|
DANBURY
BRANCH IN CONTEXT
The Danbury Branch Rail Line from Norwalk
north to Danbury has been serving the Greater Danbury Area
since 1852. The goal of the Greater Danbury - New Milford
Area is to see commuter rail service on this line upgraded
to become a more vital component of Western Connecticut's
transportation infrastructure.
SEE
WESTERN NEW ENGLAND
RAIL LINE OVERVIEW MAP
First, service between Danbury and Norwalk should be enhanced.
Then as a second phase expansion, passenger train service
from Danbury north to New Milford should be restored, having
been terminated in 1971, again attracting additional riders.
This service pattern correlates with the characteristic A.M.
north to south commuter flows in congested Fairfield County,
a strong pattern that continues to intensify.
While the rail line between Danbury and Norwalk is state owned,
the 14.3 miles of single track railroad between Danbury and
New Milford is owned by the Housatonic Railroad Company, Inc.
Thus negotiations will be needed for use of this line for
public transit.
To better understand and pursue rail service expansion goals,
the Danbury Branch must first be seen within a statewide context.
A 2001 Conn DOT Rail Passenger Survey Summary Report provides
much of this overview:
"The New Haven Line passenger rail service is a major
component of Connecticut's transportation system. Rail service
is provided between New Haven and New York City's Grand Central
Terminal with connecting branch service to New Canaan, Danbury
and Waterbury. The New Haven Line serves 35 Connecticut stations
(7 of these are on the Danbury Branch) and 11 New York stations."
It should
also be noted that Amtrak uses the New Haven Line track with
stops at New Haven, Bridgeport and Stamford and service to
Boston and Washington.
The role of the Danbury Branch in this much larger system
can be assessed by a review of inbound (westbound) boarding
counts. According to the 2001 Conn DOT report, the main New
Haven Line, New Haven to Greenwich, has 20,553 daily boardings.
Continuing into New York State, boardings from Port Chester
thru Mount Vernon total to 14,051.
Next in
size are the four feeder lines in Connecticut, the New Canaan,
Danbury and Waterbury Branches, and also the Shore Line East
service from New London to New Haven. In terms of daily boardings,
the New Canaan Branch is the largest of these, with a total
of 2,515.
Hudson Line in green, Harlem Line
in blue, New Canaan
Branch in red and at right Danbury Branch also in red.
Next
is our own Danbury Branch at 1,148. The Shore Line East service
follows at 589, with the Waterbury Branch the lowest with
a minimal 108 boardings.
Total boardings on the New Haven system, including the three
branches and Shore Line East, are 38,975, with the 1,148 on
the Danbury Branch 2.9% of the total.
Another section
of the 2001 Conn DOT report classifies users of the New Haven
Line (not necessarily just the Danbury Branch) by municipality
of residence. As we might expect, communities in the Housatonic
Valley Region hosting Branch Line stations are also the place
of residence for most users in our area, with Redding leading
at 204 residents, Ridgefield following closely with 196, Danbury
at 137 and Bethel 116.
The statistical surprise is that Newtown in our Region is also
a significant residence for rail users, even though it has no
rail station, with 112 residents so reporting to Conn DOT. Past
research indicates many of these persons park at the Bethel
Railroad Station, the nearest access point for Newtown.
| RESIDENCE
IN 2001 OF PARKING LOT USERS AT DANBURY, CT BRANCH LINE
STATIONS |
|
|
|
|
|
| |
%
at
Danbury |
%
at
Bethel |
%
at
Redding |
%
at
Ridgefield |
|
|
|
|
|
Bethel |
0 |
51 |
7 |
4 |
Bridgewater |
0 |
0 |
0 |
0 |
Brookfield |
16 |
5 |
0 |
2 |
Danbury |
56 |
7 |
12 |
2 |
New
Fairfield |
12 |
0 |
0 |
0 |
|
|
|
|
|
New
Milford |
7 |
2 |
0 |
0 |
Newtown |
3 |
30 |
0 |
2 |
Redding |
0 |
1 |
76 |
29 |
Ridgefield |
0 |
0 |
3 |
49 |
Sherman |
1 |
0 |
0 |
0 |
Non
Region |
5 |
4 |
2 |
12 |
Total |
100% |
100% |
100% |
100% |
|
|
|
|
|
Sources:
HART summary of permits in Danbury, Bethel and Redding;
HART/Metropool Survey for Ridgefield. |
Nearby Wilton, sharing our Branch Line but part
of the South Western Region to the south, has 812 New Haven
Line users, that higher usage reflecting the attractiveness
of their shorter travel time to Manhattan and lower Fairfield
County.
The place of residence survey logically shows
the highest figures along the coast. Greenwich has 4,313
residents riding the train, Stamford 4,136, Norwalk 2,180,
Westport 1,989, Fairfield 1,983 Darien 1,972, New Canaan 1,326
and Bridgeport 976.
The report then labels the communities from Greenwich easterly
to Fairfield and including New Canaan as the "Primary
Drawing Area" for the New Haven line service. Then the
Housatonic Valley communities of Bethel, Danbury, Newtown,
Redding and Ridgefield, along with 12 other communities generally
east of this Region, as the "Secondary Drawing Area."
A goal of HVCEO is to place the Route 7 communities of Brookfield
and New Milford into this secondary drawing area.
Overall on the main line and its feeders, 88% of in bound
trips are to Manhattan. Stamford with 6% of inbound destinations
attracts the largest number of trips after Manhattan.
The Conn DOT survey shows that stations on the northern part
of the Danbury Branch have a significant orientation to Stamford,
the southern stations, none. This latter fact may be due to
the lack of service scheduled to meet the business day needs
of commuters to lower Fairfield County.
The percentage with Stamford as the destination by station
of origin is Danbury 40%, Bethel 23%, Redding 25%, Branchville
18%, Cannondale 0%, Wilton 0%, and Merritt 7 also at
0%.
According to the 2001 Conn DOT survey "Stamford's downtown
area has become a significant employment center in the southwest
section of the state. Major corporate headquarters along with
ancillary employment has moved into Stamford over the past
years. Stamford attracts over 2,200 inbound rail trips during
the morning peak period." Due to high housing costs in
and near Stamford, many of those new employees continue to
find their housing here to the north.
A key goal of HVCEO is to further facilitate
the ease of commuting by rail to Stamford from our Branch
Line stations.
North of the Stamford - Norwalk "Gold
Coast", where housing costs are lower, many Stamford
workers have sought housing, way out of proportion to population
growth rates in these mid - county towns.
Consider that between 1990 and 2000 Newtown
grew 21 % while resident commuters to Stamford grew 31% (to
449), Bethel grew 3% while commuters to Stamford increased
15% (to 484), Danbury grew 14% while its commuters to Stamford
increased 42% (to 1274).
Continuing with 1990 to 2000 change, New Fairfield grew 8%
while its commuters to Stamford increased 52% (to 270) Brookfield
grew 11% while commuters to Stamford increased 24% (to 183)
New Milford grew 15% while commuters to Stamford increased
118% (to 337).
Danbury
Branch Line service is oriented to those wishing to travel
to New York City from Connecticut, not to the nearer job center
in Stamford. We must lobby for this to be changed.
As for mode of arrival at stations, the vast
majority of trips made to upper Danbury Branch stations are
by single occupant vehicles then parked at the station, followed
by drop offs. No participants currently arrive to the station
by bus, even at Bethel Station, where the best available connections
exist.
DANBURY
BRANCH PHYSICAL OVERVIEW
The Danbury Branch Line is a 23.6 mile single track, non-electrified
rail line running between Danbury and Norwalk. The line has
passing sidings in Branchville, Wilton and Norwalk and stations
in Danbury, Bethel, Redding (West Redding, new station planned
for Georgetown), Ridgefield (Branchville), two in Wilton (Cannondale
and Wilton), and two in Norwalk (Merritt 7 and South Norwalk).
This line parallels Route 7 for most of its length. All
stations on the Branch, except Merritt 7, have high level
platforms of varying lengths that can serve from two to five
passenger cars.
The State
of Connecticut owns the Danbury Branch Line and its railroad
stations, as well as the train equipment operating on the
Line. Metro-North provides the operating rail service on the
Danbury Branch, under contract to the Connecticut Department
of Transportation. This line also carries freight service
at night.
The Danbury
Branch Line was electrified in June of 1925, reducing travel
time between Danbury and Norwalk to 42 minutes. Electrical
service on the Danbury Branch was terminated in 1961 and switched
to diesel powered trains. Today, travel times between Danbury
and Norwalk range from 47 to 53 minutes.
The idea
of reelectrifying the Danbury Branch has been considered several
times during the past 35 years. In 1971, federal funds destined
for reelectrification were transferred by Conn DOT to other
more pressing projects. In a 1975 federal grant a total of
$7,000,000 was assigned for re-electrification. However, while
major electrical components were purchased and the materials
were placed in storage, the project was again deferred.
In the early 1980’s, Conn DOT once again proposed the
reelectrification of the line, at an estimated cost of $10,700,000.
Construction was scheduled to begin in 1984 but the project
was once again deferred.
The principal infrastructure changes on the Danbury Branch
Line in modern times (other than the dismantling of the overhead
electrical catenary in 1961) include the installation of continuous-welded
rail tracks, construction of the Merritt 7 station in Norwalk,
construction of “high level platform” stations
in Danbury, Bethel and West Redding, and the addition of a
“high level platform” for passengers in Branchville.
As noted above plans are for a new Georgetown Station to be
added in Redding, CT as part of a private development and
at private expense.
DANBURY
BRANCH CURRENT SERVICE
The
Danbury Branch is part of the Metro North commuter railroad,
an arm of Greater New York's Metropolitan Transportation Authority.
A map is available showing the
Danbury Branch in context to the nearby
Harlem Line and other MTA lines provided by Metro North.
Dual power diesel/electric locomotives operate on the Danbury
Branch from Danbury to Norwalk, connecting with the electrified
New Haven Line running southwest into Grand Central Terminal
in New York City and east to New Haven.
The
versatile Genesis locomotive is the primary diesel
electric equipment used on the Danbury Branch. These
locomotives can travel between electrified areas, using third-rail
hardware, and non-electrified areas, using diesel power alone.
According to Conn DOT as of 2000 Connecticut pays for 65%
of Metro North's main line operating deficit. However, on
the Danbury Branch, it pays for 100% of the operating deficit.
There is currently no passenger service north of Danbury,
although passenger rail service on this line extended to Pittsfield,
Mass. until 1971.
Current
service on the Danbury Branch consists of 10 roundtrips per
weekday (a total of 20 one way trips). On Saturdays, Sundays
and holidays, six inbound and six outbound shuttle trains
operate at approximately three hour intervals throughout the
day. Most trains require a connection at South Norwalk except
in a few cases Stamford.
DANBURY
BRANCH LINE
AVERAGE A.M. PEAK PERIOD BOARDINGS
| Station |
1966 |
1977 |
1982 |
1985 |
1989 |
1992 |
1993 |
1995 |
1996 |
2000 |
|
Merritt
7 |
NA |
NA |
NA |
50 |
113 |
109 |
116 |
122 |
104 |
91 |
|
Kent
Road |
NA |
4 |
8 |
11 |
1 |
NA |
NA |
NA |
NA |
NA |
|
Wilton |
NA |
292 |
240 |
233 |
239 |
215 |
229 |
241 |
220 |
193 |
|
Cannondale |
NA |
92 |
104 |
114 |
95 |
104 |
111 |
116 |
136 |
119 |
|
Branchville |
75 |
148 |
138 |
140 |
140 |
146 |
155 |
163 |
196 |
191 |
|
West
Redding |
14 |
40 |
41 |
37 |
25 |
50 |
53 |
56 |
53 |
52 |
|
Bethel |
43 |
52 |
102 |
99 |
130 |
114 |
121 |
128 |
163 |
178 |
|
Danbury |
32 |
60 |
103 |
60 |
66 |
96 |
102 |
107 |
130 |
142 |
|
Total |
164 |
688 |
736 |
744 |
809 |
834 |
887 |
933 |
1002 |
966 |
PROPOSED
CENTRALIZED TRAFFIC CONTROL
The
existing train control and signal system on the Danbury Branch
Line is an archaic manual system that requires train personnel
to throw rail switches by hand. To quote a past Conn DOT statement
on the need for Centralized Traffic Control (CTC), “The
object of this project is to construct a signal system which
is compatible with the mainline system and is centrally controlled,
which will allow safer and closer spacing of trains.”
The
CTC system is the vital prerequisite to upgrading commuter
rail service on the Danbury Branch Line. Safe, high quality
commuter rail service is integral to our common goal of building
a balanced transportation system, addressing traffic congestion
and improving air quality.
For the first time, the Danbury Branch will appear on the
electronic ‘big board” in the control room at
Grand Central Terminal. The replacement of manual hand switches
with electronic switches will enable controllers to see the
position of trains along the Danbury Branch, the key to enabling
denser passenger rail traffic to serve Greater Danbury.
Electronic train traffic control
For
twenty years a modern electronic signal and control system
that allows control of the Danbury Branch Commuter Rail Line
from one centralized location has been planned by Conn DOT
and supported by HVCEO, but this project is continually delayed.
Travel
times on the Branch with CTC can be reduced by 18%. This is
Conn DOT Project 0302-0007, scheduled for over 20 years. The
cost in 2003 was $16.65 million. Completion
of this project is a legislative priority for the HVCEO.
CURRENT
POLICY FOR
EXPANSION OF RAIL SERVICE
All
recommendations in this section were adopted by HVCEO in 2000.
These recommendations all require the implementation of the
proposed CTC system.
These policies will be updated soon, as Conn DOT is undertaking
a massive federally
funded study of the Danbury Branch Line. The
HVCEO policy below will obviously be adjusted upon completion
of that study. The current plan:
PHASE
1. Phase I service expansion adds additional peak
hour shuttle service, additional midday service, and an additional
reverse commute. This phase calls for more intensive use of
the two shuttle trains currently in service on the Danbury
Branch Line and the purchase of one additional shuttle train.
In Phase
1 total daily train trips rises from 20 to 31. This investment
is estimated to attract 400+ daily new riders. Costs are $5.3
million for capital and $1.3 million for annual operating.
To allow for ridership growth, there is then a gap of three
years before the Phase 2 Branch Line service expansion is
implemented.
PHASE 2 Danbury Branch service expansion,
scheduled for year 7, builds directly upon Phase 1. It calls
for one new through roundtrip to NYC, additional midday service
and an additional reverse commute. This phase is projected
to attract 242+ daily new riders, in addition to the 400+
attracted by Phase 1.
In
this phase the number of train trips rises from 31 to 38,
accomplished via more intense use of the three existing shuttles
and the purchase of one additional equipment set for the through
train. Phase 2 costs are $12.9 million for capital and $.9
million for annual operating.
| Service
Level |
Weekday
Through Trains |
Weekday
Shuttle Trains |
Total
Trains |
Weekday
Seats |
|
Existing |
6 |
14 |
20 |
9,172 |
|
Phase
1 Danbury |
6 |
25 |
31 |
12,435 |
|
Phase
2 Danbury |
8 |
30 |
38 |
15,750 |
|
Phase
3 New Milford |
6 |
14 |
20 |
9,696 |
|
Phase
4 New Milford |
6 |
25 |
31 |
12,435 |
|
Phase
5 New Milford |
8 |
30 |
38 |
15,750 |
PHASES 3 to 5.
An additional three expansions, Phases 3 to 5, would extend
rail passenger service to a new station near I-84 in northern
Danbury, then further north to New Milford, CT. Estimated
new ridership is 559. As an historical note, passenger rail
service was last operated north of Danbury to New Milford
(and on to Pittsfield, Mass.) in 1971.
By restoring service to New Milford, the
Norwalk to Danbury Branch mileage of 23.6 would be extended
another 14.3 miles, to 37.9. Of critical importance, this
is the direction of rapidly growing commuter flows in Fairfield
and southern Litchfield Counties.
These northerly additions would be phased
in slowly, from as early as year 3 (alongside Danbury-Norwalk
expansion), to year 13, the last year of the expansion program.
There is a minimum two year wait between each of these later
phases as ridership builds. Total costs for these last three
phases is $33.95 million for capital and $3.51 for annual
operating.
Phase 3 calls for a
new station in New Milford, track improvements
there to support 50 mph, and the extension of just some peak
hour trains to New Milford. The estimated new ridership is
160. There is no additional equipment required. Capital costs
are $13.6 million and the additional annual operating cost
is $1.8 million.
Phase 4 calls for two new stations, at Danbury
North, and Brookfield,
additional track and bridge improvements, extension northward
of two additional peak shuttles, and the addition of midday
service. Again no additional equipment is required.
Instead, the proposal makes more intensive use of the three
shuttle trains assigned to the Danbury- Norwalk Phase 1 expansion.
This fourth phase yields a hefty 355 new riders. Capital cost
is $6.3 and annual operating cost is $.7 million.
For Phase 5, the CTC signal system is extended
to New Milford and additional Danbury to New Milford service
is offered. There is still no additional equipment required.
Capital cost is $14.1 million and annual operating cost is
$1.0 million.
But additional ridership is only 44, thus the fifth expansion
phase, costing $14 million out of the Danbury-New Milford
capital cost total of $34 million, may be delayed indefinitely
until the cost-benefit improves.
Cost Summary (Phases 1-4 Only): About $38.1
million for capital and $4.7 for annual operating.
Implementation of various phases of the
proposed rail enhancements above have the potential to reduce
traffic volume on Route 7 by almost 2,000 vehicles per day.
This reduction represents the estimated total number of vehicles
no longer traveling on Route 7, not the estimated traffic
reduction in any specific location.
Assuming that a large percentage of this potential reduction,
say 80 percent, is concentrated at the southern end of the
corridor, then almost 1,600 daily vehicles per day could potentially
be reduced from Route 7 just north of I-95. This represents
over a 2 percent daily traffic reduction at the southern end
of the corridor when compared with projected 2015 traffic
volumes.
UPCOMING
REVISION OF RAIL POLICY
The Connecticut Department of Transportation has been conducting
a study of upgrading options for passenger service on the
Danbury Branch Line. The study process is at about the one
half way mark. Improvement options will soon be refined by
Phase Two of the study.
An important
aspect of the study has been the possible restoration of passenger
service from Danbury to New Milford. The potential new ridership
from such an extension has been shown to be very high, with
benefits to the viability of the entire branch.
For example,
the Phase One Study demonstrated that if Danbury Branch Line
service is extended to New Milford, total ridership on the
Branch Line would increase by a dramatic 37%. Daily boardings
at the New Milford station are estimated by Conn DOT at 336
passengers, indicating a very strong market for rail service.
The proposed
extension of service assumes using existing trains, running
over the existing tracks between Danbury and New Milford,
with a maximum speed of 30 mph and operating rail freight
service at night.
But while the rail line between Danbury and Norwalk is state
owned, the 14.3 miles of single track railroad between Danbury
and New Milford is owned by the Housatonic Railroad Company,
Inc., necessitating negotiations
Alternatives
emerging from the recently completed Conn DOT Phase One Study,
for refinement in the upcoming Phase Two, include:
Alternative
A: No Build
This assumes no major new investments on the Danbury Branch
other than what has already been approved or required for
regular maintenance. The CTC signalization project would proceed
as planned. However, no change in ridership other than through
normal population growth would occur as there would be no
service changes. This alternative has no associated capital
cost.
Alternative
B: Transportation System Management (TSM)
This option includes everything that can be done without new
construction or new vehicle procurement. This includes service
improvements such as new outbound service, express service,
and skip-stop service.
Frequency
of service, additional service, and express service could
lead to ridership gains. Phase Two of the current Conn DOT
study would evaluate potential ridership gains through TSM
alternatives.
Alternative
C: South Norwalk to Danbury Improvements
Improvements including electrification with passing sidings
and minor track alignment at some locations would be installed
using a phased-in approach. Implementation begins with the
CTC signalization project and would continue based on engineering
requirements. The minor realignment alone would decrease travel
time by 3.5 minutes. Anticipated ridership growth is 80 over
the Year 2020 baseline, a 5% increase. The estimated capital
cost is $143-$168 million.
Alternative
D: Extension of Service to New Milford
This option would extend diesel powered passenger service
to New Milford relying upon some realignment to improve the
maximum speed along the 14.3 mile route to 50 mph. Ridership
would increase by 800 over the Year 2020 baseline, a 50% increase.
The estimated capital cost is $30 to $36 million, plus $11
million per new train set.
Passenger train at New Milford Station
Alternative
E: CT Transportation Strategy Board’s Option for
Study of Partial Electrification from South Norwalk to Route
15
This option would electrify the branch from South Norwalk
only to an area in the vicinity of the Merritt Parkway (Route
15), with feeder bus/rail service to complement the new service.
Ridership gains and costs will be determined through analysis.
CONCLUSION
Completion
of Phase Two of the Conn DOT study will make available detailed
environmental impact statements for the five options above.
This will be followed by a crucial step; the selection of
a preferred alternative or combination thereof.
Please note that in in 2006, the CT General Assembly passed
a major transportation funding bill entitled the "Roadmap
for Connecticut's Economic Future." That legislation
included "priority transportation strategy projects."
Special thanks to the Greater Danbury - New Milford Area's
legislative delegation for including on this important list
"#6 Expanding passenger rail service through Danbury
to New Milford to assist commuter movement on Routes 7 and
I-95."
The goal
of HVCEO at the end of Phase Two will be to have the municipalities,
two regional planning agencies involved, and citizens groups
all in support of the same rail improvement plan.
Only with such unity will Western Connecticut have a chance
at securing funding through the political process for improved
Danbury Branch Line passenger service.
OTHER
OPTIONS STUDIED
FINDING OF LIMITED POTENTIAL FOR
EAST- WEST PASSENGER RAIL SERVICE
The east-west Maybrook Line, cutting through the center of
the planning region, originates in Beacon, NY. It is single
tracked to the east to the Danbury Branch Line and then double
tracked to Berkshire Junction near the Danbury- Brookfield
Line. A connecting track to the Harlem Division Line at Brewster
was eliminated many years ago; there is a cross-over between
the Maybrook and Harlem Line at Dykemans, north of Brewster.
The line continues eastward single tracked
through the Botsford section of Newtown and southeast through
the long descent down the Housatonic River Valley to Derby
Junction. The line is owned by the Housatonic Railroad between
the Connecticut border and Derby Junction. From the state
line west to Beacon, MTA Metro-North Railroad owns the tracks.
This portion of the Maybrook is also referred to as the Beacon
Line.
The Maybrook Line was a major east-west freight corridor
until the early 1970�s. Service west of Beacon, NY ended when
the bridge over the Hudson River at Poughkeepsie burned in
1974. New York State DOT is currently conducting a feasibility
study of repairing this bridge and restoring this connection.
A private non-profit organization is also attempting to establish
a rail-trail across it. Clearance on the line is 19 feet.
There is no active freight usage on the Maybrook/Beacon line
west of Danbury, although HRRC is in negotiations with Metro-North
and CSX to set up an interchange agreement with the Hudson
Line at Beacon.
As noted above Metro-North purchased the Maybrook Line running
west from Danbury to Beacon, N.Y. in 1995 to preserve it for
possible passenger service. Metro-North decided it was prudent
to buy the line to preserve the right of way for the potential
to connect the three Metro-North (Hudson at Beacon, Harlem
at Brewster North and New Haven in Danbury) Lines. Yet no
such service is currently in the planning stages.
FINDING
OF LIMITED POTENTIAL FOR
HARLEM LINE CONNECTION TO DANBURY BRANCH
As part of efforts in the winter of 2001 to improve connections
between the Upper Harlem Line and communities in the Housatonic
Region, Metro-North completed a non-engineering examination
of the feasibility of initiating passenger service between Danbury
Railroad Station and Brewster North Station.
The study
determined that a frequency of 4 trips per day would require
a capital investment of $74.1 million over a six year period
to rehabilitate the Maybrook line to 40-59 MPH standards (speeds
on the line are now limited to 10 to 15 MPH). Track reconfiguration
at Danbury and Brewster North that would be advantageous to
the operation of such a service would require an additional
$39.9 million investment.
Other
capital requirements would be two train sets consisting of
2 locomotives and 12 coaches. The annual incremental operating
costs to operate the service would be $4.5 million.
MTA feels
that ridership potential is low and that the best investment
strategy is to increase parking and ridership at Brewster
North. Development of the Beacon line is now considered "on
hold" and the right-of-way is land banked.
A more
localized perspective often cited is the impact upon overall
Danbury Branch viability if an east- west Danbury to Harlem
Line passenger rail connection was established. With a major
source of ridership diverted at the railhead, the cost to
benefit ratio of maintaining service to remaining Branch Line
stations in Bethel, Redding and Ridgefield could be significantly
reduced.
FINDING
OF LIMITED POTENTIAL FOR
DANBURY BRANCH CONNECTION TO NEWTOWN, CT
Passenger rail service was discontinued to Newtown in 1931.
As part of a study conducted by HVCEO in 1995, an examination
of an extension of service between Danbury and Newtown Center
was conducted. The service evaluated would have been built
on a phased expansion to the existing Danbury Branch Line.
An extension
of the Branch Line to Newtown to bring passenger service east
11 miles to Newtown would also have an intermediate stop at
Hawleyville near Route 25. The extension would provide service
with an estimated hour and 52 minutes travel time to Grand
Central Terminal.
But estimates
completed by HVCEO showed low potential for ridership at the
proposed Newtown station locations in comparison to extension
of service from Danbury north to New Milford. As a result,
a rail extension to Newtown was not recommended for the near
term.
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