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Transportation Projects
Corridor Studies
Post Road Circle Study (Fairfield)
The Post Road Circle is extremely difficult to navigate, especially for drivers not familiar with the road network. High traffic speeds and volumes are exacerbated by layout issues, turning movement conflicts, lane reductions, and other problems. Numerous driveways and parking lots create approximately 50 curb cuts in the study area. Limited pedestrian crossings, a lack of sidewalks in some areas, minimum handicap accessibility, and limited transit amenities leave pedestrians underserved. Traffic Engineering and design criteria for Post Road (US 1/CT 130) were developed in the 1950s and very little reconstruction or redesign has taken place since. Meanwhile, redevelopment and redefined land use has occurred, further impacting the demands on the roadway.
Through this study, the Town of Fairfield and MetroCOG will have a comprehensive planning document that determines improvements to address vehicular safety, bicycle/pedestrian safety, and congestion. Both near- and long-term strategies, at various funding levels will be identified.
Info + Links
Post Road Circle Study Website
East End Streets (Bridgeport)
This Study will identify feasible improvements for the Connecticut Avenue and Stratford Avenue Corridor in the East End of the City of Bridgeport. The goal of this study is to increase safety for all modes, reduce traffic congestion and accommodate bicyclists, pedestrians and transit users.
Made up of two one-way streets or couplets, the corridor is part of the state highway system, CT Route 130. Over 14,000 vehicles are estimated to use the corridor daily, split relatively evenly between Stratford and Connecticut Avenues. Posted speed limits of 25 and 35 mph vary along both corridors with motorists regularly exceeding the posted limits.
The study will provide the City of Bridgeport, the Connecticut Metropolitan Council of Governments (MetroCOG), and the Connecticut Department of Transportation (CTDOT) with a comprehensive planning document to guide future development, identify needed roadway and intersection improvements, address capacity and solve traffic safety issues along the corridor. The study will also analyze and select preferred alternatives with input from local, municipal and state stakeholders. Input will be collected through study advisory committee meetings and public meetings.
The study area will concentrate on the Connecticut Avenue and Stratford Avenue Corridor as it extends from the paired origin of these two roadways at Seaview Avenue (west) to their terminating confluence at the Bridgeport/Stratford border (east). The study’s core focus is on the Stratford Avenue/Connecticut Avenue corridor with consideration of the major north-south routes — Seaview, Central and Bishop Avenues — as well as of the lesser north-south routes – Newfield, Bunnell, Union, and Hollister – along with the important east-west routes of Beardsley and Orange.
Info + Links
East End Streets (Bridgeport)
Black Rock Turnpike Safety Study (Fairfield)
Completed in 2019, the Black Rock Turnpike Safety Study was the first step in improving conditions for all users of the corridor. The final document identified strategies to reduce congestion, create a safe and attractive pedestrian environment, and develop linkages between residential areas and the shops, businesses and restaurants along Black Rock Turnpike. Through the study, alternatives for road, bicycle/pedestrian, and safety improvements were analyzed. An extensive public engagement process guided the progress of the study and included a variety of opportunities for stakeholders to provide feedback on the most feasible and impactful alternatives.
Black Rock Turnpike is a major arterial that serves one of Fairfield’s largest business and commercial districts. As a state highway (Route 58), the Turnpike is the main north/south corridor in Fairfield. Every day, approximately 20,000 vehicles utilize this corridor. Although Black Rock Turnpike has a posted speed limit of 30 miles per hour, average speeds are between 35-40 miles per hour. The road widths, speed, high traffic volume and numerous curb cuts create an unsafe and uninviting pedestrian environment. Further, the Town’s Bike and Pedestrian Committee Master Plan identified the corridor as a trouble spot in need of bicycle and pedestrian improvements.
The study area consists mainly of the Black Rock Turnpike commercial district. The study area started at the intersection of Route 58 (Tunxis Hill Cut Off) and Knapps Highway, continued north onto Black Rock Turnpike and terminated at the intersection with Tahmore Drive.
Final Report
Appendix
Survey Results
Existing + Future Conditions Report
Existing Conditions Appendix
Public Meeting Presentations
6/7/17
11/16/17
11/5/18
Vissim & Drone Footage
Future2037 Build
Comparison
Future2037
Build Pan
Future2037 Nobuild Comparison
Black Rock Turnpike Story Map-Link
Route 25 and Route 111 Engineering Planning Study (Monroe and Trumbull)
Completed in 2019, this Engineering and Planning Study identified strategies to improve traffic operations along the Route 25 and 111 corridors in northern Trumbull and Monroe, especially during peak commuting hours. Routes 25 and 111 are regionally significant corridors that serve local businesses, employers, schools, medical facilities and retailers located in Trumbull, Monroe and Newtown. The corridors provide connections to the Merritt Parkway, the Route 8/25 Expressway, Route 34, Interstate 84 and intersecting local and collector roads. In addition to traffic congestion, the study also identified strategies to address:
- Safety issues and measures to mitigate deficiencies.
- Appropriate accommodations for bicyclists, pedestrians and transit users.
- Mitigation of potential impacts to environmental resources.
- Future development potential along the Corridors.
- Access to businesses, employers & services.
Final Report
Executive Summary
Appendix A+B: Figures & Tables
Appendix C: Concept Improvement Plans
Appendix D+E: Signal Control Plans and Traffic Volume/O&D Survey Data
Appendix F, G1-G3, H1-H3, I and J: Travel Time Study, Capacity Analyses (2016 existing), Collision Summary, Major Traffic Generators and Planned Improvements
Appendix K1-K3, L1-L3, M1-M3 and N1-N3: Capacity Analyses, 2040 background, optimized, future & improved
Appendix O+P+Q: Probable cost, public comments & CTDOT comments
Archived Projects
Route 110 Engineering Planning Study (Stratford)
Final Report
Executive Summary
Ash Creek Pedestrian Bridge Feasibility Study (Bridgeport and Fairfield)
Final Report
Executive Summary
Lafayette Circle Feasibility Study (Bridgeport)
Final Report
Barnum Station Feasibility Study (Bridgeport)
Final Report
Executive Summary
Executive Summary Español
Fairfield Bicycle + Pedestrian Master Plan
Final Report
Multi Modal
Stratford Complete Streets
Completed in 2017, the Stratford Center Complete Streets Improvement Plan is a transportation strategy to promote bicycling and walking, the development of related facilities, installation of green infrastructure and other related complete streets elements within the ½ mile area of the Stratford Train Station. Key elements of the Plan included identifying and recommending bicycle facilities (routes and lanes), bus priority systems, pedestrian enhancements, streetscape environment, traffic calming measures, green infrastructure, and public art and placemaking. The goal of the Stratford Center Complete Streets Improvement Plan was to build upon the Stratford Transit Centered Development Project, which included the establishment of the Transit Oriented Development Overlay District and the future redevelopment of the former Center School site.
The Complete Streets Improvement Plan includes an Action Plan and Design Recommendations. The Plan identified five key streets, corridors and intersections within Stratford Center that would benefit from physical improvements. Of the five identified projects, the Stratford Complete Streets Community Advisory Committee selected Main Street (between Barnum Avenue and West Broad) as the priority project, which was labelled Phase I. The Town and MetroCOG secured funding for the 25% Preliminary Design of Phase I which was completed in July 2017. MetroCOG is currently assisting the Town with the engineering & design for the priority project which is being funded by the State of Connecticut’s Responsible Growth and Transit Oriented Development Grant Program. Upon completion and approval of the Final Engineering & Design, the Town will seek to implement the improvements via the State of Connecticut Local Transportation Capital Improvement Program (LOTCIP) .
The following work products were developed as part of the Plan:
MetroShare
Beginning in the summer of 2018, MetroCOG and Greater Bridgeport Transit partnered to assist member municipalities with implementing a regional bike share system. Due to the evolving nature of the industry, a regional program was not implemented. However, MetroCOG and GBT remain committed to assisting municipalities with their efforts to introduce shared active transportation and will continue to identify opportunities for future regional coordination.
Through the outreach process, we gathered data about how and where residents would utilize a bike share. This process has the added benefit of making people aware of what a bike share was and that it was being planned for the region.
The following work products were developed through the partnership:
Survey Results
Model Ordinance for Shared Mobility
Request for Information
Pequonnock River Trail
The PRT will ultimately provide a 16-mile, continuous shared-use trail from Long Island Sound in Bridgeport, through Trumbull to the Monroe-Newtown town line. Much of the trail is aligned along the Pequonnock River and the path of the abandoned Housatonic Railroad line that extended from Bridgeport to Newtown.
Development of the PRT has been informed by the Pequonnock River Initiative (a regional collaboration between Bridgeport, Monroe and Trumbull) and the Pequonnock River Watershed Based Plan (2011). The water quality in approximately 80% of the Pequonnock River currently does not meet minimum standards for recreation or habitat for fish, other aquatic life, and wildlife. The plan supports the continued development of the greenway network within the watershed, without adversely impacting water quality and natural resources.
Info + Links
DEEP Watershed Management Plans and Documents
Regional Traffic and Trail Counts
MetroCOG’s Regional Traffic and Trail Count program was created to provide vehicle, bicycle, and pedestrian data at the request of local municipalities. Municipalities have the option to request turning movement counts (TMC’s), annual daily totals (ADTs), travel time, vehicle classifications etc. via MetroCOG’s Miovision video collection devices. Staff will also be able to collect data of pedestrian and bicycle users along multi-use paths, greenways, sidewalks, and bike trails throughout the region through our TRAFx infrared counters. Once data is collected and processed it will be made available within 3-4 business days at which point data can be sent to the municipality. All data collected will be stored and available inhouse through the Miovision’s Data Link portal.
The purpose of this program is intended to support municipalities within our planning region with supportive information to be used in local roadway reclassification, grant applications, LOTCIP Projects, Planning & Zoning data requests, and other related town-sponsored activities. Currently, we are working to integrate a data request form through the Laserfiche content management system. However, until that system is in finalized and in place, all data collection requests should be communicated via email to dclarke@ctmetro.org or pcarleton@ctmetro.org. Once the email has been received a staff person will contact you through email or phone regarding your request.
Alternative Transportation Modes
The Alternative Transportation Modes study was supported through a partnership between Greater Bridgeport Transit and MetroCOG. This rapid transit feasibility assessment evaluated the existing system to determine the best strategies for a simplified system which would:
- Be direct as possible
- Have the maximum number of connection points
- Focus on the most highly utilized corridors
Future land developments and connectivity with several Metro North railroad stations were also a key factor in determining future rapid transit routes and corridor options.