Appendix F: Southwest Corridor Example
Southwest Corridor Planning Example
ConnDOT completed the Southwest Corridor Transportation Study in 1985 and provided an analysis of existing and projected travel demand thorough 2010. No advisory committee was used. The study identified deficiencies with the rail (New Haven Rail Line) and highway facilities (both I-95 and Route 15) in the 40-mile corridor from New Haven to Greenwich. The study found the following capacity expansions were necessary:
· I-95 will require up to three additional lanes in each direction;
· Route 15 (Merritt and Wilbur Cross Parkways) will require two additional lanes in each direction; and
· the New Haven Rail Line will require an additional 30 passenger cars and 2,700 parking spaces.
A Draft Environmental Impact Statement (DEIS) was initiated in 1988. The DEIS would examine in detail proposals to accommodate the increased travel demand in the corridor. While the DEIS was being conducted, the department decided to drop any Route 15 expansions because the Merritt Parkway was placed on the National Register of Historic Places in 1991, and major roadway expansions on both roads would be cost prohibitive.
In 1992, work on the DEIS stopped because, as described above, the department began a reassessment of its financial investment plan and priorities. In June 1993, ConnDOT published a report that detailed the work accomplished to date. The report outlined seven alternatives including: maintaining the current system, a transit alternative, expanding I-95 to 12 lanes, and others that combined transit and road expansion alternatives. The costs estimated for the alternatives ranged from $3 billion to nearly $8 billion. Given the financial investment goals outlined in 1993 and the environmental, social, and historic impacts, the department essentially decided to pursue a maintenance program for the corridor.
Because of the growing congestion problems in the Southwest, legislative attention focused on this area. In 1997, Special Act 97-13 required the commissioner of ConnDOT in cooperation with regional planning agencies to update the Southwest corridor study. The act further required the department to develop a plan of action that would reduce highway commuter demand during peak periods from the 1997 base levels by 5 percent within a period of five years. The act also mandated the commissioner to seek input from industry and civic groups and other interested parties.
The plan recommended by the department established eight numerical goals related to increasing train ridership, ridesharing, vanpooling, etc. to achieve a reduction of 8,600 vehicles within five years. In addition, a 14-step program was developed to achieve these goals.
In 1998, Public Act 98-119 required the commissioner to establish a comprehensive intermodal and interregional transportation plan for the Southwest corridor based on the plan established pursuant to Special Act 97-13. The act also created the Southwest Corridor Action Council to advise the commissioner on issues pertaining to plan implementation.
In January 2000, the department reported that only 55.7 percent of its two-year goal has been met, and 17.5 percent of the five-year goal has been achieved. Consequently, doubts have been raised about the department's ability to achieve the stated goals and even if the goals are attained, whether this will have an appreciable impact on the corridor's pervasive congestion problem. The plan did not anticipate the effect of a stronger economy and the increased congestion it has brought.
Efforts to expand the capacity of I-95 would no doubt encounter objections regarding air quality and other environmental issues. In addition, local opposition to expansion would probably be intense from residents in the area. ConnDOT is also exploring a number of operational improvements and technology-based techniques to reduce bottlenecks, such as a motorist-assistance program, installation of operational lanes (as opposed to through-lanes) between some exits, and a video and messaging system. It is unclear how effective these improvements can be at relieving congestion.
A major limitation that resonates throughout this process is the inadequate financing available to address the problems in the corridor. The department has outlined solutions and developed cost estimates in the 1980s and early 1990s. No substantive actions could be taken in 1993 due to funding constraints. Even with a legislative mandate in 1997, solutions to corridors problem must come from existing resources. This means significant enhancements requiring an on-going subsidy or major investment such as the development of a ferry service, or the diversion of freight from trucks to another mode, or new mass transit options represent a considerable if not impossible challenge.