Rebuffed Again in CT, Tesla Explores Growth in Westchester

Tesla’s goal of selling vehicles direct to consumers in Connecticut remains elusive, dismissed out of hand by Connecticut’s legislature this year, as last year and the year before.  Even the sole “gallery” the electric car manufacturer and retailer has been operating in the state, in Greenwich, has been ordered by the Connecticut Department of Motor Vehicles to “cease all functions.” Within a stone’s throw of the state line, in Westchester County, NY, the company is actively exploring potential locations for a new car dealership and customer education center, according to published reports. Under Connecticut’s dealer franchise law, automobiles may only be purchased through independent car dealerships.  Tesla’s business model relies on direct-to-consumer sales.

Both a retail center and warehouse in the town of Greenburgh are currently under consideration, Westfair Publications reported this week.  “We’ve been working with Tesla for quite some time now in searching for a proper facility in the area where they can house both sales and service,” said James MacDonald of Simone Development Cos., a Bronx-based company that owns both potential Tesla properties, Westfair reported.

In June, as the Connecticut legislature’s regular session concluded, a proposal that would have permitted Tesla to sell cars directly to consumers was never raised for debate. It made it through the Transportation and Finance, Revenue, and Bonding Committees, but was never called for a vote in either chamber.

House Speaker Joe Aresimowicz said at the time that he was reluctant to say that it was the objections of the state’s car dealers, who are subject to the regulations under the state’s motor vehicle franchise system, that killed the Tesla bill, CTNewsJunkie reported.  The Connecticut Automobile Retailers Association strongly advocated for defeat of the proposed legislation this year, as in previous years.

In New York, Tesla is currently limited to five sales locations, in accordance with a law passed in that state in 2014.  Efforts are underway in New York to increase that number.

A spokesman for Tesla said in June that the company wasn’t quite ready to give up on Connecticut.  Diarmuid O'Connell, Tesla's vice president of business development, said in an interview with the Hartford Business Journal in May that the company hoped to open 10 stores if the legislation was approved, which would "conservatively" employ 25 full-time workers.

"We're talking 250 jobs in the near term," O'Connell said, adding that some locations could employ as many as 50 people, the newspaper reported. The company also released a Greenberg Quinlan Rosner poll showing that 74 percent of Connecticut residents "strongly" or "somewhat" support allowing direct sales in Connecticut.

Tesla is prohibited from selling directly in Connecticut, Michigan, Texas, and West Virginia, according to the company. There are about 1,300 Teslas registered in Connecticut, nearly two-thirds of the electric vehicles in the state, according to the state Department of Motor Vehicles.

In a recent op-ed published in New York, Nick Sibilla of the Institute for Justice, a libertarian public interest law firm, indicated that in a review of employment figures for car dealerships in Massachusetts, New Jersey and New York, the Acadia Center, a nonprofit focused on creating a clean energy economy, concluded that “there has been no negative impact on auto dealer job levels or trends” in nearby states that allow direct sales of electric vehicles.  The Union of Concerned Scientists recently pointed out that “between January and June of 2016, dealers in the Bridgeport to New York City metro area had 90 percent fewer electric vehicles listed for sale than Oakland, when adjusted for relative car ownership.”

Tesla is currently in the midst of raising $1.5 billion as it ramps up production of the Model 3 sedan, its first mass market electric car, with an anticipated pricetag hovering around $35,000, about half the cost of Tesla's previous models, and thought to be more attractive to consumers.  The loss in sales tax revenue to Connecticut could be substantial if sales of the Tesla are not permitted in the state, according to some estimates.

Will the company’s plans impact legislatures in Connecticut or New York?  Back in June, CTNewsJunkie reported Connecticut House Majority Leader Matt Ritter said he thought the issue might be resolved “when you see more Teslas” on the road.  That day may be coming, emanating from Greenburgh if not Greenwich.

Connecticut and TESLA: The Battle Lines Expand

It was a one-two punch from Connecticut aimed at Tesla, in the marketplace and in the boardroom. On Tuesday, at the company’s annual shareholder meeting at the Computer History Museum in Mountain view, CA, a shareholder resolution advocated by the Office of State Treasurer Denise Nappier was on the agenda.

And on Wednesday, the Connecticut legislature concluded the 2017 regular session, leaving behind a proposal that would have enabled Tesla to sell cars directly to Connecticut consumers, as is done in many other states.  It was the third consecutive year that the plan did not receive approval from legislators, in the face of strong opposition from the Connecticut Automotive Trades Association.

The Tesla proposal was approved by two legislative committees - Transportation and Finance, Revenue, and Bonding - but was never voted on by House or Senate members in their respective chambers.  The bill pitted the state’s longstanding car dealers against the new model that Tesla prefers.

The Connecticut Retirement Plans and Trust Funds shareholder resolution called for the declassification of Tesla’s board and for the annual election of all of Tesla’s directors.  The $32 billion Connecticut Retirement Plans and Trust Funds (“CRPTF”), of which Treasurer Nappier is principal fiduciary, owned 32,837 shares of Tesla, Inc. common stock with a market value of $11.6 million as of June 6, 2017.

Tesla’s board currently is classified, which means that each year only a portion of the directors are elected by shareholders.  This year shareholders had the opportunity to vote on three of Tesla’s seven directors. The company’s board recommended that “our stockholders vote against this proposal.”

“Independent shareholders gave Tesla a clear message: it's time to sharpen the company's governance profile and strengthen board member accountability to shareholders, whose interests they are elected to represent,” Nappier said after the shareholder vote.

Connecticut’s resolution, the first ever filed to declassify Tesla’s board, received an estimated 47 percent of the votes not controlled by directors and officers, indicating strong support for the annual election of directors, according to the Treasurer’s Office.  Representing the Connecticut Treasurer’s Office at the annual meeting, and presenting the proposal, was Aeisha Mastagni, a Portfolio Manager in the Corporate Governance Unit of the California State Teachers’ Retirement System. Overall, according to a U.S. Securities & Exchange Commission filing, 74.7 million shareholders voted against the proposal, with 32.7 million voting in favor.

“And now that Tesla has joined the ranks of the Fortune 500, we encourage the company to take particular heed of the recent vote,” Nappier added, “given that most of its largest U.S. company peers have already embraced annual election of directors.  It should reconsider its opposition to this fundamental provision of good governance.”

“At the end of the day, Tesla has and will continue to develop and deploy new technologies and products that will be an important part of the global economy’s clean energy future.   The company’s corporate structure should likewise evolve toward a more accountable governance framework that will fortify its bottom line and sustainable value,” said Nappier, a veteran shareholder activist.

In the aftermath of the Connecticut legislative session, a spokesman for Tesla told CT NewsJunkie that the company wasn’t quite ready to give up on the state. Tesla is allowed to sell direct to consumers in most jurisdictions in the U.S. and around the world. They are prohibited from selling directly in Connecticut, Michigan, Texas, and West Virginia, according to the company.

“The residents of Connecticut overwhelmingly want Tesla to be able to freely operate in the state, and despite inaction during this session,” a company spokesman said.  There are approximately 1,300 Tesla vehicles registered in Connecticut.

Minorities, Children with Autism at Greater Risk of Drowning; Legislative Response Launched

“I understand all too well the dangers that water can represent,” said Karen Cohn, founder of the Zac Foundation, pointing out that drowning is the second leading cause of death for children under age 14.  “Many of these deaths could have been prevented.” Cohn’s 6-year-old son drowned in 2007 after his arm became stuck in the suction of the drain in their backyard pool.  Although he was a strong swimmer, “swimming skills are not enough to combat an entrapment,” she said.  The foundation named for her son is dedicated to educating parents about water safety, which goes beyond swimming skills.  The ZAC Foundation held its first water safety awareness camp, called ZAC Camp in Greenwich in April 2011. “We can save lives,” Cohn stressed.

Cohn was among advocates and legislators who held a State Capitol news conference to announce the creation of a legislative task force to bring awareness to the issue of childhood drownings.  Steven Hernández,, Executive Director of the Commission on Women, Children and Seniors, said the goal of the effort was “to prevent tragedies like these,” adding that “we need a multi-pronged response to a multi-pronged problem.”

The initiative was launched during National Water Safety Month, held each year in May, driven by statistics including:

• Almost 800 children die the U.S. every year from accidental drowning;
• 54% of these deaths are among children ages 0-4;
• African-American and Latino children are more than twice as likely to die from drowning, compared to Caucasian children; and
• According to the National Autism Association, accidental drowning led to 90% of the deaths of children with autism ages 14 and younger.

The statistics about children’s drowning deaths have not changed over time, implying that current strategies for prevention are not enough, officials said. Increasing children’s access to swim lessons, encouraging schools to teach water safety skills to students and giving parents easy-to-use and engaging tools to talk to their children about how to be safe around water are just a few actions that can have a big effect in reducing drowning rates, officials stressed.

An issue brief on the subject, prepared by Jennifer L. Masone of the Institute for Educational Leaders, and Principal, Wolfpit Elementary School in Norwalk, indicated that “from 2004-2014, 62 children from birth to 19 died from unintentional drowning. Of those, 35% were white and 34% were minority while the general population averaged 75% white and 25% minority. These data do not include children who experienced other short or long term effects.

The State Department of Public Health corroborates this information with its summation that for 2000-2004, “The Non-Hispanic Black population experienced a drowning rate twice that of the Non-Hispanic White population, and 33% higher than the Hispanic population.”

Senate Majority Leader Bob Duff said the issue needs to be “seen as a community solution through education.”   He said “this is an issue we can solve,” saluting the effort to bring interested parties together to work collectively.

In addition to establishing the task force, proponents of the initiative highlighted their support for HB 6260, which would require police officers to be trained to handle incidents involving juveniles with autism.  The measure has passed the House and is awaiting Senate action. Rep. Liz Linehan, who introduced that bill, said, “Children with autism are at an increased risk of drowning because they have a tendency to wander away from adult supervision and to seek out bodies of water.”

Rep. Cathy Abercrombie said “accidental drownings in Connecticut are a serious problem that deserves our full attention and one thing we can stress is the need for more education for parents and people overseeing children, especially now as we approach summer.”

https://youtu.be/CULPxBSa_10

https://youtu.be/hkmY3oZWxyU

Connecticut Main Street Center Award Winners Reflect Excellence, Community Involvement

A downtown management organization engaging the community in envisioning two underutilized parks as places that downtown residents, visitors, workers and families can mingle with artists and creatives, and a regional planning organization that created a program focused on supporting local businesses, creating jobs and filling vacant spaces in eight village centers are just two of this year's Awards of Excellence winners being recognized by the Connecticut Main Street Center (CMSC). In total, eight recipients have been selected to receive the prestigious awards, including organizations and initiatives from Bridgeport, Unionville Village in Farmington, Hartford, Meriden, New Britain, New Haven, and the Northwest Corner.  The awards will be presented at CMSC's Vibrant Main Streets event in the atrium of the Legislative Office Building on May 18 in Hartford.

The other winning entries include:

• a 14-acre flood control project that created a public park and mixed-use economic development in downtown Meriden;
• a comprehensive and complete overhaul of the City of Hartford's zoning language and process;
• an interpretive wayfinding/signage program that connects Walnut Hill Park, Little Poland and Downtown New Britain;
• the restoration of a historic ball bearing mill on the banks of the Farmington River into a mixed-use campus in the heart of Unionville Village;
• a Twilight Bike Race & Street Festival that celebrates biking, food, culture and entertainment in Downtown New Haven; and
• the redevelopment of a 1903 factory building into 72 units of market rate housing within easy walking distance of jobs and transit in downtown Hartford.

"This year's winners represent both catalytic and keystone initiatives that ignite and support significant positive change in Main Street communities," said CMSC Associate Director Kimberley Parsons-Whitaker. "From engaging the community in playing a proactive role in local economic development and envisioning new life for their historic public places, to the complex redevelopment of historic mills and factories for modern residential and commercial uses, our 2017 award recipients are leaders in re-imagining Main Streets."

In addition to its Awards of Excellence, CMSC also named the recipient of its 2017 Founder's Award, presented by Eversource Energy. CMSC founding President & CEO John Simone, who will retire in August, was selected to receive the Founder's Award for his more than 17 years of leading the organization's evolution as the voice of downtown, and for championing the tools, resources and political will needed for Connecticut's Main Streets to thrive.

Connecticut Main Street Center's mission is to be "the catalyst that ignites Connecticut’s Main Streets as the cornerstone of thriving communities."  CMSC works at both the local and State level to create and implement successful downtowns that meet the needs of residents and visitors. The organization describes a successful downtown as "one that incorporates housing, retail, social and business opportunities with transportation options for all users – walkers, cyclists, motorists and more."   Created in 2003 to recognize outstanding projects, individuals and community efforts to bring traditional downtowns and neighborhood commercial districts back to life, socially and economically, the Awards of Excellence are presented annually.

2017 Connecticut Main Street Center Awards of Excellence

CT Main Street Catalyst Awards

•  Meriden Green - Recipient: City of Meriden. Partners: State of CT (DECD, DEEP, DOT); U.S. EPA; FEMA; Army Corps of Engineers; Meriden Flood Control Implementation Agency; Milone and MacBroom; AECOM; and La Rosa Construction.
• Downtown Bridgeport Placemaking Program & Downtown Farmers Market at McLevy Green - Recipient: Bridgeport Downtown Special Services District. Partners: Project for Public Spaces; New Venture Advisors LLC.
• ZoneHartford: Form-Based Code Zoning Regulations - Recipient: City of Hartford. Partners: Fitzgerald & Halliday, Inc.

CT Main Street Keystone Awards

• Collaborative Shared Economic Development Services Project - Recipient: NW Hills Council of Governments. Partners: Goman+York; One Eleven Group; State of CT (OPM); Towns of Canaan/ Falls Village, Cornwall, Goshen, Kent, North Canaan, Norfolk, Salisbury/Lakeville and Sharon
• New Britain Historic Trails & Signage Program - Recipients: City of New Britain; TO Design LLC. Partners: National Parks Service
• Upson Market Place, Unionville - Recipient: Brian Lyman of Parker Benjamin Real Estate Services LLC. Partners: Town of Farmington.
• New Haven Grand Prix: a Twilight Bicycle Race & Street Festival - Recipients: CT Cycling Advancement Program; Town Green District (New Haven). Partners: City of New Haven; Taste of New Haven.
• Capewell Lofts, Hartford - Recipient: CIL. Partners: Capital Regional Development Authority; State of CT (DECD); InsurBanc; Guilford Savings Bank; Crosskey Architects; TO Design

Get Ready for April Showers – and More, UConn Researcher Says

A University of Connecticut climate scientist confirms that more intense and more frequent severe rainstorms will likely continue as temperatures rise due to global warming, despite some observations that seem to suggest otherwise. In a research paper appearing this week in the journal Nature Climate Change, UConn civil and environmental engineering professor Guiling Wang explains that data showing the intensity of severe rainstorms declining after temperatures reach a certain threshold are merely a reflection of climate variability. It is not proof that there is a fixed upper temperature limit for future increases in severe rains, after which they would begin to drop off.

"We hope this information puts things in better perspective and clarifies the confusion around this issue," Wang told UConn Today.  "We also hope this will lead to a more accurate way of analyzing and describing climate change," said Wang, who led an international team of climate experts in conducting the study, funded by the National Science Foundation’s Division of Atmospheric and Geospace Sciences.

Climate scientists and policymakers closely monitor severe and prolonged rainstorms as they can have a devastating impact on local environments and economies. These damaging storms can cause catastrophic flooding; overwhelm sewage treatment plants; increase the risk of waterborne disease; and wipe out valuable crops.

Wang says the peaks seen in the observational data and climate models simply reflect the natural variability of the climate. As Earth warms, her team found, the entire curve representing the relationship between extreme precipitation and rising temperatures is moving to the right. This is because the threshold temperature at which rain intensity peaks also goes up as temperature rises. Therefore, extreme rainfall will continue to increase, she says.

"In general, extreme precipitation increases with higher temperatures because the air can hold more moisture -- although that depends on moisture availability. But beyond a certain point, it is the other way round: the temperature responds to the precipitation, or more strictly speaking, the conditions leading to the precipitation, [such as extensive cloud cover or surface moisture],” explained Kevin Trenberth, an expert on global warming and the lead author of several reports prepared by the Intergovernmental Panel on Climate Change (IPCC), who joined Wang in the study.

Trenberth is currently a Distinguished Senior Scientist in the Climate Analysis Section at the National Center for Atmospheric Research. He shared the 2007 Nobel Peace Prize with former Vice President Al Gore as a member of the IPCC.

“The most obvious example of this is in a drought where there is no precipitation. Another example is in cloudy, stormy conditions, when it is wet and cool. By relating the changes in precipitation to the temperature where the relationship reverses -- instead of the mean temperature as in previous studies -- we can make sense of the differences and the changes. Moreover, it means there is no limit to the changes that can occur, as otherwise might be suspected if there were a fixed relationship."

All of which adds up to a soggy future, as climate change continues.

The mission of Dr. Guiling Wang's Hydroclimatology and Biosphere-Atmosphere Interactions Lab at UConn is to understand and quantify the terrestrial hydrological cycle, its variability, changes, and interactions with the society. With a special focus on water, the lab’s research spans the disciplines of climate and atmospheric sciences, hydrology, and plant ecology. They take “an earth system approach, viewing the Earth’s biosphere, atmosphere, and hydrosphere as dynamically coupled components linked through water, energy, and CO2 exchanges,” according to the website summary.

Mattress Recycling Has Solid First Year in Connecticut

Saying bye-bye to a used mattress in Connecticut has changed dramatically during the past year-and-a-half, as Connecticut became one of only three states in the nation to institute a statewide mattress recycling program. The initiative, approved by the state legislature two years ago and underway since May 2015, has gained a solid foothold here, according to its first annual report.  The Mattress Recycling Council (MRC), a non-profit organization established by the mattress industry that created and manages the program in Connecticut, California and Rhode Island, presented its inaugural Annual Report of the Connecticut Bye Bye Mattress Program to Connecticut municipal leaders and state regulators last month. The report summarized the Program’s performance from its inception through the end of the state’s 2016 fiscal year (June 30).

The Connecticut program has “exceeded, met or is on pace to achieve nearly all benchmarks” set in its plan, which was approved by the state in 2014. Highlights include:

• Recycled 150,000 mattresses.
• Recovered more than 2,800 tons of steel, foam and other materials that will be made into new useful products.
• Expanded the collection network to 101 free drop-off sites throughout the state.

“We are pleased with the program’s productive start and will continue to work with city leaders, businesses and the state to improve the program, expand the number of communities served, and increase the volume of mattresses recycled,” said Ryan Trainer, President of MRC and the International Sleep Products Association.

Bye Bye Mattress allows Connecticut residents to drop-off used mattresses at participating collection sites, collection events and recycling facilities free of charge. This collection network is made possible by the $9 recycling fee that Connecticut consumers pay when they buy a new mattress or box spring. The fee provides for collection containers, transporting the discarded mattresses and recycling costs.

Industry-led recycling programs like Bye Bye Mattress will play an important part in helping Connecticut reach its goal to divert 60 percent of materials from disposal by 2024, officials indicated in the 59-page report.

“We applaud the mattress industry for developing a successful statewide program under the mattress stewardship law that has already recycled thousands of mattresses in an environmentally sound manner,” said Robert Klee, Commissioner of Connecticut’s Department of Energy and Environmental Protection.  “This program has created jobs, recovered vast quantities of resources to be reused, saved municipalities $1.5 million in disposal costs and given residents an easy way to recycle a cumbersome item.”

MRC is also working with more than 130 other public and private entities, including mattress retailers, hotels, military bases, universities and healthcare facilities in Connecticut to divert their discarded mattresses from the solid waste stream.  The MRC website indicates that the organization continues to enroll interested municipal transfer stations in the program and work with those interested in hosting recycling events.

Connecticut’s Public Act 13-42 (enacted in 2013 and amended in 2014) required the mattress industry to create a statewide recycling program for mattresses discarded in the state. Connecticut residents can find their nearest participating collection site, collection event or recycling facility at www.ByeByeMattress.com.

Opponents to Natural Gas Pipeline Rally to Grow Public Interest

A planned natural gas pipeline in Connecticut and neighboring states brought protesters out in Suffield and East Granby, calling attention to potential adverse environmental impacts. Kinder Morgan’s natural gas project, Connecticut Expansion, is scheduled to begin construction in Suffield and East Granby shortly, according to the Connecticut Sierra Club, which organized the protest and has been conducting a public education initiative opposing the plans. The People Over Pipelines March, held Saturday, mirrors similar efforts held in Massachusetts, aimed at drawing attention the ratepayer subsidized gas pipeline expansion.  Participants followed the Kinder Morgan pipeline route in Suffield and East Granby.  Co-sponosrs of the effort included 350 CT, Toxics Action Center, Bethlehem Ecodefense and Berkshire Environmental Action Team.

At  an accompanying rally, Sierra Club’s Martha Klein said, “We’re here today to fight for the future of our planet, but the real reason to oppose this new pipeline is that it’s expensive, unneeded and what’s worse we’re paying for it!” The high pressure, large diameter fracked gas pipeline is being built in three states Sierra Club officials point out, noting that methane (natural gas) causes global heating that is 100 times worse than carbon dioxide in the near term.

Diane Lentakis of 350 CT added, “I’m marching here today to oppose a new taxpayer-funded pipeline because natural gas presents many of the same problems as oil and coal: toxic emissions, huge transport costs, and huge risks of accidents. I want Connecticut to be a leader in our country’s transition to clean energy.  We can take a major step towards this goal by opposing this costly pipeline and instead investing in renewable and clean energy. “

Sierra Club officials explain that Connecticut residents have been paying for the expansion of fracked gas in the state through ratepayer increases on their electric bill since 2013, as a result of state lawmakers approving a “Comprehensive Energy Strategy.”  In 2015, the General Assembly passed a law that mandated future ratepayer subsidies for multi-state gas pipeline projects, which will lead to ratepayers subsidizing the construction of interstate gas pipelines.

The state Department of Energy and Environmental Protection (DEEP)  “is the agency in the state that both procures large natural gas projects, and also issues permits for aspects of the construction. The aim of the State energy plan is to create thousands of new gas customers, through advertising and ratepayer subsidies. Only the two large corporations, Eversource and Iberdrola, will benefit from the expansion.  They have a monopoly on gas distribution in the area,” Sierra Club pointed out in a news release highlighting the issue.  Eversource owns Yankee Gas; Iberdrola owns Connecticut Natural Gas and Southern CT Gas.

Sierra Club officials indicate that it is “not likely” that Connecticut citizens will benefit from the pipeline, stating that “Natural gas is not cheaper, cleaner or safer than other fuels. Gas, which is methane, is currently more expensive than heating oil in Connecticut and according to the International Governmental Panel on Climate Change (IPCC), worse for the environment than oil or coal. Methane extraction (fracking), use, and transport produce significantly more greenhouse gas emissions causing worse climate change than other fossil fuels.”

Studies show that there is no unmet demand for natural gas in Connecticut, opponents of the planned pipeline said, stressing that gas pipelines are routinely only half full now and electricity demand in New England has remained virtually flat over more than 10 years.  Proponents have stated otherwise.

According to DEEP, there are approximately 590 miles of transmission pipeline in Connecticut, including 16 miles in Long Island Sound.  These pipelines range in size from 2” to 36”. Pressures range from 750 pounds per square inch gauge (psig) to 1,440 psig. There are 5 compressor stations in Connecticut with a total of approximately 110,300 horsepower. The pipelines currently in place:

• Algonquin Gas Transmission (AGT - Spectra Energy Corporation) originates in New Jersey where it connects to Texas Eastern and runs from Danbury northeasterly to Thompson, with major spurs to North Haven and New London.
• Iroquois Gas Transmission System (IGT) starts at the Canadian border, enters Connecticut at Sherman and runs southeast through Milford, then offshore to Long Island.
• Tennessee Gas Transmission (TGP -Kinder Morgan) starts in the Gulf, enters Connecticut in Greenwich, runs northeasterly leaving Connecticut in Suffield, with a spur from Massachusetts to Torrington.

The Sierra Club will be conducting a public education session on the pipeline at Quinebaug Valley Community College on Thursday, Sept. 29 at 1 p.m.

LED Street Lights Being Installed in CT Towns Even As Health Concerns Are Raised

The American Medical Association’s new policy stand “against light pollution and public awareness of the adverse health and environmental effects of pervasive nighttime lighting,” comes as municipalities across Connecticut and the nation are replacing longstanding lighting systems with LED lights in an effort to save money and improve safety.  The AMA however, is warning that the rapid pace of change could bring long-term detrimental health and safety effects. The AMA has noted that “it is estimated that white LED lamps have five times greater impact on circadian sleep rhythms than conventional street lamps. Recent large surveys found that brighter residential nighttime lighting is associated with reduced sleep times, dissatisfaction with sleep quality, excessive sleepiness, impaired daytime functioning and obesity.”

The organization noted earlier this month that “approximately 10 percent of existing U.S. street lighting has been converted to solid state LED technology, with efforts underway to accelerate this conversion.” The AMA’s Report of the Council on Science and Public Health on “Human and Environmental Effects of Light Emitting Diode (LED) Community Lighting” cautioned that “white LED street lighting patterns also could contribute to the risk of chronic disease in the populations of cities in which they have been installed. Measurements at street level from white LED street lamps are needed to more accurately assess the potential circadian impact of evening/nighttime exposure to these lights.

The AMA recommendations were developed to “assist in advising communities on selecting among LED lighting options in order to minimize potentially harmful human health and environmental effects”:

• an intensity threshold for optimal LED lighting that minimizes blue-rich light
• all LED lighting should be properly shielded to minimize glare and detrimental human health and environmental effects,
• consideration should be given to utilize the ability of LED lighting to be dimmed for off-peak time periods.

The concerns are not new, but they are receiving greater attention in the wake of the AMA’s formal community guidance and policy position, adopted at the organization’s annual conference in Chicago in mid-June.

Communities in Connecticut that have taken steps to switch to LED lighting include New London, Berlin, Plainville, East Hartford, Rocky Hill, Stamford, Southington, and Cheshire, according to published reports.  An article authored by UConn professor of Community Medicine and Health Care Richard G. Stevens, highlights red flags being raised by the AMA regarding the safety of LED lighting being installed in cities around the country.  The article first appeared on an international website, theconversation.com, and has since appeared on sites including CNN.  Stevens, an expert on the health impact of electric lighting, has raised concerns for more than a decade.

The Illuminating Engineering Society, founded in 1906 and based in New York, noted in a position statement that “exposure to optical radiation affects human physiology and behavior, both directly (acute effects including melatonin suppression, elevated cortisol production, increased core temperature) and indirectly (resetting the internal circadian body clock). There is no confirmation that typical exposures to exterior lighting after sunset lead to cancer or other life‐threatening conditions.” The Illuminating Engineering Society of North America (IES) is described as “the recognized technical authority on illumination.” The IES website indicates that the organization was “not represented in the deliberations leading to [the AMA document]. We intend to contact the AMA and work with them to ensure that any lighting related recommendations include some discussion with the IES.”

ANSES, the French Agency for Food, Environmental and Occupational Health & Safety, has published a report entitled (in English): " Lighting systems using light-emitting diodes: health issues to be considered," which focuses squarely on potential problems caused by LED lighting.  The LEDs Magazine website indicates that the full report is available in French only, but the report summary (in English) says that risks have been identified concerning the use of certain LED lamps, raising potential health concerns for the general population and professionals.

"The issues of most concern identified by the Agency concern the eye due to the toxic effect of blue light and the risk of glare," says the report, adding that the blue light necessary to obtain white LEDs causes "toxic stress" to the retina.

Back in 2011, a comprehensive report by Carnegie Mellon University’s Remaking Cities Institute (RCI) on the city of Pittsburgh’s transition to LED street lighting indicated that “Glare is an issue with LED street lighting. The RCI research team’s literature review and interviews with manufacturers and municipal agencies in cities with LED replacement projects indicate that the emphasis is being placed almost entirely on energy savings, to the exclusion of visual quality issues. The substantial glare caused by LEDs is not typically included as a measurable criteria in evaluation processes, and when it is, the tools of measurement are inadequate. As a result, glare persists as an issue.”

That report also noted that “the public is informed that LEDs save energy told that they are better in quality (often false) and that more accurate in color (often false).” In addition, the 113-page report indicated that “While the use of bright lights is believed to reduce accidents, it actually creates dangerous conditions for drivers, especially when night vision is affected by sharp differences in illumination. Bright lights are particularly hazardous for older persons because the human eye’s accommodation reflex slows with age.”

Regarding health concerns that have been raised, the report indicates that “Bright white light suppresses melatonin, the hormone that regulates tumors. Blue light wavelengths are to blame, because they ‘reset’ the circadian clocks of humans, animals, and plants even at very low levels of blue light. This might account for the significantly higher rates (30-60%) of breast and colorectal cancer in night shift workers.”

Some have compared the growing controversy regarding LED lighting to the ongoing debate in towns around the country regarding the use of crumb rubber from recycled tires as fill for sports turf fields.  Federal, state, and municipal governments have weighed in on the discussion, but even as health concerns continue to be raised, fields using the materials continue to be installed and used by youth in Connecticut and across the country.  The U.S. Environmental Protection Agency recently launched a research project aimed at providing better answers on that safety question.

Meriden Re-Make Continues, Spurred by State Support; Additional Funds Sought to Implement Plan

The City of Meriden is seeking $2 million from the State of Connecticut to improve six roadway sections in downtown Meriden, to improve traffic flow, improve accessibility and increase safety for vehicles, bicyclists and pedestrians traveling within Meriden’s Transit Oriented Development (TOD) zoning district. The grant application is the latest effort as part of the city’s “Meriden 2020 Bringing It Together” initiative, which is focused on transit oriented development to recapture the luster of the “Silver City”  and has received a steady flow of state funds in recent months to boost the effort.

The roadway sections - including Colony Street, West Main Street, State Street, Perkins Square/South Colony and East Main Street - were selected and analyzed for improvements in prior studies and investigations.  The initiative is an outgrowth of a two State of Connecticut TOD Pilot grants, a US Dept. of Housing and Urban Development (HUD) Sustainable Challenge grant and a HUD Choice Neighborhoods Planning grant.

A website, meriden2020.com, highlights the numerous efforts underway to redevelop the city’s central business, including ways to resolve historic flooding issues, repurpose underutilized brownfield sites, remake the rail station area into a modern transportation center, and provide links to the regional trail system.

Meriden’s Transit Oriented Development program seeks to “transform the Meriden Transit Center (MTC) and the half-mile area around it into a vibrant neighborhood that includes new residential and commercial development, public spaces and improved access to public transportation.” Construction of the new transportation center is underway, and local officials recently initiated a study to examine planned ridership and usage by area residents and businesses.

Last week, the Connecticut Housing Finance Authority (CHFA) and Department of Housing (DOH) announced approval funds for a proposed mixed use development project at 161-177 State Street, which is phase one of a multi-phase project that includes demolition of the Mills public housing project and implementation of the Harbor Brook Flood Control project north of the Hub site.   The new building will be within walking distance of Meriden`s new Transit center.

The proposed project will have 75-units of mixed-income family housing, with ground level retail space and a preschool. The property will include eight supportive units and 60 units targeted for households with incomes of 60 percent or less of Area Median Income (AMI). In addition, 26 of the 60 units will be supported by project based Section 8.

In February, the Connecticut Small Business Development Center (CTSBDC), the City of Meriden and The Midstate Chamber of Commerce announced the opening of the newest CTSBDC office, to be located at Meriden City Hall.

The new office is offering professional, confidential business advising to entrepreneurs in every stage of business and all industry sectors in the City of Meriden. “This beneficial partnership between the Connecticut Small Business Development Center and the City of Meriden ensures that entrepreneurs of the city have access to the necessary resources available to assist with starting or growing their business. This allows for economic growth and job creation in this area,” said CTSBDC State Director Emily Carter. CTSBDC also has a “virtual” location at the Meriden Public Library, where individuals can connect with CTSBDC advisors online.

In January, Meriden was awarded $100,000 in state funds to further revitalization and redevelopment in the TOD and Choice Neighborhoods target areas. The funding came through the state Department of Economic and Community Development (DECD) Brownfield Area-Wide Revitalization (BAR) Grant program, a year-old state pilot program that encourages communities to consider areas such as neighborhoods, downtowns, waterfront districts, or other sections with multiple brownfields and develop strategies to assess, clean up, and reuse the parcels for business, housing, and public amenities that will generate jobs and revenues and revitalize the entire area.

Weeks later, the Department of Economic and Community Development awarded the Meriden a $2 million grant for the demolition and remediation of the Mills Public Housing Complex.  The city plans to demolish the structures at 144 Mills Memorial as a prerequisite to implementing the Harbor Brook Flood Control Plan at the site.  While the 144 Mills Memorial site will be used for flood control purposes and will not be used for development, officials say the construction of the flood control plan at the site will allow for development to proceed at the adjacent sites, which include the Meriden Hub Site (located at 1-77 State Street) and at the Mills Megablock site (located at 161-177 State Street and 62 Cedar Street).

Meriden officials point out that commuter rail service to Hartford and New Haven is scheduled to begin later this year.  The new commuter rail service is expected to spur significant “transit oriented development” in the city center.  Once the rail service is operational, nearly 140,000 workers located within one mile of a rail station will be able to commute to Meriden within a 40-minute ride, the website points out.

West Hartford’s Newly Developed Complete Streets Policy is #2 in the Nation for 2015

West Hartford’s Complete Streets policy, adopted in 2015, has been named the second best new policy in the nation by Smart Growth America and the Complete Streets Coalition. The coalition highlighted 16 communities nationwide for their outstanding new policies, among 82 communities that adopted Complete Streets policies during the year.  Nationwide, there are now a total of 899 Complete Streets policies in place in all 50 states, the organization announced this month. A Complete Streets approach creates an integrated transportation system that supports safe travel for people of all ages and abilities. This approach redefines what a transportation network looks like, which goals a public agency sets out to meet, and how communities prioritize their transportation spending. A Complete Streets policy is one of the best ways to set this approach into motion, Smart Growth American emphasized.

The U.S. Surgeon General and Secretary of Transportation both spoke out for more Complete Streets last year and Congress passed a transportation bill that included Complete Streets language for the first time ever.

The Complete Streets laws, resolutions, agency policies, and planning and design documents establish a process for selecting, funding, planning, designing, and building transportation projects that allow safe access for everyone, regardless of age, ability, income or ethnicity, and no matter how they travel.

Across the country, 32 state governments or agencies, 76 regional organizations, and 663 individual municipalities have all adopted such policies to create safer, multimodal transportation networks.

West Hartford’s policy is the result of a process that began in 2009 with the adoption of the Town’s 2009-2019 Plan of Conservation and Development,” according to town Deputy Mayor Shari Cantor.  She said the plan “promote[s] an integrated and balanced “complete street” transportation system which provides the best possible service, mobility convenience and safety while reinforcing a positive social, economic, and environmental influence on West Hartford.

“Utilizing a comprehensive public participatory process, guided by the leadership of the Town Council; the advocacy efforts of various community groups in West Hartford including our Bicycle Advisory Committee, and the work of our Town staff; we were able to develop and adopt this tremendous Complete Streets Policy,” said Mrs. Cantor in response to the national recognition.

Each year, the National Complete Streets Coalition analyzes newly passed Complete Streets policies. The Coalition examines and scores policy language using the guidelines laid out in our ideal policy elements. Ideal policies state a community’s vision for transportation, provide for many types of users, complement community needs, and establish a flexible project delivery approach. Different types of policy statements are included in the Coalition’s review, including legislation, resolutions, executive orders, internal policies, and policies adopted by an elected board.

The Coalition ranks new Complete Streets policies to celebrate the people who developed exceptional policy language and to provide leaders at all levels of government with examples of strong Complete Streets policies.

Sixteen agencies led the nation in creating and adopting comprehensive Complete Streets policies in 2015. Topping the list, with the first-ever score of 100, was Reading, PA, followed by West Hartford, Park Forest, IL and South Bend, IN.  Four of the next seven slots went to communities in Massachusetts:  Longmeadow, Weymouth, Ashland, Natick and Norwell.  The others were Omaha, NE and Incennes, IN.

Of the 663 municipalities with Complete Streets policies, 239 (or 36 percent) are suburban communities. Small towns, often in rural areas, have passed 111 policies, or 17 percent of all municipal policies. On the other end of the spectrum, 12 of the 15 most populous cities in the country have committed to Complete Streets with a policy, according to the organization’s 2015 report. 

“A Complete Streets approach is about helping everyone stay safe on the road—no matter if they’re walking, biking, taking transit, using an assistive device, or driving,” said Emiko Atherton, Director of the National Complete Streets Coalition. “Passing a Complete Streets policy is one of the best actions communities can take toward achieving these goals.”

Connecticut became the 10^th state in the nation to adopt a Complete Streets law, in 2009.  The law mandates “accommodations for all users shall be a routine part of the planning, design, construction and operating activities” of all state highways. Connecticut’s Complete Streets law has evolved, and now (Conn. Gen. Stat. §13-153f) requires pedestrians, cyclists, and transit users to be routinely considered in the planning, designing, construction and operation of all roads.

In 2014, Bike Walk Connecticut released a first-of-its-kind ranking of the state’s cities and towns on how bike- and walk-friendly they are. Simsbury (1), New Haven (2), New Britain (3), Glastonbury (4), and Middletown (5) claimed top honors as the five most bike- and walk-friendly communities.

Earlier this year, the University of Connecticut released a study that shows how shared space, a design concept that encourages all users to share street space, can provide much greater vehicular capacity than conventional intersections and increases pedestrian convenience. The study found that by redesigning streets and intersections as human-scaled places and incorporating shared space concepts, communities of all sizes have successfully encouraged active transportation, stimulated their local economies, reduced accident severity, and lessened their environmental impacts. The study compared actual user delays at six shared space intersections to expected user delays using standard U.S. traffic modeling software.  The state Department of Transportation issued a policy document in 2014 consistent with the law.

The criteria used in the Complete Streets evaluation include:

1. Vision: The policy establishes a motivating vision for why the community wants Complete Streets: to improve safety, promote better health, make overall travel more efficient, improve the convenience of choices, or for other reasons.
2. All users and modes: The policy specifies that “all modes” includes walking, bicycling, riding public transportation, driving trucks, buses and automobiles and “all users” includes people of all ages and abilities.
3. All projects and phases: All types of transportation projects are subject to the policy, including design, planning, construction, maintenance, and operations of new and existing streets and facilities.
4. Clear, accountable exceptions: Any exceptions to the policy are specified and approved by a high-level official.
5. Network: The policy recognizes the need to create a comprehensive, integrated and connected network for all modes and encourages street connectivity.
6. Jurisdiction: All other agencies that govern transportation activities can clearly understand the policy’s application and may be involved in the process as appropriate.
7. Design: The policy recommends use of the latest and best design criteria and guidelines, while recognizing the need for design flexibility to balance user needs in context.
8. Context sensitivity: The current and planned context—buildings, land use, transportation, and community needs—is considered in when planning and designing transportation solutions.
9. Performance measures: The policy includes performance standards with measurable outcomes.
10. Implementation steps: Specific next steps for implementing the policy are described.

The National Complete Streets Coalition, a program of Smart Growth America, is a non-profit, non-partisan alliance of public interest organizations and transportation professionals committed to the development and implementation of Complete Streets policies and practices. A nationwide movement launched by the Coalition in 2004, Complete Streets is the integration of people and place in the planning, design, construction, operation, and maintenance of transportation networks.