The Official Website for the Hartford East Bus Rapid Transit Feasibility Study

The Hybrid Alternative combines elements of the HOV and Rail Corridor alternatives in a manner that should reduce capital costs while maintaining the most attractive service benefits of those alternatives.

The Hybrid Alternative would consist of the construction of a busway within the Connecticut Southern Railroad (CSO) corridor (but not along the Manchester Industrial Spur), and the construction of busway stations.  Many local bus services would be configured to use the busway, and I-84 express services would operate in the busway between a new station at the intersection of I-84 and the rail corridor and East Hartford.  These changes would be as shown in the attached figures.

In addition, the Hybrid Alternative would include a Manchester transportation center (called Manchester Station) that would provide connections between I-384 express service, local routes, and the busway corridor.

This alternative would not include a busway bridge across the Connecticut River.  Instead, the busway would terminate at the Governor Street ramps to and from the Bulkeley and Founders Bridges.  Busway services would then use those bridges in and out of Hartford in the same manner as HOV Lane Alternative services.

The Hybrid Alternative would include a busway from Governor Street in East Hartford to Depot Square in Manchester.  At its eastern end, the busway would begin at Governor Street across from the ramps to and from I-84 and the Bulkeley and Founders Bridges.  At the western end, the busway would end at a station in Depot Square in Manchester. 

Differences between this busway and the Rail Corridor Alternative busway are that the Hybrid Alternative busway would not:

• Run through Manchester along the Manchester Industrial Spur.

• Cross the Connecticut River.  It would instead terminate in East Hartford and buses would use existing highway ramps and the Bulkeley and Founders bridges to cross the river.

There would be 12 busway stations, nine of which would be served by most trips or “full service” stations, and three would be limited service stations, which would be served by only selected local routes.  One of the full service stations—I-84 Station—would also provide connections between I-84 and the busway.

Full Service Stations:

§        Depot Square Station, on the CSO Line at Deport Square in Manchester.

§        Electric Street Station, on the CSO Line south of Main Street and north of Electric Street in Manchester.

§        Margaret Station, on the CSO Line north of Margaret Road.

§        Adams Station, on the CSO Line in the vicinity of Buckland Road and Adams Street

§        I-84 Station, at the intersection of the CSO Line and I-84.  This would be a major station that would provide connections between the busway, the I-84 HOV lanes, and the I-84 general travel lanes.

§        Long Hill Station, on the CSO Line in East Hartford at Long Hill Road.

§        School Street Station, on the CSO Line in East Hartford at School Street.

§        Burnside Station, on the CSO Line north of the intersection of Tolland Turnpike and Burnside Road.

§        Main Station, on the CSO Line in East Hartford, at Main Street.

Limited Service Stations:

§        Chapel Station, on the CSO Line at Chapel Street near the Buckland Industrial Park.  This would be a limited service station that would allow Route Z to be routed on the busway and still provide local service in East Hartford.

§        Fern Station, on the CSO Line in East Hartford north of the intersection of Tolland Avenue and Fern Street.  This would be a limited service station that would allow Routes X and Z to be routed on the busway and still provide local service in East Hartford.

§        Columbus Station, on the CSO Line in East Hartford south of the intersection of Park Avenue and Columbus Circle. This would be a limited service station that would allow Routes YS and Z to be routed on the busway and still provide local service in East Hartford.

In addition, a Manchester transportation center would also be developed on Main Street in Manchester at Exit 3 off of I-384.  This transportation center, called “Manchester Station,” would be the same as the Manchester Station in the HOV Lane Alternative, would provide connections between I-384 HOV lane express bus routes and local Manchester services.  Manchester Station would be located on Main Street in Manchester near the intersection of I-384 at Exit 3.

Finally, as in the other two alternatives, the existing commuter park and ride lots beyond Buckland Station on I-84 and Manchester Station on I-384 would be served by routes that would use the busway and/or HOV lanes.  These existing park and ride lots would also, in effect, act as additional stations:

§        Exit 68 Commuter Lot at I-84 and Route 195/Merrow Road in Tolland

§        Exit 67 Commuter Lot at I-84 and Reservoir Road in Rockville

§        Exit 65 Commuter Lot at I-84 and Green Circle (off of Route 30) in Vernon

§        Willimantic Commuter Lot at Route 195 and Frontage Road

§        Columbia Commuter Lot at Route 5 and Route 66

§        Andover Commuter Lot on Route 6 near Route 315

§        Bolton Commuter Lot at I-384 and Route 44

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