The Slow State - Moving Quickly?

Connecticut is the "land of steady habits," or so goes the cliché. It fits a state that grows more slowly than its tri-state neighbors, and leads the nation in losing young people. 

But actually, things are going on this summer that may determine whether the state continues along its sluggish pace, or turns toward a transit-oriented future that will support the job growth and urban amenities necessary to attract young workers. Five candidates are vying for the Governor's seat, just as two major transit projects are being decided, all amidst a shuffle of leadership at the top level of ConnDOT. 

Visitors traveling through Connecticut will note massive highway construction in New Haven, where a dramatic flyover bridge and new piers are part of the $2 billion "Q" Bridge project to expand I-95's capacity from six to ten lanes. The current ConnDOT inherited the project from predecessors, and construction will continue for several more years.

ConnDOT hasn't just been focused on highways though. Its shift to transit over the last few years will finally bring two major projects to fruition - if federal funding comes through and the State approves matching funds. Most anticipated is commuter rail service linking Springfield and Hartford with New Haven and points south. High speed rail money would fund a chunk of the project, but Governor Rell is seeking approval of $260 million in state bond money prior to the August 6th HSR application deadline. Commuter rail will improve Hartford's ability to attract workers: suddenly, living in New Haven and working in Hartford becomes a viable option, and potential TOD sites in Enfield, Windsor, and Meriden can become the mixed-use hot spots central Connecticut desperately needs.

The second project is a dedicated busway linking Hartford to New Britain and neighboring towns. The project will cleverly enable both frequent service to Hartford, on the order of every 3-15 minutes, while serving suburban riders and linking up off-busway destinations to enable transfers within the system. Although the busway will support additional housing and jobs in the Hartford region without the burden of traffic and parking, most legislators and commuter won't be convinced the system will work until the first bus hits the pavement and ridership figures come in. Connecticut is virtually guaranteed a federal New Starts award this year that will enable construction, as long as the legislature approves cash flow. 

With both these projects in the works, it was disappointing to hear of the awkward dismissal of Rell's Commissioner of Transportation, Joe Marie, who had been confidently shepherding the once highway-oriented DOT towards a new era of transit improvements and fiscal discipline. His departure was sudden. The Governor's office eventually acknowledged that there had been an allegation of sexual harassment: Marie had been given a choice to leave immediately in good standing, or be publicly ousted. Marie opted for a clean break, while the Governor's Office recanted their pledge of secrecy in less than a week. Deputy Commissioner Jeff Parker now takes over under a lame duck Governor just as staff is pulling together critical applications for funding and solidifying political support. 

It is in this environment that five candidates have come forth to replace Governor Rell, who is not running for re-election. Primaries are just weeks away. The transportation debate thus far has focused around whether to reinstate tolls on Connecticut highways. Three of the five candidates have said - to paraphrase- "absolutely no tolls," a fourth candidate has said, "no tolls, unless they go into a transportation lockbox," and a fifth has said "jeez guys, we're going to need more money if we think we're going to match federal dollars for all these projects. We should really at least think about tolls or some other funding source." 

Guess which candidate is polling in last place? 

The toll debate has kept focus away from the real issues: how does Connecticut decide what infrastructure to invest in, and how to pay for it? Though all of the candidates are pro-transit in theory, there will never be enough money to expand rail in all the places it has been proposed. Meanwhile, 'fix-it-first' repair costs are mounting, and we're just beginning to think about what to do with aging highways in Hartford and Waterbury whose costs could dwarf the Q Bridge project. And of course, the next governor must decide how much revenue will go to transit operations. Of crucial importance to the success of the busway are operating dollars that support bus frequencies that attract new riders. At least all candidates agree on one thing: we need a dedicated, predictable funding source for transportation, that doesn't fluctuate with gas prices, or get dipped into for use elsewhere in the budget. 

My hope is that come August 11th, the day after the primary, we'll have two candidates who are ready to get down to specifics. In the meantime, if you're looking for a dramatic beach read, pick up a Connecticut newspaper.