Transportation Master Plan

A holistic, long-term improvement plan will position Norwalk for innovative transportation solutions that are safe, economical, accessible, sustainable, livable, and suitable for the City’s many communities. The Transportation Master Plan will guide transportation policy and investments over the next 10 to 20 years.

Norwalk’s adopted  Citywide Plan of Conservation and Development  highlights several areas of emphasis for mobility improvements:

• Integrating transportation and land use
• Expanding bicycle and pedestrian networks and safety
• Improving public transportation
• Promoting pedestrian-friendly development in urban areas
• Planning for transit-oriented development
• Preserving and enhancing the open space system

Having a well-planned and coordinated transportation network is vital to the economic health of our city. This Transportation Master Plan builds on the Citywide Plan and provides a roadmap to guide investments and ensure the City’s viability and vitality for years to come.

By acting on this plan, the City of Norwalk will deliver transportation improvements that align with best practices, forward-thinking design, and community-based need. The plan provides guidance on funding opportunities, project prioritization, and equitable allocation of resources.

Above all, the purpose of the Transportation Master Plan is to help Norwalk advance mobility projects by consolidating public support and leveraging data to confirm issues, needs. A community-driven, data-informed approach fosters local support and positions the City for funding opportunities. The Transportation Master Plan is designed as a living document, allowing for updates and evolution, as well as a public-facing record of City progress.

The Transportation Master Plan builds upon and complements other city and regional planning efforts. A significant volume of work has been completed, including valuable identification of community and City priorities for transportation and mobility. This plan will complement rather than duplicate, these efforts, validating and emphasizing priority elements along the way.

 Wall Street Corridor Improvements Project (2022)   Norwalk Street Tree Canopy Project (2022)   East Norwalk Neighborhood Transit-Oriented Development Plan (2020)   Citywide Plan of Conservation and Development (2019-2020)   Consolidated Plan (2020-2024)   Parking Plan (2020)   Norwalk Community Food Report (2020)   South Norwalk Transit-Oriented Development Plan (2019)   Norwalk Pedestrian Plan (2019)   Route 1 Road Safety Audit (2018)   Calf Pasture Beach Road – Road Safety Audit (2016)   Pedestrian and Bikeway Transportation Plan (2012)   Norwalk Transportation Management Plan (2012) 

A holistic approach to multimodal mobility is a central theme of the Transportation Master Plan.

The Transportation Master Plan represents a thoughtful, comprehensive approach to addressing issues and opportunities related to travel in Norwalk. The plan framework flows from the City's mission to ensure safe, comfortable, and efficient transportation to an aspirational set of goals, to strategies, through discrete actions and tools to prioritize projects and advance to implementation.

This plan framework reinforces the connection between the ambitious goals and the many needs identified by community members and stakeholders to ensure that every project is considered through diverse perspectives rather than in isolation. This plan is designed more as a tool for City decision-making than a static set of project recommendations.

Norwalk’s residents and visitors travel in many ways and by many modes: car, bus, train, bicycle, taxi, etc. Regardless of our primary modes, we are all pedestrians for some portion of our journey. Norwalk strives to be a city of transportation choice, offering safe and efficient mobility options for users of all ages, abilities, and incomes.

This Transportation Master Plan will focus these value statements with a holistic approach to resource allocation, roadway and facility design, and policies to support an effective, equitable system.

We begin with the guiding principle that the city is growing and evolving, and it is the role of Norwalk's government to manage this change while protecting and promoting public health and safety. We recognize a variety of needs, driven by community input, and relate those needs to the Transportation Master Plan process, including fundamental goals, policies, strategies for change, and priority actions to keep us moving forward.

This plan considers safety paramount and integral to every aspect of transportation, from policy, to service, to facility design. Among the core principles established at the outset of the plan is promotion of, and continued adherence to, a Vision Zero philosophy. One death on our roads is too many, yet in the past five years, 14 people have lost their lives on local (non-highway) streets in Norwalk. At best, crashes are a costly inconvenience. At worst, people die and lives are changed forever.

A central purpose of the Transportation Master Plan is to prioritize projects of greatest need, directing resources to the issues of greatest concern to the most community members.

We are all pedestrians. Whether it’s the walk to our cars, to the bus or train, or to our final destinations, we all rely on walking or mobility devices for some portion of our travel. For some, walking is a necessity, while for others it’s a choice to be outdoors, be active, and be environmentally responsible.

Walking also presents challenges. Roadway and intersection safety, accessibility and pavement condition for those with mobility challenges, and other factors affect the ability to comfortably complete journeys. Sidewalks are generally prevalent in Norwalk’s core, yet conditions vary significantly and are not always adequate or comfortable for all users. Outside of the core, significant gaps exist in the pedestrian network and some facilities, when present, are rudimentary and do not meet accessibility standards.

Trails and Off-Road Connections

Work continues to complete and connect vital off-road trail facilities including the  Norwalk River Valley Trail (NRVT)  and the Harbor Loop. These multi-use facilities will provide important connections within the City as well as to neighboring communities, creating both local and regional assets. As more trail segments are completed and linked to local streets, the utility of the entire network continues to increase.

The NRVT is planned to stretch 30 miles from Calf Pasture Beach in Norwalk to Rogers Park in Danbury, linking Wilton, Ridgefield, and Redding along the way.

Community Programming

The  NorWALKER program  offers information and inspiration for community members to enjoy their surroundings on foot. The Health Department offers maps with walking routes from ½ to 3½ miles throughout the city. The program also organizes community walks to encourage physical activity and interaction. This program is a model of Norwalk's collaborative commitment to improving both mobility and public health.

Bicycling as a travel mode offers exceptional opportunities and benefits for communities, replacing short car trips, promoting active, healthy transportation, and providing environmentally friendly mobility. Bicycles use considerably less road and parking space and the presence of safe, dedicated bicycle facilities in commercial areas repeatedly demonstrates higher return for local businesses through increased customer engagement and spending.

The last comprehensive look at bicycle infrastructure was the  Pedestrian and Bikeway Transportation Plan (2012) . This plan categorized improvements based on three tiers of corridors.

• Tier 1: multiple pedestrian crashes, multiple bicycle crashes, missing sidewalks with ¼ mile of a school or transit center
• Tier 2: community generators such as retail, office, parks, schools, government
• Tier 3: residential corridors

The plan also recommended a suite of infrastructure and design guidelines to improve the safety, comfort, and equity of Norwalk’s roadways. Tools include bicycle lanes, intersection treatments such as bike boxes and bike pockets, multi-use paths, bicycle racks, and wayfinding.

Safety, however, is a significant hurdle to routine, continued bicycling for many community members. Without dedicated bicycle infrastructure (e.g., physically protected bicycle lanes), sharing roadway space with automobiles is unpleasant and threatening. Aggressive driver behavior compounds safety concerns, as lack of infrastructure and education contribute to a sense of driver entitlement and consideration of bicyclists as unwanted obstacles on the road.

Community members and stakeholders provided considerable feedback on bicycling safety and specific infrastructure needs at the outset of this plan. While some bicyclists will make their journeys, albeit with safety concerns, other would-be riders are unwilling to take the risk. A consistent concern is the lack of dedicated bicycle infrastructure on Norwalk’s roads, a problem compounded by aggressive driver behavior and unchecked speeding.

The Transportation Master Plan will continue to advance concepts and design interventions that remain valid from prior efforts, emphasizing the urgency in a more hospitable and accessible network for all roadway users.

Much work remains to transform proposed bicycle routes into effective elements of the transportation network. The  Norwalk Bike/Walk Commission  continues to work as a governmental entity to advance safe, multimodal transportation in the city.

Goals of the Bike/Walk Commission include:

1. Promote Complete Streets programs and facilities for bicycles and pedestrians in the City of Norwalk
2. Review, promote, and update the City of Norwalk's Master Bicycle Plan
3. Review, promote, update and implement the City of Norwalk's Pedestrian Plan
4. Review and provide advice on transportation and other projects having an impact on walking and biking in the City of Norwalk from the earliest stage
5. Coordinate and promote public awareness campaigns, education, and events related to bicycle and pedestrian issues
6. Research funding opportunities to support the mission of the Commission

Efforts are underway to create a local bikeshare program, although a vendor has not yet been selected. Other initiatives under study or consideration include continued expansion of the NRVT, completion of the Harbor Loop Trail, and a potential  trail alongside the Merritt Parkway .

Local and regional bus services are provided by Norwalk Transit District (NTD), CTtransit, and the regional Coastal Link bus (a joint operation between NTD, Greater Bridgeport Transit and Milford Transit District). NTD operates 11 WHEELS bus routes, along with shuttle services to Main Avenue, Connecticut Avenue, Merritt 7, and other employment centers.

System-wide NTD bus ridership totaled 1.1 million trips in 2020, although this reflects a pattern of declining patronage and a 37% drop in bus trips over the past five years. Many factors influence bus transit ridership, including the economy, service design, accessibility, available funding. Impacts of the COVID-19 pandemic have been significant on NTD ridership.

The NTD system is designed around a pulse point, or a point where bus routes arrive at a similar time to facilitate seamless transfers from one route to another. NTD’s network is a hub and spoke system built around the WHEELS Hub on Burnell Boulevard. This design may offer some efficiencies from an operational perspective but does not always serve the needs of customers in providing competitive start-to-finish trip times. Additionally, several NTD routes feature loops and one-way travel on certain streets as they extend from and return to the WHEELS Hub.

Public transportation plays a critical role in expanding access to employment, education, healthcare, and socialization. NTD and CTtransit buses also provide connectivity to Metro-North Railroad and neighboring communities and transit systems, including Stamford, Westport, Wilton, and beyond.

Safe, accessible, and comfortable pedestrian connections to bus stops are vital components of the City’s network, ensuring all users can take advantage of public transportation.

Norwalk Transit District’s core system (i.e., WHEELS bus routes) has reduced operating hours on several services, resulting in decreased ridership, imbalanced service levels on different routes, and a span of service that rarely extends past 7:00pm. Weekend service is limited and service sector jobs, shift work, and evening education opportunities are just a few of the opportunities missed when transit hours do not match travel needs. Declining service levels result in fewer mobility options for many riders, potentially impacting environmental justice populations the most. Ridership varies significantly by route. Among existing routes, the most heavily used are WHEELS 10, and 13.

Complementary Services

Norwalk Transit District’s Dispatch-A-Ride and CTtransit’s Stamford Easy Access offer complementary Americans with Disabilities Act (ADA) paratransit service for qualified riders who cannot use the fixed route bus services. These services require advance trip reservations.

New Models for Transit

Transit customers increasingly expect greater flexibility in service, integration of technology, and seamless connections to other mobility services. Norwalk Transit District is advancing several pilot programs to improve the customer experience and rethink service delivery, tailored to specific markets and travel times.

WHEELS 2U

NTD launched a new microtransit service, WHEELS 2U, to provide flexible travel options between South Norwalk, the Maritime Aquarium, The SoNo Collection, Wall Street Area, Calf Pasture Beach, Merritt 7 area and other key attractions. While the impacts of COVID-19 have slowed the roll-out of the service, initial popularity indicates desire and potential to expand this on-demand service. WHEELS 2U uses NTD paratransit vehicles during hours when they are typically not in service.

ADA Rider’s Choice

To improve paratransit operations and customer satisfaction, NTD launched a one-year pilot with Uber and Coordinated Transportation Solutions to offer on-demand, same day paratransit service to ADA-certified customers. The ADA Rider’s Choice program embraces ride-hailing technology to remove onerous advance reservation requirements on paratransit vehicles.

Other Technologies

Mobility as a Service (MaaS) and technology opportunities to create a single point of access for transit scheduling, tracking, and payment offer enormous potential for the integration of the region’s numerous services.

Equity issues associated with online-only payment reveal a sensitivity to the needs of unbanked populations and those that, for myriad reasons, rely on cash and/or do not own or rely on smartphones. Mobility solutions must remain open to all users without prejudice.

Metro-North Railroad provides commuter rail service in Norwalk on two lines: the New Haven Line mainline from Grand Central Terminal to New Haven, and the Danbury Branch from Norwalk to Danbury. Norwalk has four rail stations, including three on the New Haven Line (Rowayton, South Norwalk, East Norwalk) and one on the Danbury Branch (Merritt 7).

The South Norwalk station represents Norwalk’s primary stop on the Metro-North system, with frequent service to New York and New Haven. Express service to Grand Central Terminal is available directly or by transferring in Stamford. Both East Norwalk and Merritt 7 stations are undergoing construction and station enhancements.

COVID-19 Impacts

Ridership on Metro-North trains dropped nearly 95% systemwide at the early peak of the pandemic. As of Fall 2021, riders had returned to the system, although still at roughly half of pre-pandemic levels. Service levels remain high and by Fall 2022, ridership had continued to rebound significantly. Nationally, commuter rail systems are re-evaluating their market base in light of the pandemic and shifting commute patterns to evaluate potential redistribution of service from traditional peak hours to more even distributed frequencies throughout the day.  The MTA provides updated, system-wide ridership levels online .

Danbury Branch Opportunities

Community interest in a new branch line station at Wall Street was evaluated from financial, operational, service, and economic development perspectives relative to existing rail service alternatives for Norwalk residents. In 2022 CTDOT released the findings of the  Wall Street Station Feasibility Study , noting that, "due to a combination of physical, operational, and cost factors, none of the station alternatives evaluated are considered viable." Absent a new rail station, the Wall Street area may be further served by enhancements to the Norwalk Transit District bus network, expansion of WHEELS 2U microtransit, or other circulator transit services.

The Merritt 7 train station is undergoing reconstruction, targeted for completion in Fall 2022, including new facilities and amenities and full ADA accessibility. The platform enhancement will provide direct access to both sides of the station, obviating need for some shuttle services and allowing for a reevaluation of reverse direction rail service to better serve this employment center by non-auto trips.

Trucks represent the entirety of freight in Norwalk and over 90% of the freight that travels to, from, or through Connecticut does so by truck. Significant regional transportation corridors such as I-95, Route 1, Route 7, Route 53, and Route 136 carry trucks into and out of Norwalk.

Freight is vital to the City’s economy. Trucks serve local businesses, village centers, schools, and other facilities as well as support essential infrastructure such as supermarkets and pharmacies. The highest intensity of weekday truck trip ends are seen in the Wall Street area and within South Norwalk. The Route 1, Main Avenue, and East Avenue corridors also see significant weekday truck activity. The data also suggests that truck traffic is destined to activity centers, village centers, and residential neighborhoods outside of the urban core.

Trucks also deliver electronic commerce (E-commerce) to businesses and residents. E-commerce has grown at an average annual rate of 15% over the past decade and is expected to continue growing in response to demands from both businesses and residents. This trend is expected to continue and, by 2025, it is projected that the number of packages delivered will equal mail in overall volume. This will result in more trucks on the transportation network, increasing the potential for increased cut-through traffic on local roadways, increased air quality and noise impacts, and reduced safety for pedestrians and cyclists.

Given the projected increases in truck demand, this is an opportunity to rethink how trucks are managed as it relates to the City’s transportation network. 

While freight is important to Norwalk’s economy, truck traffic represents a significant concern in many neighborhoods. A heat map of truck activity and trip ends highlights several key nodes in the city, although truck traffic is not limited to these areas. Commercial nodes include South Norwalk, East Norwalk, and Downtown, along with busy corridors such as Connecticut Avenue and the confluence of Cross Street, North Avenue, and Main Street.

For example, South Norwalk is an industrial hub, far-removed from I-95, resulting in substantial truck traffic through neighborhoods. Identifying roads suitable for trucks, providing effective wayfinding and signage, and designing local streets to discourage cut-through traffic are approaches to mitigating the negative effects of this important transportation element.

Driving and the use of personal automobile remains the primary mode of transportation for Norwalk residents and commuters. As the city’s population and employment numbers grow, the demand on the local and regional road network intensify, resulting in congestion and frustration. Traffic spillover from the highways, or diversions due to incidents, also lead to cut-through traffic on residential streets that are not designed to carry significant volumes.

Demand for automobile use, combined with a street network with significant expansion limitations, presents a challenge for mobility providers tasked with keeping Norwalk moving. ‘Who should Norwalk be planning for?’ is perhaps the question that has the greatest relevance to this Transportation Master Plan.

Outdated metrics such as peak hour level-of-service (LOS) have long been the industry standard to describe driver frustration due to vehicular delay. This has contributed to the design of streets that primarily serve drivers, increase speeding and resulting crashes, and diminish the safety and comfort of virtually every other mode of travel.

A more novel approach to planning requires an understanding of customer needs, both today and in the future.

COVID-19 Impacts

The COVID-19 pandemic has provided planners with some new insights that may prove valuable when thinking about the future of mobility. A significant shift to work-at-home and hybrid work models has demonstrated that travel patterns are, for some, flexible and adaptable to change. Overall traffic volumes dropped significantly during the early years of the pandemic.

Data suggests that driver behavior has been altered significantly over this period, and while substantial recovery and return to pre-pandemic patterns has occurred, there remains a pronounced change in travel patterns, particularly during traditional rush hours.

Disruptions such as the pandemic highlight opportunities to rethink and recalibrate our planning. Rather than designing roadways to meet peak demand, we can better align our resources with a more balanced flow of travel throughout the day. We can't predict the future; however, we can plan for the city we want to be. This means designing roads for the safety, convenience, and comfort of all users, rather than letting automobile traffic volumes be the primary determinant of roadway function.

Trip Patterns

Automobile travel will remain the predominant mode of transport in Norwalk. Locations within the city that serve retail establishments tend to be major attractors for car trips. As illustrated in the graphic below, the commercial strip along U.S. Route 1 (Connecticut Avenue) between Keeler Avenue and Scriber Avenue draws trips from SoNo and adjacent neighborhoods and is the top auto destination in the City.

Other significant nodes include SoNo, Wall Street, U.S. Route 1 between Dry Hill Road and Strawberry Hill Avenue, East Norwalk, and Main Avenue (Merritt 7 and destinations north and south of the Merritt Parkway). While car trips are expected to remain strong at these locations, opportunities may exist to offer additional transportation choices so that economic growth can continue without being constrained by roadway capacity.

Facilitating walking, bicycling, transit, and shared mobility, particularly for short trips, offers potential for reduced car congestion, cost savings for users and the City, and healthier lifestyles.

Parking is an essential part of a community’s mobility system, and how it is managed directly influences travel patterns. However, management is often piecemeal as disparate entities including schools, institutions, and the private sector provide the majority of parking in most communities. Park Norwalk, the Norwalk Parking Authority, is responsible for nearly 4,500 parking spaces within urban cores and at train stations, most of which are regulated by price. The consolidated set of services under Park Norwalk means that parking can be managed in a coordinated manner to meet demand. In addition to on-street parking, Park Norwalk manages 11 off-street facilities, including the recent additions at the Main Public Library and Liberty Square. Outside of urban cores, the private sector provides most parking. Parking provision is regulated through zoning, and parking management is up to each property owner. 

Parking management tools such as pricing, time limits, and signage should encourage availability in key locations. In general, in areas with priced parking in Norwalk, on-street parking is more expensive than off-street, reflecting its value as front-door parking. Outside of urban cores, there are generally limited regulations, meaning that in dense residential neighborhoods the demand for curb parking can be very high, particularly when homes lack driveways. Special events, such as sports games and even school drop-off, can also put a strain on the transportation network.

In addition to hourly parking, Park Norwalk and City administer some permit programs. Park Norwalk sells monthly permits, and the City administers the  Parks Parking Pass  program. Aside from these, there is currently no on-street permit system, such as a residential permit system.

A most recent  Operations Report , from March 2021, notes many of the impacts from the COVID-19 pandemic. Specifically, transient activity remains low, and Park Norwalk itself has reduced staffing levels and adjusted operations. Parking demand continues to be lower at the train stations but is generally returning. 

Norwalk completed a  Parking Study  in 2020 for the South Norwalk and Wall Street areas, surveying both public and private parking assets. Key findings from the study, including public perceptions are summarized below:

• Both public and private off-street facilities have capacity, even at peak times. It is difficult for people to find off-street public parking facilities, creating a perception that there is a need for more parking.
• On-street parking is the first choice for most visitors.
• The community felt that there is insufficient parking for school pick-up, drop-off and sports.
• There is a perception that business and commuter parking encroach on residential areas during the day while commercial vehicles park overnight leaving residents with a shortage of spaces.
• The community expressed privacy concerns regarding parking enforcement technology.

This Transportation Master Plan's online mapping survey produced comments similar to the findings outlined above.

Norwalk is a coastal city, situated on the Long Island Sound, and increasingly prone to flooding and risks associated with climate change. Flooding does not only occur at the coast. As weather events become more concentrated and severe, run-off from impervious surfaces such as roadways can overwhelm drainage and sewer systems, leading to localized flooding throughout the city.

Environmental factors such as heat also affect Norwalk's residents and visitors. Transportation plays a significant role in the release of greenhouse gas emissions, while roadways, parking lots, and other paved surfaces (along with related buildings) trap substantially more heat than areas with more vegetation. Higher temperatures in summer can lead to discomfort and exacerbate or cause medical conditions. In many instances, these urban "heat islands" correspond to environmental justice communities, revealing another disproportionate impact of our built environment on traditionally disadvantaged communities, including those more dependent on transit, walking, or bicycling for the majority of their travel.

The Norwalk Speaks! report reinforces community concerns about these environmental conditions, including:

• Residents’ access to open space, air quality within particular neighborhoods, and health concerns associated with day-to-day pollution. The environmental lens has a significant impact on health and well-being, which typically affects lower income residents disproportionately.
• Ongoing flooding issues affecting multiple areas of Norwalk. The coastline has extreme exposure to storm surge and sea-level rise. Inland, the city transportation department has a good grasp of streets with recurring flooding issues.
• Too many trees have been allowed to be cut down, and the tree canopy of the city is dwindling. Many residents complained that new development has embraced “hardscapes” of concrete, asphalt, and pavers instead of greenways that would be better for the environment, street appeal, and stormwater runoff.

Aside from the danger of injury and death from roadway crashes, transportation can play an important role in promoting community health by facilitating and encouraging active transportation such as walking and bicycling. Poor transportation access, including freight and deliveries, can lead to inadequate options for health food. These factors can combine to affect  rates of obesity and other health impacts , particularly in disadvantaged communities.

The Transportation Master Plan relies upon ongoing engagement with the many communities that make up Norwalk. Input from residents, community organizations, and businesses ensures a forward-facing plan reflective of the City’s needs. This is a community-driven plan, backed by thoughtful investigation, data analysis, and strategies to affect real change. Engagement continues throughout the plan development and beyond.

Ideas, concerns, and opportunities presented by community members, stakeholders, and the plan's Technical Advisory Committee (TAC) are the primary inputs steering this assessment of mobility needs. The plan begins with real-life input and cross-references comments with data to validate and refine the areas of interest.

An important early step in the development of this Transportation Master Plan was offering the Norwalk community an opportunity to highlight specific issues, concerns, and opportunities. This interactive map reveals more than 800 pins dropped across the city and insightful comments to provide context. Categories include safety, traffic, transit, bicycle/pedestrian, parking, and other. These comments and issue locations are critical in establishing needs, goals, and strategies to improve transportation in Norwalk.

Through a variety of inputs, including extensive stakeholder interviews, online mapping, and pop-up outreach events, this Transportation Master Plan is designed to reflect the perspectives of Norwalk's diverse communities. Here are some of the most frequently heard desires, concerns, and opportunities for consideration in the plan.

Desires

• Create better connections between Norwalk’s neighborhoods and downtowns
• Connect different travel modes better (e.g., train to sidewalk, bike to bus, parking to sidewalk)
• Improve sidewalk condition and close gaps in the sidewalk network
• Improve efficiency and convenience of the local bus network
• Complete the Norwalk River Valley Trail and other off-road connections for non-motorized travel (local and regional)

Concerns

• Safety improvements are needed for pedestrians and bicyclists
• Parking demand at regional attractions (e.g., Calf Pasture Beach) and major events spills into local residential streets
• Truck traffic is impacting local neighborhoods
• Police enforcement alone does not deter aggressive driving

Opportunities

• Use technology to improve traffic signals, transit services, parking information, and other aspects of the local transportation network
• Design transportation facilities for the community Norwalk wants to be
• Adjust services and designs as needs evolve
• Increase residential development in the urban core and promote multimodal mobility options through walking, bicycling, and transit

This Transportation Master Plan is conceived as an opportunity to affect transformational change in Norwalk. It builds upon traditional planned work, recent and ongoing work, and anticipated projects. It also connects the dots between social equity, environmental and systems resiliency, and future-facing opportunities for improved technology through six ambitious and over-arching goals. The intent is to ensure sound decision-making to maximize Norwalk's potential to plan, fund, and implement projects to improve the lives of all residents, workers, and visitors.

Jump to a plan goal:

 Social Equity   Safety   Transportation Choice   Resiliency   Environment   Technology 

To address these goals, the Transportation Master Plan looks at how we travel today, considers the opportunities and challenges associated with travel in Norwalk, and provides strategies and an action plan to enact positive change.

Each goal presented here includes representative policy responses and planning approaches. A comprehensive list of strategies follows the goals.

The process of identifying potential actions based on demonstrated need is designed to guide City decision-making, inform project development, and affect continued and positive change to address the core goals of this plan. These actions do not represent specific commitments, nor do they preclude new approaches in the future. Integral to this plan is an evolving focus on best practices to foster continual improvement for the Norwalk community.

Use this interactive map to see needs identified by neighborhood. Considering potential actions as a group, whether by area, roadway corridor, or related spot improvements, leads to more effective development of future projects and can vastly improve the City's funding opportunities. Likewise, holistic consideration of transportation needs will help the City address the goals of this Transportation Master Plan.

The full suite of strategies to address these needs may also be considered by mode of travel and improvement type. This toolbox approach will guide City decision-making, design, and investment, while providing for ongoing progress monitoring and benchmarking. Importantly, every recommended action is tied to at least one core goal of the plan.

• Signal optimization
• Roundabouts
• Speed limit reductions/slow zones
• Complete Streets policy, design manual
• Automated traffic enforcement
• ADA accessibility
• Road diets
• Intersection safety improvements
• Road segment safety improvements
• Access management
• Curbside management
• Real-time conditions monitoring
• Design manual update for state of good repair (SOGR), resiliency
• Infrastructure sensors for new projects

• Sidewalk improvements (condition, accessibility)
• New sidewalks
• Sidewalk amenity zones
• Curb extensions
• Safe crossings (RRFBs, LPIs, signalized crosswalks)
• Street trees/buffer zone improvements
• Safe Routes to School
• Safe pedestrian access to all train stations
• Bus stop evaluation/safe pedestrian access to stops
• Crosswalk marking program (maintenance and new crosswalks)
• Curb ramps and ADA upgrades at all intersections and crosswalks

• Expansion of trail network (NRVT, Harbor Loop, Merritt Parkway?)
• Physically protected bike lanes
• Cycle tracks
• Bike share programs (including e-bikes)
• Electric scooters/micromobility
• Bike parking (on-street and secure storage)
• Wayfinding for bicyclists
• 100% bike-friendly streets in downtowns

• Norwalk Transit District system modernization (network redesign)
• Legislative advocacy to maintain transit districts
• Advocacy for New Haven Line rail service enhancements
• Advocacy for Danbury Branch service and infrastructure improvements
• New and improved bus shelters (standardized design based on bus stop role)
• High-frequency bus corridors
• Regional service enhancements (U.S. Route 1 BRT)
• Improved paratransit experience
• Microtransit (WHEELS 2U) expansion
• Downtown circulator shuttle
• Real-time bus location at stops and shelters (with solar power)
• Mobility as a Service (Maas)/UMO integrated transit mobile app
• Conversion of bus/vehicle fleets to zero-emissions

• Planning for concentrated parking events
• Planning for multimodal school event access
• Improved pedestrian links to/from downtown parking
• Shared parking initiatives
• Variable pricing to manage demand
• Adaptive parking policies
• Address parking spillover
• Residential parking permits
• Data governance policy to prepare for future mobility needs
• Update zoning to encourage flexible parking
• Active curbside management
• Intersection daylighting/on-street parking limitations

• Form freight advisory committee
• Incentivize quiet and urban-friendly delivery schemes
• Incentivize small-scale delivery vehicles (cargo bikes, small vans, EVs)
• Traffic calming on residential streets to discourage truck traffic
• Coordinate land use decisions to avoid concentrating trucks on residential streets
• Designated truck routes (and wayfinding)

• Street trees and tree canopy
• Flexible use of street ROW (parklets, outdoor dining, play streets, etc.)
• Travel demand management (TDM)
• Green infrastructure
• Vision Zero policy and ordinance

This Transportation Master Plan focused effort on several corridors throughout the city to advance conceptual design work representative of the strategies and actions outlined in the plan. Three assessments of potential new sidewalk installation, along with three roadway design concepts, demonstrate what is possible and work that can be advanced relatively quickly. Each of these designs warrants further engagement with local communities and stakeholders to review and refine the concepts.

A study of three candidate locations for new sidewalk construction within existing roadway rights-of-way was included as part of the Transportation Master Plan process. The study will be used as a basis for the City to obtain funding for future detailed engineering and implementation.

Complete sidewalks are comparatively less expensive than building new roadway infrastructure. While still a large investment, their narrower width makes them a much smaller price tag per linear foot. In addition to lower project costs, such efforts can also improve safety and comfort for people who are walking, advancing core goals and strategies within this Transportation Master Plan.

Previously, with the support from the Norwalk Recreation and Parks Department and Norwalk Planning and Zoning Department, the Health Department  mapped dozens of walking routes throughout the City . The proposed sidewalks on Linden Steet, George Avenue, and Riverside Avenue will provide walking connectivity between these loops and build upon community-driven plans for a more walkable Norwalk.

George Avenue (Tierney Street to Route 1)

George Avenue is approximately 3,150 feet long that begins at Tierney Street and connects the residential neighborhood to Westport Avenue (Route 1). This street primarily serves as a residential road in the area. It connects to a retail-dense Route 1 with many stores and restaurants. Stationing at 0+00 near Tierney Street and continued towards Westport Avenue.

Opportunities and Constraints

• This street has sections of sidewalks at different locations, but none is fully connected along the street.
• This neighborhood has multiple mature trees and dense hedges very close to the street. The area near the intersection of Bettswood Road and George Avenue has a row of trees, hedges, and boulders on both side of the street. These are very close to the edge of the road. On street parking was also observed in this area.
• Overhead utility lines run along the entire east side of the road and at several locations, the utility poles are very close to street.
• Many houses on this street have fences in the front yard. At some locations (Highview Ave intersection approximate station 18+00 to 19+00) these fences are very close to street.
• On-street parking was observed on many locations (Station 16+00 to 18+00).
• From station 20+00 to 25+00, on the west side of the street contains a mix of bituminous and concrete sidewalk. This sidewalk ends at Ambler Drive and then continues from Ambler Drive intersection to Westport Avenue.
• Several houses have stone walls or retaining walls in the front yard.
• The existing right-of-way on George Avenue is 50 feet according to DPW records.

Proposed Sidewalk Plan: George Avenue

The George Avenue project will start at Tierney Street, where the two ramps will be constructed and connected into an existing bituminous sidewalk. The proposed plan provides a proposed sidewalks on both sides of the street. Most of the proposed sidewalk from 0+00 to 20+50 will be able to be built without encroaching on any property. However, there are multiple residents with fences, hedges, stone walls, and even a masonry wood stove that appears to be encroaching into the right-of-way. At Station 20+50, the west side of George will meet with existing bituminous and concrete sidewalks that continue to US Route 1 and will need reconstructing. The east side will continue until Station 27+85, where it will meet an existing concrete sidewalk that is in good condition.

There are number of trees which will need to be removed in order to accomodate the sidewalk. The city may choose to only install a sidewalk on one side of the road to minimize the tree removal. Two small easements may be required to install the ADA ramps at Highview and George Avenue.

Linden Street (Main Avenue to West Rocks Road)

Linden Street is approximately 3,200 feet long that begins at Main Avenue and connects the residential neighborhood at West Rocks Road. This street primarily serves as a residential road in the area. It links the neighborhood to restaurants and retail shops along Main Avenue.

Opportunities and Constraints

• This street has a series of sidewalk sections but does not have a continuous sidewalk along the street.
• Near the intersection with Lindenwoods Road, stone/concrete retaining walls are located very close to the road.
• On-Street parking was also observed in this area.
• There are multiple mature trees close to street between the intersection of Tod Road and Linden Heights. Several residences have placed decorative boulders/ stones in front of their yards.
• The street has a bituminous sidewalk of approximately 4’ width on left side. This sidewalk meanders around utility poles and street signs.
• A steep slope on both sides of the street exists for some portion of the segment. Most of the houses here have stone wall/retaining wall in front of them in this area.
• The road has a sharp ninety degree curve in it. A warning light and signs have been installed at this location warning motorists of this condition.
• There are several houses with stone wall / retaining walls in front of them.
• The intersection with Main Avenue is controlled by a signal with partial pedestrian signals.
• Entire street has overhead utility lines running parallel to it and intermittently crossing.
• The existing right-of-way on Linden Street is 50 feet according to DPW records.

Proposed Sidewalk Plan: Linden Street

Beginning at the intersection with Main Avenue there are currently three (3) existing ramps with faded crosswalks, and it is signalized. All corners of the intersection will have new ramps constructed to be ADA compliant ramps. The crosswalks should be re-painted. There are existing concrete and bituminous sidewalks that need reconstruction on both sides of the road from Station 0+00 to Station 1+60. The proposed plan includes a new concrete sidewalk that would run a total of 450 feet on the north side of the street. This will require 7 separate easements to be obtained by the town to build on private residential properties. This plan will include a new ADA ramp and a new crosswalk.

The existing bituminous sidewalks on the north side of Linden from Stations 12+00 to 24+45 are in good condition and will only require new ramps at each intersection and driveway crossing. At Station 24+45 a new proposed bituminous sidewalk will meet with the existing sidewalk. At Station 24+75, an existing catch basin and hydrant will need to be relocated to accommodate the new sidewalk. The proposed sidewalk will continue to West Rocks Road with new crosswalks and ramps constructed at each intersection where it will meet with existing sidewalks. The two corners of the West Rocks Road will be reconstructed with new crosswalks and ADA compliant ramps.

Due to the easements that would be required and the topography adjacent to the street, most of the sidewalk along this road would not have a full width amenity strip. In order to construct the sidewalk, there are trees which need to be removed, hydrants that need relocation and a catch basin to be relocated. These are shown on the proposed plans.

Riverside Avenue (Route 1 to New Canaan Avenue)

Riverside Avenue is a state road (SR-809) and is approximately 3,800 feet long street that begins at intersection of Belden Avenue, Spring Hill Avenue, and Van Buren Avenue; and traverses to the intersection of New Canaan Avenue and Ponus Avenue. This street serves as a connector between New Canaan Avenue and Route 1, paralleling Route 7 in the area.

Opportunities and Constraints

• Between station 0+00 to 2+50, the street has a concrete sidewalk on east side. The opposite side of the road in this location has steep grades with trees, vegetation, and rock outcroppings.
• Between station 2+50 to 4+50, guide rail exists on the east side of road. On road parking was observed between station 3+00 to 7+00 on the west side.
• On the west side of road at station 6+50 to 9+00, dense vegetation with steep slope exists.
• On street parking was observed on both sides of road near the area of ‘Casatelli Marble and Tile Imports’ to the intersection of Hill Street.
• From the intersection at Hill Street, a 5’ wide concrete sidewalk exists on the west side of Riverside Avenue. It continues untill house No. 73 at approximate station 20+00. The guiderail exists on east side of street in this same area.
• The west side of the street from station 20+00 to 25+00 contains steep slopes, rock outcrops, and dense vegetation.
• Overhead power lines run throughout the entire east side of the road and at several locations, utility poles are very close to street.
• Several houses have stone wall / retaining walls in the front yard.
• The street adjacent to Riverside Cemetery does not have any sidewalk and it is a relatively flat surface. The east side of this area has a guiderail that runs until the end of the road at station 38+00.
• The Norwalk River Valley trail (NRVT) is currently under construction on the east side of Riverside Avenue.
• The existing right-of-way on Riverside Avenue is 50 feet according to DPW records.

Proposed Sidewalk Plan: Riverside Avenue

The Riverside Avenue project will start at the Belden Avenue and Spring Hill Avenue intersection. This intersection will require four (4) new ramps and four (4) new crosswalks. There is an existing concrete sidewalk from Station 0+00 to 2+50 on the east side of the road. A new sidewalk cannot feasibly be constructed on the west side of the road due to significant grading issues from Stations 0+50 to 1+50.

The proposed sidewalk will connect with the Norwalk River Valley Trail (NRVT) currently under construction at Station 4+40. This will likely require a retaining wall. The intersection at Hill Street provides the opportunity to connect the NRVT trail with an existing concrete sidewalk and continue a pedestrian option on both sides of the road until New Canaan Avenue. Some regrading will be necessary in order to make the connection to the NRVT trail at Hill Street. The proposed concrete sidewalk will connect with the existing concrete sidewalk on the west side at Station 19+75. There is a hydrant that will need relocating at Station 29+40 in a problematic area due to storm drainage and sanitary sewer due to its proximity to existing water main.

The sidewalk will also affect the existing catch basins at Stations 29+80 and 34+25 which are located inward of the edge of the road. At New Cannan Avenue, three (3) ramps and four (4) crosswalks will need to be constructed. The heads and poles for the pedestrian signals should either be replaced or installed at this intersection.

Next Steps

The next step in this work would be to use this document to obtain funding for the project. Further design work requires a detailed survey along the routes to clearly show any encroachments from adjacent property owners as well as confirm obstacles which would need to be removed or relocated in order to construct the sidewalk. Additional public involvement should also be conducted as some of this construction will impact adjacent property owners, particularly where they occupy city right-of-way. Coordination is also required with the utilities which have overhead services which may impact the sidewalk.

This Transportation Master Plan includes the development of three concept plans, each representative of potential typologies for improvements citywide, including pedestrian safety and placemaking, traffic operations, and bicycle/multimodal accessibility.

As concepts, these plans highlight enhancements that are achievable and complementary with ongoing work, new grant funding opportunities, and supportive of community desires revealed throughout the master plan process. Further refinement of each design is warranted, with ample opportunity for community and stakeholder engagement to ensure local support.

Main Street (New Canaan Avenue to Hoyt Street)

This segment of road is envisioned as a walkable/bikeable village district, regardless of any mitigation associated with the proposed Route 7 interchange. The purpose of this concept plan is to provide a design vision for Main Street that can be the starting point for additional future planning and also to serve as a template for other ‘village’ corridors elsewhere in the city (e.g., Rowayton Avenue).

Dr. Martin Luther King, Jr. Drive and North Main Street

This intersection concept will be used to help implement a near-term traffic mobility challenge at the intersection of Dr. Martin Luther King, Jr. Drive, North Main Street and West Avenue. The current inability for traffic movements from North Main to MLK Drive focuses that movement to Washington Street. This concept explores the addition of a northbound left turn movement to aid with traffic circulation and highlights a traffic engineering focus to understand the feasibility of modifying the intersection.

Use the slider in the image below to see how this intersection could change to allow new turns.

Calf Pasture Beach Road

This concept proposes a multi-use trail connecting Marvin Street (Ludlow Park) to Calf Pasture Beach. Prior planning efforts have already considered on-street bicycle lanes, with little public support. The multi-use trail concept will consider the potential for a physically separated trail for bicyclists and pedestrians. The purpose of this concept plan is to provide the City with a preliminary sketch plan to initiate a broader stakeholder conversation over non-motorized access to the beach.

The City of Norwalk, Western Connecticut Council of Governments (WestCOG), and Connecticut Department of Transportation and are studying, planning, or proceeding with many projects in the city. These efforts demonstrate a commitment to ongoing improvements to address safety, state of good repair, facility enhancements, and operational improvements to the transportation network.

The Transportation Master Plan offers an opportunity to evaluate ongoing work and set priorities for the near-term and the future based on demonstrated needs and community input. Funding and implementation strategies will inform future project selection and prioritization to ensure continued progress.

We are excited to share images of work completed and underway around Norwalk. Click through the image gallery to see what the City is doing, including new sidewalks, bicycle amenities, street trees, safety improvements, and more.

Norwalk has a strong history of funding for transportation initiatives, but the near term is a “once in a lifetime” opportunity based on funding available from federal, state, local, and partnership initiatives and priorities.

The alignment of the Transportation Master Plan recommendations with key funding programs, particularly from the United States Department of Transportation (USDOT), creates the potential to accelerate the implementation and completion of key transportation initiatives. In addition, the Plan goals are uniquely aligned with federal and state goals of safety, equity, environment, resiliency, and non-auto mobility. That alignment will also support coordination and partnerships that strengthen implementation.

Signed in November 2021, the  Infrastructure Investment and Jobs Act (IIJA)  is the federal infrastructure law that oversees federal investments in road, bridge, and mass transit infrastructure. Many of the concepts proposed in this plan will qualify for federal funding, particularly infrastructure that will improve safety, improve air quality, promote bicycle and pedestrian travel, and address equity. An important note is that Norwalk’s initiative to develop and adopt a Complete Streets Policy will position the city for several of the federal discretionary grant programs.

A few of the most common and relevant federal funding sources for transportation opportunities recommended in the plan are listed below. A comprehensive list of all federal funding sources may be found on the Federal Highway Administration (FHWA) website.

•  Safe Streets and Roads for All  is a discretionary grant program aimed at preventing deaths and serious injuries on roadways. Many of the recommendations of this report are eligible including: planning, design, and development activities that support roadway safety; quick-build street design changes informed by outreach and user input; development of a bike network; and installing pedestrian safety enhancements.
• The  Surface Transportation Block Grant Program (STBG)  is a funding opportunity to improve the conditions on any public roads. It is one of the most flexible federal funding categories.
•  National Electric Vehicle Infrastructure (NEVI)  formula program for deploying electric charging stations.
•  Low or No Emission Vehicle Program - 5339(c)  grants for electric bus purchases.
•  PROTECT (Promoting Resilient Operations for Transformative, Efficient, and Cost-Saving Transportation)  program for resilient infrastructure investments.
•  Carbon Reduction Program  including projects like zero emission vehicles and facilities, energy-efficient street light and traffic control signals, and public transportation projects such as bus rapid transit or dedicated bus lanes.
• The  Transportation Alternatives Set-Aside  program is housed within the Surface Transportation Block Grant program and is intended for smaller-scale transportation projects like bicycle and pedestrian projects. Projects that make walking and biking to school safer are highlighted as an eligible activity.
•  Bicycle and Pedestrian  funding opportunities from USDOT are extensive.
•  Reconnecting Communities  discretionary funds for projects that reconnect or overcome transportation barriers.
• The  Congestion Mitigation and Air Quality Improvement Program (CMAQ)  can fund many of the same safety projects as the Transportation Alternatives Set-Aside program funds. CMAQ is generally more focused on reducing congestion and emissions from commuting trips.
•  Highway Safety Improvement Program (HSIP)  funds may be used on all public roads, including local roads. The funding can be used for bicycle and pedestrian safety projects and must be included in the State Highway Safety Plan. This program is data-driven and focused on reducing crashes, fatalities, and injuries.
•  RAISE (Rebuilding American Infrastructure with Sustainability and Equity)  discretionary grants are intended to address projects of local or regional significance that address key safety, mobility, connectivity, and sustainability goals.
• Earmarks for individual projects also provide unique, project-specific funding opportunities.

There are also numerous funding sources from the State of Connecticut that may support the Transportation Master Plan initiatives, including:

•  CTDOT Community Connectivity 
•  CTDOT Local Transportation Capital Improvement Program (LOTCIP) 
•  DEEP Recreational Trail Grant (RTG)  program
•  OPM Transit Oriented Development  grants
•  State Bond Commission 

There are many opportunities to partner with CTDOT on implementation of many of the identified initiatives, which share common projects and objectives. Some examples include electric charging facilities, electric buses, automated traffic signal technology, bicycle and pedestrian investments, resiliency projects with PROTECT funding, and the Carbon Reduction program. Partnering with CTDOT has the potential to multiply the overall benefits of projects and potentially reduce the total costs as well.

This Transportation Master Plan is currently in draft form. If you have ideas to share and want to learn more, we want to hear from you!  Visit the Norwalk Tomorrow webpage  and provide your feedback on this plan and mobility needs in Norwalk.