Armed with federal money, Connecticut is cracking down on dangerous driving by launching two driver safety campaigns this week.
Monday kicked off the first phase of the state’s speeding crackdown: speeding on rural roads, where ConnDOT says “most speeding-related automobile deaths occur.” This campaign comes with a pool of money available to local municipalities for increased enforcement, special […]
Earlier this week, a broad coalition of nearly three dozen transportation advocates, including the Tri-State Transportation Campaign, gathered at New Haven’s Union Station to release their 2014 Candidate Bulletin Moving Transportation Forward in Connecticut. The Bulletin lists four actions that Connecticut’s elected officials, particularly the gubernatorial candidates, must take in order to develop a safe and reliable system […]
With CTfastrak and the New Haven-Hartford-Springfield Rail projects set to open in 2015 and 2016, respectively, discussion about future development in the area is ramping up. Recently, the Capitol Region Council of Governments, the Pioneer Valley Planning Commission and the Sustainable Knowledge Corridor Consortium commissioned a report detailing Transit Oriented Development (TOD) opportunities around these bus and train transit stations.
The report, titled Making it Happen: Opportunities and Strategies for Transit-Oriented Development in the Knowledge Corridor, analyzes which station areas on those future lines are most ready for development and what needs to be done to further encourage development at others.
The need for responsible strategies to deal with future development couldn’t be clearer. The area to be served by these future systems, also known as the “Knowledge Corridor”, is a large and long-interconnected area with a population of 1.8 million, more than 45,000 companies, a labor force of 1.1 million people, 32 colleges and universities and more than 120,000 students.
[Source: New England’s Sustainable Knowledge Corridor]
This density of people and employers, especially schools and students, provides a great opportunity to utilize transit as rapid and reliable means of transportation to enhance the economy.
[Source: Making it Happen: Opportunities and Strategies for Transit-Oriented Development in the Knowledge Corridor, Executive Summary, September 2013.]
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ConnDOT Commissioner Jim Redeker
In 2007, after a troubled widening of I-84, a reform commission reported that the Connecticut Department of Transportation (ConnDOT) “badly needs fundamental change.”
TSTC analyses indicate that ConnDOT has been slowly improving since then, and we sat down with Commissioner Jim Redeker, who has headed the agency since last March, to talk about his work. He will be speaking at tomorrow’s transportation financing forum in Hartford.
TSTC: How did your work at NJ Transit prepare you for the commissioner job?
Commissioner Jim Redeker: I think that Connecticut is much like New Jersey was 30 years ago: there’s not a lot of transportation-oriented development happening, there’s still opportunity for new investment in transit and opportunity to improve branch lines. And I really came to try to make a difference there.
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(Clockwise from left): New Haven after a boulevard conversion of Route 34, new ConnDOT Commissioner Joe Marie, Hartford-New Britain Busway, a station on the New Haven-Springfield Commuter Rail line.
Last year, MTR wrote that Connecticut was “poised for success” after the state began to embrace progressive transportation policy reform in 2007. Though a broad overhaul of Connecticut’s transportation policy did not occur in 2008, ConnDOT is clearly more focused on transit and transit-oriented development than in 2007. New Haven also embraced livable streets policy, becoming a hotbed of civic and political advocacy.
Jan.-May: ConnDOT Reform and Legislation
2008 began with the release of a much anticipated report from the Governor’s Commission on the Reform of ConnDOT. The report set the stage for effective planning reform throughout ConnDOT, emphasizing the prioritization of road and bridge maintenance over expansion (“fix-it-first”) and policies that would support smart growth initiatives and reduce driving. Unfortunately, instead of focusing on these thoughtful ideas, Governor Rell introduced a bill to split ConnDOT into a Department of Public Transportation, Ports and Aviation and a Department of Highways, which would have forced the agency to spend much energy on structural rather than policy reform. Thankfully, the legislation was not enacted.
In addition to the proposal to split ConnDOT, the General Assembly session started off with some bold transportation initiatives. However, by the end of the session, bills that would have improved access for bikes and pedestrians, and increased funding for bus operations were dramatically watered down.
The Connecticut Bond Commission also dedicated $75 million to a bridge and road repair program. While the program was billed as “fix-it-first,” it did not represent a fundamental shift in the way the State allocates funding to transportation projects. ConnDOT spends the majority of the road and bridge money in its capital budget on expansion rather than maintenance and repair.
New ConnDOT Commissioner
The biggest coup of the year in Connecticut transportation news, however, was the appointment of Joseph Marie as the new ConnDOT Commissioner in late April. A self-proclaimed “transit guy,” Commissioner Marie has spent the latter part of the year getting to know the lay of the land in Connecticut. But by all accounts, his appointment looks like a boon for progressive transportation policy reform in Connecticut. Eight months into his new job the Commissioner is already discussing the link between transportation and land use, has publicly supported transit-oriented development and corridor planning efforts, and is looking into how the Department can fast-track projects like the New Haven-Hartford-Springfield Commuter rail line and the Hartford-New Britain Busway. All are vast improvements over previous commissioners’ efforts.
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New ConnDOT Commissioner Joseph Marie has taken over an agency that has been marred by corruption and is in dire need of policy reforms that shift its culture away from prioritizing the expansion of roadways and towards maintaining Connecticut’s existing road and bridge infrastructure, promoting mass transit, and investing in smart growth. Those aren’t […]
On March 28, the Connecticut State Bond Commission released $75 million dedicated to a new “Fix-it-First” program. The Tri-State Transportation Campaign welcomed the Bond Commission’s release of these monies, but noted that ‘Fix-it-First’ should be the underlying strategy behind all of ConnDOT’s transportation policy and investment decisions, not a separately funded program.
In a […]
Though ConnDOT and the MTA have been sluggish to catch on to the potential of transit-oriented development (TOD), both agencies recently made clear their intent to embrace TOD principles.
At yesterday’s State of the MTA speech, MTA CEO Elliot Sander said his agency must “be a catalyst for environmentally sound land-use, smart growth and transit-oriented development.” The statement comes after the MTA announced the creation of a sustainability cabinet which is examining TOD, and issued a “request for expressions of interest” in transit-oriented development around the Beacon Metro-North station last year.
Last month, acting ConnDOT commissioner Emil Frankel called transit-oriented development “an integral component of [ConnDOT’s] comprehensive transportation policy, plan and strategy.” ConnDOT began to move towards a TOD strategy last year, when the agency hired Deputy Commissioner Albert Martin to focus on linking transportation and responsible growth; state legislators also set aside $5 million for ConnDOT to undertake a TOD pilot study in the October 2007 bonding bill.
As a next step, both ConnDOT and the MTA should create formal programs to promote TOD. A recent Council of State Governments review found six states with “proactive” state-level TOD policies. Of these states, California, Massachusetts, and New Jersey stood out. Here’s what each one can offer the agencies.
The Transit Villages Act of 1994 created a formal TOD program to be run by the California Department of Transportation (Caltrans). The Act encouraged cities and counties to prepare plans for “transit villages,” which the legislation defined as dense, mixed-use areas within 1/4 mile of a rail transit station. By doing so they would become eligible for transportation funding and receive help expediting permits from the Office of Permit Assistance. Unfortunately, Caltrans’ ability to promote TOD was limited by the fact that the promised transportation funding never materialized. Nevertheless, instituting a statewide policy of encouraging Transit Villages has motivated numerous municipalities to apply for the designation. According to Caltrans, “at every major transit agency… there are at least one or more new TOD projects currently underway at its bus and/or rail stations.”
Caltrans is also experimenting with tax increment financing (TIF), which allows some of the expenses of TOD, such as enhanced stations, to be paid for by bonding against anticipated increases in tax revenue resulting from the TOD’s influence on the value of nearby property. While there are obvious questions regarding this funding mechanism (for example, it must be established who pays for the bonds if tax revenues fail to rise as much as projected), it is one interesting way to fund transit improvements linked to development.
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Connecticut’s legislative session opened earlier this month with much fanfare surrounding Governor Rell’s proposed split of the Connecticut Department of Transportation (ConnDOT) into a Department of Highways and a Department of Public Transportation, Ports, and Aviation. This emphasis on bureaucratic reorganization is unfortunate and misplaced. Attention should focus instead on policy ideas that actually […]
Governor Rell presented her 2008 State of the State address to the General Assembly on Wednesday, focusing on issues ranging from crime reform to economic development. Her biggest transportation proposal was to split ConnDOT into a Department of Highways and a separate Department of Public Transporation, Aviation and Ports.
The Governor also proposed a […]