Traffic Fatalities Increasing Nationwide, But Decreasing in Connecticut

Across the United States, the number of traffic fatalities increased 14 percent in the first six months of 2015 compared with a year ago.  In Connecticut, however, the number of motor vehicle deaths dropped by 20 percent. From January through June of this year, there were 95 motor vehicle deaths in Connecticut, compared with 119 during the same period in 2014 and 116 during the first six months of 2013. Connecticut’s percentage drop in the number of traffic deaths was the 5th largest in the nation, comparing the first six months of this year to a year ago.

Nationwide, the number of traffic deaths rose from 16,400 during the first half of 2014 to 18,630 during the first six months of this year.  According to the National Safety Council, which analyzed the data, the increase in fatalities in 2015 likely reflects the effects of the low gas prices that have averaged 30 percent below 2014 levels over the first two quarters of 2015, helping to produce a 3.4 percent increase in cumulative vehicle mileage through May.

Distracted drivers – specifically those behind the wheel attempting to talk or text on a cell phone – are also pushing the numbers. The NSC says cell phone related activities are to blame for 27 percent of all crashes.

Connecticut is one of 15 states where the number of traffic fatalities has dropped in the first six months of 2015, compared with a year ago.  The others were Alabama, Alaska, Delaware, D.C., Hawaii, Kansas, Montana, New Jersey, New Mexico, Oklahoma, Rhode Island, South Dakota, Tennessee and Texas.

Three states – California, Texas and Florida – have seen more than 1,000 deaths through June of this  year.

Medically consulted motor-vehicle injuries for the first six months of 2015 are estimated to be about 2,254,000, an increase of 30 percent from 2014 nationwide, the National Safety Council (NSC) indicated. The NSC estimated that the nation appears headed towards the deadliest year, in terms of traffic fatalities, since 2007.

“While the statistics point out a dangerous trend, we have the ability to influence outcomes through our choices and behavior,” said Deborah Hersman, president and CEO of the NSC. “Take your responsibilities behind the wheel this summer seriously and ensure that you get to your destination safety.”

In addition to the personal toll, the estimated cost of motor-vehicle deaths, injuries, and property damage through June was $152.0 billion, a 24 percent increase from 2014, according to the data reported by the Illinois-based NSC. The costs include wage and productivity losses, medical expenses, administrative expenses, employer costs, and property damage.

The number of traffic deaths reported this year nationwide is greater than the number for the same period in recent years; in 2012 there were 1,755 deaths, in 2013 there were 16,617; in 2014 there were 16,400.  The NSC counts both traffic and non-traffic deaths that occur within a year of the accident, while NHTSA counts only traffic deaths that occur within 30 days, so the numbers reported will differ.

Founded in 1913 and chartered by Congress, the National Safety Council, is a nonprofit organization whose mission is to save lives by preventing injuries and deaths at work, in homes and communities, and on the road through leadership, research, education and advocacy.  Deaths are reported by state traffic authorities, and all figures are preliminary.

Rich Towns in CT Have 8 Times the Resources of Poor Towns to Pay for Municipal Services, Study Finds

The most resource-rich towns in Connecticut had, on average, a per capita revenue capacity that was more than eight times the average of the most resource-poor communities’ capacity.  That conclusion, highlighted in a study by the Federal Reserve Bank of Boston, which pointed to “large non-school fiscal disparities across cities and towns in Connecticut.” “These disparities are driven primarily by differences in revenue-raising capacity,” the report, “Measuring Municipal Fiscal Disparities in Connecticut,” concluded. “Because municipalities in Connecticut rely almost exclusively on property taxes for own-source revenue, this is directly tied to the uneven distribution of the property tax base.”

The study, issued in May, “found that municipal costs are driven by five key factors outside the control of local officials: the unemployment rate, population density, private-sector wages, miles of locally maintained roads, and the number of jobs located within a community relative to its resident population.”  Fiscal disparities exist when some municipalities face higher costs for providing a given level of public services or fewer taxable resources to finance those services than others, according the report synopsis.

The study explains that “in Connecticut, municipalities provide a range of services including education, public safety, public works, human services, and general government.  While educational fiscal disparities—and the effectiveness of the state’s Education Cost  Sharing (ECS) grant in addressing them—have received considerable attention in Connecticut, less is known about how municipalities’ underlying characteristics affect their ability to provide other vital public services and the degree to which state policies ameliorate differences.”

The highest-cost group of communities had average per capita municipal costs that were 1.3 times the average per capita costs of the lowest-cost group of cities and towns, the study found, noting that “variation in measured capacity stems from differences in resources, not choices about tax rates. In Connecticut, real and personal property taxes are virtually the only source of revenue that cities and towns are authorized to levy.”

Breaking down the state’s geography, the report indicated that “the highest capacity areas (darkest shades on the map) are located in the southwestern and northwestern corners of the state, and along the shoreline. Connecticut’s lowest-capacity municipalities (the lightest shades on the map) are mostly scattered through the central and eastern portions of the state. In general, communities in northeastern Connecticut also tend to have fairly low per capita revenue capacity.”

The municipal gap data highlighted in the report is described as “the difference between the uncontrollable costs associated with providing public services and the economic resources available to a municipality to pay for those services.”  To calculate the per capita “gap” for each community, the study subtracted per capita revenue capacity from per capita cost for each municipality:

• Thus, a “positive gap” indicates a municipality that lacks sufficient revenue-raising capacity to provide a given common level of municipal services, with larger gaps indicating a worse fiscal condition.
• By contrast, a negative gap represents a municipality that has more than enough revenue-raising capacity to provide this common level of municipal services.

The study found “a wide range of municipal gaps among Connecticut’s 169 communities, indicating significant fiscal disparities across the state.” Although cost differences play a role, “these gaps are largely driven by the uneven distribution of revenue capacity across the state. This, in turn, is the direct result of the uneven distribution of the property tax base.”

• The report indicated that “a total of 78 Connecticut municipalities had a positive fiscal gap, meaning there was insufficient revenue raising capacity, representing 46 percent of the state’s communities (and close to 60 percent of the state’s population).
• The state’s remaining 91 communities had a negative fiscal gap (more than sufficient revenue-raising capacity) in the year studied, FY2011.

The state’s cities, with the notable exception of Stamford, tend to have the largest positive gaps, or insufficient capacity to raise funds to provide adequate municipal services. Most communities in northeastern Connecticut also have positive gaps. The largest negative gaps, the report found, —representing communities with high revenue-raising capacity—are generally located in lower Fairfield County, the northwestern corner of the state, and certain communities along the shore in eastern Connecticut.

The report was coordinated for the New England Public Policy Center of the Federal Reserve Bank of Boston by Bo Zhao and Jennifer Weiner and a team of researchers.  Bo Zhao is a Senior Economist in the New England Public Policy Center, specializing in public finance and urban and regional economics.   Jennifer Weiner is a Senior Policy Analyst with the New England Public Policy Center. Her work focuses on state and local public finance and has included research on state business tax credits, unemployment insurance financing, state debt affordability, transportation funding, and the fiscal systems of the New England states.

New Bicycle Safety Law Puts Bicyclists in Drivers Seat on Roadways in CT

With the July 4^th weekend now in the rear view mirror, summer is fully underway.  And for bicyclists and motorists this summer, there are some important new rules of the road, courtesy of the Connecticut state legislature. Changes to Connecticut's laws for cyclists took effect at the start of the month on July 1, 2015.  The Bicycle Safety bill (Senate Bill 502 and now Public Act 15-41) was passed in May with broad bipartisan support and signed into law on June 1.  The new law eliminates the confusing--and often unsafe--rule requiring cyclists to ride as far to the right as practicable, according to officials of the Bike Walk Connecticut, the statewide advocacy organization.

Instead, the law now requires cyclists to ride as close to the right side of the road as is safe, as judged by the cyclist.  Bike Walk Connecticut specifically advocated for that language, which is modeled on a best practice from Colorado as identified by the League of American Bicyclists.

Officials say that with the new law now in effect, cyclists don't have to ride as close to the right side of the road when:

• Overtaking or passing another vehicle proceeding in the same direction;
• Preparing for a left turn at an intersection or into a private road or driveway;
• Reasonably necessary to avoid conditions, including, but not limited to, fixed or moving objects, parked or moving vehicles, bicycles, pedestrians, animals, surface hazards or lanes that are too narrow for a bicycle and a motor vehicle to travel safely side by side within such lanes;
• Approaching an intersection where right turns are permitted and there is a dedicated right turn lane, in which case a bicyclist may ride on the left-hand side of such dedicated lane, even if the bicyclist does not intend to turn right;
• Riding on a roadway designated for one-way traffic, when the bicyclist may ride as near to the left-hand curb or edge of such roadway as judged safe by the bicyclist; or when
• Riding on parts of roadways separated for the exclusive use of bicycles, including, but not limited to, contra-flow bicycle lanes, left-handed cycle tracks or bicycle lanes on one-way streets and two-way cycle tracks or bicycle lanes.

The new law also allows two-way bicycle lanes, buffered bike lanes, and cycle tracks to be designed in Connecticut and allows drivers to cross the double yellow line to pass slower-moving cyclists and other road users when it's safe to do so.

Later this month, Bike Walk CT is offering the League of American Bicyclist-designed Traffic Skills 101 program, a comprehensive day long course to give cyclists the skills, knowledge and confidence to handle on-road cycling.

Federal statistics indicate 722 bicyclist deaths occurred in 2012, up 6 percent from 2011 and 16 percent from 2010.  On a per capita basis, Florida recorded an annual average of about 5.7 cyclist deaths per million residents, by far the most of any state. The national bicyclist death rate for 2012 was approximately 2.3 deaths per 1 million.  In Connecticut, the rate was 1.8, ranking the state 18th in the nation.

The program this month will be offered in West Hartford; with the cost of the one-day program $50 for Bike Walk CT members and $65 for non-members.  The curriculum includes approximately 4 hours in class and 4 hours outside, split between skill drills and an on-road ride.  Among other things, participants will practice starting, stopping, shifting and scanning, learn how to ride in traffic, including proper lane and intersection positioning, and crash avoidance techniques.

Officials at Bike Walk CT note that bike lanes and greenways “aren’t just good for our health.  Since transportation is the biggest contributor to greenhouse gases in Connecticut, active transportation—biking and walking—must be a key piece of our climate action plan.  Bikeways are also an extremely cost-efficient way to manage traffic congestion.  Bike lanes, sidewalks and greenways cost a fraction of what it costs to build and maintain roads.  People tend to bike and walk more when they have the bike lanes, greenways and sidewalks.”

“Being bike-friendly isn’t just a ‘nice to have’ thing anymore,” observes Kelly Kennedy, Executive Director of Bike Walk Connecticut.  “Being bike-friendly is now essential to competitiveness.  In fact, not being bike-friendly is a competitive disadvantage. Connecticut's car-dependent lifestyle is not the lifestyle that millennials or the creative class have in mind.  A well-designed active transportation network will help bring millennials and the creative class to Connecticut and keep them here, strengthening our economy.”

New CT Law Raises Age, Strengthens Education for Towing People While Boating, Responding to Tragedy

Emily Fedorko, a 16-year-old from Greenwich who died in a water-skiing related accident last summer, is the namesake of “Emily’s Law,” which, at the urging of her parents, was approved by the state legislature this year and signed into law by Governor Malloy. It prohibits children under-16 from piloting watercraft towing skiers or tubers, raising the age from 13, and requires a related safety course that specifically includes towing instruction. In testimony before the state legislature’s Environment Committee, which was considering the proposed legislation earlier this year, Emily’s parents, Joseph and Pamela Fedorko, said “What makes this so important is that current boating safety courses have very little on the topic of towing. This includes water skiing, tubing or boarding. Education is the leading way we can teach our young adults safety.”

“Our daughter Emily took her safety course along with my youngest daughter and wife on June 28th, 2014, five weeks before she passed. Emily took intense notes that day. My wife, Pam, can attest that there wasn’t anything taught regarding towing of water sports.”

“Education in the classroom is just part of it. Having the ability to make quick decisions comes with AGE and EXPERIENCE. Towing requires even more. The operator needs to be alert and aware of his/her surroundings. They also need to understand the responsibility of pulling a rider,” the Fedorko’s told legislators.

In addition to urging changes in state law to enhance boating safety, the Fedorko’s formed the Emily Catherine Fedorko Foundation to increase boating education in Connecticut and beyond.  The site includes a tutorial video detailing safe towing practices, which the Water Sports Industry Association indicates is the water sports activity with “the most injuries in recent years.”  The Foundation also provides a “safe boating packet” that includes a water resistant phone carrier, floating key chain safety tips and ignition switch sticker, all aimed at reminding water craft operators to turn off their engine when towing to enhance safety and prevent potential life-threatening hazards.

This new Connecticut law requires, with limited exceptions, a person who operates a vessel engaged in water skiing to:

• be at least age 16;
• hold a (a) valid U.S. Coast Guard-issued vessel operator license, (b) Department of Energy and Environmental Protection (DEEP)-issued safe boating certificate (SBC) or certificate of personal watercraft operation (CPWO), or (c) a boating safety certificate from a state with a reciprocal agreement with Connecticut; and
• hold a DEEP-issued safe water skiing endorsement obtained after completing safe water skiing instruction.

The bill also prohibits a vessel owner from knowingly allowing someone under age 16 to operate the vessel while engaged in water skiing.

State Senator Scott Franz told his fellow legislators, “currently, a 13 year old with a Safe Boating Certificate is able to take a twin 350 horsepower engine boat out and tow water skiers and tubers. The record is miraculously good, but the risk given the general lack of on-the-water experience for this age group is large. With Senate Bill 699, there would be a requirement of a minimum age of 16 with a towing endorsement in order to legally tow.”

“On August 6, 2014, Emily went out with three of her best friends looking to have fun on the water. As a result of inexperience, she lost her life tubing while her best friend was driving,” her parents told legislators.  The Fedorko’s went on to ask: “We allow our kids to get their driving license at 16. This comes with many restrictions. So why wouldn’t we want to add some rules to anyone who is looking to drive a boat while towing someone? Boats don’t have a seat belt or brakes and riders are at the mercy of the operator. The age restriction for towing with a personal watercraft, or Jet Ski, is 16. Why would we not want the same age restriction for a boat with a propeller?”

Legislators answered by approving the proposal, which is now state law.  The restrictions and requirements are not in place in other states, and the Emily Catherine Fedorko Foundation is continuing efforts to promote stricter guidelines around the country.

NBC News recently reported that there were more than 4,000 boating accidents in the U.S. in 2014, citing U.S. Coast Guard statistics.  The top three contributing factors, according to the report, were operator inattention, improper lookout and operator inexperience.

According to the United States Power Squadrons (USPS), boating laws and license requirements vary from state to state.  Eight states have no mandatory boater education law:  Alaska, California, Arizona, Idaho, Wyoming, South Dakota, Arkansas, and Maine.  USPS is a nonprofit, educational organization dedicated to making boating safer and more enjoyable by teaching classes in seamanship, navigation and related subjects.  The organization was among the agencies and individuals, including the state’s Department of Energy and Environment Protection, that supported approval of Emily’s Law in Connecticut.

Connecticut Road, Rail, Bridge Infrastructure Continues to Earn Scrutiny

Often described as “an accident waiting to happen,” the condition of Connecticut’s road, rail and bridge infrastructure continues to earn scrutiny from policy makers and the public.  In the transportation-congested Northeast corridor, the intertwining highway and rail bridges, often stacked above and below one another or alongside each other, underscore the potential consequences of infrastructure failure.  The state legislature is poised this week to devote a portion of the state sales tax in the coming years to the start of a long-term transportation infrastructure revitalization plan proposed by Gov. Malloy. “Improving safety features on Connecticut’s roads and highways would likely result in a decrease in the state’s traffic fatalities and serious crashes,” a report in December 2014 by TRIP, a nonprofit organization that researches transportation issues, pointed out.  “It is estimated that roadway features are likely a contributing factor in approximately one-third of all fatal and serious traffic crashes.”

The report noted that “highways are vitally important to continued economic development in Connecticut, particularly to the state’s tourism, farming, agriculture, manufacturing, and insurance industries. As the economy expands, creating more jobs and increasing consumer confidence, the demand for consumer and business products grows. In turn, manufacturers ship greater quantities of goods to market to meet this demand, a process that adds to truck traffic on the state’s highways and major arterial roads.”

Amtrak's ridership through the Northeast corridor, including Connecticut, is up 50 percent since 1998, boosted by the introduction of high-speed trains.  A record 11.6 million riders rode Amtrak in the corridor in fiscal year 2014, the Associated Press recently reported.  Commuter railroads that rely heavily on the rail corridor, like the Metro-North Railroad serving New York and Connecticut, also have been breaking ridership records.

That same report, however, indicated that half of the route's 1,000 bridges are around a century old. Not all are at the end of their useful lives, but at current funding levels, it would take 300 years to replace all of them, according to the Northeast Corridor Commission of transportation officials, the AP reported.

“The terrible tragedy in Philadelphia is only the most recent reminder of the tremendous backlog of basic repairs and safety upgrades we have accumulated as the result of years of underinvestment in this critical asset,’’ U.S. Senator Chris Murphy said recently.  He’s proposing that $555.8 million in the president’s budget for Northeast Corridor rail improvements to be directed at rail-safety projects only.  Murphy calls the $555.8 million a “drop in the bucket,’’ noting that the Northeast Corridor repair backlog currently stands at $21.1 billion.

As one example, state officials are working on a plan to replace a swinging bridge over the Norwalk River, built in 1896.  "As a piece of engineering, it's just amazing," John Bernick, assistant rail administrator for the state Department of Transportation told the AP. "But, it's certainly reached its retirement age.” The computer that operates the bridge is from the 1980’s, and replacing the bridge could cost as much as $650 million.

Last October state officials announced a plan, using state and federal funds, for the design and replacement of that century-old Walk Bridge, which malfunctioned in two separate incidents within a two week period last summer. The project is be funded with 34 percent state funds and 66 percent federal funds. Officials anticipate the design for the replacement bridge, which began last July, to be complete by 2016.  With a contract bid package complete by late 2016, construction of the replacement bridge could begin in 2017 with a completion date in 2020.

A report in 2010 from the Federal Highway Administration found that out of 4,186 bridges in Connecticut, 378 bridges were considered structurally deficient and 1,028 bridges were considered functionally obsolete.  In 2008, a report by TRIP, indicated that the average age of bridges in Connecticut was 40 years, and that 46 percent of the state’s bridges were built prior to 1960.  The organization’s updated report, in December 2014, found that 35 percent of Connecticut bridges are in need of repair, improvement or replacement. Ten percent of the state’s bridges are structurally deficient and 25 percent are functionally obsolete.

Annually, $143 billion in goods are shipped from sites in Connecticut and another $119 billion in goods are shipped to sites in Connecticut, mostly by truck, the 2014 TRIP report indicated.  Forty-one percent of Connecticut’s major locally and state-maintained roads and highways have pavements in poor condition, while an additional 41 percent of the state’s major roads are rated in mediocre or fair condition and the remaining 18 percent are rated in in good condition.

In addition, Connecticut has more than 3,400 bridges and culverts on municipally maintained roads, according to the state Department of Transportation. Construction and maintenance of these expensive structures is the responsibility of the cities and towns who own them.  The state legislature, which is scheduled to adjourn on Wednesday, is considering a proposal that would increase the available funds under the State Local Bridge Program to assist local municipalities for FY 2016 applications to $15 million and would add $10 million for FY 2017 applications.

The TRIP report concluded that “making needed improvements to Connecticut’s roads, highways and bridges could provide a significant boost to the state’s economy by creating jobs in the short term and stimulating long-term economic growth as a result of enhanced mobility and access,” warning that “without a substantial boost in federal, state and local highway funding, numerous projects…will not be able to proceed, hampering the state’s ability to improve the condition of its transportation system and to enhance economic development opportunities in the state.”

Agencies, Organizations to be Honored for Efforts Advancing Local Downtowns

A high school AP economics class that engages students in proactive land-use planning, the owners of a downtown Segway tour company that let the community help name their new business, and the state’s Department of Transportation are among the organizations and initiatives chosen to receive a 2015 Award of Excellence from the Connecticut Main Street Center (CMSC). Seven recipients were selected for the prestigious award, representing initiatives in Mansfield, New London, Putnam, Simsbury, Waterbury, and Upper Albany in Hartford.

The other winning entries included a First Fridays series that draws thousands of visitors with its hands-on arts and cultural events; a massive, multi-cultural downtown gathering of dozens of ethnic groups to celebrate a common community pride; a multi-year, multi-million dollar public/private partnership to design and build a brand-new town center; and a local merchant who remains committed to the neighborhood and the state despite becoming an international success.

For the first time in the history of the awards program, a state agency was also selected to receive an award. The CT Department of Transportation received a special award for Starting a Revolution: Integration of Land Use and Transit in recognition of the progressive nature of CTfastrak, the bus rapid transit system opened earlier this year. The awards jury that selected the winners gave the award because they felt the new busway represents a cultural shift in how Connecticut views transit, and wanted to acknowledge the future promise of transit oriented development that will hopefully result around the station locations.

The Connecticut Main Street Awards annually celebrate and communicate the most successful and innovative efforts in Main Street revitalization in Connecticut. A jury comprised of industry-related professionals and CMSC staff judged the submissions on criteria that included innovation, replication, representation, partnerships utilized, and outcomes.

"Our members continue to impress us with how they support, encourage and implement new ideas from the ground up," said CMSC President & CEO John Simone. "They're constantly forming partnerships with new groups, working to sustain local merchants, and tirelessly promoting how wonderful our downtowns and Main Streets are. We're proud of their efforts and excited to share their achievements with everyone else."

The awards will be presented at the 2015 Connecticut Main Street Awards Gala on June 8th at Trinity-on-Main in downtown New Britain. This year's event will feature guided tours of downtown New Britain, including a Downtown Arts, Heritage & Culture tour, a tour of Walnut Hill Rose Garden & New Britain Museum of American Art, and a tour of CTfastrak in New Britain: Transportation, Housing & Main Street.

The full list of 2015 Awards of Excellence winners:

2015 Connecticut Main Street Awards of Excellence                 

Main Street Partnership

▪   Simsbury High School AP Economics Course, to Simsbury Main Street Partnership and Simsbury High School.

Planning

▪   Step by Step: Building a Downtown from Scratch (Storrs Center), to Mansfield Downtown Partnership, the Town of Mansfield, UConn, LeylandAlliance and the Citizens of Mansfield. (photo, above right)

Events & Programming  (Sponsored by Webster Bank)

▪    The Gathering (Downtown Waterbury), to the City of Waterbury, the Waterbury Observer, and Main Street Waterbury.

Award of Merit for Events & Programming

▪   First Fridays (Downtown Putnam), to the Town of Putnam, Putnam Business Association, and the Putnam Arts Council.

Business Owner of the Year

▪   Dawn & Kristin Harkness / Wheeling City Tours (New London), Submitted by New London Main Street.

2015 Main Street Pioneer: Outstanding Commitment to The Avenue  (Sponsored by Webster Bank)

▪    Vivian Akuoko / Evay Cosmetics (Upper Albany Avenue, Hartford), Submitted by Upper Albany Main Street.

Starting a Revolution: Integration of Land Use and Transit

▪   CTfastrak, to the State of Connecticut Department of Transportation and the Capitol Region Council of Governments (CRCOG).

The Connecticut Main Street Awards of Excellence were created in 2003 to recognize outstanding projects, individuals and partnerships in community efforts to bring traditional downtowns and neighborhood commercial districts back to life, socially and economically.  In recent years, the Awards Gala has been held in New Haven, Hartford, Manchester, Torrington and Bridgeport.

States Under Pressure to Raise Gas Tax to Support Infrastructure Repair

In nearly two-thirds of states, state-imposed fuel taxes have not kept up with inflation for two decades, according to a Governing analysis of state gas tax data reported to the U.S. Census Bureau. That is forcing legislators around the country to consider raising gas taxes or exploring other ways to increase transportation spending, as Congressional action on adjusting the federal portion of the gas tax to meet infrastructure needs remains stalled. As Connecticut – with among the nation’s highest gas taxes - contemplates embarking on a decades-long comprehensive transportation infrastructure upgrade, how to fund the likely record-setting fiscal requirements has been assigned to a task force to consider and propose recommendations.  Earlier this month, Michigan voters resoundingly defeated a measure -- 80 percent voted “no” -- to hike gas taxes and make many other changes to boost state transportation spending, Governing reported. Last fall, Massachusetts voters recinded (with 53% of the vote) a law that would have automatically tied gas tax rates to inflation.  The law had been passed by the state legislature in 2013. 

Connecticut’s gas tax, increased most recently by about 4 cents per gallon in July 2013, based on legislation approved previously – a step not taken by many other states in recent years. The Institute on Taxation and Economic Policy reported earlier this year that 22 states hadn’t raised their gas taxes in more than a decade, according to Governing.  Connecticut is not among them.

At the federal level, the gas tax was last increased in 1993. Since then, inflation, fuel-efficient vehicles and changing driving habits are all undermining the per-gallon charges that are the country’s main source for transportation funding to repair roads, bridges, and related infrastructure.  In most states, just as nationally, those problems grow because lawmakers rarely adjust fuel taxes, Governing noted. Connecticut, as other states, has also seen funds derived from the gas tax diverted from transportation-related purposes through the years, adversely impacting the status of transportation infrastructure.

In January, USA Today and 24/7 Wall Street reported that Connecticut’s state fuel tax of 43.2 cents per gallon was the fifth highest in the nation, and as a percentage of the gas price, the state was third highest.  At the time, Connecticut’s gas price was the sixth highest in the nation.  Gas prices nationwide and in Connecticut have risen since January, and Connecticut continues to rank near the top of most gas price surveys.

In Connecticut, the inflation-adjusted change is a reduction of in the value of the dollars provided by the tax of 32.6 percent since 2000 and 22.3 percent since 1994, according to the Governing analysis, using data from the U.S. Census Bureau and the Institute on Taxation and Economic Policy.  Earlier this year, Governor Malloy announced a two-part transportation plan consisting of a five-year ramp-up that utilizes $10 billion capital funding, and leads up to a 30-year vision utilizing $100 billion in funding.  The Transportation Finance Panel he appointed to  recommend options the state can utilize to finance the infrastructure transformation is due to report this summer (see members below).

The federal government’s 18.4-cent gasoline tax brought in a fifth less, in inflation-adjusted dollars, in 2013 than in 1993, Governing reported. The federal government’s buying power peaked in 1994, immediately following its gas tax hike. The purchasing power of states fuel taxes peaked five years later, in 1999. In 37 states, inflation-adjusted revenues from fuel taxes slipped since 2000.

At the federal level, fuel taxes have been flat for more than 20 years, starving the Highway Trust Fund of revenue used for rising infrastructure repair costs, according to Reuters.  According to Forbes, the Congressional Budget Office (CBO) has estimated that in 2024 alone the Highway Trust Fund will spend $18 billion more than it brings in, Forbes has reported. The CBO estimates the cumulative shortfall over the next decade will top $160 billion.

A year ago, when gas prices nationwide were at their lowest levels in years, Republican Senator Bob Corker of Tennessee and Democrat Chris Murphy of Connecticut proposed raising federal gasoline and diesel taxes by 12 cents a gallon over two years– to bring the tax where it would have been had it kept up with inflation for the past two decades.  As in the past, the prospect of a federal tax increase in the gas tax – even to address needed transportation infrastructure repairs – did not gain significant support.

At the time, it was estimated that American drivers pay an average of $94 a year to access over 11,618 miles of highways, roads and bridges.  Based on data from the Government accountability Office, the National Stone, Sand & Gravel Association pointed out that “with a growing number of potholes, cracked roads and traffic jams plaguing America, we need a common-sense and responsible way to pay for improving our infrastructure.”

The Governor’s Transportation Finance Panel, appointed earlier this spring, includes:

• Cameron Staples (Chair): President and CEO, New England Association of Schools and Colleges; Former Co-Chair of the Finance, Revenue and Bonding Committee, Connecticut General Assembly
• Beth Osborne: Senior Policy Advisor, Transportation for America; Former Acting Assistant Secretary for Transportation Policy, U.S. Department of Transportation
• William Bonvillian: Director, Massachusetts Institute of Technology’s Washington, D.C. Office
• Joan Carty: President and CEO, Housing Development Fund
• Bert Hunter: Chief Investment Officer, Connecticut Green Bank
• Oz Griebel: President and CEO, MetroHartford Alliance
• Paul Timpanelli: President and CEO, Bridgeport Regional Business Council
• Stanley Mickus: Marketing and Public Affairs, Cross Sound Ferry Services
• Emil Frankel: Consultant on transportation policy; Former Commissioner, Connecticut Department of Transportation (1991-1995); Former Assistant Secretary for Transportation Policy, U.S. Department of Transportation (2002-2005)

Connecticut's Mechanical Engineers Honored for Driving Innovation, Advancing Technology

A quick glance at the program book for the evening suggested this was not your typical awards ceremony.  The “detailed schedule” in the program featured a level of precision not often seen – the specific time that each speaker would reach the podium was listed… 8:17 Hartford Steam Boiler, 8:23 United Technologies Aerospace Systems, 8:34 Westinghouse Electric, and so on. This was the Awards Banquet of the Hartford Section of the American Society of Mechanical Engineers (ASME) – a night highlighting Connecticut’s longstanding role as a state of innovation and preeminent engineering expertise, and the people on the front lines – so the exactness was understandable.

A standing-room-only gathering of engineers from some of the region’s largest corporate names, joined by nearly 50 engineering students from area colleges – honored lifelong achievement, recent initiatives to advance new technologies and significant contributions to the field.  The ceremonies were held at the Society Room in Hartford.

Among the corporations presenting awards were Alstom, Belcan Engineering, Firstlight and Power, Hartford Steam Boiler, Pratt & Whitney, United Technologies Aerospace Systems, Westinghouse Electric.  Awards were also given to four veteran engineering faculty members at Central Connecticut State University, University of Hartford and University of Connecticut.

Congresswoman Elizabeth Esty (D-5^th District), recalling that her father and grandfather were engineers, said in opening remarks that among the nation’s challenges is a “failure to invest consistently and robustly in research.”  Describing Connecticut as “the home of innovation in engineering,” Esty said that engineers provide “the inspiration to solve the world’s problems.”

The annual event, held days ahead of National Engineers Week, is part of an effort “to raise public awareness of the profession’s positive contributions to improving society and quality of life,” and highlight “the importance of a technical education and a high level of math, science and technology literacy.”

The Hartford Section of ASME, with approximately 800 members, is among the largest in the nation.  Connecticut has two other ASME sections, geographically focused in New Haven and Fairfield County.  The not-for-profit professional organization’s mission, in part, is to “serve diverse global communities by advancing, disseminating and applying engineering knowledge.”  That mission was evident as the work of each award recipient was highlighted.

Amy Ericson, Alstom U.S. Country President, noted that her company has 93,000 employees in 100 countries – and that Windsor, Connecticut is their largest U.S. location.  “We’re very committed to the United States, and to Connecticut,” she said.  The three Alstom honorees – Manager of Performance Design Engineering Danny Gelbar, Head of Global Performance Scott Herman and Consulting Engineer Rahul Terdalkar – recalled Alsom’s predecessors, ABB and Combustion Engineering, well-known names in Connecticut’s heritage.  They also looked ahead to the impact of innovations developed in Connecticut.  Alstom equipment can be found in one of every two U.S. power plants, 40 percent of all power grids and the nation’s busiest rail transportation systems.

Among the faculty award recipients was Dr. Alfred A. Gates, Professor of Engineering at Central Connecticut State University, whose two decades at the university have been a steady stream of technical innovation and teaching.  Gates noted that CCSU has just become the first university in the United States to receive a Certificate of Authorization (COA) from the Federal Aviation Administration  to “fly unmanned aircraft in the wire zone,” within feet of electric lines.  The FAA has closely regulated such authorizations to assure public safety, conducting a comprehensive operational and technical review on each application.  Approval, after a nearly year-long review, reflects Gates record of skill and accomplishment in engineering and testing such devices.

The University of Hartford’s Leo T. Smith, a member of the engineering faculty since 1978, and UConn School of Engineering professor Nejat Olgac, a faculty member since 1981, were also honored.  Each program highlighted its recent growth, with CCSU’s program increasing to 300 students in just under a decade.

State Rep. Lonnie Reed (D-Branford), co-chair of the state legislature’s Energy and Technology Committee, saluted the “sense of buoyancy and possibility” that engineers embody, and the “solution-oriented optimism” that they bring to technical challenges.  She recalled her years as a television news reporter and the inspiring excitement of covering NASA space shuttle missions and the “failure is not an option” approach that permeated the space program, noting Connecticut’s significant contributions to those initiatives.

Honorees included Shaila Kambli, Chief Engineer, Systems and Software Engineering, at Belcan; Peter A. Goodell, Supervisor Code Services at HSB Global Standards; Tadry Domagala, Chief Project Engineer at UTC Aerospace Systems; Edward Hathaway, Senior Engineer at First Light; and Michael Foster of Westinghouse.  The Pratt & Whitney award recipients were Jesse Boyer, Fellow, Additive Manufacturing; Christopher L. Dyer, Deputy Director, Cold Section Engineering; Matthew R. Feulner, Discipline Manager of Operability, Propulsion Systems Analysis; David P. Houston, Manager of Cor Structures, Mechanical Disciplines; Katherine A. Knapp Carney, CIPT Leader, Next Generation Product Family Programs; John P. Virtue, Jr., Discipline Chief for Aero Thermal Fluids, Compressor Heat Transfer; and Ryan Walsh, Validation Manager, PW1100G-JM Engine Program.  It was the 29th annual awards ceremony; the Engineer's Night chairman and emcee was Aaron Danenberg of Belcan Engineering.

http://youtu.be/iPmdZJhVUfk

More US Cities Seek to Join Stamford in Commitment to Energy, Water Usage Reductions in Commercial Buildings

Efforts are underway this year for seven additional cities, from Albuquerque to Ann Arbor, to follow Stamford and seven others across the nation, in making a long-term commitment to reduce energy and water consumption in commercial buildings and reduce emissions from transportation, while increasing competitiveness in the business environment and owners' returns on investment. The “2030 District” initiative began with Seattle in 2011, grew by two cities in 2012, to four in 2013, and then to eight in 2014 when Stamford joined Seattle, Pittsburgh, Cleveland, Los Angeles, Denver, Dallas, and San Francisco as a 2030 District.  Now working towards the designation, in addition to Albuquerque and Ann Arbor, are Detroit, San Antonio, Ithaca, Toronto and Portland.

Across the United States and Canada, 2030 Districts are forming with greater frequency to meet incremental energy, water and vehicle emissions reduction targets for existing buildings and new construction called for by Architecture 2030 in the 2030 Challenge for Planning.  Districts are generally private/public partnerships that commit to dramatic reductions in water consumption and energy and greenhouse gas (GHG) emissions, as well as adaptation and resiliency actions that address projected climatic impacts.

The Stamford 2030 District – launched this past  November - is an interdisciplinary public-private-nonprofit collaborative working to create a groundbreaking high performance building district in downtown Stamford.  Leading the way in the Stamford 2030 District are the Business Council of Fairfield County and Connecticut Fund for the Environment. As Stamford is a coastal city, its 2030 District will also implement a proactive vision to ensure resiliency against projected sea-level rise and storm surge.

The Stamford 2030 District – the first in New England - began with 23 founding members, including 11 property owners and 12 prominent professional and community stakeholders committed to meeting the 2030 Districts goals and targets. High performance buildings have proven track records of simultaneously increasing business and property profitability, reducing environmental impacts, and improving occupant health.

Now in the process of assessing the District’s current building performance levels, one-on-one assistance is provided to property owners and managers in benchmarking their buildings.  In addition, a first-time webinar will be held this week, on Wednesday, February 18, with several founding members highlighting best practices and procedures:

• Jay Black of SL Green Realty/Reckson Properties will offer industry perspective through his experience with benchmarking buildings in both NY and CT.
• WegoWise will present an overview of their web-based software that is able to benchmark a portfolio and provide deeper analytics into a buildings’ energy performance to find savings opportunities.
• Steven Winter and Associates will demonstrate how to take benchmarking a step further with tools such as building energy audits to help identify opportunities within the building.
• New Neighborhoods, Inc. will serve as a case study project in Stamford that has contracted with WegoWise for their benchmarking and will share their experience.

Officials indicate that District Members develop realistic, measurable, and innovative strategies to assist district property owners, managers, and tenants in meeting aggressive goals that keep properties and businesses competitive while operating buildings more efficiently, reducing costs, and reducing the environmental impacts of facility construction, operation, and maintenance.

“These collective efforts will establish the Stamford 2030 District as an example of a financially viable, sustainability focused, multi-sector driven effort that maximizes profitability and prosperity for all involved. Through collaboration of diverse stakeholders, leveraging existing and developing new incentives and financing mechanisms, and creating and sharing joint resources, the Stamford 2030 District will prove the business case for healthy and high performing buildings.”

Property owners and managers are voluntarily committing their properties to Stamford 2030 District goals; they are not required to achieve the District goals through legislative mandates or as individuals.

“Stamford is already a business leader in Connecticut. The Stamford 2030 District will make the city a sustainability leader nationwide,” said Megan Saunders, Executive Director of the Stamford 2030 District. With over 170 million square feet of commercial building space (including 6 million thus far in Stamford), 2030 Districts are rapidly emerging as a new model for urban sustainability, officials indicate.

The Stamford 2030 District provides members a roadmap and the support they need to own, manage, and develop high performance buildings by leveraging Community and Professional Stakeholders, market resources, and by creating new tools, partnerships, and opportunities to overcome current market barriers. This type of collaborative action is not only a strategic undertaking to keep Stamford competitive in the year 2030, but also represents a major investment in Stamford's future and reflects the collaborative nature of our region.

13 Connecticut Mayors Head to D.C. for National Conference

When 300 of the nation’s Mayors convene in Washington for a three-day conference beginning on Wednesday, a baker’s dozen from Connecticut will be among them.  Thirteen chief elected officials from Connecticut comunities, including two who serve as co-chairs of key committees, will be participating in the 83^rd Winter Meetings of the National Conference of Mayors.  The organization convenes on the heels of President Obama’s State of the Union Address, just as the new Congressional session gets underway.  The Mayors will engage with Administration officials, Congressional leaders business leaders to “ensure the health and economic recovery of America’s cities,” according to program organizers. Vice President Joe Biden is scheduled to address the Mayors on Thursday.

Attending from Connecticut are Bridgeport Mayor Bill Finch, Bristol Mayor Ken Cockayne, Danbury Mayor Mark Boughton, East Hartford Mayor Marcia Leclerc, Hartford Mayor Pedro Segarra, New Britain Mayor Erin Stewart, New Haven Mayor Toni Harp, Norwich Mayor Deberey Hinchey, Shelton Mayor Mark Lauretti, Stamford Mayor David Martin, Stratford Mayor John Harkins, Trumbull First Selectman Timothy Herbst and Waterbury Mayor Neil O’Leary.

On Wednesday, the Mayors’ Energy Independence and Climate Protection Task Force, which is co-chaired by Bridgeport Mayor Bill Finch will meet.  The panel is co-chaired by the Mayor of Carmel, Indiana.  The session will include a discussion of recommendations of the President’s State, Local and Tribal Leaders Task Force on Climate Preparedness and Resilience.

On Thursday, the Immigration Reform Task Force, which is co-chaired by Hartford Mayor Pedro Segarra and Anaheim Mayor Tom Tait will gather to hear from the Secretary of the Department of Homeland Security, Jeh Johnson.

Topping the agenda, according to officials are community policing, the economy, innovation & transportation.   The Mayors will head to the White House on Friday afternoon, concluding the conference.

The U.S. Conference of Mayors is the official nonpartisan organization of cities with populations of 30,000 or more. There are nearly 1400 such cities in the country today.