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  1. what is appropriate density in Hartford?

    If done well, 4-10 stories with towers interspersed would look like the the east side of Trumbull St -- definitely an appropriate scale for downtown Hartford. The Hartford region already has an urban, upscale destination in West Hartford Center, which is just 3.5 miles from Main & Asylum. Downtown Hartford, like other healthy downtown districts, should be a place of high activity with amenties across the spectrum. Plenty of people think perfectly healthy downtowns are seedy -- it's okay if that happens with downtown Hartford too.
  2. Downtown Hartford Residential Projects

    Completely agree -- what will be the first groundbreaking and when will it happen? We've been on the cusp of substantial downtown investment for years.
  3. what is appropriate density in Hartford?

    Downtown should be 4-10 stories consistently occupying entire lots, with minimal parking egresses, ample ground floor retail, and with towers interspersed. Think of background buildings like Trumbull on the Park or the Goodwin Hotel, mixed with our current batch of towers (and maybe a few new ones). Inner neighborhoods should build primarily at their current scale, with a focus on eliminating empty lots or underutilized parcels, and maintaining affordability for current residents & businesses.
  4. Pearl Trumbull Lewis St Block sale

    The buildings have been sold to the group of local developers planning to build apartments: http://www.hartfordbusiness.com/apps/pbcs.dll/article?AID=/20121031/NEWS01/121039977/1002
  5. IN PROGRESS: 777 Main Street Residential Redevelopment

    Another article, this time on the tax assessment of the building. The project is also 51% low and moderate income, and 49% market rate. I don't know the breakdown of %AMI they're using for the income restricted units. http://courantblogs....ower-developer/
  6. IN PROGRESS: Front Street @ Adriaen's Landing

    Agreed, that is fantastic. I worry about this development more than others -- lots of retail relatively far away from the primary downtown pedestrian activity. The housing component is necessary.
  7. PROPOSED: DC-NYC-HART-BOS High Speed Rail

    The "Vermonter" is currently seeing some serious upgrades in Vermont and Massachusetts (shortened & straightened, laying new track) as part of the larger plan to upgrade service along the St. Albans -- New Haven route. The route was the former "Montrealer," so I'd imagine the most likely candidate for eventual service to Montreal.
  8. City Profile: Hartford, CT

    http://www.census.go...data/index.html Census data were released today. Here's the picture of Hartford since 2010. Metropolitan growth: 2010: 1,212,381 2011: 1,213,255 Growth: 0.06% Hartford: 2010: 124,789 2011: 124,867 Growth: 0.06% New Britain: 2010: 73,215 2011: 73,267 Growth: 0.06% Middletown: 2010: 47,636 2011: 47,749 Growth: 0.24% Bristol: 2010: 60,484 2011: 60,525 Growth: 0.07% ________________________________________________ There were no data on West Hartford, Manchester, or East Hartford. Looks like negligible population growth throughout the region, consistent with decent job growth (compared with the nation) but almost nonexistent housing growth. Alternately, the results could be partially caused by the fact that the census bureau underestimated the region throughout the 2000s and still hasn't updated their algorithms. For comparison, here is Bridgeport-Stamford which is estimated to be growing much faster, yet has seen slower job growth than the Hartford area, but much greater housing growth. Metropolitan growth: 2010: 918,339 2011: 925,899 Growth: 0.82% Bridgeport: 2010: 144,463 2011: 145,638 Growth: 0.81% Stamford: 2010: 122,848 2011: 123,868 Growth: 0.83% Norwalk: 2010: 85,746 2011: 86,460 Growth: 0.83%
  9. Pearl Trumbull Lewis St Block sale

    Downtown Hartford honestly feels close to a tipping point. Every residential building from the 2000s is close to full occupancy, indicating sufficient demand, and every major proposal on the board will yield a 10-15% increase to the current residential population. Each proposal is doable as there is likely a lower cost with conversion versus new construction. And each success will make it easier for the subsequent development by demonstrating viability. The Pearl Street buildings are unique in that they would enliven one of Dowtown's only completely intact blocks (minus that garage).
  10. IN PROGRESS: 777 Main Street Residential Redevelopment

    Great news -- hope it comes together. At least one of these developments will eventually happen, fill up, and have a tremendous positive effect on downtown. There is demand.
  11. Downtown Hartford Residential Projects

    Looks like nothing is happening without some sort of government help. That's all right if the developer is acting on a defined plan, is competent enough to execute, and downtown is clearly made better by the project. I'd classify the Capital Center, the Clarion, 101-111 Pearl, and even Front Street as worthy investments. VoR I'm in total agreement about Michael Grunberg, owner of the BofA building. Public help for his asbestos mediation...so...he can go poach a client from another downtown building? No way.
  12. 36 Lewis St.

    I love hearing this type of news.
  13. IN PROGRESS: Hartford-New Britain Busway/ CTFastrak

    Beerbeer, BRT systems with dedicated infrastructure have been a success even in the U.S. Where cities have slapped the BRT name onto limited stop city buses the service hasn't been what's promised -- you can't get something for nothing. As to your other point, there are a lot of poor and working class people living in Hartford and New Britain (as an aside, many are from Brazil) that already use the bus and deserve to have their transportation needs addressed. Bill, commuter rail offers a different service -- trains every half hour compared with busway frequencies of less than five minutes at peak. I'd argue that the latter service is more valuable and also won't preclude commuter rail in other parts of the region. In fact, the two systems should benefit one-another. At any rate, looks like it's going to happen. I think (hope) your concerns will be proven wrong.
  14. IN PROGRESS: Hartford-New Britain Busway/ CTFastrak

    I applaud the decision to go ahead with the busway; there's a lot in here to like. The route serves low and middle income populations historically ignored by state transportation planners. The busway will be used, just not (at first or exclusively) by the upper middle class suburban repatriates always posited as the salvation of the state's urban areas. So, the short term effect will be increased access to those who already use or stand to benefit from mass transportation as well as economic windfalls from short-term government investment. And this is all something that can be done right now. More broadly, the Hartford region has seen a steady shift toward a more sober assessment of how to allocate state resources, one that focuses on incremental, steady, responsive improvement as well as eschewing a vision of a final state -- i.e. the pretty pictures of a "finished" Hartford with one-off attractions and shiny urban renewal projects. The busway is an example of this; so is the public safety complex and the emphasis on downtown housing. In the long run regional mass transportation always strengthens urbanity. Also, New Britain will feel mentally closer to Hartford, especially if there are definite positive economic synergies created between the two downtowns. This is a good development from a regional perspective. VoR, I'm not sure what you mean by existing riders. Does that mean riders taken from city buses? If so, the busway will be a giant improvement in quality for those who switch. City buses can also be reassigned or curtailed, which should help with either operating costs and coverage. Lastly, I believe the total cost is also $567 million; I'm not sure where you're getting $6 billion.
  15. City Profile: Hartford, CT

    The Hartford area has seen a substantial slowdown in the number of young people leaving the region. From 2005-2007, the area lost 791 people per year in the 25-34 year old demographic; from 2008-2010 the area is losing only 111 per year. Other New England cities (Boston, Providence) are experiencing a similar phenomenon. The easiest explanation is that the recession has forced people to put off moving -- but another explanation is that NE cities have also fared better economically because they aren't so dependent on a robust housing market to sustain area incomes. http://www.washingto...tion-to-metros/