Nothing has seemed amiss in downtown Stamford this year at the complex, multiyear project to replace the 19th century Metro-North bridge over Atlantic Street and rebuild the roads around and under it.
That’s because by all accounts the project has progressed smoothly, so well that no one from the public even bothered to show up at a March 22 update meeting for the next phase, my colleague Angela Carella reported.
That event was led by a project manager from HAKS Engineers PC, the Manhattan-based firm designing and overseeing the $75 million bridge replacement.
But less than a month after that meeting, HAKS, its founder and CEO, its chief financial officer, 11 other people and eight other companies — at least one of them controlled by the HAKS founder — came under indictment in a massive political corruption investigation by the New York district attorney, Cyrus Vance.
Husam Ahmad, the HAKS founder and a major political donor, mostly to Democrats including Hillary Clinton, the Connecticut state central committee and New York Mayor Bill de Blasio, left his post as CEO. He and the companies stand accused of business fraud, bribing New York City construction officials and corruption related to illegal campaign contributions to de Blasio in an alleged pay-to-play scheme.
Click here and here for details of the indictments and New York investigation reports.
HAKS, Ahmad and others in the case have pleaded not guilty to the charges. For the New York public construction industry, the accusations mark yet another corruption black eye with yet more calls for reform, all of which will play out for years.
And what about Connecticut? Will the indictments affect HAKS contracts here? The answer from the state Department of Transportation is not right away, but maybe eventually. Perhaps DOT should take a closer look now.
HAKS wasn’t just a one-time bidder in the Atlantic Street project, a $14.8 million job for the firm. With two of its 16 global offices in Bridgeport and Wethersfield, HAKS is one of the most prolific service providers for the DOT. It has had a dozen contracts totaling $105.9 million since 2008, according to the DOT. For example, HAKS is halfway through a five-year contract to inspect hundreds of bridges, according to company’s website and DOT.
“Since 2004, HAKS has been providing biennial inspection and evaluation services on up to 250 bridges per year throughout Connecticut,” the website states. That includes work at the Pearl Harbor Memorial Bridge (the Q Bridge) along Interstate 95 in New Haven, the Gold Star Bridge over the Thames River between New London and Groton and the Arrigoni Bridge over the Connecticut River between Middletown and Portland.
HAKS also had an $8.6 million job to design and oversee replacement of a key stretch of overhead wires at the Metro-North line, completed last year.
There have been no public accusations of wrongdoing by HAKS or the other companies connected with their work in Connecticut, and there is no public indication of ongoing investigations here. HAKS referred questions to Howard Rubin, a lawyer representing the firm, who did not return a call seeking comment as to whether Connecticut is, or might be, separately investigating the New York charges.In this state, under a 2005 reform that has been amended since, no principals of any vendor or contractor for the state can contribute to any candidate seeking state office. The law also bars contributions to state party committees.
But, legally exploiting a notorious loophole to that law, HAKS executives gave $75,000 to the federal account of the Democratic State Central Committee in the 2013-2014 election cycle, according to my colleague Ken Dixon, who reported the contributions in 2015. CLICK TITLE TO CONTINUE
Work on CCSU buildings on track for January
Sarah Willson
NEW BRITAIN - With doors set to open in January, Central Connecticut construction is on track for the big reveal of its two new and improved academic buildings.
The $62 million Willard-DiLoreto Halls project, which is being funded by bonds issued by the state, will feature 21 departments including English, modern languages, veteran affairs, and financial aid.
“We’re moving along as scheduled… much of the work is now focused on the inside of the buildings, CCSU President Zulma Toro said. “The expected move-in will take place early next year, and we can’t wait.”
According to James Grupp, director of engineering at CCSU, who oversees the construction, the building will be completed and ready for use by January of 2019.
“All the brick is done on the building, the exterior is being buttoned up, sheetrock is going up, and we have some mock-up rooms that are done,” Grupp said. “There’s just been a tremendous amount of progress that’s been done.”
Though improvements are currently being made, students can still expect to see the project in the works when they return for classes at the end of August.
“For the fall, (students) will see the exterior of the building almost done, there will be pavement that’s done outside, [although] the fence will still be up. There’s still a few window walls that need to be installed. What (students) won’t see is what’s going on inside the building.”
Toro was enthusiastic about the cosmetic improvements students will see, saying that the campus will soon have a “beautiful outdoor spaces to socialize, better connectivity through WiFi and upgraded living and academic space.”
Aside from this two-building project, Grupp said other construction ideas are in the works as well.
“The Rec Center is in progress, which is due to be done next summer. There’s Barnard Hall which is in the design phase. There’s a lot of projects that are in the design phase that we’re working on.”
One of the other projects currently in the design phase Grupp mentioned is engineering due to the fact that the major is one of the fastest growing on-campus. Grupp said he hopes to begin the project by 2020.
Barnard Hall, however, which houses the School of Education and Professional Studies, will immediately begin renovation after the completion of the Willard-DiLoreto building.
The goal of this multimillion-dollar project, Dr. Toro said, is to bring the departments students need to one central location.
“I expect Willard-DiLoreto will become the heart of our student services. I refer to it as the Student Success Center, because just about every support students need to succeed academically will be located within those buildings,” Dr. Toro said.
For now, however, the CCSU family will have to wait those six more months before entering into its new academic home.
North Stonington and Westerly may be moving forward on Boombridge Road project
Charles Clark
North Stonington — For 10 years now the bridge on Boombridge Road connecting Westerly and North Stonington has been closed to traffic, but town officials are optimistic that may finally change.
Last week after having discussions with Westerly officials regarding the bridge, First Selectman Mike Urgo expressed optimism that both towns will work toward securing the funding needed for the long-delayed reconstruction.
He added that design work for the bridge is nearly completed, and the hope is to put the project out to bid this fall with construction to begin next spring.
"This is kind of pathetic that it has taken this long, but all we can do now is do our best to see it through," Urgo said of the project.
"I just think it is an important project for the town, for both towns, and really for the area as a whole," Urgo added. "I'm looking forward to seeing it start... hopefully we'll get it going in the next year."
Urgo, though, ackowledged town officials have expressed similar hopefullness in years prior about the project getting off the ground.
After several of the bridge's steel beams were discovered to be severely deteriorated, the Connecticut Department of Transportation closed the 120-foot-long bridge to traffic in July of 2008. The closure of the bridge on Boombridge Road, also called Boom Bridge Road, forces residents to make at least a six-mile detour to get to the other side.
"Although it is kind of a back road, it definitely has a lot of use," Urgo said.
But despite the inconvenience it has caused, the repair project has never gotten off the ground - much to the disgust of residents.
The complicated level of state and local permitting as well as how the final cost of the project would be shared has contributed to the delay.
Originally, North Stonington took the lead on what was intended to be a superstructure replacement project enlisting TransSystems in 2011 to handle the bridge's design. However, in late 2012, citing the complexities of a bridge construction project between two states, the Connecticut DOT stepped in to assume oversight for the project, which then required additional environmental and other permits, as well as the involvement of Rhode Island's transportation and environmental management departments.
But with the removal of Rhode Island's White Rock Dam in August of 2015, the project needed to be redesigned to reflect the changing conditions. From there the project then got stuck in limbo, and as time passed, it also increased in cost.
Originally estimated as costing $2.8 million in 2013, the project's cost is now estimated at nearly $3.2 million, of which each town would be responsible for 10 percent of - or $316,000 each - and each state's department of transportation for 40 percent of - or $1.2 million each - according to the construction agreement between the Rhode Island DOT and Connecticut DOT.
However, Rhode Island DOT has only committed to contributing $600,000 for the project, leaving about a $664,000 shortfall in funds that would likely fall on Westerly to supply.
“We’re moving along as scheduled… much of the work is now focused on the inside of the buildings, CCSU President Zulma Toro said. “The expected move-in will take place early next year, and we can’t wait.”
According to James Grupp, director of engineering at CCSU, who oversees the construction, the building will be completed and ready for use by January of 2019.
“All the brick is done on the building, the exterior is being buttoned up, sheetrock is going up, and we have some mock-up rooms that are done,” Grupp said. “There’s just been a tremendous amount of progress that’s been done.”
Though improvements are currently being made, students can still expect to see the project in the works when they return for classes at the end of August.
“For the fall, (students) will see the exterior of the building almost done, there will be pavement that’s done outside, [although] the fence will still be up. There’s still a few window walls that need to be installed. What (students) won’t see is what’s going on inside the building.”
Toro was enthusiastic about the cosmetic improvements students will see, saying that the campus will soon have a “beautiful outdoor spaces to socialize, better connectivity through WiFi and upgraded living and academic space.”
Aside from this two-building project, Grupp said other construction ideas are in the works as well.
“The Rec Center is in progress, which is due to be done next summer. There’s Barnard Hall which is in the design phase. There’s a lot of projects that are in the design phase that we’re working on.”
One of the other projects currently in the design phase Grupp mentioned is engineering due to the fact that the major is one of the fastest growing on-campus. Grupp said he hopes to begin the project by 2020.
Barnard Hall, however, which houses the School of Education and Professional Studies, will immediately begin renovation after the completion of the Willard-DiLoreto building.
The goal of this multimillion-dollar project, Dr. Toro said, is to bring the departments students need to one central location.
“I expect Willard-DiLoreto will become the heart of our student services. I refer to it as the Student Success Center, because just about every support students need to succeed academically will be located within those buildings,” Dr. Toro said.
For now, however, the CCSU family will have to wait those six more months before entering into its new academic home.
North Stonington and Westerly may be moving forward on Boombridge Road project
Charles Clark
North Stonington — For 10 years now the bridge on Boombridge Road connecting Westerly and North Stonington has been closed to traffic, but town officials are optimistic that may finally change.
Last week after having discussions with Westerly officials regarding the bridge, First Selectman Mike Urgo expressed optimism that both towns will work toward securing the funding needed for the long-delayed reconstruction.
He added that design work for the bridge is nearly completed, and the hope is to put the project out to bid this fall with construction to begin next spring.
"This is kind of pathetic that it has taken this long, but all we can do now is do our best to see it through," Urgo said of the project.
"I just think it is an important project for the town, for both towns, and really for the area as a whole," Urgo added. "I'm looking forward to seeing it start... hopefully we'll get it going in the next year."
Urgo, though, ackowledged town officials have expressed similar hopefullness in years prior about the project getting off the ground.
After several of the bridge's steel beams were discovered to be severely deteriorated, the Connecticut Department of Transportation closed the 120-foot-long bridge to traffic in July of 2008. The closure of the bridge on Boombridge Road, also called Boom Bridge Road, forces residents to make at least a six-mile detour to get to the other side.
"Although it is kind of a back road, it definitely has a lot of use," Urgo said.
But despite the inconvenience it has caused, the repair project has never gotten off the ground - much to the disgust of residents.
The complicated level of state and local permitting as well as how the final cost of the project would be shared has contributed to the delay.
Originally, North Stonington took the lead on what was intended to be a superstructure replacement project enlisting TransSystems in 2011 to handle the bridge's design. However, in late 2012, citing the complexities of a bridge construction project between two states, the Connecticut DOT stepped in to assume oversight for the project, which then required additional environmental and other permits, as well as the involvement of Rhode Island's transportation and environmental management departments.
But with the removal of Rhode Island's White Rock Dam in August of 2015, the project needed to be redesigned to reflect the changing conditions. From there the project then got stuck in limbo, and as time passed, it also increased in cost.
Originally estimated as costing $2.8 million in 2013, the project's cost is now estimated at nearly $3.2 million, of which each town would be responsible for 10 percent of - or $316,000 each - and each state's department of transportation for 40 percent of - or $1.2 million each - according to the construction agreement between the Rhode Island DOT and Connecticut DOT.
However, Rhode Island DOT has only committed to contributing $600,000 for the project, leaving about a $664,000 shortfall in funds that would likely fall on Westerly to supply.
Hartford's Union Station May Be Used By CTfastrak Under Redevelopment Plan
Hartford’s Union Station — a center of transportation in the city for 130 years — could hold on to a bit of that heritage even if the rail line is moved as part of the massive I-84 reconstruction project.
The state Department of Transportation has developed a plan for converting the elevated portion of the rail line for use by the CTfastrak busway, with a stop at Union Station.
The platform — most noticeable as its crosses over Asylum Street — also could be shared by pedestrians in an approach similar to the High Line in New York City, creating a walking path from the state Capitol to downtown. While some historians are enthusiastic about the idea, others say the embankment hugging the western edge of Bushnell Park that makes the elevated rail possible is an ugly obstacle that separates downtown from Asylum Hill.
“It’s a difficult and symbolic barrier,” Toni Gold, an urban designer and a resident of the city’s West End, said. “What kind of entrance is this to downtown? It couldn’t be more obnoxious.”Gold acknowledged the history behind the elevated rail line, which has existed since the 1890s, when it was raised from street level so horses wouldn’t be scared by approaching trains.
“It may have been a good idea to raise it then, but it isn’t now,” Gold, who also is a member of the I-84 public advisory committee, said. “It’s more important to reconnect the city, and that prevents that from happening.”
State historians see it differently. Retaining the elevated rail line for a new transportation use keeps Union Station in historical context and punctuates Hartford’s importance as an early center of rail transportation, they say.
“For me, in this office, it’s all about the historic fabric,” said Catherine LaBadia, deputy state preservation officer. “If you look at Union Station as a building, the rail line helps you understand why the building is important.”
LaBadia said that it is likely some historic structures will be lost to the I-84 reconstruction project, but that this is an opportunity to preserve a major one.
The relocation of the CTfastrak route is part of a sweeping plan to lower a 2-mile stretch of the aging, elevated I-84 highway as it passes through Hartford. The plan also has the potential to dramatically reshape the area around Union Station and west of Bushnell Park, now a desolate jumble of concrete highway support columns and ramps.
To lower the highway slightly below grade, I-84 must shift to the west. The rail line and the busway must move because they both cross twice under the existing highway.
“It may have been a good idea to raise it then, but it isn’t now,” Gold, who also is a member of the I-84 public advisory committee, said. “It’s more important to reconnect the city, and that prevents that from happening.”
State historians see it differently. Retaining the elevated rail line for a new transportation use keeps Union Station in historical context and punctuates Hartford’s importance as an early center of rail transportation, they say.
“For me, in this office, it’s all about the historic fabric,” said Catherine LaBadia, deputy state preservation officer. “If you look at Union Station as a building, the rail line helps you understand why the building is important.”
LaBadia said that it is likely some historic structures will be lost to the I-84 reconstruction project, but that this is an opportunity to preserve a major one.
The relocation of the CTfastrak route is part of a sweeping plan to lower a 2-mile stretch of the aging, elevated I-84 highway as it passes through Hartford. The plan also has the potential to dramatically reshape the area around Union Station and west of Bushnell Park, now a desolate jumble of concrete highway support columns and ramps.
To lower the highway slightly below grade, I-84 must shift to the west. The rail line and the busway must move because they both cross twice under the existing highway.
Plans now call for the rail to be relocated west of the lowered highway. About a mile and a quarter section of the busway would be moved to the south to travel alongside the lowered highway.
There are three main options under consideration for relocating the busway, with multiple variations on each. The DOT has yet to make a recommendation, but using the elevated rail line is gaining some traction, said Andy A. Fesenmeyer, a DOT project manager. CLICK TITLE TO CONTINUE