CT Construction Digest Monday June 1, 2026

Transit, Amtrak cuts advance in House appropriations bill

Dan Zukowski

The one-year bill cuts public transit funding by 22%, Amtrak by 69% and Capital Investment Grants by 78% for fiscal year 2027 but puts “a historic amount of funding” into bridges.

A House appropriations subcommittee passed a one-year bill on May 21 to fund the Department of Transportation for the 2027 fiscal year. Current funding for the DOT expires on Sept. 30.

The bill passed on a party-line 9-7 vote. It cuts public transit funding by 22% and Amtrak funding by 69%, compared to FY 2026 enacted levels, according to an American Public Transportation Association analysis. 

Its aim is to continue funding at some level while work on the five-year surface transportation legislation continues, sources said. 

The bill sets public transit funding at $16.5 billion for FY 2027 and cuts Capital Investment Grant funding 78% to $737 million. According to APTA, cities are requesting $31 billion of CIG funds in FY 2026 and subsequent years for 49 construction projects in 23 states.

The appropriations bill provides $1.5 billion for Amtrak’s national network and $650 million for the Northeast Corridor. It zeroes out funding for the Federal-State Partnership for Intercity Passenger Rail program, which aimed to expand or add new passenger rail service.

Competition for federal funding

Transportation is competing for dollars with housing in the 2027 Transportation, Housing and Urban Development, and Related Agencies Appropriations Bill, Brittney Kohler, legislative director of transportation and infrastructure for the National League of Cities, told Smart Cities Dive. 

The news is better for cities and metropolitan planning organizations. “We saw some really positive movements that we hope to see expanded, but certainly are a good start,” Kohler said.

“The biggest win was certainly the need for bridge funding,” she added. “This Congress is not only going to put a historic amount of funding into bridges, but they’re going to dedicate 25% to local bridges.”

In the end, it may come down to, “What does Congress want to bring home to their districts?” Kohler said. 

Bipartisan bill for surface transportation advances

The House Committee on Transportation and Infrastructure on May 22 approved H.R. 8870, the BUILD America 250 Act, on a 62 to 2 vote, providing a blueprint for the next five-year surface transportation reauthorization bill. 

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The 1,005-page legislation invests in bridges, rail safety and other infrastructure programs. The bill also creates a new supplemental funding stream for the Highway Trust Fund in the form of a $130 annual registration fee for electric vehicles and a $35 fee for hybrid vehicles.

U.S. Rep. Rick Larsen, D-Wash., said in a statement that the act “will create good paying jobs while restoring aging bridges, repairing crumbling roads, and supporting safe, accessible rail, transit and bike infrastructure.” 

Not everyone agrees.

Transit, passenger rail see lower funding ahead

“While there is a lot of good policy in this bill, if enacted, it is very unlikely it would meaningfully improve passenger rail in the U.S. over the five year life of the bill,” Rail Passengers Association Vice President of Government Affairs and Policy Sean Jeans-Gail said in a published analysis of the bill. 

The five-year bill authorizes $63.9 billion for rail programs, including Amtrak, railroad crossing improvements and other programs, but the funds are not guaranteed as they were under the 2021 Infrastructure Investment and Jobs Act. Instead, the funding would be decided each year through the appropriations process. “That means it expects the Appropriations Committees to use the annual budgeting process to find around $13 billion per year for rail programs when appropriators have consistently struggled to stay above the $3 billion mark,” Jeans-Gail stated.

The act “digs its heels into more roadways while robbing from the multitude of sustainable and affordable transportation options that the country needs,” Kevin Shen, senior analyst for the Clean Transportation Program at the Union of Concerned Scientists, said in a news release.

Per an analysis of the bill by Steve Davis, assistant vice president of transportation strategy for Smart Growth America, guaranteed funding for transit goes from $91.2 billion in the IIJA down to $87.6 billion, while guaranteed highway funding increases from $351 billion to $376 billion.

Wide support for the BUILD America 250 Act

The surface transportation bill has many supporters. 

The Governors Highway Safety Association said in a May 19 letter to the committee leaders that it appreciates combining two safety grants into one program, which “would provide states with greater flexibility to make data driven investments focused on achieving measurable safety outcomes and remove existing barriers to working with local communities.”

The American Association of State Highway and Transportation Officials said in May 20 statement that the bill “reflects many of AASHTO’s core policy principles such as streamlining programs with common objectives, enhancing the efficiency of environmental review and permitting processes to expedite project delivery, and upholding formula-based federal funding to states.” 

On the industry side, construction engineering company AECOM said in a May 19 letter, “We are particularly pleased to see the bill’s increased investments that will sustain the momentum of recent years, providing certainty to state and local governments as they advance their own investments in infrastructure.”

Trade associations and labor unions voiced support for the act in a May 22 news release. “Critically, the bill strengthens protections for workers in active construction zones that will help ensure our hardworking men and women can get home safely when the job is done,” the Transportation Construction Coalition stated.

The five-year bill will move forward in the House, and to the Senate at some point, on its long road to passage this year. “All that matters at the end of the day — especially when we talk about transportation — is, can you see the investment we’ve made, and did it make a difference in people’s lives?” Kohler said.

Three highway work zone speed cameras to be activated in CT June 1. Here's where they are

Alex Putterman

New highway work zone speed cameras will be activated June 1 at three Connecticut locations, though fines won’t be issued until July 6, the state Department of Transportation announced Friday.

The cameras, designed to curb speeding in work zones, register a vehicle’s speed and automatically issue warnings or tickets to the registered owner of any vehicle driving at least 10 mph over the posted speed limit.

As part of a gradual rollout, the cameras will first be activated at these locations:

The I-95 interchange in West Haven at Exit 43; 

The I-95 interchange in East Lyme at Exit 74; and

On Route 2 in Colchester.

Cameras will be activated at other highway work zones at a future date, a DOT news release said. Signs at each active location will warn drivers that speed cameras are in use.

June 1 through July 5 will serve as a “warning period” during which the system will issue warnings but no fines to speeders in those areas, according to DOT. Beginning July 6, speeding vehicles will receive a written warning for a first offense, followed by a $75 fine for a second violation within a single year. Traveling at least 85 mph in a work zone, however, will trigger a fine even for a first violation.

“Work zone speed cameras are a proven tool to slow drivers down and discourage dangerous behavior,” DOT Commissioner Garrett Eucalitto said in a statement. “Lower speeds in work zones mean safer conditions for roadway crews, fewer crashes and safer travel for everyone moving through active work zones.”

State lawmakers piloted the speed camera program in 2023, then made it permanent in 2024, with a few tweaks. Under the law, the state may set up speed cameras at up to 15 locations at a time, though only in work zones on roads where the speed limit is at least 45 mph.

The Department of Transportation tested the cameras for months at locations across the state, in preparation for their activation in June. From March through May, DOT says, speed cameras detected about 1.36 million vehicles driving above the posted work zone speed limit, including more than 4,000 traveling over 85 mph and more than 150 traveling over 100 mph.

Danbury’s aging Kennedy Avenue underground bridge is finally getting rebuilt

Brian Gioiele

DANBURY — A long-overdue rehabilitation project on Kennedy Avenue bridge is underway — and city officials say Danbury taxpayers won’t pay for it.

The State Bond Commission recently approved $2.3 million for the bridge work, phase one of which began Monday with no impact to traffic at this point in what will be a months-long project. There may come a time when the road may be closed, but officials said it would be closer to October. The total project cost is $4.6 million, all covered by state and federal grants. 

The Kennedy Avenue Bridge is underground, located in the area of Kennedy Park and the Transit Pulse Point. Being underground, the bridge supports the roadway and is not visible to those walking or driving along the roadway.

“The replacement of the Kennedy Avenue Bridge is critical to the long-term reliability of our road network throughout our city,” said Mayor Roberto Alves. 

Alves said this project goes hand in hand with the ongoing Downtown Streetscape Project and the broader work being done to modernize aging systems, improve safety and enhance mobility throughout Danbury. 

The bridge, built in 1964, has long needed repairs. 

The work will take about 10 months to complete and includes repairing the existing precast deck units, patching concrete abutments, installing a new 4-inch-thick concrete slab, excavating within the Kennedy Park area, removing existing concrete sidewalks, casting new sidewalks and planting new trees and shrubs. 

“This is yet another great example of the state helping Danbury taxpayers pay for city infrastructure improvements, so they don’t have to pay through their local property taxes,” said state Sen. Julie Kushner, D-Danbury. 

State Rep. Farley Santos, D-Danbury, called this a major win for city residents. 

“With the state covering the full $4.6 million cost of the Kennedy Avenue Bridge replacement, this is a major relief for Danbury property taxpayers and an important investment in public safety, infrastructure and keeping our community connected,” added Santos, who is also the city’s economic development head. 

Santos said the city obtaining additional funding is unique because under the state bridge program, the state typically covers 50% of the cost, leaving local property taxpayers responsible for remainder. For a $4.6 million bridge project, Danbury taxpayers would normally be expected to cover $2.3 million. 

“We secured the additional state funding needed, so Danbury residents won’t have to foot the bill,” said Santos. 

During the construction, Kennedy Avenue will remain open to vehicular traffic, and the HARTransit Bus Pulse Point shall remain in service. 

The area on the south side of Kennedy Avenue, including a portion of the Kennedy Park, shall be fenced off to prevent pedestrians from entering a construction zone. 

Work will include excavation and removal of the soil, pavement and sidewalks at the southerly side of Kennedy Avenue and adjacent to Main Street to expose the bridge top concrete surface. 

The deteriorated concrete from the bridge deck will be removed and repairs made to the concrete deck with specialized concrete repair materials. Then workers will install a reinforced concrete slab over the exposed bridge section. 

Gold Star Bridge traffic crossover to be in place by Sunday morning

Kimberly Drelich

New London — By 8 a.m. Sunday, drivers can expect to see a new traffic configuration on the Gold Star Memorial Bridge as two lanes of northbound traffic will “cross over” onto a dedicated section of the southbound bridge.

Those two northbound lanes will be separated by a steel median barrier from the regular southbound traffic on the southbound span.

The northbound span will be reduced to two northbound lanes.

The state Department of Transportation said the intention is that drivers continuing north on Interstate 95 after crossing the bridge or taking Exit 86 will take the crossover and that drivers heading to Exit 85 will take the northbound span. However, the northbound span also will allow drivers to continue north on I-95 past the bridge.

The long-planned traffic crossover is due to a $900 million repair project for the northbound span that takes drivers from New London to Groton. When completed, the construction project — which entails installing a new deck, strengthening steel, repairing concrete and other improvements — will repair the bridge, bring it up to modern standards and fully restore access for oversized vehicles, the DOT has said.

Preparation work

Patrick McNamara and Keith Schoppe, project engineers with the DOT, and Hank Doll and Mike Ossa, assistant resident engineers with the firm GM2, explained the details of the upcoming traffic crossover in an interview.

Crews will begin implementing the traffic crossover Saturday evening, with minimal impacts starting at 6 p.m., project officials said.

At 9 p.m. Saturday, I-95 northbound in the area of Frontage Road near Town Fair Tire in New London will be temporarily reduced to one lane. Northbound traffic will be shifted to the right, over the existing northbound bridge, which will have one lane open.

That will give crews room to perform the work needed to implement the crossover, project officials said.

Exit 86 will be closed Saturday night, but drivers can use Exit 87 as a detour, project officials said.

Four-year traffic configuration

Once the traffic crossover is in place, it will remain in that configuration for the next approximately four years of construction.

In New London, as drivers head north on I-95 toward the bridge, they will see signs telling them where they should go, project officials explained.

Around the Route 32 overpass in New London, drivers on I-95 will see a sign on the right for Exit 85. Drivers who need to take Exit 85 would take that exit at that point onto the existing northbound bridge. The northbound bridge’s right lane will be for traffic to Exit 85 in Groton only, while the left lane will be for through traffic continuing on I-95 past the bridge.

Drivers in New London who don’t want to take Exit 85 and plan to continue north on I-95 past the bridge or to Exit 86 would continue in the I-95 travel lanes, which will take them onto the traffic crossover on the southbound span.

The crossover will have two lanes continuing north on I-95, project officials said. Drivers in the crossover wanting to go to Exit 86 should be in the left lane and will take a left exit onto Exit 86.

Drivers coming from the Route 32/Huntington Street and Briggs Street on-ramps in New London will not have the option to take the crossover and will go onto the northbound bridge.

Project officials said the northbound lanes on the northbound structure will have two 11-foot lanes with narrow shoulders. The northbound 11-foot crossover lanes will have 2- and 8-foot shoulders, with some limited “pinch points.”

Southbound traffic on the bridge will continue in its existing traffic configuration. Project officials said a left lane was closed on the southbound side of I-95 around the Route 349 interchange to provide a dedicated on-ramp for traffic from Routes 12 and 184. The DOT also is looking at potential ways to improve the merge onto the bridge from Bridge Street in the City of Groton.

Speed enforcement

The DOT said the signed speed limit on the bridge will go down to 45 mph. Starting Sunday, drivers heading north, whether on the crossover or on the northbound span, will have a signed 45 mph speed limit, project officials said. The speed limit for drivers heading south will be signed at 45 mph soon after.

State police will enforce the speed limit, the DOT said, and ultimately there will be speed cameras.

The DOT is developing a traffic dashboard where commuters will be able to view real-time traffic footage and a traffic heat map, with colors indicating the level of traffic, project officials said.

The DOT said it already is sharing the camera feeds with critical emergency response groups, including Groton and New London dispatch and highway operations.

The project team said it has been meeting with emergency services and has assembled a coalition of highway operations, the towns, fire departments and police that are aware of current project status, road alignments, and the best routes to get in and out for emergency response. A wrecker service is slated to be staged in the beginning and during critical traffic times, as needed.

Project officials are urging drivers to drive safely, pay attention to the signs, not be in a rush, and focus on the road, rather than the construction or views around them. The DOT will be installing screens to minimize distractions.

Information and videos about the project are available at https://portal.ct.gov/dot/projects/gold-star-memorial-bridge/rehabilitation-of-the-northbound-bridge?language=en_US.

CT Construction Digest Wednesday May 27, 2026

New Britain secures full funding for long-sought Allen Street drainage project

Claudio S. Hilario

NEW BRITAIN — Mayor Bobby Sanchez said New Britain has secured all funding needed for the long-awaited Allen Street drainage and flood mitigation project, which city officials say will address years of flooding problems in the neighborhood.

“On day one, I made a promise to the Allen Street neighborhood that we would fully fund this project and finally move it forward after more than a decade of waiting,” Sanchez said. “Today, we are proud to say that promise has been kept. This project is about protecting homes, improving infrastructure and finally delivering relief to residents who have waited far too long for action.”

The city had already secured nearly $8 million in federal, state and transportation infrastructure funding for the project. Sanchez said an additional $5 million in state bonding support has now been approved, completing the funding package needed to move the project forward.

City officials said the additional support came through a partnership involving the New Britain legislative delegation, including state Sen. Rick Lopes and state Reps. Manny Sanchez, Dave DeFronzo, Iris Sanchez and Gary Turco, along with support from Gov. Ned Lamont and U.S. Rep. Jahana Hayes.

Residents in the Allen Street area have dealt with repeated flooding issues during major storms for years. City officials said the project has faced delays and uncertainty for more than a decade.

Sanchez said the city focused on finding outside funding sources to avoid placing the cost on local taxpayers.

“By working collaboratively with our state and federal partners, we were able to fully fund this project without using a single dollar from the city’s general fund,” Sanchez added. “That means we are delivering a real solution for Allen Street residents while saving taxpayers millions of dollars. This is exactly how government should work: partnerships, persistence and a commitment to delivering results for residents.”

The mayor also thanked Lamont for supporting infrastructure projects in New Britain.

“Governor Lamont understood the importance of this project from the beginning and has been a strong partner in helping us deliver long overdue infrastructure improvements for our residents,” Sanchez said.

DeFronzo also praised the effort to secure the final funding.

“This announcement represents what can happen when local and state leaders work together with urgency and purpose,” DeFronzo said. “Residents along Allen Street have waited long enough for action. Mayor Sanchez made this project a priority from the beginning, and I was proud to work alongside him and the entire New Britain delegation to help secure the funding needed to finally get this done.”

Alderpersons John McNamara and Luz Ortiz Luna also welcomed the announcement in a joint statement, calling the project a major victory for neighborhood residents who have dealt with flooding and storm-related problems for years.

Proposal for massive CT distribution center draws opposition. An ‘unacceptable burden’: resident

Sean Krofssik 

Noise, lighting, trucks, exhaust and more are on the minds of Connecticut residents who oppose a proposed nearly 1.4-million-square-foot warehouse and distribution center project that would be built off Interstate 395.

The Killingly residents voiced concerns about the development, called Project Husky, that is being proposed by developer Ryan Companies. It also calls for 60 loading docks, 430 trailer parking spaces and 930 associate parking spaces. Although the name of the distribution company was not on any town material or proposals, Amazon was mentioned several times by name during the May 18 town Planning & Zoning Commission meeting.

The 228 Westcott Road plan includes the construction of a new warehousing and distribution center of 1,288,220 square feet and includes 340 acres for development and 76 acres of conservation easement. There are also 216 acres proposed to be deeded to the town of Killingly for conservation. The project is located between I-395, Westcott Road and Mashentuck Road, according to the Killingly Planning & Zoning Commission agenda from May 18.

Two new distribution centers are being proposed on 54 acres at 90 Putnam Pike. That proposal totals 467,500 square feet of gross floor area with associated loading bays, trailer parking spaces, employee parking, access drives, stormwater management systems, retaining walls, septic systems, utilities, landscaping and lighting, records show.

Much of the first hour of a recent meeting included people who expressed opposition to the proposal. Among the reasons for their position also are environment, light pollution, noise pollution, water pollution, air pollution, truck traffic and traffic congestion. There also was support for the plans.

The issues in opposition were illustrated in written testimony by Danielson’s Tammy Russell and all of those who submitted their written testimony prior to the recent meeting.

“I am strongly opposed to the proposed warehouses and distribution center being considered in Killingly. Both will result in zero benefit to our town. Both projects masquerade as economic development,” Russell wrote.

She added that a Walmart distribution center was proposed in the same area of Westcott Road in 2002 and the application was rejected because “the area was zoned business park and not industrial.”

Ferrari’s first electric vehicle met with market skepticism

The nearby Briarwood Falls Condo Association also has put together a petition signed by 45 residents of the 55-and-over community to “Stop Amazon Distribution Center from Locating to Killingly.”

“Amazon has proposed to establish a Level 1 distribution center 1/2 mile from Grouse Court and Mockingbird Dr. This proposal will adversely impact our environment, traffic noise on I-395 and the Briarwood Falls community,” the petition states.

Killingly resident Lynn Geiger presented that petition to the Planning & Zoning Commission on behalf of Briarwood Falls.

“We’d like to stop this Amazon distribution center and all distribution centers from locating on this proposed site, which is located right in back of my house,” Geiger said. “Our homeowners will be directly impacted with what they call in the industry high disturbance noise day and night … If a lithium fire breaks out, our homes will be directly involved in that tragedy. We will be forever living on high alert, and this is an unacceptable burden for our community.”

Danielson’s Jennifer Bryant also opposed the proposal, citing concern about a disturbance to the ecosystem.

“There are many of us that live very close to those areas that are going to be impacted by that traffic, the noise, all of the other disturbances that come with it including pollution,” Bryant said. “Consider all townspeople as they evaluate these projects and not just those that live away from where the center of the impact is going to take place.”

Dayville’s Ida Berris said she is “completely opposed to this project.”

“When you’re talking tons of trucks, there’s no way that it’s not going to impact our atmosphere,
our water quality, our way of life, our rural environment,” she said.

Killingly resident Dr. Robert Carlson said that, if Project Husky were to go through, “the noise pollution will be horrendous 24/7.”

“Trucks breaking off the highway, trucks entering the highway, accelerating up the highway, going down Gauthier (Ave) and up Knox (Ave) to get on and off I-395 – it’ll be literally in those folks’ backyard. There are thousands of us who live within fairly close proximity,” Carlson said. “I take great umbrage with the fact that this is not a residential area. It is to all of us who live here. The light pollution is going to be horrendous. I like looking at the stars. They’re going to be gone with the light pollution from this monstrosity of 1.3 million square feet.”

“These HVAC things on the roof of this monstrosity will be humming away,” he added. “I just plead with you to think about those of us who live here in town rather than those of us who are trying to put this down the throat of us. I assume we’re considered to be relatively rural Rubes, but we’re not and we’re very concerned with what’s going on.”

Dayville’s Russ Daniels said among his concerns are the environment and possible runoff from the building and contamination from the 430 tractor trailer parking spots and 900 parking spots for employees. He also expressed concerns about the added traffic to the area.

“I’ve lived here for 20 years now, and this is by far the worst proposal I have ever seen Killingly make. I’m surprised we’re even considering this,” Daniels said. “The people … haven’t thought all the issues through.”

Dayville’s Al Dufresne expressed concerns about watershed impacts.

“One of my biggest concerns with this project is the scale of industrial development being proposed directly within sensitive headwater areas tied to the Mashentuck Brook watershed system. Once a project of this size is built, the hydrology of the site is permanently changed. This proposal involves extremely large impervious surfaces, roofing, pavement, truck courts, loading areas, and supporting infrastructure. All which is dramatically increased runoff volume and natural groundwater recharge patterns,” Dufresne said.

Dufresne also expressed concern about soil testing, infiltration assumptions, groundwater conditions, and long-term stormwater performance.

“My mom and dad have our family property on Westcott Road. We have about 40 acres there and we had another 117 acres. The town, in the past, wanted to rezone it commercially and we didn’t want that. We wanted to keep it woodlands. Amazon doesn’t have enough money in the world to buy that property off my parents. It’ll never be a commercial or an industrial zone. We’ll fight it to the end.”

There were, however, people who spoke in favor of the proposal. Steve Dana, a Brooklyn resident, who is building in Killingly, said he supports Project Husky.

“I believe that most of the unheard silent majority in this town feel as I do and have remained silent so far. Being loud with your opinion doesn’t make it right,” Dana said. “I only wish that the anti (proposal) didn’t leave after like at the last meeting after expressing their opinions because they would have heard a clear and thorough response to the answers to every single concern that was brought up: safety, lights, sight line, traffic, sewage, water. The parcel in question has been zoned commercial for years for a reason.”

“The developer for [the] Husky Parcel has shown, in my opinion, great response to the citizens and the board concerns such as leaving access for the town to the undeveloped property, putting in their own septic, reducing the number of bridges in the entrance and exit, altering the original entrance and exit from two lanes doubly to one double lane entrance and exit.”

Killingly resident Kevin Olsen also spoke in support of Project Husky.

“This is a well thought out and developed plan that represents the best possible opportunity for the town,” Olsen said. “If we just consider the facts of the proposal such as does the zoning allow for such a business? The answer is yes.”

Olsen said the property is large enough to allow for the required setbacks and said most people wouldn’t see or hear the building because of topography and vegetation. He added that the plan allows for almost 300 acres of open space and the project is good for the tax base and for the residents of Killingly.

“Owners who have a right to develop their properties. They have paid taxes for generations and I know that some people would like to keep it as forest, but it’s not theirs. They don’t pay the taxes. They call it our forest. Unless they own it directly or unless it is owned by the town, the state or the federal government, it’s privately held with tax and insurance being paid every year.”

Tighe & Bond completed a second third-party engineering review of the Project Husky site plan application. The technical evaluation was conducted to assess general conformance with the town of Killingly Zoning Regulations, according to a memo to Ann-Marie L. Aubrey, director of Planning and Development for Killingly.

Among the topics Tighe & Bond reviewed included the stormwater management report, traffic impact study and evaluation of site sound emissions and traffic volume information. Tighe & Bond said issues are “satisfactorily addressed.”

Tom Cody, attorney at the firm of Robinson & Cole, speaking on behalf of the Minnesota-based Ryan Companies said at last week’s Planning & Zoning meeting, “we were pleased that the majority of the comments that had been initially raised were noted as being satisfactorily addressed.”

“There are a number of items that do require additional sort of notes and details added to the site plan application. And the applicant is working on all of that and will be submitting probably within the next week a revised set of plans that include all of those various notes and details that were flagged in those Tighe & Bond comments.”

Cody said the plan has consolidated driveways to a single access point on Westcott Road and that information was presented to the Planning & Zoning Commission Tim Andurko from Langan Engineering.

A public hearing for the town’s Inland Wetlands Commission regarding the proposed warehouses and distribution center will be on June 1, according to Cody.

Mark Vertucci a senior transportation engineer with Fuss & O’Neill presented a study area to include four additional intersections near the proposal and reiterated that Tighe & Bond found operations at these intersections to be acceptable.

“We went out and conducted additional traffic counts capacity analysis and what we found is those intersections are operating acceptably today, and they will continue to do so upon inclusion of the traffic from the warehouse distribution center,” Vertucci said.

Planning & Zoning member John Sarantopoulos voiced his concerns about the project.

“You’re going to have noise, pollution. It’s going to upset the whole community. I think that’s more of a concern than your reconfiguration of that access road leading into the facility,” Sarantopoulos said.

CT to study nuclear industry workforce needs

David Krechevsky

A new state law requires Connecticut to assess the workforce needed to support a potential advanced nuclear energy industry, as policymakers continue exploring whether advanced nuclear technologies could play a future role in the state’s energy mix.

Gov. Ned Lamont on May 22 signed Public Act 26-46, which directs the Connecticut Council for Advancing Nuclear Energy Development to study the skilled labor needs associated with advanced nuclear energy projects.

The council must identify the types of workers that would be needed to support future projects, including engineers, technicians and skilled trades workers, and determine whether Connecticut’s existing education and training programs could meet that demand. The law also requires recommendations for workforce development, recruitment and training strategies.

The measure does not authorize construction of a nuclear facility, provide funding for a reactor project, or change the state’s energy procurement policies. Instead, the legislation is intended to ensure Connecticut is prepared if advanced nuclear technologies become commercially viable and attract investment here.

It builds on efforts launched last year when lawmakers created the Connecticut Council for Advancing Nuclear Energy Development as part of a broader energy package. The 18-member council is now the state’s primary advisory body on advanced nuclear energy issues and is charged with studying potential economic, regulatory, workforce and infrastructure considerations associated with the emerging industry.

It was created due to Lamont’s and other state policymakers’ growing interest in advanced nuclear technologies, such as modular reactors that are designed to be smaller, more flexible and potentially less expensive than traditional nuclear power plants.

Connecticut’s interest in the sector comes amid concerns about rising electricity demand, grid reliability and the challenge of meeting climate goals while maintaining access to carbon-free power sources.

The state is home to the 2,100-megawatt Millstone Power Station in Waterford, the region’s only operating nuclear power plant and one of the largest generators of carbon-free electricity in New England.

CT Construction Digest Tuesday May 26, 2026

Higher gas prices could strain CT construction plans as diesel, asphalt prices surge

Keith M. Phaneuf

While rising gasoline prices threaten Connecticut families’ summer travel plans, the trend is putting pressure on the state’s transportation program as well.

Gov. Ned Lamont’s budget director said Thursday that certain gasoline and sales tax receipts could “soften” this summer if prices remain elevated or turn worse in the coming months.

And a key business leader warned that the state’s transportation construction dollars likely won’t stretch as far, as the cost of diesel fuel, liquid asphalt and other petroleum-related products surge along with gasoline.

“I think we are, unfortunately, all at the whims of the federal government and the decisions of our current president, and this is a situation where we are all suffering,” Lamont’s budget director, Office of Policy and Management Secretary Josh Wojcik, said Thursday.

According to AAA, the average price of regular gasoline stood Friday at $4.55 nationally and $4.64 per gallon in Connecticut, with the latter up 60% since the U.S. and Israel went to war with Iran on Feb. 28.

That created a brief surge in the state’s $2.3 billion Special Transportation Fund, thanks to a percentage-based tax that reflects changes in the wholesale price.

But that tax also has a cap, which has been in effect since March 31. In other words, tax receipts from this source are maxed out — unless motorists start driving more.

That’s unlikely given current prices, not to mention a new forecast posted Wednesday on X by GasBuddy. The popular gasoline price-forecasting service projected an average retail price nationally of $4.80 per gallon between Memorial Day and Labor Day, provided supply lines from the Persian Gulf remain blocked.

But a continuation or worsening of high prices likely will start taking a toll on Connecticut’s second tax on gasoline — a fixed, 25-cents-per-gallon retail levy, Wojcik said.

He noted that also could cut into sales tax receipts from new vehicle purchases.

These two sources, collectively, are to generate more than $615 million for the STF in the next budget cycle, which starts July 1.

Why does that matter?

The fund is key to Connecticut’s efforts to rebuild its aging network of highways, bridges and rail lines — an initiative that was challenged even before the war with Iran started.

Roughly 40% of the STF is tapped for yearly principal and interest payments on the $1 billion-plus Connecticut borrows annually — and pairs with hundreds of millions on federal grants — to upgrade infrastructure. The rest covers operating costs for the Departments of Transportation and Motor Vehicles and supports public transit programs.

Lamont failed to convince lawmakers during his first two years in office in 2019 and 2020 that fuel and sales tax receipts were no longer sufficient to support a modern transportation system and that highway tolls were needed.

Legislators did create a highway mileage tax on certain commercial trucks, but that generates a small fraction of what tolls would produce.

The administration hasn’t renewed its push for tolls but began warning lawmakers one year ago that the transportation fund was on a collision course with insolvency by 2030.

Last November, one year after proposing greater borrowing to accelerate the infrastructure rebuild and ease congestion, the administration projected that effort would have to be rolled back due to financial concerns.

After borrowing $1 billion for transportation work in 2024-25 and pushing it to $1.3 billion this fiscal year, the administration had planned to reach $1.4 billion in the budget cycle that starts July 1.

But last fall, the Office of Policy and Management reported annual borrowing would drop to $1.2 billion starting in July, fall to $1.1 billion in the 2027-28 fiscal year and remain at that level for at least two more budget cycles.

The head of the Connecticut Construction Industry Association said Thursday those borrowed dollars may not buy as much as they did just a few months ago.

Contractors rely heavily on diesel fuel to power trucks and other heavy equipment, said association President Don Shubert. And the average price of diesel in Connecticut still at $5.81 per gallon on Friday, according to AAA, more than $2 greater than the pre-war price.

The cost of liquid asphalt and other petroleum-based products used in many construction projects also is up significantly.

Large construction projects often are scheduled to run for three to five years, Shubert said, adding that firms cannot anticipate huge cost increases that develop in just two months.

“If you take into consideration the inflation we’re seeing now, you’re going to have a reduction in the program” even if the state maintains its levels of construction spending, he added.

Wojcik said he doesn’t believe the potential weakening of gasoline and sales tax revenues would create insurmountable challenges. “We want to continue to make important transportation infrastructure investments,” he said.

But he also said it’s hard to forecast, given how much depends on President Donald Trump’s administration and the Persian Gulf conflict.

Lamont and state legislators took one step to shield Connecticut’s transportation program when they enacted the new state budget earlier this month.

Current law normally allows the state treasurer to use certain surplus dollars from the transportation fund to pay down transportation construction debt at an accelerated pace.

But Lamont and lawmakers captured $100 million of likely surplus from this fiscal year’s STF and transferred it to the fund in the budget cycle that starts July 1, ensuring it still would be available to mitigate problems created by surging gasoline prices.

Rep. Maria Horn, D-Salisbury, co-chairwoman of the Finance, Revenue and Bonding Committee, said there are advantages to paying off debt quickly, but lawmakers also want to shield the transportation rebuild and construction work from the economic chaos created by surging fuel prices.

“We were worried about the solvency of the [transportation] fund,” she said.

Connecticut’s century-old coastal rail bridges are getting billion-dollar replacements

Brianna Gurciullo

As passengers travel on the rail lines along Connecticut’s coast, more than 100-year-old bridges carry their trains over some of the rivers that flow into Long Island Sound.

Billion-dollar projects are underway to replace two of those movable bridges. And by the time work wraps up in 2030 or 2031, assuming there are no delays, a third new bridge could be under construction. 

The complex projects aim to keep Amtrak, Metro-North and Shore Line East trains running while work is ongoing and to ultimately increase train speeds.

Here’s what those barges, cranes and construction crews are up to, and what plans are still in the works. 

Walk Bridge

Construction of a new train bridge to replace this 130-year-old swing bridge over the Norwalk River started in 2023 after multiple instances of the structure failing to properly open and close.

At this point, foundation work for the new bridge piers is almost complete, and half of the decommissioned power lines above the river have been removed, said Rory McGlasson of WSP USA, the firm managing the project. The rest of the lines will come down this summer, and then the bridge’s towers will be removed.

Installation of steel for the new “vertical lift” bridge is set to begin in June, he said. 

“Key milestones to date include installation of eight large, drilled shaft foundations, excavation of deep launching and receiving pits on both sides of the river, and two 60-inch bores beneath the river for power and signal systems,” McGlasson said in a statement.

The overall project is expected to finish up between late fall 2030 and spring 2031, he said, and will cost a total of about $1.6 billion. The federal government is providing about 80% of the funding, and the state is providing about 20%.

Two of the bridge’s four tracks are staying open during construction.

“For marine traffic, one navigational channel remains open at all times to allow vessels to pass safely through the river,” McGlasson said. “On local roads, impacts are limited to intermittent closures or temporary traffic adjustments as needed for construction activities.”

Connecticut River Bridge

A project to replace this Amtrak-owned bridge between Old Saybrook and Old Lyme broke ground in 2024 and is also slated to be done by 2031. It’s expected to cost about $1.3 billion, with about $827 million in funding coming from the federal government and the rest from the railroad and the state.  

Crews are constructing a new two-track rail bridge about 50 feet south of the existing 119-year-old bridge. The project includes building retaining walls to support new embankments and installing foundations to carry new steel spans and tracks. The plans also call for a new movable span to be built offsite and brought in on a barge. 

Amtrak has said the new bridge has been designed to support a maximum speed of 70 mph — 25 mph faster than the current maximum — and provide increased clearance for boats.

The Ferry Landing Pier/Boardwalk was removed because of the construction work. Amtrak built a new pier at Eagle Landing State Park in Haddam to serve as an alternative fishing spot and plans to eventually replace the Ferry Landing Pier.

Throughout the summer, an Amtrak spokesman said, there will be “occasional channel restrictions” through the current movable span to allow for certain construction activities.

Devon Rail Bridge

The Connecticut Department of Transportation is working on plans to replace the 121-year-old Devon Rail Bridge, which spans the Housatonic River between Milford and Stratford. The DOT’s most recent five-year capital plan includes a $3 billion cost estimate for the project. 

The plan notes that the movable part of the bridge has experienced problems in recent years — such as in 2015, when one span got stuck after opening — and despite recent repairs, the bridge’s mechanical and electrical systems are out of date.

A design for the project is scheduled to be finished in December 2029, and construction would then begin in spring 2030. But the timeline could change based on funding availability and permit approvals, according to a DOT statement from earlier this year.

The project is expected to be funded 80% by the federal government, 14.8% by the state and 5.2% by Amtrak, the statement said.

CT still has thousands of lead pipes carrying drinking water. New funding aims to replace them

Austin Mirmina

Connecticut is set to receive $27.5 million from the federal government to replace thousands of aging lead pipes still carrying drinking water to homes across the state.

The funding, announced last week by the Environmental Protection Agency, is the latest allotment given to Connecticut through the Bipartisan Infrastructure Law. Enacted in 2021, the federal law set aside $15 billion for finding and replacing lead pipes nationwide, including about $150 million for Connecticut.

Lead, a heavy metal once common in products such as pipes and paints, is a neurotoxin that is harmful to human health, especially for children and pregnant women. Even small amounts can stunt children’s development and lower IQ scores, according to the state Department of Public Health.

Though water quality experts say the federal funding covers only a fraction of what it will ultimately cost to replace all of Connecticut’s lead pipes, public health officials have described the investment as a big step toward improving the state’s drinking water systems.

“Drinking water infrastructure projects are costly, and this funding provides significant support to our communities as they work to identify and remove lead service lines,” DPH Commissioner Dr. Manisha Juthani said. “These resources allow Connecticut to move faster in eliminating lead exposure risks, strengthening local public water systems, and protecting the health of all residents — especially our most vulnerable.”

The EPA estimates about 4 million lead pipes — also known as lead service lines — are still in use across the country. In Connecticut, there were believed to be as many as 8,000 lead service lines as of July 2025, although that number was likely to change as water utilities continued inspecting older infrastructure, according to the Connecticut Mirror. The pipes are most commonly found in older, industrial areas, including major cities such as Chicago, Cleveland, Detroit and Milwaukee. 

The $27.5 million will help public water utilities find and replace lead pipes — including certain galvanized pipes — while also completing service line records and removing lead connectors, the Department of Public Health said in an email.

“Disadvantaged communities will be given priority, and the federal government may cover up to 75% of project costs when funding is available,” the agency said.

Connecticut’s funding was part of nearly $2.9 billion announced for states through the Drinking Water State Revolving Funds, which are state-run programs that help communities upgrade aging water infrastructure. All six New England states were set to receive $27.5 million in the latest round of funding, except for Massachusetts, which was awarded $32.6 million.

“Every family in New England deserves safe, clean drinking water, and tackling lead exposure remains one of the most important public health challenges we face,” EPA New England Administrator Mark Sanborn said in a statement. “New England has some of the oldest infrastructure in the country, and this funding will help communities make critical infrastructure upgrades to reduce lead exposure and protect families for generations to come.”

Federal rules adopted in 2021 required every water company nationwide to put together an inventory of all service lines in the drinking water system. Utilities were also required to notify residents if the pipes bringing water to their homes contained lead.

Another set of federal rules updated in October 2024 required water utilities to identify and replace lead pipes within 10 years. The regulation also lowered the amount of lead allowed in drinking water before utilities must take action, from 15 parts per billion to 10.

The Trump administration has generally favored deregulation, including rolling back longstanding air and water pollution rules. But on drinking water, the EPA under Trump has taken a tougher stance, saying it is “committed to tackling the lead issue like never before.”

CT Construction Digest Thursday May 21, 2026

Energy company proposes big natural gas pipeline expansion in New England

Miriam Wasser

Less than three years after a large fossil fuel company proposed expanding a major natural gas pipeline in New England, the company, Enbridge, is back with a new proposal.

Known as "Project Beacon," the expansion would substantially increase the amount of gas that can flow into the Northeast through the Algonquin Gas Transmission line. This pipeline carries fracked natural gas from northern New Jersey through parts of New York, Connecticut, Rhode Island and into Massachusetts.

Details about the proposed project are vague, but according to documents released by Enbridge this week, the company would replace existing lines with larger diameter pipes in some places and run secondary pipe lines alongside existing ones in other places. Project Beacon would also involve expanding some compressor stations along the route, and could include new gas storage facilities.

Depending on customer demand, the project could expand capacity on the pipeline by 10%, the company said, and be in service by late 2030.

"Project Beacon would help meet growing energy demand by easing longstanding pipeline bottlenecks that have contributed to higher energy costs for consumers," Enbridge spokesperson Max Bergeron wrote in an email. "By improving access to abundant domestic energy supplies, the project aims to reduce price spikes and strengthen the region’s energy system."

If all of this sounds familiar, that's because it's remarkably similar to a different proposal — "Project Maple" —  the company announced in late 2023.

Same pipeline, same concept for expansion, same reasons given.

While Project Maple eventually fizzled, Project Beacon could turn out to be a different story. That's because unlike in 2023, the politics of energy affordability and climate change are very different in the region.

"There is a responsibility now on all the participants in the energy system to make clear eyed, difficult decisions to preserve reliability and affordability, while continuing to keep an eye on decarbonization," said Dan Dolan, president of the New England Power Generators Association.

Thanks to a combination of cold weather and higher prices, ratepayers across New England have become laser-focused on what they're paying each month in utility bills. A recent survey from the Greater Boston Chamber of Commerce found that energy affordability was the top household concern among residents of Massachusetts.

What's more, demand for power is growing in the region, and renewable sources, like offshore wind, have faced several years of economic and political headwinds.

"New England clearly will need additional energy supplies in the years ahead," Dolan said. "Proposals like Project Beacon are welcome developments in signaling investment interest, even with the many hurdles that need to be overcome," like financing the project and getting it permitted.

In announcing Project Beacon, Enbridge is kicking off something called "open season." Think of it like an auction to gauge interest: Enbridge puts the project proposal out into the world and asks gas companies and power plants if they're interested in buying gas.

Based on the bids that come in, Enbridge will design a final project and take it to the Federal Energy Regulatory Commission for review.

In an email, National Grid spokesperson Brendan Moss said the company was aware of the proposal and "will carefully assess any potential opportunity as part of our responsibility to secure cost-effective supply solutions for our customers and make decisions based on what best serves them and aligns with applicable regulatory review and approval."

He added that "expanding access to reliable, lower-cost energy supply can help improve affordability, reduce volatility, support system reliability, and strengthen economic competitiveness across the region."

A representative from Eversource, the other large gas utility in the region, did not respond to questions about whether the company is interested in putting in a bid.

Earlier this year, the Massachusetts Department of Public Utilities approved a plan for Eversource to buy more gas from Enbridge as part of a separate pipeline expansion plan.

Gov. Maura Healey, who opposed pipeline projects in the past, threw her support behind Eversource's plan. Healey, who bills herself as a strong climate champion, has also said that she supports an "all of the above" approach to energy in the state, which could include more natural gas.

Asked about the new proposal from Enbridge, a spokesperson said the governor is focused on lowering energy costs, creating jobs and reducing the state's dependence on expensive oil and liquified natural gas.

"The governor will review this proposal carefully to make sure it is a good deal for ratepayers," the spokesperson said.

New England has several large pipelines that carry natural gas into the region, but on cold days, when demand for home heating spikes, the region's power plants often turn to burning oil, which is more expensive and polluting. The region also supplements some of its pipeline gas with liquified natural gas that comes in through a terminal in Everett, but that fuel is also expensive.

While past attempts to build a new gas pipeline into the region have failed in the last decade, many in Massachusetts have called for building new pipelines or expanding existing ones to help relieve supply constraints during the winter. Among them are Republican gubernatorial candidates Brian Shortsleeve and Mike Minogue.

Many environmentalists, meanwhile, have said a new pipeline could end up increasing utility bills — not to mention also running counter to the state's climate laws.

" New England's energy challenges are not going be solved by increasing the supply of fossil fuels," said Caitlin Peale Sloan of the Conservation Law Foundation. "We fundamentally need to be looking at decreasing peak need for gas overall, and we need to be really carefully reckoning with the cost that these resources put on to customers and people who have to breathe air when fuels are being burned."

Peale Sloan said she has a lot of questions and concerns about the Project Beacon proposal, including whether it's truly offering a new and flexible energy solution for New England. Because right now, she added, it sure looks a lot like "a retread of the pipeline strategy that failed 10 years ago."

Residents push back hard at Killingly zoning hearing

Connor Linskey

Killingly residents strongly opposed two distribution centers with unnamed tenants proposed at 90 Putnam Pike at the planning and zoning commission meeting May 18. 

During the public hearing for the project, Killingly resident Al Dufresne questioned the impacts the project would have on traffic, noise and lighting. 

“Before approval, the commission must require the applicant explain exactly the type of operation these buildings are designed for and what limits will be placed on truck traffic, hours of operation, trailer storage, hazardous materials and future tenant use,” Dufresne said. 

Claudette Rogers has been a school bus driver in Killingly for 18 years. During that time, she has seen how trucks have impacted traffic and she’s worried about the traffic the distribution centers might cause. One example she gave was when the bus she was driving, along with two others, collided while being stuck behind a garbage truck. 

“I couldn’t imagine meeting four tractor trailer trucks,” Rogers said during the public hearing. 

What residents said via written public comment 

Only two Killingly residents spoke at the public hearing on May 18, as the planning and zoning commission meeting had to finish by 11 p.m. However, many residents expressed their disapproval of the project in emails to the town, which were made part of the agenda packet for the meeting on May 18. 

One such email was from Patricia Klausen of Dayville. Klausen is concerned about the environmental impacts of the two proposed distribution centers. 

“This proposal raises serious environmental concerns that cannot and should not be ignored,” Klausen said in her email. “The potential destruction and contamination risks to local aquafers are alarming, especially in a region where clean groundwater is essential to residents, ecosystems and future generations. Once these natural water systems are damaged, they cannot simply be restored.” 

Tiffany Lucas of Danielson opposed the distribution centers, writing in her email to the town that they would damage the town’s rural character. 

“Our area is one of the last green valleys,” Lucas said. “We are encroaching on wildlife habitat just by living and if we add these massive distribution sites it will be another layer of removing that.” 

The planning and zoning commission continued the public hearing to their next meeting on June 15. 

About the project 

Killingly 1, LLC is proposing two new distribution centers totaling approximately 467,500 square feet of gross floor area with associated loading bays, trailer parking spaces, employee parking, access drives, stormwater management systems, retaining walls, septic systems, utilities, landscaping and lighting. There is also an Amazon fulfillment center proposed on 228 Westcott Road in Killingly.

Developer proposes 22-story, 305-unit apartment tower in Bridgeport

Michael Juliano

A developer has proposed a 22-story mixed-use tower with 305 apartments in Bridgeport, according to an application filed with the city’s Planning and Zoning Department.

Jonathan Gonzalez, of Meriden, has proposed constructing the building on a 0.44-acre parcel at 110-118 Congress St. A three-story commercial building on the property would get demolished to make way for the proposed building.

Gonzalez said the project is part of a broader goal to build 20,000 apartment units nationwide to generate cash flow for Second Start Inc., a nonprofit he founded that provides housing and support services for disadvantaged people.

As part of a separate Bridgeport project, he said he also plans to build an eight-story, 346-unit apartment building on Myrtle Avenue in partnership with the property owner.

“We have a lot of big initiatives, and in order to get to that initiative, we have to create a cash flow,” he said.

The first two floors of the proposed Congress Street building would include office and retail space for tenants such as a grocer, cafe and pharmacy, according to the application. Apartments would occupy the remaining 20 floors.

Plans include installing paved driveways, sidewalks, new utilities, a stormwater management system and landscaped areas.

“The proposed project represents a significant redevelopment of an underutilized commercial property into a modern mixed-use development that enhances the urban fabric of the surrounding area,” the application said.

The three-story building currently on-site is owned by Northeast Film Storage LLC, controlled by Ian Stone and Ralph Stevens, both of New York. They bought the property for $435,000 in 2010. Gonzalez said he is under contract to buy the building.

The city’s Planning and Zoning Commission is scheduled to hold a public hearing on the proposal on May 26.

Crumbling ex-CT hospital site targeted for adaptive reuse. City notes ‘live, work, play’ potential

Sean Krofssik

It was started as a state hospital for people with mental illness and remained operational until the buildings were abandoned in 1996.

Now some of remaining crumbling and abandoned buildings sit on the banks of the Thames River directly across from the posh Mohegan Sun casino buildings.

The city of Norwich wants to change the future of the buildings in its city that serve almost as a gateway to the nearly 300-year-old community at the confluence of the Yantic and Shetucket rivers in eastern Connecticut.

The city is soliciting bids for qualifications for developers to study the former site of Norwich State Hospital, a plan that seeks adaptive reuse of the parts of the site that are in Norwich. The city said it seeks “professional consulting firms and teams to complete a planning study to reimagine the former Norwich State Hospital.”

The Norwich property is located at 628 and 705 Laurel Hill Road on Connecticut Route 12, and the Norwich request for quotation indicates there also is a hope to create a community-driven vision for the site.

“The planning effort will focus on creating a vision for the future redevelopment of the area that will provide a sense of place for city residents and visitors alike. The former hospital property is a prime location for the construction of a live, work, play development that would exist in concert with the neighboring Preston Riverwalk,” according to the city of Norwich RFQ.

The RFQ project is funded by a $250,000 Community Investment Fund 2030 Grant and is expected to complement the upcoming Preston Riverwalk development, which will be constructed by the Mohegan Tribe.

“The Gateway Norwich planning project is intended to provide the community with a blueprint for strategic future growth through public outreach and visioning exercises,” according to the Norwich RFQ.

The Norwich Community Development Corporation owns parts of the property and buildings on the land are listed on the National Register of Historic Places.

As The Courant has reported in the past, the hospital’s striking design, its contribution to the history of medicine, and the leafy tranquility of its campus combined in the late 1980s to earn it inclusion on the National Register of Historic Places. Much of the campus and its principle buildings were in Preston, with a portion in Norwich.

The state had begun neglecting the hospital in the late 1970s, according to former superintendent Garrell S. Mullaney, and decided to close it in 1996 when the movement of patients from institutional to community care reduced its residential population. Custodianship of the closed hospital moved from the state Department of Mental Health and Addiction Services to the Department of Public Works, The Courant has reported. Land was also sold to Preston, which has engaged in extensive study, demolition and remediation at the site, records show. 

The property on 628 Laurel Hill Road in Norwich is approximately 40.95 acres and sits on the eastern side of the roadway. The property is on a sloping terrain that had 16 residential units on the upper plateau that were nurse’s homes, records show. There are also four large administration buildings..

The 705 Laurel Hill Road is approximately 8.07 acres and located on the western side. The property included a large administration building and four out-buildings, records show. Both properties were donated by a private owner to non-profit Norwich Community Development Corporation in December 2024. NCDC is a quasi-governmental economic development partner of the city of Norwich.

A limited environmental assessment was completed in 2020 that included multiple phases as well as a limited hazardous building materials assessment as a part of the “city-wide brownfield assessment,” and in 2025, the Norwich Community Development Corporation was awarded additional Brownfield funds, records show. The brownfield work there has not started yet but will be happening while the planning study is underway, records show.

“The goal of the study is to help stakeholders identify the most viable, community supported, and tax positive uses for the two underutilized, blighted properties. Knowing which land uses are trending and desirable for developers will guide the future zoning text amendments of the new Norwich State Hospital Zone. The study shall include guidance and insight into the potential scope of required brownfield remediation and abatement work necessary to facilitate determined market supported uses,” according to the Norwich RFQ.

The initiative, which is led by Norwich City Planner Dan Daniska, is intended to involve residents’ voices on the future of the area of the city.

“Gateway Norwich planning will connect residents, city officials, property owners, and other key partners to develop ideas for an inclusive, prosperous future for the former state hospital area,” according to the city RFQ.

Part of the baseline assessment would be to review existing conditions, including analysis of available brownfield data and general condition of buildings, soliciting input from Norwich and regional stakeholders, consensus building, and sharing project information through multiple methods, records show.

The city also noted that, among the factors being weighed by the selection committee are: technical competence of the consultant/firm; quality and performance of past services on similar projects; experience of key personnel including the sub-contractors; demonstrated knowledge of environmental remediation and brownfield redevelopment and state of Connecticut DECD and DEEP funding programs; expected quality of the scope of work and deliverables the consultant proposes to provide for the established budget and the ability to perform the professional services without exceeding the grant award, according to the Norwich RFQ.

As far as the project schedule, once the consultant is selected, they should be ready “to begin work as directed by the City of Norwich on or about July 1, 2026. It is anticipated that the contracted services as described in this RFQ shall be completed within nine months of award unless an extension of time has been agreed upon by the City of Norwich and consultant,” the RFQ notes.

The submittals of qualifications for planning for the adaptive reuse of the hospital are accepted until May 27 at 2 p.m. All bids are to be submitted by that time; they will be opened on the city of Norwich procurement portal.

Major milestone: Coast Guard Museum hoists rescue helicopter into building 

Gianni Salisbury

New London — A retired MH-60T Jayhawk U.S. Coast Guard helicopter was lifted into the under-construction Coast Guard Museum on Wednesday.

The multi-mission recovery helicopter, which was active from 1990 to December 2023 and saved over 333 lives, arrived Monday from Elizabeth City, N.C., according to retired Coast Guard Capt. Wes Pulver, president of the National Coast Guard Museum Association.

The helicopter is white and red and has a 54-foot wingspan. It can reach a maximum speed of 205 mph and accumulated 18,855 flight hours during its time.

The future director of the museum, retired Coast Guard captain Carl Riedlin, flew the helicopter while serving in Astoria, Ore., and doing search and rescue missions. It just happened by chance that the helicopter he flew ended up in the museum.

"It is really neat that it is here. It's amazing. One of the goals of the museum is that people who served, when they walk through the museum, they see something that they did and the contributions they made. So it's really neat to see that," Riedlin said.

The helicopter's career began in Clearwater, Fla., flying drug interdiction missions and responding to the Haitian boat lifts in the ’90s. Some of its other notable stations were Air Station Astoria in Oregon, Air Station Cape Cod in Massachusetts, and Air Station Kodiak in Alaska.

Wednesday morning the helicopter was placed on a sled, which was hooked into the side of the building and then lifted and rolled into the building. In a few months, it will hang from the ceiling in the atrium of the museum.

The final display with have replicas of a real crew from Elizabeth City, N.C., that flew the helicopter. The display will reenact the crew rescuing a swimmer.

"They took plaster castings of the crew so the display is going to look lifelike and show renditions of real people, which I think is the coolest thing ever," Riedlin said.

During a tour on Wednesday afternoon, project manager John Metcalf and head architect Stephanie Balsam, who works for Payette, a Boston-based architecture and design firm, reported on the progress of the museum and what each floor will feature.

The $150 million museum will have six floors containing exhibits, galleries, a STEM education center, a learning exhibit for young children, a terrace and event space.

Before the tour, a rescue training demonstration took place in the Thames River off City Pier with a Jayhawk helicopter. During the demonstration, a man was dropped into the water and then called for help, as if in distress. The helicopter then lifted him out of the water.

Commandant of the Coast Guard Adm. Kevin E. Lunday stopped by to watch the demonstration following the Coast Guard Academy graduation. The demonstration was meant to show the types of rescues the retired Jayhawk completed during its time.

Recently the museum faced funding issues after realizing the $20 million funding commitment by the state in 2014 to a 400-foot, glass-enclosed bridge over Water Street was significantly less than what it will now cost. However U.S. Sen. Chris Murphy, D-Conn., and other Connecticut lawmakers secured $50 million in federal funding, the association raised $54 million in donations and President Trump signed the 2026 National Defense Authorization Act, which allowed the Coast Guard to help fund the project.

Pulver explained the museum is looking to bring big crowds to the city, with an estimated 300,000 guests the first year.

"We can't wait to bring folks in. We want to connect people to the rest of New London. We want to make it a visitor experience. The question is how do we connect them to town? How do we connect them to Mystic or Westerly?" Pulver said.

Pulver said construction is expected to be complete in November, followed by the installation of exhibits. Pulver said nothing is set in stone, but he estimates the museum will open sometime in 2027.

For more information on the building of the museum, visit the Coast Guard Museum Association website.