Hit-and-Run Crash Deaths Increase in Connecticut and Nationally, Analysis Reveals

At the beginning of this month, Connecticut State Police investigated a hit and run car crash that killed one person on I-84 near exit 2 in Danbury.  Less than a week later, in Middletown, a person sought in a hit and run accident that resulted in a death last November was arrested.  Just two weeks earlier, Bridgeport police made an arrest in connection with a hit-and-run crash that killed an elderly man last June. If you have a sense that reports of hit-and-run accidents have increased in frequency, you’re correct.

Data compiled by the AAA Foundation of Traffic Safety from 2006 to 2016, found there were 148 hit-and-run crashes involving at least one fatality in Connecticut. There also appeared to be a spike in fatalities from 2015, when there were 14 incidents, compared to 2016 where there were 24 such incidents.

Connecticut is not alone.

Hit and run crashes have killed more than 2,000 people in 2016, which equates to more than 1 such crash every minute on U.S. roads, according to a new study from AAA.  That’s the highest number of these types of crashes on record and a 60% increase since 2009.

With the number of hit-and-run crashes on the rise, AAA is calling for drivers to be alert on the road to avoid a deadly crash and remain on the scene if a crash occurs.

In the study, AAA researchers found:

• An average of 682,000 hit-and-run crashes occurred annually since 2006.
• Nearly 65% of people killed in hit-and-run crashes were pedestrians or bicyclists.
• Hit-and-run deaths in the U.S. have increased an average of 7.2% each year since 2009.

In Connecticut over the six-year span, it was determined more than half of the fatal crashes occurred overnight, primarily on weekends, in the Fall.  Earlier this year, a Connecticut man was sentenced to six years in prison for a hit-and-run that authorities say killed a mother after she pushed her 7-year-old daughter to safety in October 2016.

“Hit-and-run crashes in the United States are trending in the wrong direction, especially in Connecticut,” said Fran Mayko of AAA Northeast. “The analysis shows such crashes are a growing traffic safety challenge and the AAA Foundation wants to work with all stakeholders to help curtail this problem.”

In all states, it’s the drivers legal and moral responsibility to avoid hitting pedestrians, bicyclists, or another vehicle; and leaving a crash scene significantly increases the penalties, whether or not the driver caused the crash, AAA emphasized.

In the US, state laws make it illegal for drivers involved in crashes to flee the scene. Penalties vary depending upon crash type and guilty parties may face large fines, lose their license or spend time in prison. In Connecticut, drivers who hit a vulnerable user is required to stop, remain on the scene, render aid if necessary, and notify law enforcement.

In the latest analysis, New Mexico, Louisiana and Florida have the highest rate of fatal hit-and-run crashes on a per-capita basis while New Hampshire, Maine and Minnesota have the lowest rates.

School Resource Officers Gain Attention in Aftermath of School Shootings

School resource officers (SROs) are sworn police officers who typically perform a number of community policing roles to make schools safer for students and staff, including community liaison, mentor, role model, and law enforcement officer.  A new report from the Connecticut Office of Legislative Research (OLR), looked at nearly 70 Connecticut school districts with at least one SRO. With the assistance of the Connecticut Association of Public School Superintendents, OLR, the legislature’s non-partisan research arm, surveyed and researched 113 public school districts in Connecticut to learn whether SROs are utilized in their elementary, middle, or high schools.

Of the 113 districts, 70 were found to be utilizing SROs in some manner. SROs in Connecticut are primarily assigned to middle and high schools but often visit elementary schools in their district. They also may assist in the development of school policies that concern criminal activity and school safety, as well as teach classes in substance abuse awareness, gang resistance, and crime prevention, according to OLR.

Financial cost per SRO varies between municipalities and is sometimes unknown to the district, the report indicated.  Generally SROs are funded by the board of education or provided by local police departments through memoranda of understanding (MOU) with the school district.

Last month, the Wallingford Board of Education called for funding for four police officers to serve as SRO’s, one at each middle school and high school in town, along with other safety items, the Meriden Record-Journal reported.

Plymouth is considering bringing a school resource officer back to the school, in the wake of the Parkland, Florida school shooting.  The school resource officer position was eliminated two years ago due to budget cuts, NBC Connecticut reported.  And Westport Now has reported that Westport’s Board of Education voted 5 to 2 in March to approve the concept of having an armed school resource officer in its schools.

Communities with the highest number of School Resource Officers in their local school district, among the towns surveyed, are New Haven (12), West Hartford (6), Bethel (5), Manchester (5), Meriden (5), and West Haven (5). Communities with four School Resource Officers include East Harford, Milford, and Monroe.  The remaining school districts surveyed have three or fewer.

Numerous districts have SRO’s in place, but the range of responsibilities – as well as the numbers - vary.

In Newington, for example, the SRO was initially funded by a grant; currently the Board of Education and the Police Department share the annual cost of the program.  The SRO at the local high school works full-time in conjunction with the education system to address a myriad of issues facing the high school population.

Manchester’s SRO’s are trained to fulfill three primary roles, according to the town police website. “First and foremost they are Law Enforcement Officers, whose main purpose is to keep the peace in their schools. Second, they are law related mentors who provide guidance and information to students, their families, and school staff. Thirdly, they are law related ‘teachers’, who can provide the schools with additional resources by sharing their expertise in the classroom (when requested and available).”

In Darien, the SRO's days are spent meeting with students, administration, support staff, and parents in regards to various issues or concerns, according to the police department website. The SRO also “visits classrooms to give guest lessons on alcohol and drugs, search and seizure, and other law-related topics. The SRO often attends extra-curricular events, in an effort to further immerse himself into the community and increase familiarity.”

New Haven’s SRO program, which was established in 1994, consists of 12 uniformed officers that are assigned to middle and high schools.  The program, according to the city website, “allows both home and school to be aware of any situation that may impact the health and safety of students, as well as the monitoring of those who show signs of at-risk or delinquent behavior. This interaction provides a valuable resource to keep our children out of trouble during their school years and keeping their focus on education and commitment to family and community.”

Advocates Urge End to CT's Statute of Limitations for Sexual Assault Crimes; Legislation Awaits Action

The statistics were stark and unsettling, featured in an informational display in the corridor connecting the State Capitol and the Legislative Office Building, in the midst of Sexual Assault Awareness Month:

• 77% of victims in Connecticut know their perpetrators
• In 2016, the estimated cost of sexual violence in Connecticut was $5,762,944.30, including lost wages and medical costs based on emergency department visits.
• Connecticut students who experienced sexual violence were 3 times more likely to miss school because they felt unsafe
• 8% of CT students in grades 9-12 reported being forced to have sexual intercourse.
• 1 in 2 women and 1 in 5 men have experienced sexual violence other than rape in their lifetimes.

Less prominent, but described as equally significant, was advocacy information that explained Connecticut has the third shortest statute of limitation in the country in cases of sexual assault, and the shortest in New England – five years.

The Connecticut Alliance to End Sexual Violence is calling for that to change, but it is unclear if a legislative proposal (House Bill 5246) to eliminate the criminal statute of limitations will be approved in the final three weeks of the state legislative session. Another proposal would extend the period to ten years (Senate Bill 238), an improvement over the current 5-year window, but still shorter than it should be, advocates say.

The "elimination" bill was approved by the legislature's Judiciary Committee, 26-14, earlier this month.

The organization points out that Connecticut’s short reporting window does not account for new crimes that involve online victimization.  And it does not recognize the multiple barriers to reporting immediately after an assault, or that five years has not always been enough time to investigate and bring a case against a perpetrator, “allowing some likely offenders to go free.”

Stating that “justice should not have an expiration date,” the organization points out that eight states have no statute of limitations for felony sexual assault crimes, and 28 states have a statute of limitations of 21 years or more.  Only 10 states, including Connecticut, have a statute of limitation of 10 years or less.

According to the National Institutes of Health, sexual violence is the leading cause of Post-Traumatic Stress Disorder (PTSD) in women.  Testifying in support of the bill last month, Madeline Granato of the Connecticut Women's Education and Legal Fund (CWEALF) said a survivor of sexual assault may face multiple barriers that prevent timely reporting, and "the elimination of the statute of limitations will remove at least one barrier:  time."

The bill has been opposed by the State Office of Chief Public Defender, which told legislators in March that "Without any finite period of time within which a prosecution can be brought, it may be impossible for an innocent person to fairly defend himself, 10, 20 or more years beyond the date of the offense."

The Connecticut Alliance to End Sexual Violence partnered with the Connecticut Department of Public Health in showcasing materials and information to help the public identify sexual violence, offer support to survivors, and prevent sexual violence.  Throughout the month of April, The Alliance its member programs, are raising awareness about sexual violence through hosting events across the state.

Connecticut Alliance to End Sexual Violence is a statewide coalition of individual sexual assault crisis programs. The Alliance works to end sexual violence through victim assistance, community education, and public policy advocacy.

Opioid Epidemic Evident in CT Communities Large and Small; Data Show Rapidly Growing Health Crisis

In 2012-13, 111 of Connecticut’s 169 towns had at least one death attributable to opioids, and one city, Hartford, had more than 100 deaths that were caused by the drug.  Just four years later, in 2016-17, 138 towns saw at least one death during the two-year period, an increase of 24 percent, and the number of cities with more than 100 deaths had quadrupled, as Hartford, Bridgeport, New Haven and Waterbury each saw the death toll climb past 100. A review of data from the Connecticut Medical Examiner by the Connecticut Data Collaborative found that “opioid deaths have doubled and tripled in some towns in Connecticut in only six years.” The analysis found that although Bridgeport, New Haven, Waterbury, and Hartford have the highest rates per population, “many smaller towns have seen their rates of death triple as well.”

In comparing the average annual opioid-related death rates per 100,000 population in 2012-13, 2014-15, and 2016-17, the dramatic increases across communities statewide is quite evident. The data analysts point out that data are where deaths from 'any opioid' (meaning some type of opioid were found in the person) take place. Therefore, they explain, one would expect to see higher rates in places with large hospitals (hence high rates in cities). They add that one can also not discount that these places are also seeing higher rates among its residents.

In Danbury, for example, the rate of deaths nearly tripled from 2012-13 to 2016-17, from 6.88 to 18.20. In Enfield, it more than tripled, from 2.01 to 6.70.  In that northern Connecticut community, the rate translates to 9 opioid-related deaths during the two years of 2012-13 to 30 in 2016-17.

In Norwalk, the rate quadrupled from 2.57 in 2012-13 to 10.70 in 2016-17, when 25 people died from opioid-related causes.  The rate in New Britain more than tripled from 8.78 to 29.65 – from 24 deaths over a two-year period to 81 in the same period four years later.  In Hamden the number of deaths from opioid-related causes doubled from 8 to 16 in four years; in West Haven there were 7 deaths in 2012-13 and 29 in 2016-17.

The Connecticut Data Collaborative has posted on its website an interactive series of state maps that allows visitors to compare the number of opioid deaths in every town in Connecticut in each of the three years.  The maps indicate “the breadth of the problem” and “intensity of the issue.”

Earlier this year, Connecticut officials launched a statewide public awareness campaign aimed at reducing opioid misuse.  The "Change the Script" campaign provides information on prevention, treatment and recovery provided by local health departments, prevention councils, healthcare providers, pharmacists, and other community partners and stakeholders.

The state departments of Mental Health and Addiction Services (DMHAS), Consumer Protection (DCP) and Public Health (DPH) are working together on the campaign, which grew out of the Governor's Connecticut Opioid Response (CORE) Initiative, a three-year strategy to prevent addiction and overdoses.

https://youtu.be/Uy3IVFjUAjE

CT's Firearm-Related Mortality Rate is 5th Lowest in U.S.; MA is Lowest, Seen as Model for Nation

The death rate from firearms in Connecticut is fifth lowest in the nation, according to data compiled by the Center for Disease Control and Prevention.  The state follows Massachusetts, Rhode Island, New York and Hawaii.  Connecticut’s 4.6 deaths per 100,000 residents, is slightly higher than Massachusetts’ nation-lowest 3.4 deaths.  And now Massachusetts U.S. Senator Ed Markley is urging other states to follow the Bay State’s lead, and seeking federal funds as incentive for the changes. Markey's newly introduced bill would allocate $20 million in Department of Justice grants each year for the next five years to states that adopt laws like those in Massachusetts, according to published reports.  Perhaps best known is the state's ban on assault weapons, signed in 2004 by Gov. Mitt Romney, now a candidate for U.S. Senate in Utah. The state also requires gun dealers to conduct background checks, mandates private sellers to verify that buyers have a valid gun license, bans “mentally defective” people from owning firearms, and requires weapons to be unloaded and locked away when not in use.

Last year, Massachusetts became the first state to ban rapid-firing bump stocks after the Las Vegas shooting. At least 15 states – including Connecticut - are currently considering similar bans, and several others have tightened up restrictions already in place, Governing magazine recently reported.

In Connecticut, Governor Malloy has repeatedly called for a ban on bump stocks in Connecticut, and the matter is currently before the state legislature.  The bill was subject of a lengthy public hearing last week at the State Capitol complex.

Connecticut is also one of only five states – including Massachusetts - that gives police chiefs the authority to deny, suspend or revoke licenses for handguns and long guns. This aspect of the law has been cited as being instrumental in keeping guns out of the hands of dangerous people. In addition to Connecticut and Massachusetts, the District of Columbia, California, Hawaii, Illinois and New Jersey have enacted a law allowing local law enforcement to approve or deny gun licenses.

The highest per capita firearm mortality rates in the nation are in Alaska (23.3), Alabama (21.5), Louisiana (21.3), Mississippi (19.9), Oklahoma (19.6) and Missouri (19.0).  The United States average is 11.8.  The statistics are based on 2016 data, the most recent available.

Firm Inspecting New London's Gold Star Bridge Project Also Designed Collapsed Florida Pedestrian Bridge

Project inspection and oversite for the rehabilitation of the southbound Gold Star Bridge structure on I-95 in New London and Groton, due to be completed later this year, is being conducted by the Connecticut Department of Transportation and FIGG Bridge Inspection.  FIGG, whose logo appears prominently on the website devoted to providing the public with project information, is the firm that designed the pedestrian bridge that collapsed at Florida International University on Thursday. The Gold Star Memorial Bridge, described as “Connecticut’s most iconic structure,” is the largest bridge in the State of Connecticut. It is 6,000 feet long and over 150 feet tall at the center span. The bridge is actually a pair of steel truss bridges that span over the Thames River, between New London and Groton, according to the project website.

The project was awarded to Mohawk Northeast in December 2016 and onsite activities began a year ago, in April 2017. Project inspection and oversight, conducted by the state Department of Transportation and FIGG Bridge Inspection, is anticipated to be completed by late Fall this year.

UPDATE:  The Miami Herald is reporting that an engineer from FIGG working on the Florida project notified the state two days before the collapse of cracking on the bridge.  

FIGG has its headquarters in Tallahassee with offices in Pennsylvania, Minnesota, Texas and Colorado, the Miami Herald reported. The company specializes in all types of bridge design and focuses solely on bridge design and engineering both in the U.S. and abroad, according to the company's website. The FIU-Sweetwater UniversityCity Bridge is the largest pedestrian bridge moved via Self-Propelled Modular Transportation in U.S. history, the University's website noted prior to the collapse.

The newspaper also reported that FIGG, which provides design, engineering and construction services, was cited by the Virginia Department of Labor for four violations in 2012 after a 90-ton piece of concrete fell from a bridge under construction near Norfolk, Virginia.

At the Gold Star Bridge, plans call for the structure’s expansion joints to be replaced, as well as overhead sign structures, according to the project website. In total, the bridge has more than 1,000,000 square feet of deck surface area spread over 11 vehicle traffic lanes and a pedestrian sidewalk. The average daily traffic count is 117,000 vehicles.

“Repairs and maintenance of the bridge’s structural steel includes steel girder end repairs, bolt replacements, and bearing replacement and maintenance.  Repairs to the substructure include concrete repairs and crack sealing,” the website explains.

The site notes that “During off peak hours the number of lanes may be reduced to accommodate repairs and improvements,” and there will be periodic closures of the sidewalk.

The company’s website touts “FIGG's exclusive focus on bridge design and construction engineering inspection enables us to provide state of the art technology, innovative aesthetics and materials, and a unique capacity to partner for research.”

After the 2007 collapse of the Highway 35 West bridge in Minneapolis, Minnesota, FIGG built a $233.8 million 10-lane replacement bridge, the Tallahassee Democrat reported.  It was heralded for its state-of-the-art safety systems, including sensors designed to monitor bridge stress and corrosion.

FIGG focuses solely on bridge design and engineering both in the U.S. and abroad. Since 1978, the company has built, studied and designed $10 billion in bridges in 39 states and six countries, according to its website.

The Northbound Gold Star Bridge was built 30 years prior to its sister Southbound Gold Star Bridge.  Repairs on the Northbound bridge are due to begin later this year, the project website indicated. “In the end,” the website predicts, “the service life of the iconic Gold Star Bridges will be extended for decades.”

https://www.youtube.com/watch?v=xYLrBQv3t4o

CT School Administrators Oppose Arming Educators

As students at schools across Connecticut held local observances in memory of the 17 students killed one month ago at Marjory Stoneman Douglas High School in Parkland, Florida, the Connecticut Association of School Administrators released the results of a survey of its members on proposals to arm teachers and administrators as a means of combating the growing problem of gun violence in school settings. When asked “Do you support providing teachers and administrators with firearms?” 84 percent of respondents said no, and 16 percent were supportive.  Asked if schools “will be safer if teachers and administrators are armed,” 85 percent said they would not; 15 percent thought they would.

“The recent proposal to combat school shootings by allowing armed teachers and administrators has little support. Millions of students attend schools throughout the nation for one purpose, to get an education,” said Anthony Ditrio, Chair of the Connecticut Association of School Administrators and a retired administrator who was a Norwalk School Principal for three decades.

“While we agree students should feel safe in every learning environment, arming school teachers and administrators is not the right course of action,” Ditrio added. “The results of our survey don’t surprise me or our organization at all.”

The Connecticut Association of School Administrators is a non‐profit membership organization aimed at advocating to protect the status and welfare of Connecticut school administrators, below the rank of assistant superintendent, in elementary, middle, and secondary schools or working in their board's central office. The Association includes approximately a thousand members from urban, suburban and rural school districts.

More than 160 members participated in the brief survey.

Marijuana, Cellphones May Increase Pedestrian Fatalities, Federal Report Suggests; Fewer Deaths in CT as 23 States See Increase

Connecticut is one of 20 states that saw a decline in the number of pedestrian deaths in the first half of 2017, as compared with the first half of the previous year.  The trend nationally, however, is in the opposite direction, as 23 states saw pedestrian deaths increase.  Seven states were virtually unchanged.  And the trend in recent years has also been a rising death toll. The number of pedestrian fatalities increased 27 percent from 2007 to 2016, while at the same time, all other traffic deaths decreased by 14 percent. A new national study raises the possibility of a number of factors for the increase – an increase in the number of cars on the road, the increasing use of cell phones, and the use of marijuana, which has been legalized for recreational use in some states, including neighboring Massachusetts. The report suggests that it "provides an early look at potential traffic safety implications of increased access to recreational marijuana for drivers and pedestrians."

The Governors Highway Safety Administration (GHSA) released a 38-page study this week estimating that just under 6,000 pedestrians lost their lives last year, essentially the same death toll as 2016. The projected total in both years represent the highest levels seen since 1990, Governing magazine reported.  The number of states with pedestrian fatality rates at or above 2.0 per 100,000 population has more than doubled, from seven in 2014 to 15 in 2016. From 2015 to 2016, pedestrian fatalities in the nation’s ten largest cities increased 28 percent (153 additional fatalities), according to the GHSA report.

The number of miles traveled by vehicles increased nationally by 2.8 percent between 2015 and 2016 then rose another 1.2 percent the first half of last year, according to Federal Highway Administration data  The GHSA report noted that nearly 6,000 pedestrians died in motor vehicle crashes in 2016 and 2017, coming after a spike in the number of pedestrian deaths in 2015. "It has been more than 25 years since the U.S. experienced this level of pedestrian fatalities. Because both 2015 and 2016 saw large increases in pedestrian fatalities, the continuation of pedestrian fatalities at virtually the same pace in 2017 raises continued concerns about the nation’s alarming pedestrian death toll," the report stated.

“We’ve plateaued at a very bad place,” Richard Retting, who authored the report, told Governing. “This should not be a new normal.”

While pedestrian deaths have increased over the past decade, other types of traffic fatalities declined. Pedestrians accounted for 16 percent of all motor-vehicle related deaths in 2016, up from 11 percent in 2007. Federal data suggests nighttime collisions are a major problem -- three quarters of fatal crashes occurred after dark.

In Connecticut, there were 31 pedestrian fatalities in the first half of 2016; 20 in the first half of 2017, a decrease of 35 percent. Connecticut was one of 11 states, 2014-2016, where 20 percent or more of the pedestrian deaths were among people age 70 or older.  Connecticut's pedestrian fatality rate in 2016 was 1.73 per 100,000 population, which ranked 20th in the U.S.  In the first half of 2017, the state ranked 31st.

Retting told Governing that he suspects cellphone use by drivers and pedestrians could also be a culprit. The GHSA report stated that "Without stating a direct correlation or claiming a definitive link, more recent factors contributing to the increase in pedestrian fatalities might include the growing number of state and local governments that have decriminalized recreational use of marijuana (which can impair judgment and reaction time for all road users), and the increasing use of smart phones (which can be a significant source of distraction for both drivers and pedestrians).

The total number of multimedia messages sent has more than tripled since 2010.  The report also suggests a possible link with marijuana use.  According to the report, the seven states (Alaska, Colorado, Maine, Massachusetts, Nevada, Oregon, Washington) and  DC that legalized recreational use of marijuana between 2012 and 2016 reported a collective 16.4 percent increase in pedestrian fatalities for the first six months of 2017 versus the first six months of 2016, whereas all other states reported a collective 5.8 percent decrease in pedestrian fatalities.

One example cited is Washington state, where marijuana was legalized in late 2012 and the first dispensaries opened in mid-2014.  According to data from the Traffic Safety Commission, Governing reported, Washington state saw an increase in 2015 and 2016 in fatal crashes where THC, the primary psychoactive chemical in marijuana, was present in blood tests of either the pedestrian or driver.

It was noted, however, that the totals, while higher, still remain relatively small. THC levels can be detected days or even weeks after marijuana use, and Washington state’s data also indicates that between 70 and 80 percent of drivers found to have THC also tested positive for alcohol or other drugs, according to that report.

The federal report also indicates that Connecticut DOT recently completed a statewide overhaul to replace old signage, including signs for pedestrian safety. "These are new, bright signs that are up to code," the report explained.  "The Highway Safety Office also launched an outreach and advertising campaign titled 'Watch for Me CT' which focuses primarily on pedestrian safety but also includes bicyclists."  Law enforcement training for this issue is currently being developed, the report said.

Nationally, there were 4,457 pedestrian fatalities in 2011 and 5,987 in 2016.  The data for the first half of 2017 is considered preliminary, and may rise higher as some state records are updated with additional data, the report indicated.

Transportation Officials Announce "Stunning" Findings in I-95 Congestion Study

“For years, the accepted thinking was that the only way to relieve congestion on I-95 was to add a lane in each direction from border to border. After a detailed study of alternatives, we have determined that strategic, directional widening on I-95 between New Haven and New York can significantly reduce congestion and can be built within existing right of way.” Those comments, from Connecticut Department of Transportation (CTDOT) Commissioner James P. Redeker , accompanied the release of a study on the impact of widening and improving both the western and eastern portions of Interstate 95 in Connecticut, and which also outlined “the consequences of failing to act.” The report indicated that “limited,  directional and strategic widening yields major benefits.”

Redeker added that “Similar strategic, localized investments can also reduce congestion between New Haven and Rhode Island. These findings indicate that we can achieve congestion relief through strategic and much less costly investments far sooner than previously thought. In addition, the return on these investments would far exceed the cost of the projects.”

Currently, peak morning and evening congestion on the highway accounts for 54 million hours of delay and costs $1.2 billion in lost time annually. Key areas studied were Fairfield to Bridgeport Northbound (6.3 miles), Stamford to New York Southbound (9.3 miles) and Stamford to Fairfield Northbound (11.1 miles).  The report noted that safety, as well as travel time, was a key element in the recommendations.  For example, from Branford to the Rhode Island border, it was indicated that there were 3,380 crashes during 2014-2016, including 997 injuries and 23 fatalities.

The I-95 widening projects were included in the $4.3 billion in projects canceled or suspended by the CTDOT last month because of what the Governor’s office described as “long-term failure to adequately fund the Special Transportation Fund.”  The Governor’s revenue proposal – which includes a seven-cent increase in the gas tax over four years and the implementation of electronic tolling – would allow for these investments to go forward, the Office said.

“CTDOT is excited to announce that after a detailed study of options for relieving congestion on I-95, we are able to report a stunning set of findings,” Commissioner Redeker said in releasing the report.

Among other findings, the report notes that just one of the projects proposed – adding one northbound lane between exits 19 and 28 – would reduce travel time from the New York border to Bridgeport from 63 minutes – if no improvements are made – to 41 minutes during weekday afternoon peak times. .Short-term, mid-range and long-range options were presented for I-95, including exists 54 to 55, 88 to 90, 80-74 80-82A, and the I-95/Route 32 interchange.  Long-range improvements from exit 54 to 69 “requires further study” the report said.  It also called for “strategic improvement” Northbound from Exit 19 to 28 to “remove bottleneck.”

In announcing the report’s findings, Governor Malloy warned that without legislative action this session to shore up the Special Transportation Fund (STF), this type of investment will be impossible.

“These improvements shouldn’t be seen as optional,” Malloy said. “But without new revenue to stabilize the Special Transportation Fund, critical projects like the I-95 widening will not be possible. I put forward a reasonable proposal last month, and I look forward to working with the legislature this year to find real, long-term transportation solutions.”

“Connecticut deserves this rational, sensible and cost-effective investment to support our economic growth,” Redeker added. The DOT first announced a study of the I-95 corridor in October 2016.

Connecticut Bridges Falling Down? One-Third Are Deficient; State’s Highways Ranked 5th Worst for Cost and Condition

Seven states – including Connecticut – report that more than one-third of their bridges are deficient.  The other six are neighboring Rhode Island, Massachusetts and New York, as well as  Hawaii, West Virginia, and Pennsylvania.  Overall, only four states have state highway systems deemed worse than Connecticut, which ranks 46^th in the nation, according to a new nationwide analysis of cost and condition. Reason Foundation’s Annual Highway Report ranks the performance of state highway systems in 11 categories, including spending per mile, pavement conditions, deficient bridges, traffic congestion, and fatality rates.  At the bottom were New Jersey, Rhode Island, Alaska, Hawaii and Connecticut.  Topping the list were North Dakota, Kansas, South Dakota, Nebraska, South Carolina and Montana.  New York and Massachusetts were also in the bottom ten, ranked just above Connecticut.

The report indicates that federal law mandates the uniform inspection of all bridges for structural and functional adequacy at least every two years; bridges rated “deficient” are eligible for federal repair dollars. Of the 603,366 highway bridges reported nationwide, 130,623 (about 21.65%) were rated deficient.  In Connecticut, it was 34 percent.  The states with the highest percentage of deficient bridges are all located in the Northeast or along the eastern seaboard.

In the overall rankings, New Jersey ranked last in overall performance and cost-effectiveness due to having the worst urban traffic congestion and spending the most per mile — $2 million per mile of state-controlled highway, more than double what Florida, the next highest state, spent per mile.

The report also considered costs related to state roads and bridges.

In maintenance disbursements, the costs to perform routine upkeep, such as filling in potholes and repaving roads, Connecticut ranked 31^st.  On a per-mile basis, maintenance disbursements averaged about $28,020 per state; there has been an upward trend nationally over the past decade, the report points out.

Connecticut ranked on the far end of the spectrum among the states in administrative disbursements for state-owned roads.  On a per-mile basis, administrative disbursements averaged $10,864 per state, ranging from a low of $1,043 in Kentucky to a high of $99,417 in Connecticut.

The report, released this month, is based on spending and performance data that state highway agencies submitted to the federal government for the year 2015, the most recent year with complete data available.  New Jersey ranked last, 50th, in overall performance and cost-effectiveness due to having the worst urban traffic congestion and spending the most per mile — $2 million per mile of state-controlled highway, more than double what Florida, the next highest state, spent per mile.