriate as van shuttle destinations from railroad stations in this region. This is due largely to the fact that major employment in Wilton is found primarily in the southern section of that Town. Employees in these areas can thus readily access rail service at the Cannondale, Wilton or Merritt 7 Branch Line stations.

BUS SHUTTLES
With a few exceptions, standard bus shuttle services to stations were projected to have limited productivity at present because of the low density of passengers in the Region and thus low potential ridership. 

But do note that HART successfully operates two such shuttles from parking areas in the Region westerly to the Harlem Line in New York State. These were from Danbury, CT parking lots to the Brewster N.Y. Railroad Station and from Ridgefield, CT parking lots to the Katonah, N.Y. Railroad Station. Shuttle arrival and departure times are timed to meet with Harlem Line train schedules with Grand Central Station as the destination.

Bus shuttle services to Danbury Branch train stations if ever recommended would be by subscription; analogous to the controlled ridership of a school bus or dial-a-ride service. This subscription service would provide curb-to-curb service from the rail passenger's home to the railroad station. If such a service expanded to a large enough pool of passengers, pick up locations at nearby church or municipal lots could be included, as with the HART buses westerly to the Harlem Line.

As part of its planning methodology for this analysis, HART generated potential shuttle usage rates at each Branch Line station. These employed a combined average of estimates, including an estimate derived from actual usage at the Brewster Village station in Brewster New York. Metro-North Railroad estimates inbound boardings at Brewster station at 1294 per day in 2000. Actual individuals using the Brewster Shuttle to make a connection to the Harlem Line was 60 to 70 persons, or approximately five percent of inbound boardings on Metro-North in Brewster.

In all cases it was advised that It is likely to take a two to three year period before estimated shuttle numbers are achieved.

STATION CARS
Station cars present a viable near term option for improving passenger connectivity to Danbury Branch rail stations. The station car concept involves the use of small electrically powered vehicles that are driven short distances to and from mass transit stations. The vehicles are not owned by users, but are provided to subscribers through lease arrangements.

There are several benefits to the station car concept. First and foremost, the vehicles create no emissions. Secondly the small size of the vehicles allows for greater utilization of existing parking locations. According to the National Station Car Association, passengers delivered per square foot at a rail station parking area can be increased by as much as 20 percent. 

Station cars can be parked in compact spaces with narrower isles than standard sized vehicles, or arranged in queues. When used for rail station to employment trips, riders typically will carpool.

The New York Power Authority's Clean Commute Program, in partnership with the Ford Motor Company, is coordinating a station car demonstration project in three areas of New York State, the largest such experiment in the USA. The Mid-Hudson area of the project will deploy at least 20 vehicles at Metro North stations in Rockland, Westchester and, near us, Brewster North Station in adjacent Putnam County, New York.

The Danbury News Times reported on January 3, 2002 in regard to this program "Want a good deal on a new car? If you live in Connecticut and commute daily from the Brewster North rail station, government officials would like to make you an offer. The lease is a mere $199 per month. You get a prime reserved, free parking place at the train station. You get subsidized train fare and insurance rates. The catch? you have to be a little adventurous." 

The paper also reported that of 100 compact vehicles in the New York Metropolitan Area, ten would be assigned to Brewster North commuters. "Southeast Supervisor Lois Zutell, who applauded the program, said she thinks the prospect of guaranteed parking at the Brewster North Station will be a big selling point." Also, "commuter parking is at such a premium," she said. "The ten spaces that the project organizers have promised, along with other incentives, may be the selling factors that they need."  

4. BRANCHVILLE (RIDGEFIELD, CT)
RAILROAD STATION MOBILITY OPTIONS

4A. BRANCHVILLE, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
Interest levels in shuttle services were a modest 2% of respondents of respondents here based on a 2000 Conn DOT survey, 24% based on survey data collected by VHB and 21% based on surveys performed by HART and MetroPool. The combined average of these estimates including Brewster Shuttle usage rates is 12%, used for this analysis.

Application of this usage rate to estimate possible shuttle demand produces a result of 50 daily Branchville passengers under current conditions, 130 under Danbury Expansion Phase One and 140 on implementation of the Phase Two expansion.

Interest in shuttles, combined with an already present parking shortage at the station make Branchville a good candidate for shuttle services. Distribution of existing passengers accessing rail at Branchville indicates some clustering in the main street/central business district area of Branchville. A subscription-based shuttle with a designated stop at a church lot in the vicinity of the intersection of Routes 33 and 35 in Ridgefield is recommended after the initiation of the Phase 1 Branch Line expansion.

Considering the current parking shortage, Branchville may also be a good candidate for a station car demonstration project. A program structured similarly to the New York station car project for commute to the station is recommended.

4B. BRANCHVILLE, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
Major employers with potential for reverse commute van shuttles include ASML and Norco. Norco and ASML are located along the Route 7 corridor north of the station between the Route 7 & 102 and 7 & 35 intersections. 

The locations of these employers and shift times may permit some grouping of trips. Predominant shift times at these employment centers are, 1) 7 A.M. to 3:30 P.M., 2) 7:00 A.M. to 4:30 P.M., and 3) 8 A.M. to 5 P.M. Shift times at Schlumberger Doll Research, a major employer just east of Downtown Ridgefield, do not have good potential for connection with proposed rail services even at Phase 5 of the Branch Line expansion.

The proposed Danbury Branch Line Phase Two expansion provides the first opportunity for reverse commute van/shuttle services. The best connections based on projected departures will occur at the 6:20 A.M., and 7:38 A.M. arrivals and the 4:09 P.M. and 5:32 P.M. departures for shifts 1 and 3.

Travel for employees from New Milford working the 8 A.M. to 5 P.M. shift may be possible with connections to a 7:17 A.M. arrival from New Milford and a 5:30 P.M. northbound departure scheduled for Phase 5 expansion.

Station cars may provide the most viable alternative for reverse commutes from this station, given the variability in shift times and the low density of major employment locations in close proximity to Branchville Station.

5. WEST REDDING, CT RAILROAD
STATION MOBILITY OPTIONS

5A. WEST REDDING, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
Actual numbers of passengers currently riding inbound from this station were 59 per day in year 2000 according to Metro-North Marketing Fare Policy and Ridership analysis group statistics. VHB projected inbound boardings at 200 assuming implementation of enhanced Danbury Service Phase 1 and 220 boardings in Phase 2.

Based on Conn DOT and VHB survey data for those indicating a strong desire to use shuttle services, between 15 and 24 percent of users at the West Redding Railroad Station may take advantage of shuttle service to the Station. The combined average of these estimates with actual Brewster usage rates for the Redding station yields an estimated 13% rate of interest in shuttle service at this station.

A capture rate of 13% applied to current ridership and estimates formulated by VHB for rail expansion, yields estimates of 16 trips per day under existing conditions, 52 per day under the Danbury Branch expansion Phase One and 58 trips per day under the Phase Two train service scenario.

These numbers, even under Phase Two expansion, are not strongly supportive of a scheduled fixed route shuttle service for rail passengers boarding at West Redding. Further, with a parking lot that is currently under capacity, there is little incentive to encourage shuttle usage until parking supply is exceeded.

The station car option might be an attractive one at Redding station during the expansion phases and may preclude the need to expand parking.

5B. WEST REDDING, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
Major employment locations with good access to the West Redding Station within a five-mile radius include Lee Farm Corporate Park, Barden Corporation, B.F. Goodrich, and the Apple Ridge Road Office Park, all to the north in Danbury.

The majority of the employee shift times at these major employment locations fall in the 8:30 A.M. to 5:00 P.M. or 7:00 A.M. to 3:30 P.M. categories. Although the Danbury Fair Mall is within this cluster of businesses, the jobs typically offered at that location and variability of shift times do not make these employees good candidates for rail transit.

The 7:00 Æ 3:30 shift may provide an opportunity for a van connection meeting a proposed northbound train arrival in Redding at 6:26 A.M. and a southbound departure planned at 3:57 P.M. beginning with the Danbury Phase One expansion. Phase Two expansion would allow for connections to both shifts, with the addition of 7:52 A.M. northbound Metro-North arrival and a 5:26 P.M. southbound departure.

The Phase Two New Milford Extension may provide an opportunity for New Milford residents to take advantage of van services. A projected arrival at 6:40 A.M. in Redding from New Milford and departure at 4:00 P.M. will time well with the first shift. Phase Five New Milford expansion will time with both shifts with the addition of a planned 7:47 A.M. Metro-North arrival from New Milford and a 5:36 P.M. northbound departure from Redding Station.

6. BETHEL, CT RAILROAD
STATION MOBILITY OPTIONS

6A. BETHEL, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
Inbound boardings at Bethel Station are currently estimated at 189 daily passengers. Projected boardings at enhanced Danbury Branch Phase 1 are 374 passengers per day and 464 passengers per day under Phase 2.

Surveys estimate that between 16 and 22 5 of rail users at this Station are likely to use a shuttle service. The combined average including Brewster actual usage rates is estimated at 13% for Bethel Station. Estimates of ridership on shuttle services at Bethel are 46 passengers per day under current conditions, 90 passengers per day under Phase One and 112 daily passengers under the Phase Two expansion.

Based on current usage patterns, most riders at Bethel Railroad Station are residents of the Towns of Bethel and Newtown. A Bethel based subscription shuttle, including a scheduled stop at one or two locations in Newtown may be warranted on implementation of the Phase Two expansion. A potential park and ride location may be one of several church lots located on Sugar Street in Newtown. Parking deficits, based on projections, will support a shift from auto use to shuttle services.

Station cars could be initiated during the Phase One Danbury expansion in anticipation of increased parking demands. Such a program could mitigate an anticipated parking deficit of 29 spaces.

6B. BETHEL, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
Potential employer van/shuttle services exist between the Bethel Railroad Station and employers on the Danbury/Bethel Line (Shelter Rock/Great Pasture Road and Francis Clarke Industrial Park areas). Representative employers at these locations include Eaton Corporation, Fuel Cell Energy and Cannondale. Most common shift times are 8:30 A.M. to 5:30 P.M., 8:00 A.M. to 4:00 P.M. and 8 A.M. to 4:30 P.M.

Under Danbury Branch expansion Phase Two, the best opportunities arise for connection with the most common shifts with northbound arrivals projected at 6:58 PM. and 7:50 P.M. and southbound departures at 5:20 P.M. and 6:19 P.M. These arrivals will be met by the HART 5 Bethel Bus, which serves these major employers locations, with the exception of those on Shelter Rock Road.

Travel from New Milford in the Phase Three New Milford expansion offers some opportunities with southbound arrivals at 7:05 A.M. and 7:41 A.M., and northbound departures at 4:48 P.M.

Considering these less than ideal connections and existing direct HART bus service between most major employers in the vicinity and Bethel Station, van shuttles from Bethel Station may not be necessary.

7. DANBURY, CT RAILROAD
STATION MOBILITY OPTIONS

7A. DANBURY, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
Current inbound ridership from Danbury Station is estimated at 188 trips per day. Estimates under Danbury Phase One expansion predict a growth to 462 inbound boardings and to 527 inbound boardings in the Phase Two Danbury Branch expansion.

Survey results suggest a 30 to 32 percent passenger interest level in shuttle services at Danbury Station. The combined average interest rate in Danbury including existing Brewster Shuttle usage rates is 21%.  Shuttle services may therefore be expected to generate 80 trips per day under current conditions, 190 trips under Phase One expansion and 220 trips per day under Phase Two.

The Route 7 Travel Options Study recommends a Danbury Pulse Point Connector bus service that could fulfill the need for a shuttle. A limited stop subscription shuttle, including the Pulse Point and Danbury Station could be implemented. 

The Travel Options Study suggests a single bus operating between the hours of 6:15 A.M. and 6:00 P.M. operating with 30-minute peak headways and 60 minutes off peak (between 8:45 A.M. and 3:45 P.M.). The Pulse Point and Danbury Station are less than a mile apart, which leaves abundant time to use this vehicle in a subscription shuttle service.

Based on anticipated ridership levels and current abundant parking, the subscription shuttle/Pulse Point connecter may best be implemented beginning in Phase One expansion of the Branch Line. Station cars should also be implemented in the Phase One branch expansion, when parking is forecast to be in short supply.

7B. DANBURY, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
Major employment locations within a short distance of the Danbury Railroad Station include Commerce Park. Major employers at or near that area include Sealed Air and Branson Ultrasonics. Predominate shift times at major employers are 8:30 A.M. to 5:00 P.M. and 7:00 A.M. to 3:30 P.M.

The best opportunity for van shuttles, given these shift times and projected schedules, arises with the New Milford Extension Phase Three. This expansion will provide good connectivity with arrivals from New Milford in the morning at 6:29, 7:00 and 7:36 A.M. and evening departures to New Milford at 3:50 P.M., 4:53 P.M., 5:47 P.M. and 6:10 P.M.

Northbound service does not offer many good connections even under the most expanded of the service projection on the Branch Line with these shift times. The best possible trips would be northbound arrivals at 6:37 A.M. and 7:03 P.M. and afternoon departures at 3:52 P.M. and 6:14 P.M.

8. PROPOSED DANBURY NORTH, CT
RAILROAD STATION MOBILITY OPTIONS

8A. PROPOSED DANBURY NORTH, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
Ridership estimates at this proposed new station stop are projected at 179 inbound boardings in the Phase Two New Milford Extension and 229 inbound boardings under the Phase Three New Milford Extension. The VHB survey indicates 19% of respondents in the "catchment area" of this station may be likely to use a bus/rail shuttle. Combining this estimate with Brewster Shuttle use rates yields an estimated 10% shuttle usage rate at this station.

Based on projections, ridership will not be sufficient to warrant a feeder shuttle at the Danbury North station. However, given easy access from I-84, this station may attract more Newtown and Southbury based passengers than anticipated. A shuttle from park and ride lots at I-84 Exits 10 and 11 to this station may be warranted if a sufficient ridership base develops.

The feasibility report for extension of rail passenger service beyond Downtown Danbury prepared by HVCEO in 1995, as well as the 2000 Travel Options study identified the need to ensure sufficient parking supply at new stations such as this. A station car program should be planned in the design phase of this station to better use available space. This is especially important at this location as it is somewhat constrained, requiring a future parking deck.

8B. PROPOSED DANBURY NORTH, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
A van/shuttle to Berkshire Corporate Park would be ideal for this location, as it directly abuts the proposed rail station property. The predominate 8:30 A.M. to 5:00 P.M. shift time, as with shuttles to major employers from Danbury Station, limits the viability of such a service to the phase three New Milford Extension. 

The best connections will be for those traveling south from New Milford to Danbury. The best arrival times for employees on an 8:30 a.m. to 5:00 shift will be arrivals at 6:55 A.M. and 7:57 A.M. from New Milford with an evening return trip at 5:52 P.M.

9. PROPOSED BROOKFIELD, CT
RAILROAD STATION MOBILITY OPTIONS

9A. PROPOSED BROOKFIELD, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
Estimates are that on opening of the Brookfield Station in the Phase Two New Milford expansion, 147 inbound trips can be expected. Inbound boardings are projected to increase to 172 on implementation of the Phase Three New Milford expansion.

Applying VHB survey results for interest levels in a shuttle service adjusted with Brewster Shuttle actual usage rates suggest that 11% of Brookfield Station passengers may utilize a shuttle service. Given expected low shuttle ridership under ideal conditions and the presence of pre-existing HART connections, shuttle services may not be warranted to this station.

Existing HART services provide good opportunities for connections at the historic train station location with five northbound and five southbound trains, based on VHB's projected schedule.

Station cars could be implemented at this station as part of the initial construction phase as a transit demand management measure and to enhance parking capacity, a problematic issue here.

9B. PROPOSED BROOKFIELD, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
The largest concentration of employment in proximity to this station is at industrial buildings located on Silvermine and Pocono Roads. Both locations are within two miles of the Brookfield Station location. Representative employers include UPS and Dade Behring.

Shift times at these facilities vary, and as with many manufacturing facilities, multiple shift times are implemented. Common shift times include 7 A.M. to 3:30 P.M. and 8:00 A.M. to 4:30 P.M. Van/employer shuttles are unlikely to be successful at this station assuming projected schedules are implemented.

The projected train schedule, even at the Phase Three New Milford Extension, provides for very limited possibilities. For example, one northbound train arriving at 6:49 A.M. and one departure at 5:03 P.M. from Brookfield Station provide good connections with the shift times above. As a further consideration, New Milford residents are unlikely to take advantage of southbound rail service to Brookfield, given the short travel times by car.

10. PROPOSED NEW MILFORD, CT
RAILROAD STATION MOBILITY OPTIONS

10A. PROPOSED NEW MILFORD, CT STATION
MULTI-MODAL CONNECTIVITY OPTIONS
VHB estimates 193 daily southbound boardings on implementation of the New Milford Phase 1 extension, 210 on implementation of Phase 2 and 221 after Phase 3. Based on VHB surveys, New Milford residents in the New Milford Station catchment area showed an interest in shuttle service estimated at 13 percent to the New Milford Station. Adjusting this factor with actual Brewster ridership levels suggests a 7% usage rate for shuttle ridership here.

This usage rate does not suggest a high enough ridership level for implementation of a shuttle service. There is, however, HART service in place now that would allow for passengers from points south and as far north as the intersection of Route 109 and 202 access to the New Milford Railroad Station by bus.

Station cars, as with the other expansion stations on the Branch Line, offer an opportunity for flexibility for residents, parking enhancement and reduced impacts on air quality at the initial stages of the enhancement program. Implementation of a station car program is recommended concurrent with the initial expansion of Danbury Branch Line service to New Milford.

10B. NEW MILFORD, CT STATION
FEASIBILITY OF REVERSE RAIL COMMUTE
Under the proposed Phase Three New Milford Expansion, limited possibilities arise for New Milford area employees for reverse commute by train, based on shift times. The largest major employer in the immediate vicinity of the New Milford Station is Kimberly Clark, on Picket District Road. Most common shift times there are 7:00 A.M. to 3:00 P.M. and 7:30 A.M. to 3:30 P.M. The projected 7:00 A.M. train arrival and afternoon departure at 4:55 P.M. in New Milford provide the best timing for workers traveling to Kimberly Clarke from points south.

The nature of employment at this large manufacturing facility and the few appropriate rail connections limit the possibilities for a reverse commute van shuttle.

HART fixed route buses service Kimberly Clark and bus-rail connections are present that would enable a good transfer at New Milford Station at the 7:00 A.M. and 4:55 P.M. rail arrivals. Southbound buses currently stop at the station at 7:08 A.M. and northbound buses serve the station at 4:40 P.M.