CT Transit

Although private transportation has existed in Connecticut since its initial settlement, public transportation in Connecticut dates back to the 19th Century with the introduction of horse-drawn trolley lines in many towns across the state. In 1901 the Connecticut Railway and Lighting Company (CR&L) was formed to operate and extend electric powered trolley services. These operations were leased to the Consolidated Railway Company in 1906 and, a year later, merged with the New York, New Haven and Hartford Railroad.

In 1910, the New Haven Railroad formally sublet all of its street railway operations, including CR&L, to the Connecticut Company. By 1924, the Connecticut Company operated some 1,640-passenger cars over a network of 834 miles of track.{{Cite book |title=Report of the Public Utilities Commission - 1924 |publisher=State of Connecticut |year=1925 |location=Hartford |pages=472–473}}

Although street railway services remained through much of Connecticut, as early as the 1920s underperforming street- and heavy-rail lines began to be replaced by motor coach services. The first replacement of street railways with buses in Connecticut occurred in Stamford in 1921, with the rate of replacement accelerating during the 1930s and 1940s.

In 1936, following financial setbacks during the Great Depression and being unable to maintain lease payments, the Connecticut Company was forced to divest the CR&L, representing nearly 35% of line mileage it operated prior to the divestment (152 miles of a total 438).{{Cite book |title=Report of the Public Utilities Commission - 1936 |publisher=State of Connecticut |year=1937 |location=Hartford |pages=332}} The newly independent CR&L no longer operated any rail services, while its former lessee began eliminating street railway lines as a cost-cutting measure. Although World War II put a pause on significant service changes, it was not long after the last trolley lines were taken out of service.

File:Connecticut Company Railbus.jpg to increase revenue. Now preserved at the Connecticut Trolley Museum.]]

Although Connecticut's bus services were still profitable in the early-1950s,{{Cite book |title=Report of the Public Utilities Commission - 1953 |publisher=State of Connecticut |year=1954 |location=Hartford |pages=125–134}} by the 1960s profitability had significantly decreased.{{Cite book |title=Report of the Public Utilities Commission - 1964 |publisher=State of Connecticut |year=1965 |location=Hartford |pages=137}} In June 1964 the Connecticut Company was sold to transportation and insurance magnate E. Clayton Gengras for $3,225,000.{{Cite news |date=5 Jun 1964 |title=Gengras Buys Bus Co., 28 Vehicles Ordered |pages=23 |work=Hartford Courant |url=https://www.proquest.com/docview/548424102 |access-date=21 Oct 2023|id={{ProQuest|548424102}} }} It was hoped by Hartford's chamber of commerce that under Gengras the Connecticut Company could become the core of a new "mass transit district" since it was no longer affiliated with the bankrupt New Haven Railroad.{{Cite news |date=10 Apr 1964 |title=CofC to Push Plans For Transit District |pages=1 |work=Hartford Courant |url=https://www.proquest.com/docview/548355948 |access-date=21 Oct 2023|id={{ProQuest|548355948}} }} Pursuant to Gengras' plan to "make some money with [the Connecticut Company]", revenues did increase significantly following his acquisition. Despite these higher revenues, even in 1964 there were concerns over the long-term viability of Hartford's bus operations in private hands. George J. Ritter, a member of the "in standby" Greater Hartford Mass Transit District (MTD/GHTD), stated that "the new Connecticut Company is no savior for mass transit in Hartford... we still have a sick company."{{Cite news |date=7 Jul 1964 |title=Council Names 4 to Transit District: GOP Minority Opposes Membership |pages=23 |work=Hartford Courant |url=https://www.proquest.com/docview/548456486 |access-date=21 Oct 2023|id={{ProQuest|548456486}} }} Gengras' reduction in Connecticut Company expenses was mostly through the discontinuation of less profitable services,{{Cite news |date=17 Dec 1965 |title=Cutback Asked on Bus Runs |pages=4A |work=Hartford Courant |url=https://www.proquest.com/docview/548985772 |access-date=21 Oct 2023|id={{ProQuest|548985772}} }} although there were notable layoffs,{{Cite news |date=25 Aug 1964 |title=45 Employes Of Bus Firm Are Laid Off |pages=21 |work=Hartford Courant |url=https://www.proquest.com/docview/548480591 |access-date=21 Oct 2023|id={{ProQuest|548480591}} }} fare increases,{{Cite news |date=24 Jan 1971 |title=Connecticut Co. To Ask PUC For Fare Rise in 3 Cities |pages=23A |work=Hartford Courant |url=https://www.proquest.com/docview/550687630 |access-date=21 Oct 2023|id={{ProQuest|550687630}} }} and attempts to capitalize through a number of experimental services. Some of these experimental services included deluxe express buses with free newspapers, downtown Hartford shuttles,{{Cite news |last=Bernstein |first=Michael |date=16 Sep 1966 |title=City Bus Loop Rider Rate Proves To Be Disappointing |pages=21 |work=Hartford Courant |url=https://www.proquest.com/docview/549251299 |access-date=21 Oct 2023|id={{ProQuest|549251299}} }} the Railbus, which could run both on rail and road,{{Cite news |last=O'Hara |first=James D. |date=7 May 1966 |title=Rail-Bus Experiment Planned |pages=7 May 1966 |work=Hartford Courant |url=https://www.proquest.com/docview/549134249 |access-date=21 Oct 2023|id={{ProQuest|549134249}} }} vacation tours,{{Cite news |date=12 May 1968 |title=Connecticut Co. Enters Vacation Bus Tour Field |pages=59A |work=Hartford Courant |url=https://www.proquest.com/docview/549808752 |access-date=21 Oct 2023|id={{ProQuest|549808752}} }} and park-and-ride commuter on-demand express bus reservations using computers ("bus by request").{{Cite news |date=16 Oct 1970 |title=Bus By Request Gets Computer Test |pages=37 |work=Hartford Courant |url=https://www.proquest.com/docview/550623218 |access-date=21 Oct 2023|id={{ProQuest|550623218}} }}

These changes, notably service reductions and layoffs, created much dissatisfaction among employees,{{Cite news |date=13 Oct 1965 |title=Bus Walkout Climaxes 13 Years Of Company and Union Wrangling |pages=27 |work=Hartford Courant |url=https://www.proquest.com/docview/548935576 |access-date=21 Oct 2023|id={{ProQuest|548935576}} }}{{Cite news |date=25 Dec 1965 |title=Union Fighting Connecticut Co. Schedule Cuts |pages=23A |work=Hartford Courant |url=https://www.proquest.com/docview/548977704 |access-date=21 Oct 2023|id={{ProQuest|548977704}} }} resulting in a 27-day long strike in 1965 among all Connecticut Company divisions.{{Cite news |last=Morse |first=Charles F. J. |date=14 Nov 1965 |title=Marathon, Not Law, Ended Bus Strike |pages=3B |work=Hartford Courant |url=https://www.proquest.com/docview/548970583 |access-date=21 Oct 2023|id={{ProQuest|548970583}} }}

Under Gengras the company first expanded in October 1967 when it acquired the Middletown area H&W Transit Company,{{Cite news |date=29 Oct 1967 |title=Connecticut Co. Start Bus Runs On H&W Routes |pages=4B3 |work=Hartford Courant |url=https://www.proquest.com/docview/549606315 |access-date=21 Oct 2023|id={{ProQuest|549606315}} }} although even this was ineffective at increasing ridership with declines in riders' perceived quality of Connecticut Company services and the reduction of its routes' frequencies.{{Cite news |date=10 Jan 1968 |title=Dooley to Protest Bus Run Drop |pages=14F |work=Hartford Courant |url=https://www.proquest.com/docview/549695793 |access-date=21 Oct 2023|id={{ProQuest|549695793}} }} In September 1968 the Connecticut Company expanded again when it acquired the Silver Lane Bus Company of Manchester.{{Cite news |last=Daly |first=Don E. |date=20 Sep 1968 |title=Bus Company Sold, Ends Era |pages=10B |work=Hartford Courant |url=https://www.proquest.com/docview/549908284 |access-date=21 Oct 2023|id={{ProQuest|549908284}} }}

In August 1971 a "massive"{{Cite news |date=11 Aug 1971 |title=Bus Service Cut To Begin Sept. 4 |pages=27 |work=Hartford Courant |url=https://www.proquest.com/docview/550906346 |access-date=21 Oct 2023|id={{ProQuest|550906346}} }} reduction in service was planned, with all Sundays trips to be eliminated, as well as most on evenings and Saturdays. In total the cuts represented around two thirds of all evening trips from Monday to Saturday should they be implemented.{{Cite news |date=8 May 1971 |title=Conn. Co. Asks to End Sunday, Holiday Buses: Cuts Sought For Nights, Saturdays |pages=1A |work=Hartford Courant |url=https://www.proquest.com/docview/550817690 |access-date=21 Oct 2023|id={{ProQuest|550817690}} }} The drastic nature of these cuts prompted many in state and local government to propose action. State Senator Joe Lieberman urged the consideration of the state to at least subsidize bus services, but even go so far as to assume some of their operations or operate them outright if necessary.{{Cite news |date=11 May 1971 |title=Buy or Subsidize Buses, State Senator Proposes |pages=9 |work=Hartford Courant |url=https://www.proquest.com/docview/550822492 |access-date=21 Oct 2023|id={{ProQuest|550822492}} }} The still "in standby" GHTD sought to gather funds from the state to acquire the Connecticut Company before any service cuts could be approved by the Connecticut Public Utilities Commission (PUC).{{Cite news |date=5 Jun 1971 |title=Transit District Seeks State Aid To Buy Bus Line |pages=16 |work=Hartford Courant |url=https://www.proquest.com/docview/550859124 |access-date=21 Oct 2023|id={{ProQuest|550859124}} }}

Although there was considerable support for GHTD to acquire the Connecticut Company,{{Cite news |date=9 Jul 1971 |title=Council Backs Bus Takeover, State PUC Told |pages=23 |work=Hartford Courant |url=https://www.proquest.com/docview/550881156 |access-date=21 Oct 2023|id={{ProQuest|550881156}} }}{{Cite news |date=15 Jun 1971 |title=Mayor Asks Meskill To Sign Transit Bill |pages=15 |work=Hartford Courant |url=https://www.proquest.com/docview/550834756 |access-date=21 Oct 2023|id={{ProQuest|550834756}} }} the PUC ruled that the Connecticut Company "could continue to provide service" while GHTD "could not do so".{{Cite news |date=14 Jul 1971 |title=Transit Bus Franchise Ruled Out |pages=31 |work=Hartford Courant |url=https://www.proquest.com/docview/550875171 |access-date=21 Oct 2023|id={{ProQuest|550875171}} }} On September 4 the Connecticut Company's reduced schedules were implemented, although four Hartford routes were run with marginal daytime service on Sundays.

In September 1971, days before its reduced schedules took effect, the Connecticut Company filed a request with the PUC in an attempt to suspend all of its services in its Stamford division,{{Cite news |date=3 Sep 1971 |title=Bus Firm Plans Down-State Cuts |pages=16 |work=Hartford Courant |url=https://www.proquest.com/docview/550940928 |access-date=21 Oct 2023|id={{ProQuest|550940928}} }} as well as to increase fares in Hartford and New Haven.{{Cite news |date=21 Feb 1972 |title=Conn. Co. 'Drained' Bus Firm, PUC Told |pages=8 |work=Hartford Courant |url=https://www.proquest.com/docview/551063207 |access-date=21 Oct 2023|id={{ProQuest|551063207}} }} Neither of these requests were approved.

The first state relief for the Connecticut Company came in April 1972 when it paid for new buses, although no further subsidy was provided.{{Cite news |last=Driscoll |first=Theodore A. |date=21 April 1972 |title=State Will Buy Buses, But Give No Subsidies |pages=63 |work=Hartford Courant |url=https://www.proquest.com/docview/551129072 |access-date=21 Oct 2023|id={{ProQuest|551129072}} }}

Particularly due to the 1973 strikes of the employees of the Connecticut Company and CR&L, the Connecticut Department of Transportation became more involved with bus services in Connecticut. CTDOT noted in its annual Transportation Master Plan that year that "if the present trend continues, there will be minimal local bus service by 1980" and that "the service that exists today has not been capable of attracting or persuading the automobile driver to abandon his auto ride to the bus".{{Cite book |title=Connecticut Department of Transportation Master Transportation Plan 1973 |publisher=Connecticut Department of Transportation |year=1973 |pages=V-15 |language=en}} In the following years, CTDOT began providing more aid to Connecticut transit districts.

The CR&L surrendered its last operating transit franchises in 1973, and in June 1976 Gengras sold the three remaining divisions of the Connecticut Company (Hartford, New Haven, and Stamford) to the State of Connecticut.

File:CT Transit 8306 at Seashore Trolley Museum, June 2007.jpg]]

When the Connecticut Department of Transportation acquired the assets of the Connecticut Company, it contracted with a private management company to operate the system. Beginning in 1979, First Transit operated CT Transit's three original divisions in Hartford, New Haven, and Stamford through its subsidiary HNS Management.{{Citation needed|date=December 2023}} Although HNS Management operates the buses and operations themselves, it is CTDOT which manages matters such as procurement, routes, and planning. In December 2022, CTDOT announced it had switched its operating contract from First Transit to RATP Dev USA, an American subsidiary of France's state-owned RATP Group.{{Cite web |date=2022-12-27 |title=CTDOT Announces Contract with RATP Dev USA to Manage the Hartford, New Haven, and Stamford Divisions of CTtransit |url=https://portal.ct.gov/DOT/CTDOT-Press-Releases/2022/Contract-with-RATP-Dev-USA |access-date=2023-08-27 |website=CT.gov |publisher=Connecticut Department of Transportation |language=en}}

On April 1, 2022, CTDOT announced it had suspended fares on all public transit buses in Connecticut,{{Cite web |date=2023-03-20 |title=CTDOT Shares Fare Payment and Cost Information |url=https://portal.ct.gov/DOT/CTDOT-Press-Releases/2023/CTDOT-Shares-Fare-Payment-and-Cost-Information |access-date=2023-12-25 |website=CT.gov |publisher=Connecticut Department of Transportation |language=en}} which was launched in response to sharp ridership decreases following the outbreak of the Covid-19 pandemic, and heightened inflation.{{Cite web |last=Hernandez |first=Samaia |date=2023-03-21 |title=‘It helps everybody save money’ {{!}} Free CT Transit bus service to end April 1 |url=https://www.fox61.com/article/news/local/free-ct-transit-bus-service-to-end-april-1/520-156687b6-80ed-4eb9-98db-9de702fb0a0d |access-date=2023-12-25 |website=fox61.com |publisher=WTIC-TV |language=en-US}} By September 2022, bus ridership in some CT Transit Divisions had exceeded pre-Covid levels.{{Cite web |last=Explains |first=CT Mirror |date=2022-09-26 |title=Bus ridership in some CT cities now tops pre-COVID totals |url=http://ctmirror.org/2022/09/26/ct-bus-free-fare-program-riders-transit-transportation-gas-prices-inflation/ |access-date=2023-12-25 |website=CT Mirror |language=en-US}} Fares resumed on April 1, 2023.File:Farmington Ave & Asylum Pl, Hartford Bus Stop Signs.png with local, express, shuttle, and Fastrak bus services.]]

CT Transit is managed by CTDOT and HNS Management is the company's largest contractor, (largely) operating the Hartford, New Haven, and Stamford divisions. However, CT Transit contracts a number of different companies and agencies with the CTDOT-led "core" providing supervision and coordination between them. In some ways CT Transit serves as a "brand" under which companies can operate their services while being part of a larger system. Because of its reliance on contractors however, CTDOT route planning can be significantly impacted by operators' decisions, and contract disputes have led to service cuts when agreements could not be reached.

Routes were first assigned letter designations in the Hartford area by the Connecticut Company in December 1964.{{Cite news |date=22 Dec 1964 |title=New Letters Designate Destination of Buses |pages=30 |work=Hartford Courant |url=https://www.proquest.com/docview/548663253 |access-date=21 Oct 2023|id={{ProQuest|548663253}} }}

CT Transit is arranged into five divisions, although some divisions serve more than one city. In addition, some divisions' services are operated by a single contractor while others are operated by multiple. Given CTDOT's supervisory role however, changes to improve consistency among the different divisions were made in the 2000s and 2010s, and today the divisions themselves have little effect beyond administration and direct operations. CT Transit's divisions are:

• Hartford: Operated by RATP Dev USA, an American subsidiary of France's state-owned RATP Group. Inter-agency connections to Enfield, NWCTD, PVTA, RVT, WRTD.
• New Britain and Bristol: Operated by HNS, New Britain Transportation, Dattco. Inter-agency connection to RVT.
• New Haven: Operated by RATP Dev USA. Inter-agency connections to GBT, Milford, Norwalk, RVT.
• Stamford: Operated by RATP Dev USA. Inter-agency connections to Bee-Line, GBT, HART, Hudson Link, Milford, Norwalk.
• Waterbury, Meriden and Wallingford: Operated by Northeast Transportation Company. Interagency connections to NWCTD, RVT.

CTtransit’s annual revenue is primarily made up of fare revenue, advertising, and reimbursements for services through contracts with state agencies (primarily access to jobs). The State of Connecticut funds the operations of CTtransit in the amount of the annual operating deficit.

File:CTfastrak third anniversary (41037963122).jpg. Then-governor Dannel Malloy is standing at the podium.]]

{{Further|CT Fastrak}}

Although originally conceived in the late-1990s, CT Fastrak opened in 2015 as the first bus rapid transit system in Connecticut and second in New England.

File:Unrestored Connecticut Company Hartford Express bus.jpg]]

Although early attempts at deluxe commuter express buses by the Connecticut Company were a failure, the organization did begin to seriously consider regularly-operating express buses as early as 1970 with plans for an express bus from Unionville and Farmington to Hartford via I-84.{{Cite news |date=17 Apr 1970 |title=Bus May Run Express Line |pages=22C |work=Hartford Courant |url=https://www.proquest.com/docview/550434787 |access-date=21 Oct 2023|id={{ProQuest|550434787}} }}

The first express routes operated by CT Transit were those inherited from the Connecticut Company which were initiated from 1972 until the company's acquisition by the Connecticut Department of Transportation (CTDOT) in 1976. The creation of the routes was prompted by the CTDOT hoping to "decrease automobile traffic into the major urban areas".{{Cite book |title=Connecticut Department of Transportation Master Transportation Plan 1974 |publisher=Connecticut Department of Transportation |year=1974 |pages=III-3}} The first express route operated was from Hartford to the Corbins Corner area of West Hartford, and began operation on January 17, 1972.{{Cite book |title=Connecticut Department of Transportation Master Transportation Plan 1977 |publisher=Connecticut Department of Transportation |year=1977 |pages=63 |language=en}} The route was initially part of a pilot program which was extended due to promising results.{{Cite news |last=Keifer |first=William W. |date=9 Mar 1972 |title=Commuter Bus Extension Recommended by State |pages=15 |work=Hartford Courant |url=https://www.proquest.com/docview/551104948 |access-date=21 Oct 2023|id={{ProQuest|551104948}} }} 15 express routes were in operation by the time CT Transit (then Connecticut Transit) was created, with 13 operating around Hartford, and 2 operating around New Haven respectively.

CT Transit's first new express route came in 1998 with the creation of the I-Bus (now Route 971) between Stamford and White Plains, New York.{{Cite news |date=6 Dec 1998 |title=New Routes for Moving the Workers to Work, Bus Style |work=The New York Times |url=https://www.proquest.com/docview/2235350793 |access-date=25 May 2023|id={{ProQuest|2235350793}} }} Originally begun as a pilot funded by the Departments of Transportation of Connecticut and New York, the route would be added to regular service as CT Transit's only interstate express route.

Despite the introduction of the I-Bus, a number of express routes were combined or eliminated over the years following their initial introductions.{{Cite news |last=Reitz |first=Stephanie |date=13 Jan 2003 |title=BUS WON'T STOP HERE; TRANSIT BUDGET SLOWS COMMUTERS |pages=B1 |work=Hartford Courant |url=https://www.proquest.com/docview/256631799 |access-date=25 May 2023|id={{ProQuest|256631799}} }} Although some new routes such as the CI (Correctional Institutes) and IND (Windsor/Bloomfield Industrial) briefly existed around the turn of the millennium,{{Cite web |title=Commuter Express |url=http://www.cttransit.com/commuterHartford.asp |url-status=dead |archive-url=https://web.archive.org/web/20000604021231/http://www.cttransit.com/commuterHartford.asp |archive-date=4 Jun 2000 |access-date=25 May 2023 |website=CTtransit}} the total number of express routes in 2003 was down to 12, all of which were in the Hartford area.{{Cite web |date=9 Apr 2003 |title=Commuter Express Routes |url=http://www.cttransit.com/content/commuter.asp |url-status=dead |archive-url=https://web.archive.org/web/20030602200849/http://www.cttransit.com/content/commuter.asp |archive-date=2 Jun 2003 |access-date=25 May 2023 |website=CTtransit}} Still intended mostly for commuters, only three routes offered any sort of mid-day service alongside that during rush hour. To meet its budget that year, schedules were constrained even further despite the reduced number of routes. Although unsuccessful, the proposed cuts also originally included eliminating express service to Unionville.{{Cite news |last=Davis |first=Trish |date=19 Apr 2003 |title=RESIDENTS' FEARS ABOUT BUS ROUTE GET COUNCIL'S ATTENTION |pages=B3 |work=Hartford Courant |url=https://www.proquest.com/docview/256709545 |access-date=25 May 2023|id={{ProQuest|256709545}} }}

Around 2008, previously having all of its express services operated by HNS, CT Transit began contracting commuter services from other operators in Connecticut including Dattco and Peter Pan. With other operators' services, new routes extended the CT Transit system, such as to Torrington and Winsted. These new routes also provided express connections between CT Transit divisions, such as with the Hartford-New Haven Express and Waterbury Express respectively.

After the creation of CT Fastrak, some routes were altered to serve new CT Fastrak stations. Also, express service to UConn began, operated by Peter Pan, Dattco, and HNS, which was originally planned to be part of an expanded Fastrak service known as "Fastrak East"

File:Peter Pan Hartford-Providence CTtransit bus in Willimantic.jpg in April 2023. As is indicated by a decal on the windows, the bus is in CT Transit contract service, although only while in Connecticut.]]

In August 2021, due to the decreased ridership resulting from the COVID-19 Pandemic, many of CT Transit's routes were consolidated or had their service reduced, and express routes were no exception. Routes 917 (Tolland Express), 924 (Southington-Cheshire Express), 925 (Waterbury Express) were suspended, and their services were partially integrated into other routes. Beginning in August 2021, CT Transit contracted Peter Pan's services in the state of Connecticut along its Hartford-Providence route. Designated Route PPB, Peter Pan buses are used, although both Peter Pan and CT Transit fares are accepted for intrastate travel in Connecticut.

File:DATTCO Southington Express, 2-18-2022.jpg

A contract dispute between the CTDOT and Dattco in late-2021 caused the Dattco-operated express routes, which were contracted by CT Transit starting in 2008, to be dropped from CT Transit. The three routes affected by the contract dispute were 921 (Middletown/Old Saybrook Express), 923 (Bristol Express), and 928 (Southington-Cheshire-Waterbury Express). Although Dattco continued operating the routes themselves in the immediate aftermath, service was significantly reduced, operating only a few times per day on each route, and in the case of the former Route 928, it was shortened from Waterbury only to Cheshire. Citing mounting costs, Dattco ended service on all three routes on February 18, 2022. After a four month gap in service, a contract agreement was reached in June. With a new contract, Route 928 resumed operation as part of CT Transit once more on June 22, and Routes 921 and 923 resumed later in August 2022.

File:CT Transit New Flyer D40HF 965.jpg|A CT Transit Express bus serving Route 2 (now 902) in 2007. The bus uses CT Transit's blue, green, white, and yellow color scheme from that time.

File:CT Transit A72.jpg|A CT Transit express bus in Hartford serving Route 928 in 2018. The bus uses CT Transit's current blue and silver color scheme.

File:Greater Hartford Transit District driver assisting passenger aboard.jpg boarding a GHTD bus. CT Transit serves this same location, although its buses lack many accessibility features.]]

In 1991 the Greater Hartford Transit District (GHTD), began paratransit services through a collaboration between CT Transit and the CTDOT.{{Cite news |date=17 Oct 1991 |title=To: Residents of the Municipalities of Bloomfield, East Hartford, East Windsor, Farmington, Glastonbury, Hartford, Manchester, Newington, Rocky Hill, South Windsor, Vernon, West Hartford, Wethersfield, and Windsor |pages=B2D |work=Hartford Courant |url=https://www.proquest.com/docview/1851385622 |access-date=26 May 2023|id={{ProQuest|1851385622}} }} The GHTD's paratransit dial-a-ride services intend to provide ADA access to areas where CT Transit's routes cannot by deviating .75 miles from existing routes and utilizing accessible vehicles.{{Cite book |url=https://www.hartfordtransit.org/wp-content/uploads/2023/02/ADA-Riders-Guide-English-01-2023.pdf |title=Transportation under the Americans with Disabilities Act - ADA PARATRANSIT |publisher=Greater Hartford Transit District |year=2023 |pages=8–12}} However, unlike many other paratransit services, the GHTD's operation as an accessible "alternative" to CT Transit's routes means that it mirrors where CT Transit buses already serve, at the same times the buses normally operate. GHTD's mirroring of CT Transit services has created difficulties for some riders who live in areas underserved by CT Transit bus services.{{Cite news |last=Reitz |first=Stephanie |date=15 May 2005 |title=HOUSE VOTE MAY BE NEAR ON TRANSIT AID FOR AGING |pages=B3 |work=Hartford Courant |url=https://www.proquest.com/docview/256945419 |access-date=26 May 2023|id={{ProQuest|256945419}} }}

File:CTtransit Paratransit Bus in Waterbury.jpg]]

In most areas of Connecticut, CT Transit does not operate paratransit services. However, in the Meriden, Wallingford, and Waterbury areas the Northeast Transportation Company (NET), operates paratransit services under CT Transit livery. NET's service provides dial-a-ride access to residents living in specific Waterbury-area towns as well as accessible alternatives to CT Transit routes for those who within .75 miles of them. NET's paratransit is officially referred to as NETPS (Northeast Transportation Paratransit Service), synonymous with the service offered before NET became a CT Transit contractor.{{Cite book |url=https://www.northeastbus.com/wp-content/uploads/2023/02/NETPS_BROCH_INDEX_0223.pdf |title=NORTH EAST TRANSPORTATION CO., INC. PARATRANSIT SERVICES |publisher=Northeast Transportation Company |year=2003 |edition=Revised 2023 |pages=1}}

In February 2012, CT Transit acquired a PureCell stationary fuel cell system for their headquarters on Leibert Road in Hartford. The fuel cell provides 400 kilowatts (kW) of power to the {{Convert|330,000|ft2|m2}} facility. Thermal energy from the fuel cell will be used to pre-heat two boilers that support the building’s primary heating system.{{cite web|url=http://www.istockanalyst.com/business/news/5694016/ct-transit-sets-another-green-example-installs-purecell-system-from-utc-power-and-expands-commitment-to-reducing-environmental-impact|title=CT TRANSIT sets Another Green Example: Installs PureCell? System from UTC Power and Expands Commitment to Reducing Environmental Impact|work=istockanalyst.com}}

By generating power on-site with a fuel cell, CTtransit will prevent the release of more than 827 metric tons of carbon dioxide annually – the equivalent of planting more than {{Convert|191|acre|ha}} of trees. The reduction in nitrogen oxide emissions compared to a conventional power plant are equal to the environmental benefit of removing more than 102 cars from the road. In addition to the reduction in greenhouse gas emissions, the PureCell system will enable CTtransit to save nearly 3.6 million gallons of water annually.{{cite web |date=2012-02-28 |title=CT Transit purchases fuel-cell system |url=https://www.metro-magazine.com/10023012/ct-transit-purchases-fuel-cell-system |url-status=live |archive-url=https://web.archive.org/web/20210507223401/https://www.metro-magazine.com/10023012/ct-transit-purchases-fuel-cell-system |archive-date=2021-05-07 |access-date=2023-12-25 |work= |publisher=Metro Magazine}}

As of July 2022, CT Transit operated 12 electric buses. In July 2022, one caught fire, requiring the hospitalization of three people.{{cite web | url=https://www.middletownpress.com/news/article/After-massive-bus-fire-CT-pulls-electric-fleet-17329085.php | title=After massive bus fire, CT pulls electric fleet from service | date=26 July 2022 }} This incident resulted in the temporary suspension of electric buses from CT Transit's fleet, which ended on July 31, 2023.{{Cite web |date=2023-08-01 |title=Battery Electric Buses to Return to Service on Connecticut’s Roadways |url=https://www.cttransit.com/news/battery-electric-buses-return-service-connecticuts-roadways |access-date=2023-12-25 |website=www.cttransit.com |publisher=CT Transit}}

{{Reflist}}

• {{Official website|https://www.cttransit.com}}

{{Connecticut transit}}

{{Authority control}}

Category:Bus transportation in Connecticut

Category:Organizations established in 1976

Category:Transit agencies in Connecticut

Category:1976 establishments in Connecticut