CT Construction Digest Monday September 30, 2024

The Northeast's first self-driving car test track and research facility planned for UConn

Natasha Sokoloff

MANSFIELD — Just a couple miles from the University of Connecticut's main Storrs campus, lies a stark juxtaposition to those lively school grounds. With acres of undeveloped land, abandoned buildings and overgrown weeds, a large portion of UConn's Depot Campus has sat unused for years.

But that is set to change, as the Depot Campus could see a renaissance as the new home to a planned test driving track for autonomous vehicles and research facility for high-tech transportation planning.

It would be the first of its kind not only in Connecticut, but in the entire Northeast.

UConn is working with a company to build a multi-million dollar "smart city" and research lab, which would allow companies and researchers to collaborate on emerging vehicle technologies and concepts.

The Connecticut Transportation Institute (CTI), which is part of the UConn School of Engineering, and Promesa Capital LLC have been developing plans for this "Connected and Autonomous Vehicle Smart City" and research facility at UConn since about 2019. 

"The thought and idea is that we take this property, we do some upgrades, we create kind of a sandbox or a test bed for future technologies that would increase transportation safety," said Eric Jackson, executive director of the Connecticut Transportation Institute and director of the Connecticut Transportation Safety Research Center at UConn. Jackson is spearheading the project alongside Steve Cortese, the owner of Promesa Capital.

At the smart city, the possibilities were practically endless, as Jackson said they could test things like traffic signals that talk to cars, smart lights, hydrogen refueling, electric vehicles, self-driving cars and more.

The development would essentially let car or startup companies to rent out the facility, fund research or work with faculty and students at UConn on testing, researching and developing technologies, he said, by figuring out how effective their technology is, how to improve safety or ways to build out infrastructure that help prevent and reduce motor vehicle crashes.

Eventually, the technology and algorithms developed at the Depot Campus could end up in cars, Jackson said.

The development itself is called a "smart city," which Jackson said refers to a worldwide movement in which physical infrastructure is smart and connected, with innovations like driverless cars linked to traffic signals. "So it's really using the internet and cell service to track vehicles to provide them with information and then prevent traffic crashes or collisions from occurring," he said. 

And that's what they aim to bring to UConn.

"It opens up a whole new world of research opportunities to have a facility like this in our backyard," Jackson said, "to be able to be kind of on the ground level of really being able to advance new technologies, work with companies and help with startup companies moving forward."

Construction of UConn's smart city would mean adding a 5G net over the area so that the technology can communicate, and creating physical infrastructure with various driving scenarios to test the vehicles and tech "in a controlled environment that's not going to endanger the traveling public," Jackson said.

"It just came up as kind of the ideal situation," Jackson said, "where the Depot Campus, the infrastructure here is falling apart to a point where it's very difficult that it could actually be used for anything... it can't really be habitable space for either residential or businesses. So this actually sets up really well for us to use it to drive cars around buildings that are kind of beyond repair."

Autonomous vehicle testing facilities, while groundbreaking, aren't completely new to the U.S., as there's a similar one at the University of Michigan, Jackson said. But that didn't diminish the significance of having one here.

"The Northeast is unique in that we have different weather conditions, we have a different driving culture," Jackson said. "So having something in the Northeast where we could interact with either other universities or other startup companies... in New York or Boston that are interested in testing and deploying this technology, this would put something kind of their backyard, where they would have the ability to bring their vehicles here."

Next steps

This is all getting closer to becoming a reality as the UConn Board of Trustees is soon expected to vote on an option agreement between the university and Promesa Capital for the purchase of 15 acres of the campus and development of the project.

The total cost is projected around $15 million, which includes the cost of developing the smart city and the purchase price of the land, according to board documents. Promesa Capital would be responsible for fully funding the land purchase and development and operation of the smart city.

"UConn's not paying for any of it," Jackson said. "We're essentially selling the land for Steve to build it out and then develop a partnership for future research and development."

And while they've had no trouble getting people on board for the concept, the actual logistics of development have taken time to sort through, with several different iteration attempts, Jackson said. A previous version of the development included 105 acres, but Jackson sees the scaled down version as a common ground for UConn and Promesa Capital.

"So I think we're finally at a point where we're kind of at the final iteration of what this would look like, and everybody's kind of in agreement that this can move forward," said Jackson, who is spearheading the project alongside Steve Cortese, the owner of Promesa Capital.

Under the new option agreement, UConn would grant Promesa Capital the right to buy approximately 15 acres of land at the Depot Campus for the future development of a Connected and Autonomous Vehicle Smart City and research facility. Jackson said that the agreement should be ready for approval during the next Board of Trustees meeting, which is next month.

The one-year option agreement would give Promesa Capital time to complete design documents, cost estimates and seek zoning approvals from the Town of Mansfield, according to the agreement. Promesa Capital may then close on the sale after certain conditions are met, including financing confirmation and completing an operating plan acceptable to the College of Engineering, and would then enter into a purchase and sale agreement with UConn.

Promesa Capital would invest the money to do the upgrades, put the infrastructure in, and ultimately, work closely with the Transportation Institute to operate the facility, Jackson said.

Bridgeport soccer developer aims to score key zoning permits

Brian Lockhart

BRIDGEPORT — A "shipping-container-inspired" modular stadium design reflecting the city's industrial past. A waterfront brewery. A plaza shaped like a soccer ball.

Connecticut Sports Group's pending application for key local land-use approvals reveals some additional details about its proposed minor league soccer stadium, including how the building, if necessary, can be de-constructed and moved to make way for a major league facility.

The organization, which had initially wanted to erect the venue by spring 2025 but is now aiming for 2026, is hoping to secure a necessary special permit and site plan and coastal site plan reviews this fall. 

The planning and zoning commission had scheduled a public hearing on those requests as part of its regular meeting Monday, but the application was abruptly withdrawn this week with no make-up date announced. However, in a statement, Connecticut Sports Group clarified it needs to address unspecified "comments and feedback" from city and state officials and intends to go before the zoning board next month.

"We had to submit our application for initial consideration to receive the level of feedback we needed in order to develop a comprehensive application," read the statement. "We expect our case to be heard at the city’s zoning hearing next month in October. Once our application is finalized and the city’s comments are resolved, the final package will be resubmitted."

Two of the key agencies that would weigh in on the stadium's design and environmental impact, Bridgeport's economic development office and the Connecticut Department of Energy and Environmental Protection, did not return requests for comment.

It has been a year since the man behind Connecticut Sports Group, Andre Swanston, went public with his vision to build a minor league stadium and, eventually, a major league one on the lower East side on a former greyhound racing track and ex-rubber factory at Kossuth Street and Stratford Avenue near the harbor. He then in January announced he had a team — Connecticut United — with the intention to start playing games in Bridgeport next spring.

But Swanston's efforts to secure significant public financing to complement private investment have faced hurdles, with Gov. Ned Lamont expressing hesitation and local state legislators now hoping to have more success obtaining aid in next year's session of the Connecticut General Assembly. And the $16 million in state dollars that were awarded to help clean-up any contaminated soil ahead of construction are still pending finalization of the necessary approvals. 

Meanwhile, the state Department of Transportation is going to be using a portion of the property in question as a staging area for an upgrade of the Stratford Avenue Bridge starting next spring through 2026, causing another complication.

While the application indicates that the extent of environmental contamination from prior uses is still being assessed, Swanston last month posted on social media that "pre-construction surveys revealed the need for additional foundation work to ensure the stadium’s safety, adding a few months to our timeline."

So on Aug. 30 Connecticut Sports Group formally announced that it was now planning on having the minor league stadium ready for 2026. 

According to the pending zoning application, "The stadium has been designed with open concourses to provide views onto the field and visibility from (nearby) Interstate 95. It features sleek and modern design with a shipping container-inspired architecture as a reference to Bridgeport's history. Extensive lighting of the stadium in various colors will add vibrancy to the area."

The building will be constructed atop 9.3 acres and would have a footprint of 235,000 square feet.

The document further states there are two future options for the structure. The first is for it to be permanent. The second is, should a major league team come to Bridgeport, the minor league facility would be "disassembled and relocated to another site and replaced with a larger, state-of-the-art major league soccer stadium."

While the initial minor league building will sell food inside, Connecticut Sports Group also envisions a separate brewery/restaurant along the adjacent Pequonnock River, where a 2.5 acre park is proposed "that will serve as a fan zone for pre- and post-game activities on game day."

"The area will contain a number of soccer-related features, including a central plaza in the shape and design of soccer ball," states the zoning submission. "On days without soccer games, the park will serve as a community asset with public access and recreation use on the proposed multi-sports fields. Children in Bridgeport will be able to play on a soccer filed with the backdrop of a professional soccer stadium behind them."

As for parking, according to the application while there will be lots onsite "the majority of attendees" will use "the several parking garages in the nearby vicinity within short walking distance."

"These garages are well below capacity and can accommodate a large portion of the attendees' vehicles" based on a study Connecticut Sports Group obtained. The stadium will also be located very close to the downtown train and bus stations.

New trail connecting to Farmington Canal Heritage Trail in Simsbury will be constructed in 2025

Natasha Sokoloff

SIMSBURY — After a years-long process, a new multi-use trail connecting the Farmington Canal Heritage Trail to a local park is finally set to be completed  by 2026.

The town is currently planning for the nearly $2 million construction of an approximately half-mile trail to connect the Farmington Canal Heritage Trail to Curtiss Park along Tariffville Road near the Farmington River.

It's a project that has been in the works for probably over a decade, said Deputy Town Engineer Adam Kessler.

"The town has always wanted to run a trail from the main trail, the Farmington Canal Heritage Trail that runs along Hopmeadow, to Curtiss Park and the soccer fields that are down there," he said. "It's always important to provide connections to parks."

And while the 10-foot wide, concrete paved path of approximately 3,000 feet in length wasn't a massive scale project, it was still a major asset for connectivity throughout Simsbury, Kessler said. "It's a small little step that benefits a lot of people," he said. 

The multi-use trail would begin at the Farmington Canal Heritage Trail at the intersection of Tariffville Road (State Route 315) and Hopmeadow Street, and stretch up the north side of Tariffville Road. As it goes toward Curtiss Park, it would have a boardwalk portion that brings the trail out into the woods for a short section before continuing back up the road.

The closest the trail should be to the road is about five feet, Kessler said, with a grass shoulder between the curb and the path itself.

It would end with a small cul-de-sac at the existing driveway to Curtiss Park on Tariffville Road. There will also be a new crosswalk for a pedestrian connection to the soccer fields, with a rapid flash beacon to improve the crossing connection.

"Having that other mode of transportation, whether it's walking or cycling, that's separated from the road, makes it a little safer for really, all ages," he said. "When we look at multi-use trail projects, we design it with a child in mind, what's safe for a child. And that's the important thing for the community, is now we will have an established trail down to the park."

The Farmington Canal Heritage Trail, which runs from the coast in New Haven to the Massachusetts border, is a key portion of Connecticut's section of the East Coast Greenway, a 3,000-mile walking and biking route spanning Maine to Florida.

But around half of the state's route is not completed, as there are gaps that still need to be filled. Last year, a new trail connecting Bloomfield to Simsbury was completed, bridging about a 1-mile gap in the greenway.

And although it connects to the Farmington Canal Heritage Trail, the new Curtiss Park trail will not be a part of the East Coast Greenway, Kessler said.

While this trail was considered as a potential Greenway connector, Kessler said Simsbury was actually trying to move forward with an alternative route recommended by the Capital Region Council of Governments, which determined there would be a better option for an off-road trail connection to the East Coast Greenway than continuing the Curtiss Park trail.

The town already applied for a grant to initiate design and some of the construction of that alternative route, but a lot of work still had to happen before that could get underway, Kessler said. "That project in itself is complicated, much longer," he said, adding that it likely had a five to 10 year timeframe.

"So in the meantime, we'll occupy ourselves with the Curtiss Park trail," Kessler said. "We already have funding in place for the construction of this trail, and it's still an important connection from a local standpoint, a trail to soccer fields and river access."

And with federal funding and local and state approvals all finalized, the trail is on track for construction in 2025, Kessler said.

The total project cost is approximately $1.98 million, mostly funded through a State of Connecticut Transportation Alternatives Grant
administered by the Department of Transportation and a CT DEEP Trails Grant, according to town documents. The Town of Simsbury is contributing $396,000 for a local match of 20 percent

The town is aiming to finalize the new trail plans by December, he said, and "if everything fell into place," begin the 6-month construction process in the second half of 2025 for a 2026 completion. But that would be heavily dependent on weather.

Until then, the town will be conducting a public information meeting on Oct. 8 to receive community input on the project's development, during which officials will present updated renderings.

Fairfield Braces For Tax Hikes as $524M in Town Projects Loom

Sophia Muce

FAIRFIELD — With more than $524 million in town projects on the horizon, officials are grappling with how to manage rising costs and potential tax increases. 

At a series of finance board meetings this week, officials from the town, school board and Water Pollution Control Authority said that rising inflation, a reliance on federal pandemic funds and years of deferred projects have driven up current cost estimates for the foreseeable future.

“As we continue to increase this bonding, I’m very concerned about the taxpayers starting to say, ‘Enough with these tax increases,’” finance board member Jim Walsh said. 

According to the town’s new 10-year capital plan, projects include a $65.7 million rebuild of the aged Dwight Elementary School, a $49.7 million renovation of 

Jennings Elementary School, more than $42 million in sewer line design, construction and replacement projects, and about $21.8 million in overdue fire station renovations and replacement fire vehicles.

Since the town often relies on 20-year bonds to fund its projects, Fairfield expects its debt-to-budget ratio to jump from its current 6.63% to 9.9% by fiscal year 2033. Although Fairfield holds the highest possible municipal credit rating as of June, First Selectman Bill Gerber warned that town finances could be affected without significant changes to the plan. 

“We understand that’s really not something that we can do, and we’re going to have to refine this and smooth this out, or even potentially eliminate some things,” he said. “If we move forward, we would be getting too close for comfort.”

Many officials, however, cautioned against continued project cuts and delays. According to Finance Board Chair Lori Charlton, deferrals have been a major factor driving up costs for the town.

“We’ve deferred projects that should have been done for years … and all of that is bunching up now, and it’s a real problem. It created a huge cliff,” she said.

Of the $524,420,446 due by fiscal year 2034, Board of Education projects account for about 47%, compared to 29% for town projects and 24% for WPCA projects. At the Thursday meeting, Fairfield Public Schools representatives emphasized the impact of delays on pending school projects. 

Dwight and Jennings

Under state law, a school’s minority student population cannot exceed 25% above the district’s average minority population. If it does, the school is classified as racially imbalanced, requiring the district to submit a plan to address the issue.

Since 2006, McKinley Elementary School, located just one mile from the Bridgeport city line, has been out of compliance.

Along with tackling the racial imbalance, the school board has spent the past few years exploring redistricting options to alleviate overcrowding at some elementary schools and secure a permanent home for the district’s growing preschool program. 

Although the state legislature extended all deadlines for submitting a racial imbalance plan to July 2025, the years spent searching for adequate solutions to redistricting, overcrowding and the preschool program have stalled progress on improvements to Dwight and Jennings elementary schools. 

Built in 1962, the Dwight building lacks fire protection, a modern HVAC system and has experienced mold and sewer system problems. In a 2021 facilities plan, the school board scheduled a $30 million rebuild of the aged school for the 2025-26 school year, but under the new 10-year plan, the project was expanded and costs more than doubled.

Rather than rebuilding the school at the same capacity, School Board Chair Jennifer Jacobsen said the district plans to build five much-needed classrooms for the Early Childhood Center to accommodate the preschool program. Given recent enrollment projections, however, Walsh and other finance board members questioned whether the town should save money by instead renovating Dwight.

As of Sept. 6, 226 students were enrolled at the elementary school, which has a capacity of 378. This is 18 students fewer than the 2022 district enrollment projections. By the 2030-31 school year, enrollment is expected to rise slightly to 255 students.

While some meeting attendees argued that a new Dwight building would help address districtwide student capacity needs, Walsh warned that the costly project could mean delays for future projects as the town nears its fiscal ceiling. 

“The first selectman already said the other night we’re not going to do the 9.9 [% ratio]. We’re going to have to pull that back, and some projects are going to suffer because of it or not be done. And those could be your projects,” Walsh said. “You might be getting this one thing done, but missing out on five other things.”

Compared to the $65.7 million rebuild, Superintendent Michael Testani said a Dwight renovation would cost about $44 million. 

However, Testani and Jacobsen pointed out that the district has already explored and dismissed the option of renovating Dwight. While the current building could remain operational during the construction of a new one, they raised concerns about where students and staff would go during the renovation process.

Jacobsen urged the need for a rebuild.

“We’ve just done the spaghetti at the wall thing for a really long time,” she said. 

The Jennings school community has also requested improvements. Though only five years newer than Dwight, the building requires a new HVAC system to improve air quality, a sprinkler system and enhanced security measures.

Due to the smaller lot size at Jennings compared to Dwight, Jacobsen stated that the district plans to construct a two-level addition to the school to accommodate ECC classrooms and update the existing building. 

The district anticipates needing funding for the $49.7 million Jennings renovation in fiscal years 2029, 2030 and 2031. However, Walsh noted that the funding sought for fiscal year 2031 may not be achievable.

While the 10-year plan estimates that project costs will total about $62 million in 2030 and about $44 million in 2032, costs jump to almost $70 million in 2031. Walsh called the fiscal year a “glaring problem.”

“Somehow, something’s got to be reprioritized and pushed out,” he said.

Other major district projects include $39 million for the initial phase of air conditioning installations throughout the district, followed by subsequent phases costing approximately $66 million and $50 million.

Deferred improvements

Town Hall officials also argued on Tuesday that their projects have sat on the sidelines for too long. 

Chief Operating Officer David Becker, also chief of the Southport Volunteer Fire Department, urged the need to upgrade the town’s five fire stations.

Of the more than $21.8 million in Fire Department-related expenses in the capital plan, improvements to the firehouses account for about $9.2 million from fiscal year 2026 until fiscal year 2031.

Becker, who also serves as the interim chief financial officer, noted that the fire station has long been undersized and requires maintenance. He explained that as new trucks grow larger, more female firefighters join the station and industry mandates evolve, the demand for additional, separate spaces has increased.

“I practically begged both the current and prior chief to put them on [the capital plan],” Becker said. “Numerous times they did, at least, put some of these projects on, and then consistently strip them off for one reason or another.”

Becker said the $9.2 million ask would allow the department to undertake top-to-bottom renovations at the stations, which would last for more than 25 years.

The two finance board meetings served as planning sessions, and officials have not yet voted on any of the upcoming projects. 

According to the capital plan, projects set to be financed in fiscal year 2026 include approximately $9.4 million for school air conditioning projects, $4 million for WPCA plant equipment improvements, about $2.7 million to design the Dwight rebuild and $1.5 million for a North Stratfield Elementary School roof replacement.

CT Construction Digest Thursday September 26, 2024

Metropolitan District Commission committing $32 million to West Hartford sewer project

Michael Walsh

WEST HARTFORD — The Metropolitan District Commission has laid out its plans to invest $32 million toward rehabilitating and improving aging and failing sewer lines throughout town. 

The project, which aims to reduce and eliminate sanitary sewer overflow as well as reduce sewage and nitrogen released into the Connecticut River, will get started later this month and will take over two years to complete.

Jason Waterbury, a project engineer with MDC, outlined the plans at Tuesday's Community Planning and Economic Development committee meeting.

"We’re lining over 100,000 feet of pipe, but we’re also going to be inspecting and then rehabilitating up to 2,400 private properties," Waterbury said about the scope of the project.

In West Hartford, aging sewer pipes on private properties remain in place, with Waterbury saying some that were installed in the 1930s still exist. These clay pipes can cause problems with their own sewer network when they fail.

"Not only is the customer going to see us doing work on the mainline sewer, but then depending on the condition of the lateral (pipe) ... they will have the opportunity to have their connection from the house to the main line too," Waterbury said. "And that’s at no cost to the customer. In most cases it’s a win-win for everyone. We get water out of our system and the homeowner gets a brand-new (pipe)."

Waterbury said that MDC will be communicating to all residents whose private property will be surveyed for potential sewer linings or replacements as they work through sections of the town. MDC will need permission from property owners to work on anything that isn't in the right of way.

"We’re going to be impacting such a large portion of the town and for an extended duration," Waterbury said. "It also represents a very large investment the district is making ...  with construction costs over $30 million. It’s one of our larger sewer lining projects that we’ve had in recent years."

The expected end date for the complete project is February 2027.

Former West Haven site of Giordano Bros. Monuments to become Yale parking lot

Brian Zahn

WEST HAVEN — For years, engraved gravestones dotted a city parcel on Derby Avenue across from the Saint Lawrence Cemetery.

The West Haven Planning and Zoning Commission recently approved a Yale University application to develop the former Giordano Bros. Monuments location on 275 Derby Avenue into a 72-space parking lot for the surrounding university athletic facilities.

Giordano Bros. Monuments has since relocated to Forbes Avenue in New Haven and renamed itself Spartan Stone and Monuments. The company provided the initial engraving of West Haven's Vietnam Veterans Memorial in 2003.

Yale's application, which covers 275 and 279 Derby Ave., is intended to provide parking for use of the surrounding Yale athletic facility complex, which includes the Yale Bowl. 

Overflow traffic from the facility in recent years has parked along the street on Central Avenue in New Haven. Yale planner Jeromy Powers said the university would not use the parcel to bring additional activities or athletic uses.

Yale purchased the lot in August 2022 according to public land records. Powers said the university has used the parcel as a temporary construction staging area up until this point.

The commission approved a zone change at 275 Derby Ave. in August, as the former monument business parcel was zoned differently from the surrounding athletic facility parcels.

Engineer Tim Onderko said the parking lot construction would include improvements to storm water drainage and retention, as water would drain across the property and sidewalk under the prior use as a monument shop.

Attorney Joseph Hammer told the commission that the university has yet to determine whether the parking lot will include electric vehicle chargers.

Commissioner John Biancur warned the applicants that the commission approved new regulations around electric vehicle charging stations, some of which may impact the application.

State Transportation Officials Revisit Plans for Stamford Train Station Parcel

Angela Carella

STAMFORD – The old train station garage, which started falling down almost as soon as it went up 40 years ago, is gone.

Demolition is just about complete, and the site on Station Place should be clear by Thanksgiving, a state Department of Transportation spokesman said Tuesday.

The department replaced the long-crumbling garage in February with a new one that opened a block away on Washington Boulevard. 

Now state transportation officials are moving quickly to fill the state-owned lot on Station Place with something new. The plan sounds a lot like the one from 10 years ago, when the agency first sought to demolish the Station Place garage and replace it with something else.

DOT at the time partnered with a private developer to build a $500 million, 1 million-square-foot complex of residential, retail, office and hotel space. The project, which DOT officials said would spur development in Stamford and generate revenue for the agency, never got off the ground.

But DOT is again seeking a partner “to transform a key transportation hub and foster a … development that supports the continued revitalization” of downtown, according to a Request for Expressions of Interest that the DOT issued to developers,  spokesman Joe Cooper said. Responses to the request are due Oct. 4, he said.

Next will come a DOT Request for Qualifications to interested developers, Cooper said. That will be due by the end of the year.

Finally, the department will issue to developers a Request for Proposals, which will be due in early spring. DOT will choose a developer by the end of spring, Cooper said.

Repair and ‘revitalize’

One goal, “to transform a key transportation hub,” includes multiple projects that would total $182 million to $214 million.

Improve and expand the station

Extend the tunnel level to Station Place

Add a tunnel

Reconstruct Station Place and add a civic plaza

Improve Washington Boulevard and Atlantic, North State and South State streets to better handle traffic

Improve the bus and shuttle area under Interstate-95

Improve signs and design elements that direct train riders

The other goal, to “foster a development that supports the continued revitalization” of downtown, spurred intense local opposition when former Transportation Commissioner James Redeker proposed the idea a decade ago. 

Stamford commuters said Redeker spoke as if DOT were in the development business, not the transportation business.

Redeker said at the time that the best use for the site of the now-demolished garage is not a parking lot, and that DOT considered the Station Place parcel to be the most valuable piece of property in Connecticut. Building a project there, he said, would “encourage development,” and generate lucrative fees for the department.

Cooper said Tuesday the requests that the DOT now is issuing to developers will offer “opportunities for future Transit-Oriented Development.”

The strategy of TOD is to construct high-density buildings around public transit stations under the theory that it will reduce the use of cars. 

DOT likes TOD

When DOT opened the new Stamford train station garage in February, agency officials posted a statement saying they would pursue a TOD project with developers to “complement investments that the City of Stamford has been making to improve properties and infrastructure around the station” and that “is expected to drive further economic and community development for Stamford and the entire state.”

Jim Cameron, a longtime commuter advocate and columnist, was a strong critic of the DOT’s plan 10 years ago.

“Clearly somebody at the DOT still has TOD dreams,” Cameron said Tuesday. “The impression I got back then was that nobody at the DOT was really smart at making these land deals. But I guess they’re still trying to sell the Crown Jewels.”

The problem with the previous effort was that DOT officials publicized few details about their plan, except that the garage would be moved from Station Place across from the train station to a site a quarter-mile away. DOT officials told angry commuters that the plan was “proprietary”– protected from public view – because it involved a private developer.

Members of the administration of then-Mayor David Martin expressed frustration about DOT’s close-to-the-vest approach, saying they had many questions about what TOD would add to the heavy traffic congestion around the train station.

In the Stamford train station master plan the DOT issued in February, officials appear to acknowledge the congestion.

“The Stamford train station is the busiest passenger rail station in Connecticut,” the master plan concludes. “However, its heavy usage alongside spatial constraints posed by neighboring development and railway infrastructure creates a need for a reimagined, modernized facility.”

The master plan lists 14 projects within a quarter-mile of the train station that are recently completed, under construction, or approved, plus one that is proposed.

Station ringed by housing

The projects include 344 housing units at 75 Tresser; 288 units at 111 Harbor Point.; 325 units at Atlantic Station; 325 units at Atlantic Station West; 107 units at The Key at Yale & Towne; 50 units at Metro Green Phase II; 131 units at Metro Green Phase III; 900,000 square feet at Charter Communications world headquarters; 456 units at RBS-Clinton Avenue; and 406 units proposed for 677-07 Washington Blvd. 

The total amounts to just under 2,500 housing units and nearly 1.4 million square feet of commercial space, according to the master plan.

It’s not clear from the master plan how TOD at the old station garage site will affect congestion.

The old garage, which was beset with design flaws and construction deficiencies from the time construction began in 1984, has been put out of its misery. It had 727 spaces, but in the end only 200 were in use because it was crumbling.

A 2004 addition to the old garage, with 1,200 spaces, remains on Station Place.

The new garage on Washington Boulevard has 914 spaces and a pedestrian walkway that connects to the Track 5 train platform. The $100 million structure was entirely funded by the state.

The 2004 addition and the new garage together have 600 more spaces than were available when the old garage was standing. But commuters report on social media sites that the new garage is often full by 8:30 a.m. on many weekdays. Some have speculated it’s because the state charges less than other downtown garages, so a number of people who park in the new garage are headed for destinations other than the train station.

In fact, fewer people are taking the train from the Stamford station than before the COVID pandemic changed work habits, said a spokeswoman for Metro-North Railroad. Between March and August, an average 8,000 passengers boarded trains each weekday in Stamford, the spokeswoman said. 

That’s down from the pre-pandemic ridership, when the yearly average for a weekday was 11,000 passengers, the spokeswoman said.

Groton task force wants to build new athletic fields to address shortage

Kimberly Drelich

Groton ― A group working to solve what it calls a shortage of athletic fields here is scheduled to present conceptual plans Thursday that call for new fields at Robert E. Fitch High School, Sutton Park and the former Claude Chester School.

The recommendations would upgrade an outdated football field at the high school and add more fields and amenities for students and the community to use, according to the task force.

The Athletic Fields Task Force will hold a public input session on the plans Thursday at 6 p.m. at the Thrive 55+ Active Living Center.

Parks and Recreation Director Mark Berry said the purpose of the presentation is to share with the public the conceptual plans that the task force and consultants believe will best meet the needs of the community after getting feedback from organizations that use the fields.

Berry said public comments will be incorporated into the next round of plans, which will provide an estimated cost for the proposal. The next steps would include seeking approval for the work.

Athletic Fields Task Force Chairman Frank Norosky said the group, under the Parks and Recreation Department, began meeting in 2020 to look into the shortages of fields in town. After talking with people in the community, the task force put together a proposal to maximize space issues and provide the most fields, Norosky said.

The proposed designs, developed by Kent + Frost Landscape Architecture of Mystic, call for two full-sized multi-use fields, a half field, amenities, and parking at the former Claude Chester School site; rebuilding the baseball and softball fields at Sutton Park; renovating Fitch High School’s football field and track with new amenities and adding a softball field and multi-use field, among other features at the high school.

There’s been no decision yet about whether some of the fields would be artificial turf or grass.

The task force had found that the high school’s facilities lag behind other towns in the area.

Norosky said the task force found that when high school teams need to leave campus for a practice or game in another part of town, it can create a problem for students who need to stay after school for academic help because they risk missing the bus.

According to a summary of the task force’s findings on the town’s website, the group also found that the high school football complex has “significant issues” that need to be remedied such as access to the bleachers and a lack of restrooms while there is a lack of facilities for girls’ teams.

Proposed improvements to Sutton Park also will help high school students, who can walk from campus to the adjacent park.

He said overall the plans would provide more opportunities for students to use fields on campus or within walking distance and also more opportunities for residents.

In order to bring the plans to fruition, Berry said a final plan would have to be presented to the Town Council, which would consider funding options and the scope of work. The community then would decide if the project moves forward.

West Hartford chooses final plan for center infrastructure update

David Krechevsky

After years of discussion and revisions, West Hartford has finalized plans for updating LaSalle Road and Farmington Avenue, two key streets in its town center.

The final plan was presented this week to the town council’s Community Planning and Economic Development Committee by Town Manager Rick Ledwith and Travis Ewen, a senior associate and landscape architect with Stantec, the Hartford-based engineering consultant hired by the town in 2022 to develop the plan.

The final plan needs no additional approvals from town boards or commissions, Ledwith said.

He noted that discussions for the project began in 2021 and that the town council has since set aside about $10 million in American Rescue Plan Act (ARPA) funding to cover its costs.

The town intends to put the project out to bid in October, Ledwith said, due to requirements included with the ARPA funding. 

“We do need to have the funds appropriated and contracted by Dec. 31 of this year, “ he said. “Then we have two more years to expend those funds. We do need to move quickly to hire a construction manager and construction company to complete this project.”

The project is expected to be completed in 2026.

The town and Stantec conducted several public outreach sessions on the project, which redesigns the two streets in the center to update their infrastructure while also improving safety for vehicles and pedestrians. 

The town had narrowed it down to two proposals. The first would have changed parking in the center to primarily parallel parking, significantly reducing the number of on-street spaces, while the second retains most of the existing “pull-in” parking spaces.

Ledwith told the committee that business owners objected to the significant loss of street spaces, which led to the decision to reject the parallel parking plan. He also noted that construction, which will be done in phases to reduce the impact on businesses, will be completed faster if most of the existing parking is unchanged. Each phase under the final plan will take four to six weeks, he said.

The final plan does reduce on-street parking by 18 spaces on LaSalle Road, but adds three spaces on Farmington Avenue. 

The plan includes widening sidewalks on both streets — by 5 feet on Farmington Avenue and by 15 to 20 feet on LaSalle Road — which will allow restaurants to expand outdoor dining while also reducing the distances for crosswalks.

Raised crosswalks on both streets, and crosswalk bump outs on LaSalle, are intended to reduce traffic speeds. Sidewalks, crosswalks and parking will all also be made compliant with the Americans with Disabilities Act.

The plan includes a proposal for “traffic security bollards,” or thick posts, that would be used to close off LaSalle Road to vehicle traffic during special events. Ledwith said the bollards could be installed and removed by town employees as needed or constructed as an automated system.

The plan also suggests installing mobility hubs, “where people can connect to different forms of transportation” that can include covered bicycle racks, e-bike sharing and charging stations, and improved bus shelters, Ledwith said. The plan places the hubs in a parking lot on Arapahoe Road, which intersects with LaSalle, and beside Chase Bank on Farmington Avenue, near the intersection with North and South Main streets.

The Arapahoe Road parking lot also will have designated parking for drivers who work for Grubhub, Uber Eats and other food delivery services. Drivers for these services will be required to use only those designated spaces, Ledwith said.

“I feel strongly that this plan reflects our commitment to preserving what makes West Hartford special, while embracing new ideas for the future that we’re really excited about,” he said.

Solar arrays at top of Middletown's old landfill won't mar panoramic view, officials says

Cassandra Day

MIDDLETOWN — As work continues on a large solar array at the top of the old landfill behind the Transfer Station on Johnson Street, access to the nature trail leading to the peak is blocked off for at least another month.

West Hartford-based solar energy developer Verogy is installing arrays on 7 acres of remediated land at the capped 80-foot-high midden.

The Midden Panorama Trail, which can be accessed by a short nature trail with a steep climb, affords a nearly 360-degree view of the surroundings, including Cromwell, Meriden, Portland and other towns, as well as the 90-foot high Arrigoni Bridge, and convergence of the Mattabesset and Coginchaug rivers below.

The gravel trail, a short, steep climb to the top, is accessible from a path next to the R.M. Keating Historical Enterprise Park at 180 Johnson St.

The array will not mar the panoramic view, Acting Director of Public Works Howard Weissberg said.

"They realigned some of their panels to ensure that everything would be preserved,” he said.

Once the work is done, public works will explore options at the peak “to figure out how to gain the best visage,” Weissberg said. He will be working with the Jonah Center for Earth & Art, as well as the Complete Streets Committee to devise a plan.

The 750 kilowatt solar array comprises some 1,520 First Solar modules, according to Verogy.

It is constructed on a ballasted system of concrete blocks set on a stabilized case to ensure the integrity of the landfill cap, according to a fact sheet. 

In all, 778 metric tons of carbon dioxide emissions will be avoided on average each year. The project’s annual production is equivalent to the needs of 103 homes’ electricity use for a year, Verogy said.

Production will replace carbon dioxide emissions generated from 1,990,374 miles driven by a passenger vehicle, officials said.

It is expected to produce 1,114 megawatt hours of clean energy annually without generating air pollution or greenhouse gas emissions, Verogy said. 

Eventually, the arrays will generate revenue for the city in the form of lease payments for the lifetime of the project. 

The capped landfill, which was closed in 1991, is covered by brush, trees, wildflowers and other vegetation. Beavers can occasionally be seen swimming in the river, along with other wildlife.

CT Construction Digest Wednesday September 25, 2024

Two Connecticut gas pipelines could be expanded. Some people have concerns

John Moritz

HARTFORD — A coalition of environmental advocates delivered a letter to Connecticut Gov. Ned Lamont on Tuesday demanding that his administration block further permitting for the expansion of two natural gas pipelines criss-crossing the state. 

The pipelines in question are the west-to-east running Algonquin Gas Transmission Pipeline, which provides natural gas to much of New England, as well as the Iroquois Pipeline, which runs from Canada through upstate New York and Connecticut before crossing Long Island Sound and delivering gas to New York City and its suburbs.

The owners of both pipelines have recently announced plans to expand their existing capacity in the coming years — which they argue will help meet the Northeast’s growing demand for natural gas while also stabilizing energy costs.

Opponents of the projects, however, argue that adding to the state’s current pipeline infrastructure will put nearby communities at risk in the event of a leak, while furthering the region’s reliance on fossil fuels that pollute the air and contribute to global climate change.

The letter delivered to Lamont on Tuesday was organized by Sierra Club’s Connecticut chapter along with local opposition groups that have formed along the routes of the existing pipelines.

“Both of these projects will deepen our state’s reliance on fracked gas and hinder our ability to meet the greenhouse gas reductions and clean energy goals mandated by the Global Warming Solutions Act,” the letter from the groups states. “Furthermore, they lock us into unreliable, unaffordable, unhealthy, and unjust energy."

In a statement Tuesday attributed to Lamont spokesman David Bednarz, the governor’s office expressed appreciation for the “grassroots advocacy” of the Sierra Club, while offering no definitive statement on the future of either project. 

“Our administration is aware of discussions regarding early-stage efforts exploring additional natural gas pipeline infrastructure that would potentially service Connecticut customers and transport gas through the state, however there have been no applications submitted to the state to execute this project, therefore it would be premature at this point to evaluate it,” Bednarz said.

The larger of the two pipelines, Algonquin, is owned by the Canadian energy company Enbridge, which last year announced a plan known as “Project Maple” to seek new buyers of its gas while preparing to add new capacity to the pipeline by 2029.

“Project Maple is a potential future project, and an application for Project Maple has not been filed with [the Federal Energy Regulatory Commission]," Enbridge spokesperson Melissa Sherburne said in a statement. "We have ongoing discussions with possible project customers, such as natural gas utilities, to better define what this potential project could involve."

The second pipeline, Iroquois, is proposing a “compression-only” expansion that would double the current capacity of the pipeline — adding 125 million cubic feet a day of gas — by building new compressors in Brookfield and a new cooling facility in Milford. 

The project would not involve the construction of new pipelines, according to the company’s website. 

The pipeline is jointly owned by TC Energy and subsidiaries of the Berkshire Hathaway Energy Company. Representatives of the project did not immediately respond to requests for comment on Tuesday.

The two pipelines intersect in the town of Brookfield, where the proposed expansions have been the subject of outcry from local residents and elected officials. 

In particular, local opponents have seized upon the Iroquois pipeline’s distance from a middle school — 1,900 feet — as a rallying cry and name of their advocacy group. Kerry Swift, one of the Brookfield residents opposing the project, spoke at the rally outside the State Capitol on Tuesday, where she castigated federal officials for approving the proposed expansion in 2022. 

“They’re supposed to be watching out for us in Washington, and they don’t listen, they don’t respond and they don’t care,” Swift said. “We need to vote accordingly.” 

The developers of the Iroquois project have additionally sought an air quality permit from the Connecticut Department of Energy and Environmental Protection for the project. After delivering their letter to Lamont’s office on Tuesday, the protestors also marched to DEEP’s offices in Hartford to deliver a second copy of the letter to officials there. 

A spokesman for the agency on Tuesday referred all requests for comment to the governor’s office.

$20M for Enfield mall not approved in latest round of state grants

Eric Bedner

ENFIELD — The board of the Community Investment Fund chose on Tuesday not to approve a request for $20 million to support the overall $250 million redevelopment of Enfield Square, but the town still has the ability to reapply for the grant once the project more aligns with economic development guidelines laid out by the state.

Nebraska-based Woodsonia Acquisitions has entered into an agreement with New York-based Namdar Realty Group to transfer ownership of the dilapidated mall, but the redevelopment of the property hinges largely on getting at least $20 million from the state.

Woodsonia has not yet purchased the property, one of several likely deterrents to getting its $20 million request approved.

Enfield officials will receive an executive summary from the Department of Economic and Community Development in coming weeks, detailing why their application wasn't approved, DECD Deputy Commissioner and Chief Investment Officer Matthew Pugliese said.

The review will help Enfield and Woodsonia officials better understand DECD's vetting process and help them potentially strengthen their future applications.

While DECD reviews several priorities required under state law, such as local hiring, support from legislators, and whether it benefits underserved populations, there are some more significant hurdles facing the Enfield Square project.

Before recommending the CIF board approve an application, DECD examines whether a project is still in its conceptual phase, whether a property acquisition in complete, and whether there are any local or state permits awaiting approval, Pugliese said.

"We're looking to see how ready the project is," he said while speaking in general terms and not about Enfield specifically. "DECD works to identify for the board the projects that are most shovel-ready, and can get going quickest."

Another area DECD examines is whether the budgeting of a project is based on hard math that has been thoroughly vetted, making it more clear what the final construction cost of a project would be, Pugliese said.

Further complicating the allocation is the amount of the request, as $20 million would be among the largest allocations for a single project in the short history of CIF.

The largest allocation approved on Tuesday was $8 million.

In this round of CIF grants — the fifth since the inception of the program — there were 146 applicants requesting $445 million, but the board ultimately approved only roughly $75 million for 36 projects that made their way onto Tuesday's agenda.

"That just shows the volume of applications," Pugliese said, adding that some applications have been submitted several times without being approved.

While this delays funding, it also provides more opportunities for applicants to revise their applications in order to meet guidelines established by the state, meaning there is nothing preventing Enfield officials from applying for the same grant in the future.

For this reason, Pugilese said, DECD and the CIF board do not tell applicants that they've been rejected.

"What we always say is, 'your project wasn't selected at this time,'" he said. "There's no prohibition of a project coming back in."

Norwich receives $12M in grants for mill demolition, waterfront improvements

Claire Bessette

When Gov. Ned Lamont visited the Norwich marina on Aug. 1, he turned around in the parking lot and looked at the blighted former Marina Towers building.

“What are your plans for that?“ he asked.

City leaders had a ready answer for the governor, saying they had submitted a grant application to assess, remediate and begin demolition of the long-vacant Marina Towers. The three-story, faded pink and white building at the entrance to the Marina at American Wharf blocks the view of the harbor for people coming into the city.

A giant green banner now hangs on the building asking residents to respond to a survey that asks whether the city should tear it down or redevelop it. Norwich Community Development Corp. President Kevin Brown said more 70% of the respondents so far say they want to see it torn down.

On Tuesday, the state Community Investment Fund Committee approved $4.55 million to continue Norwich waterfront improvements, including money for Marina Towers, along with $7.8 million to demolish and clean up the partially collapsed, former Capehart Mill complex in Greeneville.

Norwich will use $1 million of the $4.5 million waterfront grant to do an engineering assessment of Marina Towers, remediation and at least selective demolition. Brown said even if the building is to be redeveloped, the interior needs to be gutted.

“Any day the city of Norwich scores $12.3 million in grant money, it’s a great day,” Brown said. “It Is an acknowledgment by the state that we are truly making progress in the right direction.”

Norwich was the region’s biggest winner in the latest round of CIF grants totaling $74.6 million that were approved Tuesday. New London received a $250,000 planning grant to design improvements to Gordon Court, and the Southeastern Council on Alcoholism and Drug Dependence received $250,000 to support recovery in the city.

Montville received a $250,000 planning grant to determine what development is best for the busy Route 32 corridor.

Lamont created the $875 million fund to help eligible distressed municipalities fund major capital improvements projects, small businesses to do capital projects and fund planning grants for future projects. Tuesday was the fifth round of grant awards, and the sixth round applications are due Dec. 13.

Norwich earlier received $2 million for waterfront improvements that included installing new boat fueling tanks at the marina and restrooms for Brown Park.

The new money will continue Brown Park improvements with a recreational development not yet finalized, including a permanent stage for summer concerts, possibly a splash pad, ice rink or a return of miniature golf. The heritage trail heading up the Yantic River could see improvements, including an overlook at the river’s edge.

Norwich city leaders called Tuesday’s grant transformative for the Greeneville neighborhood and for the downtown waterfront. The city agreed to acquire the former Capehart complex in January from the defunct former ownership group. The city plans to clean up the 6-acre property along the Shetucket River and create a park.

Earlier this year, Norwich received a $4 million brownfields remediation grant to begin demolition of the first Capehart buildings. The entire demolition and park development was estimated to cost $15 million.

“No matter what happens in the future, at least we have secured all the funding required to scrape that blight off the face of the Greeneville neighborhood,” Brown said.

“We are extremely pleased with this outcome,” Mayor Peter Nystrom said Tuesday. “The Capehart (grant) will be a tremendous lift when you match it with the $4 million in brownfields money we already received. We’ll be able to take down all the buildings and clean up the property. It’s just an opportunity to lift that whole area, which I think is really, really important.”

State Sen. Cathy Osten D-Sprague, whose district includes Norwich, said waterfront improvements will come at a critical time for downtown Norwich. Several housing developments are underway that will bring dozens of new apartments downtown. The waterfront will be an attractive draw for new residents and will bring in visitors to city restaurants and shops.

The Greeneville cleanup will come as the new Greeneville School is slated to begin construction. Capehart has been plagued by arson fires and has attracted homeless people.

“Capehart, that’s a true public safety issue,” Osten said. “We can’t continue to allow fires and other things to happen there.”

State Rep. Derell Wilson, D-Norwich, who grew up and still lives in Greeneville just two blocks away from Capehart, said he was excited about both grants continuing the city’s economic revitalization.

“The Capehart Mill project is a game-changer to the rebuilding of this amazing neighborhood,” Wilson said Tuesday.

The Route 32 Montville money will help plan for the revitalization of the Palmertown and Uncasville areas of town, said state Rep. Holly Cheeseman, R-East Lyme, whose district includes Montville.

“These funds are incredibly important in boosting local infrastructure to help make that section of Montville a more vibrant, business-friendly community,” said Cheeseman in a news release.

State Sen. Martha Marx, D-New London, whose district includes Montville, also welcomed the funding to her district.

“It’s wonderful news that our region will receive this important funding for community-supporting projects like these,” Marx said in a news release. “I’m grateful to the Community Investment Fund’s leadership for their vision and dedication to our state’s cities and towns, as these projects offer new resources and relief for local residents.”

$7.5M considered for community projects in region

PAUL HUGHES

HARTFORD — The Community Investment Fund Board on Tuesday recommended $7.5 million in state funding for economic and community development projects in Waterbury, Winchester, Torrington, Thomaston and Plymouth.

The 21-member board recommended nearly $75 million for projects in 23 towns and cities at its fall meeting. Gov. Ned Lamont will now review the recommendations and determine which ones he will submit to the State Bond Commission for funding.

Community Partners in Action in Waterbury was recommended for a $1,950,759 grant for capital improvements for its alternative incarceration and transitional housing programs in the city.

Neighborhood Housing Services of Waterbury was recommended for a $250,000 planning grant for its Crownbrook neighborhood redevelopment project focused on expanding affordable housing in the city.

The town of Plymouth was recommended for a $1.7 million planning grant to support its downtown transformational plan. A consultant, Goman & York, has met with residents, local officials and business owners, and conducted a townwide survey about what people want for downtown. A draft report presented in June recommended the town improve its downtown with better landscaping, signs, marketing and maintenance.

The town of Thomaston was recommended for a $2 million grant to help fund the renovation and restoration of the Thomaston Opera House.

The Winsted Health Center Inc. was recommended for a $1.6 million grant for predevelopment costs of its Winsted Housing and Advanced MakerSpace project to create a mixed-use housing and job skills training development facility geared toward veterans.

The Warner Theatre in Torrington was recommended for a $1.5 million grant for renovations and upgrades to the historic Warner Theatre.

The theater plans to use the funding to renovate its building, lobby and stage, including HVAC systems. Sound, lighting, security and smoke-alarm systems will be modernized. The theater will also be made more accessible.

Established in 2021, the Community Investment Fund 2030 is a bond-supported, state grant program established to support economic development in historically underserved communities across Connecticut.

It is open to eligible municipalities, community development corporations and nonprofits.

A 21-member Community Investment Fund Board reviews funding proposals and recommends projects to the governor for consideration for funding by the State Bond Commission.

The commission must consider the governor’s recommended bond allocations within two months after Community Investment Fund Board makes its funding recommendation to the governor.

The legislature and Lamont authorized $875 million in state bonding to support the grant program for its first five years. This is its fifth round of funding.

Grants are available for:
Capital improvement programs, such as brownfield remediation, affordable housing, infrastructure, clean energy development, and home or public facility rehabilitation

Small business capital programs, including revolving or micro loan programs, gap financing, and startups funds to establish small businesses

Planning for capital projects including activities such as community engagement processes, feasibility studies, development of project plan and construction budget.

CT Construction Digest Tuesday September 24, 2024

'No end in sight': Centerplan's lawsuit against city, designers of Dunkin' Park faces new hurdle

Andrew Larson

It’s alive.

A high-profile lawsuit brought by the original developer of Dunkin’ Park against the city, and multiple subcontractors, has been winding through the state’s court system since 2016.

The $56 million ballpark, home to the Hartford Yard Goats Double-AA baseball team, opened in 2017.

While the stadium has succeeded in bringing crowds of more than 6,000 fans to downtown Hartford, a dispute over cost overruns and delays with its construction – and the city’s decision to fire the original developer, Middletown-based Centerplan Cos. – remains mired in controversy.

A major piece of the lawsuit was resolved in October, when the City Council approved a $9.9 million settlement with Centerplan and an insurance company. The city also withdrew its counterclaim.

The agreement enabled the city and other defendants to be withdrawn from the case. Also, it allowed Stamford-based developer RMS Cos. to begin constructing a 228-unit apartment building and parking garage on a lot across from Dunkin’ Park, one of the properties involved in the dispute.

But it did not settle claims between Centerplan and project architect Kansas City-based Pendulum Studios II.

In April, Pendulum filed a third-party complaint against the city and several subcontractors, reeling them back into the case. The third-party complaint says the city and two subcontractors are liable for damages caused by their own negligence, and that Pendulum had no way of anticipating the problems that occurred.

Another subcontractor, BVH Integrated Services, has filed an apportionment claim against the city and five other defendants.  

Meanwhile, Centerplan has filed a cross complaint.

The 18 parties now involved in the case have filed numerous motions to dismiss and strike, but the case appears to be headed for another trial – a process that could take years.

The case already went to trial in 2019 and a jury ruled in favor of the city, finding that Centerplan and another company, DoNo Hartford, “controlled Pendulum at all relevant times and were, therefore, responsible to the city for any of Pendulum’s design errors, defects and deficiencies.”

Centerplan appealed, and the state Supreme Court reversed the jury’s decision. 

Recently, the city filed a motion to strike/dismiss the new claims, to which Pendulum has objected. There are currently 13 pending motions, and a hearing is set for Oct. 1.

On Sept. 16, Centerplan filed a motion for an order referring the case to mediation.

An attorney for Centerplan, Louis Pepe of McElroy, Deutsch, Mulvaney & Carpenter, argued in the court filing that the case has already consumed “more than its fair share of judicial resources,” but “the end is nowhere in sight.”

He noted that the legal fees involved for 18 parties in protracted discovery proceedings will be “prodigious,” making the case increasingly hard to settle.

“Counsel for all the parties owe their respective clients and this court an obligation to explore, in good faith, all alternatives — including mediation — to the continuation of this debilitating litigation,” Pepe wrote.

Upgrades to tennis courts on hold due to costs

JOHN MCKENNA 

LITCHFIELD – Unanticipated costs have the Board of Selectmen and the Park and Recreation Commission rethinking a plan to remove the cracked asphalt surface of the two tennis courts at Community Field and put down a new asphalt surface.

As part of a long-range $2.6 million capital improvements plan for the field, $168,000 has been budgeted for a new surface in the 2024-25 fiscal year.

Bringing the planned upgrade into compliance with handicap-accessibility requirements, however, has increased the projected cost to $299,000, the Board of Selectmen learned last week.

The plan also calls for new nets and posts, sediment control and a catch basin, and removal of the fence around the courts and installation of a new fence.

New asphalt courts would have a life span of 25 years, public works department Assistant Supervisor Brett Seamans told the board. Selectmen and the Park and Recreation Commission, seeking an investment that would last longer, are considering the idea of a reinforced concrete surface at an estimated cost of $447,000.

Concrete courts would last 40 years, according to Seamans.

Park and Recreation Commission member Jonathan Torrant, a former selectman, advised the board that an investment in concrete courts would be a sign of the town’s commitment to Community Field.

“We don’t spend enough money on Community Field and the Town Beach as it is,” Torrant said, noting that the tennis court cracks have been an issue for a few years. “We can’t keep putting this off and we need to get going on it and show some progress with the capital money we’ve budgeted.”

First Selectman Denise Raap, citing future budget challenges and the town’s inclusion in a Region 20 Board of Education financial crisis, said the board is going to have to weigh the options for the courts.

Asking the Board of Finance for more money, Selectman John Bongiorno added, would be a hard sell.

“But I do think it is a good idea and I want to see it approved, although I’d want to know that the job would be done the right way,” Bongiorno said of the idea of a concrete surface.

According to Park and recreation Commission member Ray Schmid, the tennis courts are in such bad shape that they may have to be closed to the public. The commission is due to discuss that possibility when it meets Sept. 30.

CT Construction Digest Monday September 23, 2024

New London flood prevention plan envisions ‘linear park’ along waterfront

John Penney

New London – An ambitious $16.5 million flood mitigation proposal for South Water Street calls for a combination of new flood walls and road-raising, along with design elements to make the downtown waterfront area more attractive and functional.

The plan, which requires several steps before it can be approved or funded, focuses on a 1,300-foot stretch of South Water Street, just below Bank Street and a few feet away from railroad tracks.

Felix Reyes, the city’s director of planning and economic development, said the road, where the rear sides of several Bank Street properties are located, has the tendency to collect floodwater after heavy rains.

One solution, floated by the Fuss & O’Neill civil and environmental engineering firm to the City Council’s Economic Development Committee earlier this month, proposes building flood walls between 3 and 6 feet near the Amtrak rail lines.

The firm said the walls would be sturdy enough to withstand coastal flooding events up to a 100-year flood, which the U.S. Federal Emergency Management Agency, or FEMA, predicts have a 1% chance of occurring each year.

The wall construction would likely coincide with raising sections of South Water Street by up to 2½ feet to make the undulating road a uniform height, said Akta Patel, an engineer with Fuss & O’Neill.

Patel said a recent University of Connecticut flood analysis anticipated a 20-inch rise in sea levels by 2050, which could lead to flooding in the common areas of South Water Street.

“That’s already happening in some areas with flooding into basements and some property owners building flood walls,” she said. “And it’s only going to get worse as sea levels rise.”

Ian Law, a Fuss & O’Neill associate, said he envisions a series of beautification improvements to the South Water Street area to be added in conjunction with the mitigation work.

Those additions could include transforming a nearby alley connecting Bank Street into a pedestrian staircase; creating tree-filled plazas; adding stadium-style seating; and laying cobblestone pavers.

Law said existing business delivery paths would remain during the creation of the “linear park.”

The project would require the cooperation of nearby property owners and Amtrak officials. Law said his firm met with several property owners in the spring and will do so again.

The project cost was broken down into three segments: $160,000 for tree planting; $1.6 million for drainage; and $14.7 million for road elevation, flood wall and amenity work.

Law and Patel said the cost of the project could be covered through a combination of FEMA and state Department of Economic Development grants.

Reyes said another meeting will be held with property owners ahead of grant application preparation.

“This is not just about South Water Street,” Reyes said. “We have multiple development projects happening on Bank and State streets, as well as other parts of the city. And they all tie into each other. If you have flooding on South Water, it affects them all.”

West Hartford moving forward with $6 million overhaul of New Park Avenue, including separated bike lanes

Michael Walsh

WEST HARTFORD — Town officials this week revealed their plans to reconstruct part of New Park Avenue, with designs calling for what would be the town's first-ever separated bike lanes.

Up until now, bike lanes in West Hartford have only ever been painted lines on the roadway. But the town's new $6 million plans to overhaul a stretch of New Park Avenue will provide cyclists with a safer mode of transportation through a two-way separated bike lane buffered by concrete curbing.

It's part of West Hartford's plans to improve safety on the busy roadway, which has seen an increase of both residential and commercial development over the past few years. Housing has already been built along the corridor with two more projects planned that will bring hundreds of new residents to the area.

Plans also call for a partial road diet, bringing travel lanes down from four to two with traffic sharing a center left turn line, just like the road diet implemented on North Main Street. The project will also create a raised platform bus stop with enhanced crosswalks that will shorten the distance pedestrians have to travel to cross the roadway.

"There’s some new development along here as well, so it’s a busy area in terms of roadway and traffic volumes," said Joe Balskus of VHB, the consultant working with the town on the project, at a public meeting held on Tuesday. "We know bike lanes are safest when they’re separated. We’re doing a road diet and at the same time we’re enhancing the pedestrian crossings for those who use the bus."

That road diet would lessen closer to the Home Depot plaza, Balskus said, adding that pedestrian crossing distances will be shortened along the corridor. Crosswalks would overall be enhanced for safety, Balskus said. 

"The whole thing about pedestrians and crossing is exposure," he said. "How much is that pedestrian exposed crossing the roadway? With the road diet... you have a refuge island. Your exposure is minimized."

Much focus during the meeting was given to how cyclists will traverse the roadway in the future. Balskus and Dan Amstutz, a senior transportation planner with VHB, outlined how the separated bike lane on the western side of the roadway — beginning where New Britain Avenue meets New Park Avenue — will work.

The nine foot wide travel lane will stretch to Talcott Road, at which point cyclists would then enter a 10 foot wide off road multi-use path that cyclists would share with pedestrians. That path would stretch to Oakwood Avenue. In the past, the town has said they could look at extending that path to Flatbush Avenue, but that would be a completely separate project.

"It really creates that dedicated space for people to bicycle along the roadway which currently doesn’t exist," Amstutz said. "It creates much greater separation away from the traffic."

Amstutz said the separated bike lanes should appeal to a wider range of cyclists.

"It eliminates some of the risk and fear of colliding with vehicles," he said. "It gives the less experienced bicyclist a place where they can be not right in the middle of traffic. If that makes it more attractive to a wider range of people who want to bicycle, it will hopefully get more people out to bicycle and use this to get to locations along the roadway."

The project will be funded by $3.7 million in state funding, while the remaining $2.3 million will be funded by the town itself. Plans should go out to bid soon with construction starting in the spring of 2025.

As road work continues in Middletown, find out what streets are slated for completion

Cassandra Day

MIDDLETOWN — With a goal of repairing some 10 miles of local street surfaces by the end of the year, crews will be paving, milling, patching and conducting other preservation efforts through the fall.

Current projects include Ridgewood Road, which will be finished by Monday, according to acting Middletown Public Works Director Howard Weissberg. 

Final work on Smith Street, between Middle Street and the I-91 bridge over Smith, which began last year, is expected to be complete by Tuesday, he said Friday.

Next up will be curbing and more preservation work on the south side of town, in the Chauncy and Chamberlain roads neighborhood, by October, weather permitting, Weissberg said.

Paving is “sorely needed” in these areas, he explained.

Work on Rose Circle and Stoneycrest Drive, off Newfield Street (Route 3), both of which contain several apartment complexes, is underway.

Completed already are Northview Drive, Oak Ridge Drive and Plumb Road, Acacia Drive, Basswood Drive, Congdon Street, Lee Street, Paddock Road, Mile Lane, and the Wesleyan Hills area.

Construction typically begins in late spring. "We hit the ground running in May,” the director explained.

The department is using some techniques that haven’t been used in Middletown in the past to ensure longevity.

“That will allow us to get more miles treated,” he said. 

“Fall is typically when everything starts happening," Weissberg said. 

State Local Capital Improvement Program funding, as well as city road bonds, are paying for the work, he said.

For the next couple of weeks, the state Department of Transportation will mill and surface a nearly 3-mile segment of  Washington Street (Route 66), as well as St. John Square leading to Route 9, according to the agency.

Project completion is estimated for Sept. 30.

Similar construction will be performed on Route 17 from Randolph Road (Route 155) to Loveland Street, through Oct. 8.

Also, water main replacement on Court Street between Main and Broad streets will take place through October.

The director, who asks for the public’s patience during the process, acknowledged traffic delays and other issues will be a “challenge” for motorists.