Driver Distraction Continues Almost 30 Seconds After Text is Sent, Research Reveals

Groundbreaking research by the AAA Foundation for Traffic Safety reveals that the distraction drivers experience using voice activated technology - or their smartphones - to make a call, change music or send a text can linger for almost 30 seconds after the task is complete. “This should be a wakeup call to anyone who feels safe texting while sitting at a red light”, says AAA spokesperson Amy Parmenter. “Just because you can hit the gas when the light turns green, doesn’t mean you’re good to go.”

Researchers studying various push-to-talk technologies found that potentially unsafe levels of mental distraction lasted for as long as 27 seconds after completing a task in the worst-performing systems. And, at the 25 MPH speed limit in the study, drivers traveled the length of nearly three football fields during this time. Using the least distracting systems, drivers still remained impaired for more than 15 seconds.

The researchers discovered the residual effects of mental distraction while comparing the voice activated technology in ten 2015 vehicles and three types of smart phones. The analysis found that all systems studied increased mental distraction to potentially unsafe levels.

“Automakers often promote everything their connected cars can do, but this research paints a frightening picture of what drivers can’t do if they use the popular features” Parmenter says. “Hands free does not mean risk free. It’s that simple”.

Last month, CT by the Numbers reported that in-car electronics that allow drivers to listen to, read and send text messages while at the wheel may be skirting the spirit, if not the letter, of Connecticut law.  In Connecticut, Public Act 10-109, enacted in 2010, states that “no person shall operate a motor vehicle … while using a hand-held mobile telephone to engage in a call or while using a mobile electronic device while such vehicle is in motion. An operator of a motor vehicle who types, sends or reads a text message with a hand-held mobile telephone or mobile electronic device while such vehicle is in motion shall be in violation of this section.”

In the AAA study, researchers rated driver distraction on a scale of 1-5, with 1 being relatively safe, about equal to listening to the radio, and 5 being highly challenging in such a way as to overload the driver’s attention. The best performing system was the Chevy Equinox with a cognitive distraction rating of 2.4, while the worst performing system was the Mazda 6 with a cognitive distraction rating of 4.6.

The systems that performed best generally had fewer errors, required less time on task and were relatively easy to use.  The researchers also studied voice activated smartphone technology and found that Google Now outperformed Apple Siri and Microsoft Cortana but, they say, all were dangerously distracting with ratings of 3.1, 3.4 and 3.8 respectively.

Dr. David Strayer and Dr. Joel Cooper of the University of Utah conducted the research. A total of 257 drivers ages 21-70 participated in the study of 2015 model-year vehicles, while 65 additional drivers ages 21-68 tested the three phone systems. Over the last two weeks, AAA has shared its findings with policymakers, safety advocates and manufacturers in hopes of improving the safety of future technology.

Listen, Look and Respond to Texts While Behind the Wheel – Legal in Connecticut?

In Connecticut, Public Act 10-109, enacted into law in 2010, states that “no person shall operate a motor vehicle … while using a hand-held mobile telephone to engage in a call or while using a mobile electronic device while such vehicle is in motion. An operator of a motor vehicle who types, sends or reads a text message with a hand-held mobile telephone or mobile electronic device while such vehicle is in motion shall be in violation of this section.” Now, technology and the nation’s automakers are doing their best to skirt the language of the law, with in-car electronics that allow drivers to listen to, read and send text messages while at the wheel. 

The technology, now being widely advertised as 2016 new car models reach showrooms, “may unintentionally cause greater levels of cognitive distraction,” according to AAA Foundation for Traffic Safety.

One advertisement seen recently on local television and appearing on-line, from Chevrolet, is for the company’s Text Message Alert system. The description of the new feature explains “When you’re in your vehicle, this convenient feature alerts you when a new text has been received and allows you to listen to messages, view messages (when your vehicle’s not in motion) and reply with a preset message with a compatible smartphone.”

Whether or not the new technology meets the letter and spirit of the Connecticut law, now five years old, has yet to be tested.  And if it does, is that in the best interest of Connecticticut drivers, or should the law be revised to address changing technologies?  Peter Kissinger, President and CEO of the AAA Foundation for Traffic Safety, points out that “Technologies used in the car that rely on voice communications may have unintended consequences that adversely affect road safety.”

“We already know that drivers can miss stop signs, pedestrians and other cars while using voice technologies because their mind is not fully focused on the road ahead,” adds Bob Darbelnet, President and CEO of AAA.

The Chevrolet ad exclaims that “Life doesn’t stop when you’re driving. With MyLink you can stay in touch and up-to-date safely with hands-free calling and access to your personal address book through Bluetooth® wireless technology.”  But data indicates that hands-free is not necessarily safe, according to AAA.

AAA has pointed to recent research which indicates that “the accuracy of voice recognition software significantly influences the rate of distraction.”  For example, a team led by Dr. David Strayer and researchers at the University of Utah found that using a speech-to-text system to listen to and compose emails or texts was a greater distraction than talking on a hand-held or hands-free cell phone or listening to the radio.

With three out of four drivers believing that hands-free technology is safe to use, AAA officials caution, Americans may be surprised to learn that these popular new vehicle features may actually increase distraction, according to the new research.  AAA is urging manufacturers to “continue their efforts to develop and refine systems that reduce distractions: while encouraging drivers to “minimize cognitive distraction by limiting the use of most voice-based technologies.”

To assess “real-world” impact, Dr. Joel Cooper with Precision Driving Research evaluated the two most common voice-based interactions in which drivers engage – changing radio stations and voice dialing – with the actual voice-activated systems found in six different automakers’ vehicles. On the five point scale, Toyota’s Entune system garnered the lowest distraction ranking (at 1.7), which is similar to listening to an audio book. In comparison, the Chevrolet MyLink resulted in a very high level of distraction (rating of 3.7). Other systems tested included the Hyundai Blue Link (rating 2.2), the Chrysler Uconnect (rating 2.7), the Ford SYNC (rating 3.0) and the Mercedes COMMAND (rating 3.1).

Chevrolet also offers a feature called Siri Hands Free.  The company’s website explains that “The system allows limited hands-free interaction for when you need to compose important messages on the go.”

“It is clear that not all voice systems are created equal, and today’s imperfect systems can lead to the perfect storm for driver distraction,” continued Darbelnet. “AAA urges vehicle and device manufacturers to use this research to improve their voice systems and promote road safety.”

As someone once described it during the consideration banning texting while driving in Connecticut earlier in this decade, “cell phones don’t cause accidents, distractions do.”

https://youtu.be/kY6ohMfY2gQ

CT Ranks 25th in Telecommuting Jobs; Nationwide 37 Percent Say They’ve Telecommuted

Thirty-seven percent of U.S. workers say they have telecommuted, up slightly from 30 percent last decade but four times greater than the 9 percent found in 1995, according to a newly released Gallup poll.  Connecticut ranks 25^th in the nation in full-time telecommuters, data compiled by the website flexijobs.com indicates. The leading states for full-time telecommuters, based on percentage of workforce, are Colorado (6.9%), Vermont (6.8%), Oregon (6.3%), Montana (6%), Maine (5.7%), Arizona (5.5%), Idaho (5.5%) and New Hampshire (5.4%).  In Connecticut, 4.3 percent of the workforce are telecommuters.

Based on years of researching companies that hire for telecommuting, part-time, flextime, or freelance jobs, FlexJobs has compiled the best list of 100 of companies located in Connecticut that specifically have hired for jobs with at least one of these flexible working options.

Connecticut’s top companies for flexible jobs are Aetna, General Electric, CIGNA, Kforce, Pitney Bowes, The Hartford, Magellan Health Services, Novitex Enterprise Solutions, Onward Search, Gartner Inc, Higher One, and Stanley Black & Decker.

The percentage of telecommuters nationwide is based on Gallup's annual Work and Education poll, conducted earlier this month, Aug. 5-9, 2015. Technology has made telecommuting easier for workers, and most companies seem willing to let workers do their work remotely, at least on an occasional basis if the position allows for it, the Gallup analysis points out. Even though telecommuting has become more common, the growth in the practice appears to have leveled off in recent years, according to Gallup.

The survey indicated that U.S. workers say they telecommute from home rather than go into the office about two days per month, on average. Nine percent of workers say they telecommute more than 10 workdays -- meaning at least half of all workdays -- in a typical month.  The majority of Americans, including both those employed and not employed, believe workers who work remotely are just as productive as those who work in a business office.

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)