O&G Industries Leads $54.6M I-84 Safety, Operational Improvement Job

IRWIN RAPOPORT The Connecticut Department of Transportation's (CTDOT) $54.6 million I-84 Safety and Operational Improvements project in West Hartford, awarded to O&G Industries Inc., is based upon the mitigation of traffic congestion and safety concerns that can arise in heavy traffic situations.

This two-stage project, financed by the state and designed by BL Companies, started in March 2020 and should be completed in summer 2023. Additional parties involved in the project include Urban Engineers Inc., hired as the construction engineering and inspection consultant.

The project runs west and east along I-84. From the west, it begins at the Farmington/West Hartford town line and ends at the Park Road on-ramp and from the east and 500 ft. east of the Ridgewood Road overpass and extends 200 ft. east of the Mayflower overpass.

Ghazi Alsaqri, CTDOT's project engineer, addressed the initiative's benefits and positive impacts.

"The existing traffic volume within the project limits is at or near capacity, and combined with closely spaced interchanges, results in congestion and weaving concerns on this section," he said. "A review of the three-year crash data between 2012 and 2014 revealed a total of 159 crashes with 48 injuries and one fatality on I-84 WB, and a total of 202 crashes with 90 injuries and one fatality on I-84 EB. The crashes seen most prominently in this time period — rear endings, sideswiping, fixed-object crashes — are indicative of issues related to congestion and vehicle weaving maneuvers.

"The region has grown and with that, the foundations built previously are no longer feasible for the increased volume," he added. "I-84 was constructed in the early 1960s to support regional mobility and commerce; and as the region has grown over the past 60 years, so has daily traffic. Upon its completion, the sections being improved will achieve project goals of increased commuter safety, local and regional commerce and freight mobility."

An additional lane is being added on I-84 WB between Exits 39A and 43, which extends 9,500 ft. Additionally, for the I-84 EB direction, a lane will be added between Exit 40 and 41, which extends 2,800 ft. The lane additions in both directions are feasible via the replacement of the Berkshire Road bridges to accommodate them.

The work also covers replacing the superstructure and widening the Ridgewood Road Bridge on I-84 WB; removing the concrete haunches on the underside of Bridge No. 1747 carrying South Main Street over I-84; installing a noise barrier wall at Bridge No. 1746 carrying I-84 over Rockledge Brook; removing and reconstructing noise barrier walls; and installing an incident management system/information technology system and highway drainage improvements.

Due to regional and population growth, the standards and guidelines for projects of this nature also have changed.

"To ensure that all required standards are met, several elements related to the existing highway cross section, including shoulder widths, will be part of the safety improvements," said Alsaqri. "Guidelines and adherence to standards are being brought up-to-date with the mill and overlay of the existing travel lanes, installation of guiderail to current standards and concrete barrier curb where warranted, relocation of overhead and side mounted sign structures, minor relocation of highway luminaires and the replacement of existing noise barrier walls in poor condition and installation of new ones where warranted."

The construction plan is based on design and engineering issues.

"Construction staging of the bridge replacements is challenging but made possible through temporary closure or realignment of I-84 EB and WB Exit 40 on-ramps," said Alsaqri. "The Ridgewood Road Bridge for I-84 WB is a two-span steel girder bridge and both Berkshire Road bridges are single-span steel girder bridges. The new structures at Berkshire Road are innovative Geosynthetic Reinforced Soil-Integrated Bridge Systems [GRS-IBS], which are typically less expensive and faster to build, and the reinforced approach roadway alleviates the bump at the bridge typically caused by differential settlement."

The noise barrier walls will be constructed during Stage 2, when traffic is shifted to the inside of the highway, to meet current engineering standards and reduce roadway noise for adjacent residents and businesses.

"During the planning and design phase, the department conducted a noise study in accordance with Federal Highway Administration requirements for this type of project," said Alsaqri.

CTDOT is keeping people informed about traffic and construction updates through social media platforms and public meetings.

"Construction activities are being performed during periods of lighter traffic volumes and three lanes will be maintained in each direction during all heavy traffic periods," according to CTDOT. "In order to reduce the impact [of] lane closures, certain activities will be required to take place at night. Construction activities can occur at any time. However, the allowable lane closure periods are restricted to minimize impacts to the travelling public."

Stage 1A of the project, which was just completed, dealt with the first half of the I-84 WB bridge at Ridgewood and median reconstruction at the western limits of the project, and Stage 1B, which should be finished in April 2022, covers portions of the new Berkshire Road Bridges, median widening, cross slope correction, and retaining walls.

Stage 2A, from April to October 2022, will focus on the second half of the I-84 WB bridge over Ridgewood Road, outside shoulder reconstruction, noise barrier walls, and the remaining portions of the Berkshire Road bridges, while Stage 2B — November 2022 to May 2023, focuses on implementing the final traffic patterns and removing temporary pavement used during staging of the project.

"Every job has different challenges," said John Rouleau, O&G's project manager. "CTDOT is in the midst of re-profiling its roadways — not just taking roadways and overlaying them, but putting in new cross slope and profile changes. One of the first operations on this project was laser scanning the entire roadway, then overlaying that data onto the new proposed cross sections. With this information, we were able to compute the cut and fills to the proposed roadway riding surface. Next, we milled the existing roadway to remove the deteriorated asphalt, fills were laid out and multiple lifts of bituminous concrete were placed to bring the roadway to its proposed new grade.

"This presented an early challenge because the paving needed to occur prior to work starting on the first milestone operation, which was the Ridgewood Road Bridge that had a Stage 1A completion date of October 2020," he added.

"We had to complete this wedge paving, which required a great deal of finesse and was time consuming. We started on the demolition of the Ridgewood Road Bridge in June and completed the Stage 1A portion of the bridge work on schedule, which was critical to CTDOT and us.

"Relations with CTDOT and their designers are one of the best I have encountered in my 35-year career. There are always issues, but they have been proactive in working with us. If we had any submittals that were red lining, they put their utmost attention to turn it around as soon as possible."

Another key operation involves the placement of the Information Management System (IMS). This includes the installation of cameras, message boards and underground fiber optic cable in ducts. This had to be completed prior to the start of the bridge reconstruction on Ridgewood Road and Berkshire Road.

"We are presently in discussions of how to expedite the IMS scope to enhance the schedule," said Rouleau, who noted that there have been no major issues from a utility standpoint. "CTDOT coordinated all of the utility work needed to make sure the Stage 1 work on the Berkshire Road Bridge was completed on time."

The initial night work wrapped up in early December.

"These operations revolved around the re-profiling of the road," said Rouleau. "We will be working through the 2020-2021 winter. There will be times when we slow down certain operations. We won't be doing any paving, but there will be some concrete work, setting precast barriers, bridge demolition, abutment construction, drainage installation and earth work that will continue.

"Right now, we're working in the median section — egress is a challenge and we have been using the ends of the job and Berkshire Road as ways of entering and exiting," he added. "As we build the bridges on Berkshire Road, access to the median will soon be closed off so all egress will be at the east end of the job. This will allow us to work safely and effectively during the day. It's tight, but doable."

O&G crews are now in Stage 1B.

"The roadway is being widened and we're placing 10 inches of processed aggregate base on a compacted subgrade, then topping it with 15 inches of asphalt," said Rouleau. "This asphalt is comprised of several layers of polymer modified asphalt [PMA]. The road work has started in the median. We did all of the Stage 1A road work and quite a bit of the median on the western limits of the project. Presently, we're working on Berkshire Road Bridge toward the eastern limits of the project. Our goal is to get everything graded so that in April or May, we can start paving right away."

Currently, the day and night shifts have been between 50 and 70 craft personnel, including the laborers, carpenters, ironworkers, Operating Engineers, Teamsters, electricians and masons.

The Ridgewood Road Bridge (1743) is 150 ft. long and has two spans and the Berkshire bridges (1744 and 1745), approximately 90 ft. long, are being converted to single span bridges.

"They will be built on Geo-Synthetic Reinforced Soil [GRS] abutments, and each of the bridges are being done in two phases," said Rouleau. "They will be worked on simultaneously. We wrapped up the demolition of the median sections for bridges 1744 and 1745. For bridge 1743, we're modifying the abutments, the piers and putting in architectural in-fills below it."

A shear mounted on a Caterpillar 345 backhoe is helping with the demolition activities.

"We're using GPS equipment to assist grading and drainage operations, and have GPS systems mounted to our dozers and backhoes," said Rouleau.

The asphalt removed by milling operations is immediately placed in trucks and brought to a plant where it is recycled to create RAP. The concrete from the bridges is taken to recycling plants where it is crushed and turned into subbase.

"We're recycling quite a bit of the material," said Rouleau.

Nearly 5,000 ft. of new noise barrier wall shall be installed in Phase 2, toward the end of 2021 and into 2022.

"It is anticipated it will reduce highway noise by about 20 decibels," said Rouleau. "We're replacing dilapidated walls with columns augured into the ground, stabilized with concrete,and sound absorption panels with an ashlar stone to finish it."

Rouleau has a solid management team and seasoned crews.

"Our team is a quality group, most with over 20 years of roadway and bridge building under their wing," he said. "CTDOT and Urban Engineers also have a strong team. Urban Engineer's Josh Gray is an excellent resident engineer — he's very thorough and a pleasure to work with. You need a good team pulling in the same direction and sharing a common goal to build a quality successful project. I've also been very satisfied with the people that the unions sent to us.'

The main subcontractors are Langan Connecticut Inc. for road scanning; CCA LLC. for surveying; Tilcon Connecticut Inc. for milling and paving; AFC Construction LLC. for the concrete work on the bridge structures; A.M. Rizzo Electrical Contractors Inc. for electrical, light, signal and IMS work; Alma Iron LLC. for furnishing and installing rebar for the bridges; Quaker Corporation for the overhead and side-mounted signs; Haven Steel Erectors Inc. for the bridge steel; Supreme Industries Inc. for the clearing and grubbing; Total Fence LLC. for the metal beam rail and protective fencing; and Safety Marking Inc. for the pavement markings.

Bridge demolition, along with other activities, should generate 3,500 cu. yds. of concrete removal; 10,000 tons of bituminous concrete removal; 900 tons of structural steel removal; and 56,900 cu. yds. of earth and rock excavation.

New construction materials should include: 4,000 cu. yds. of concrete; 68,500 tons of bituminous concrete; 800 tons of new structural steel; 80 new drainage structures and 6,600 linear ft. of drainage pipe.

Additional equipment on site and to be brought in later includes: a Grove RT880E rough-terrain crane; Caterpillar backhoes — an M322F, a 335F, two M330s and a 345 backhoe with a LaBounty UP 45 processor; two Caterpillar D6 dozers; a JLG 60-ft. manlift; an Ingersoll-Rand SD116DX earth roller; a Caterpillar 966E loader; a Sterling LT9513 tri-axle dump truck; and a Kenworth T800B truck.

"We have an onsite mechanic to take care of issues that can be handled here," said Rouleau. "If it's something major, it's removed from site and replaced. We maintain the equipment daily — proper grease and oil changes, hose condition checks are conducted by both the operators and the mechanics. The operators check the fluid levels prior to starting the equipment each start of shift and the equipment must be cleaned at the end of each shift. It's attention to detail, upkeep and daily maintenance that allows our operations to stay efficient." CEG

Charter Oak Bridge Project Set to Bring Congestion Relief for Connecticut's Capitol Region

IRWIN RAPOPORT  The delivery of the Connecticut Department of Transportation's (CTDOT) I-91 Charter Oak Bridge (COB) Project, a large-scale initiative that combines two projects to reduce congestion and improve safety in the city of Hartford, and towns of East Hartford, and Wethersfield, is less than two years away.

The contract, administered by CTDOT, District 1 and the Federal Highway Administration, was awarded to O&G Industries/Barletta Heavy Division, Joint Venture (OGBHD), at a cost of approximately $213 million. The project, which began April 1, 2019, involves multiple stages and an aggressive schedule with incentives for the contractor to not only finish on time, but ahead of schedule wherever possible.

The anticipated completion date is May 26, 2022. Project Consultant Inspection is being done by WSP, and the infrastructure was designed by CME Associates (CME) and HW Lochner (HWL).

The purpose of the project is to strategically target and alleviate recurring traffic congestion along I-91 northbound by constructing a new, two-lane exit-ramp to the COB (Route 5/15) at Exit 29 (Bridge 6947) in place of the existing, single-lane ramp configuration. It will replace — doubling the capacity and improving the geometry — the current operationally deficient ramp, well-known for creating traffic tie-ups on northbound I-91 and on the COB.

Congestion results in daily delays and safety concerns for motorists as traffic slows or stops on the highway. The project will relieve this bottleneck for roughly 80,000 drivers per-day by improving through-traffic capacity and reducing weaving maneuvers on I-91 northbound and on Route 5/15 northbound on the COB.

"This addresses safety concerns associated with congestion and operational shortcomings in Hartford and East Hartford at I-91NB Exit 29," said CTDOT Project Engineer Juan Ruiz. "Congestion, with queueing in the right lane of I-91 NB, has been observed to extend as far as approximately 1.4 miles. This is due the steep vertical grade of the existing Exit 29, with a significant volume of heavy vehicles and traffic volumes that are near capacity. In addition, the lane-drop from four, to three lanes, at Exit 27 contributes to this congestion; the northbound portion of the Charter Oak Bridge has experienced heavy weaving of vehicles entering from the I-91 Exit 29 with vehicles on Route 5/15."

Crews are relocating the future I-91 northbound Exit 29 and constructing the new ramp such that two lanes will exit I-91 northbound from the left, fly over Route 5/15 southbound, and enter the COB from the left lanes.

"The I-91 NB Exit 29 is being redesigned to be a major diverge, with two dedicated lanes for the left exit ramp to Route 5/15 NB," said Ruiz. "The new ramp will have added capacity and improved grades so that trucks can maneuver easier, and these changes will improve traffic flow and reduce recurring congestion."

Work is being done in four stages: Stage 1 — lower roadways under bridges; Stage 2 — widen portions of I-91 northbound and Route 5/15 northbound; Stage 3 — construct a new Exit 29 ramp, and Stage 4 — remove the existing Exit 29 ramp. The overall project entails:

Widening of northbound I-91 from Exit 27 to Exit 29 for approximately 5,700 ft. to allow for the installation of an additional travel lane. This requires the widening of the bridges over Route 15, the Airport Road on-ramp, and Airport Road, as well as the lowering of the roads below all three bridges to allow for adequate overhead clearances.

Construction of a new two-lane exit ramp from northbound I-91 to the COB, including: construction of one new bridge; widening the portion of the northbound COB over I-91 to accommodate four northbound travel lanes, and eventually, the removal of the existing single-lane ramp from I-91 northbound to the COB.

Installation of new lane markings on the new Exit 29 on-ramp and on the COB to accommodate four travel lanes (two lanes from the new on-ramp and two from Route 5/15).

Widening of northbound Route 15 to add an additional lane from the COB to the Silver Lane underpass in East Hartford, as well as the widening of the bridges over Main Street and Silver Lane.

Improvements to extend the service life of the pavement and bridges (milling, paving and subsurface concrete repairs) on I-91 north and south between the Elm Street overpass in Wethersfield and the new Exit 29 off-ramp in Hartford, drainage system upgrades, and guiderail upgrades to meet current standards

"Considering the complexity of the project and the multitude of on- and off-ramps, the nightly lane closures and work zones, installed per-plan, are working very well," said Ruiz. "They are very clear and defined for the motoring public."

The interchange is within a heavily traveled urban corridor and one of the biggest challenges was to provide a design that could be constructed while maintaining traffic throughout the project site. Detours and lane closures are planned to avoid pattern overlaps and traffic volumes are monitored on a regular basis using Smart Work Zones (SWZ), which are applications of Intelligent Transportation Systems (ITS) utilized to help improve safety and mobility.

The new structures are designed for a 75-year design life.

The management and protection of traffic plan includes closures and detours, and daytime and nightly lane and ramp closures based on the work scheduled, such as paving and steel erection. To get materials and equipment on to the project site, the team uses the temporary lane closures and/or off-peak hours. CTDOT is maintaining all existing lanes during off-peak hours.

The joints on the COB consist of a molded rubber and a steel expansion joint unit, which accommodates structural movements and concrete headers. High strength aluminum wear-plates are molded into the top surface and grooved to provide skid resistance. The concrete header will be normal deck concrete, while the joint itself is rubber, steel and aluminum. While not exactly the same, the new joints are very similar to the existing joints.

The pavement surface on the Route 3 ramp is known as a High Friction Surface Treatment (HFST), composed of calcined bauxite aggregate that is bonded to the existing pavement surface with epoxy. HFSTs are increasingly used nationwide due to what many regard as superior friction characteristics. CTDOT is looking for further opportunities to use the material in additional areas that have a high friction demand.

For the roadway areas being widened, the existing poles, foundations and underground foundations are being removed and replaced, and new LED luminaires will be installed. In the areas where no roadway changes are occurring — I-91 southbound, COB, I-91 and the Route 3 Interchange — the existing lighting infrastructure will remain, but the high pressure sodium (HPS) lights are being converted to LED. Existing HPS under bridge luminaires are being converted to LED within the project limits.

Michael Daley, OGBHD's project manager, who has managed several large projects, noted that the two JV partners have worked together on previous projects, and that the JV and CTDOT are united in ensuring the outcome is a success.

Thus far, the JV has completed the I-91 median from Cove Bridge to Route 5/15 Bridge, I-91 NB sign structures, I-91 concrete pavement repairs and substructure on bridges 6947, 6000, 0480 and 1466. The 2021 construction season will focus on opening the new I-91 northbound ramp to Route 5/15 northbound over the COB, completed I-91 northbound and southbound, including ramps and East Hartford Bridges at Silver Lane and Main Street.

The project has its challenges, including securing experienced construction workers.

"Obtaining and developing the best trade's people possible, while maintaining productivity, are our overall challenges," said Daley. "Without them, the work cannot get done or be done to the highest standards. General Superintendent Larry Doyon, Roadway Superintendent Bill Noll, Bridge Superintendent Bob Nardi, and Night Superintendent Ryan O'Halpin have done an awesome job of finding these trades people and training them for the future."

"They have been working with the unions and other sources to obtain the best possible trades people in order to get the work done with the best quality and safety in mind, while maintaining the schedule," he added. "They used a retired foreman to help train the new foreman and trades people not only to make sure this project goes well, but to build a future for the company. We give them all the credit. It's a real team-effort."

Soil issues are minimal, and water and utility issues were overcome with the assistance of the CTDOT, WSP and CME.

Careful coordination allows crews to work day and night shifts at multiple locations.

"Bill Noll has been key in coordinating all aspects of the night work and making sure they run smoothly and productively with the day work," said Daley. "This project has tight work zones. We work with CTDOT and WSP on each work zone to make sure we have the safety of the traveling public, as well as that of our own workers in mind."

Despite the many elements, Daley keeps his eyes on the prize.

"The key construction activities are completing the first stage of the Charter Oak Bridge widening and the new off-ramp Bridge (6947) from I-91 NB to Route 5/15 NB by May 26, 2021," he said. "We have worked around-the-clock to complete these bridges this year so we can tie them in by next May. Challenges started with utilities, piles and bridge substructure — piers and abutment — and now have moved on to the bridge superstructure — the decks. Each activity was addressed with CTDOT, WSP and CME as the work progressed. Utilities were relocated, piles driven through caissons and bridge structures formed and poured."

Specialty equipment such as an ICE Auger 5550 for drilling and ICE vibratory and diesel hammers are helping push the project.

"We will be working through this winter to maintain the schedule," said Daley. "Any work that can be done in the cold weather will be done."

Daley is assisted by Kevin Mierzejewski, James Drake, Kevin Bernard, Michelle Fredette, Brett Stackhouse, Craig Miller, Joe Hudach, Joe Sefcik, Mike Lenhardt, Kevin Voelker, Nate Marsili, Paul Kuna and Jenica Herazo.

"The team is working well together," said Daley. "All work is done ahead of schedule and any issues that come up are addressed quickly to keep the project moving. The crews have been great, working safely and pushing through the work to stay on schedule while we deal with the current health issues."

Peak days have 220 construction workers on site, with local and regional subcontractors brought on board.

Excavation and demolition is expected to generate 25,000 tons of concrete, 210,000 tons of asphalt, 1,000 tons of steel, and 170,000 tons of earth and rock. For new materials, the JV is bringing in 31,000 tons of concrete, 260,000 tons of asphalt and 5,800 tons of steel.

"We are reusing as much of the earth excavation as much as possible;" said Daley. "Recycling is very important to us, but due to the specifications, reuse of materials is limited."

Other equipment on-site includes: Cat 345 and 330 excavators, Cat D4 and D6 dozers, Cat 966 loaders, Cat and Bomag rollers, Woodings drills, Grove and Manitowoc cranes, and Kenworth tri-axles and crash trucks.

Maintenance is crucial to ensure production is continuous.

"We have three mechanics on duty between the day and night shifts," said Daley, "and we keep tabs on the equipment on a daily basis and repair as necessary."

OGBHD purchases and rents equipment from dealerships such as H.O. Penn in Newington, W.I. Clark in Wallingford, and Shawmut Equipment in Manchester (all in Connecticut), and ICE Incorporated in Sayreville, N.J. CEG

Data center tax-break vote delayed despite governor’s endorsement

Liese Klein  The State House approved a fast-tracked bill this week that would give tax breaks to data centers setting up shop in Connecticut. 

House Bill 6514 would waive state sales taxes for 20 years on any company that invests at least $200 million on a data center in the state, or invests $50 million if the data center is located in a designated enterprise zone. The bill was approved 133-13 on Wednesday.

Some lawmakers questioned the energy usage and environmental impact of data centers, in addition to the fast-tracked process the bill went through before adoption. To address those questions, a planned Senate vote on the bill was delayed until to Monday,

“Connecticut needs to get in the game and bring this industry to our state,” Gov. Ned Lamont said in a statement of support for the bill. “This is a once-in-a-generation opportunity to show the technology industry that Connecticut supports this sector and we welcome their development in our state.”

With 11 data centers currently located in Connecticut, technology boosters are seeking incentives to lure more companies into locating here and creating highly paid IT jobs.

“We need to approach emerging technologies like these data centers with the utmost focus, as they represent changing trends and stronger economic results,” State Sen. Steve Cassano (D-Manchester) in support for the bill. “A warmer reception to these locations in our state could lead to many strong years of business growth and resulting economic strength.”

A data center, defined as a facility built to house a group of networked computer servers, would also be exempt from any financial transactions tax or fee that may be imposed by the state through trades of stocks, bonds, or any other financial products for 30 years from the date a new facility is completed.

Torrington residents invited to informational hearing on road projects

TORRINGTON — The city is developing plans to reconstruct various roads on the north end of the city, including Alice Street, Benham Street, Brightwood Avenue, Calhoun Street, Eastwood Road, Lorenzo Street, Margerie Street and Pythian Avenue, and the sidewalks on Dawes Avenue, Lois Street and Northridge Avenue, according to a statement.

The road construction project includes paving, new curbing, sidewalk replacement and associated miscellaneous work, which will provide for safer vehicular, and pedestrian travel. The project is financed through the City of Torrington Pavement Management Program Bond Fund.

City officials expect construction to begin in the spring of 2021.

“It is the City’s policy to keep persons informed and involved when such projects are undertaken. It is important that the community share its concerns to assist in the project’s development,” officials said in the statement.

Residents are invited to attend an information meeting on Zoom at 6 p.m. March 8. The meeting is not in-person and will not be held at City Hall.

To attend the meeting, go to https://us02web.zoom.us/j/82266694179?pwd=ejc5TnRrZkJMWjR4dXJkUVU5Q3Irdz09. The meeting ID is 822 6669 4179; passcode is Z8dra4

Attorney General Tong investigating Connecticut Port Authority

Marc E. Fitch  Attorney General William Tong confirmed that his office is investigating the Connecticut Port Authority in a letter to Senate Republican Leader Kevin Kelly, R-Stratford, and Sen. Paul Formica, R-East Lyme, who asked the attorney general to review contracts and payouts made by the quasi-public agency.

“In concert with the Auditors, we are currently in the process of investigating the issues raised in [the auditors] reports, particularly with respect to the CPA’s contract with Seabury Capital, and any possible violations of law or the state Code of Ethics,” Tong wrote in his response.

The State Contracting Standards Board found the Port Authority had paid Seabury Capital “more than $700,000” to find an operator for the State Pier Project in New London, including a “success fee” of $523,500.

Seabury selected Gateway Terminal as the operator for the State Pier, part of the $157 million project to turn the State Pier into a staging area for an offshore wind farm being developed by Eversource and Danish Company Ørsted. 

Gateway was already operating another pier nearby in New Haven, according to Jon Lender of the Hartford Courant.

Formica said the success fee amounted to a finder’s fee that was larger than the Port Authority’s annual budget. Furthermore, The Day’s David Collins reported that Seabury Capital employs former CPA board member Henry Juan III, although Juan was not a board member when the contract was signed.

“We are aware of public allegations concerning the so-called ‘success fee’ paid to Seabury Capital and possible conflicts of interest, and we will investigate those allegations,” Tong wrote.

The embattled Connecticut Port Authority has, for several years, faced intense scrutiny from lawmakers after auditors and whistleblowers revealed the agency had spent lavishly on travel expenses, awarded contracts to business associates and hired family members, resulting in several board members stepping down.

Tong initially rejected a 2019 request from former Senate Republican Leader Len Fasano, R-North Haven, to review bids and contracts at the Port Authority because it was a matter for the Auditors of Public Accounts.

However, the attorney general wrote that he initiated an investigation “upon receipt of the Auditors’ two whistleblower reports.” 

In an interview, Formica says he is pleased Tong is looking into the matter and hopes the investigation will shed transparency on the embattled CPA.

“Senator Kelly and I are looking for transparency in the discussion and what’s going on,” Formica said. “I’d like to take the focus away from the problems at CPA and return to the mission of developing the port and moving the offshore wind development forward.”

“The true mission of the Port Authority is to enhance economically the large and small ports for the state of Connecticut, and in particular the State Pier in New London and getting down to the job of promoting this offshore wind development, which going to help provide the energy generation the state is going to need over the next decade,” Formica said.

Tong also issued a formal opinion indicating that the State Contracting Standards Board had little jurisdiction over the Connecticut Port Authority’s contracts after the SCSB voiced concerns over the Port Authority’s contracts and, more generally, quasi-public agencies.

Tong wrote the SCSB’s authority is limited to deciding a bidder’s contest on issues not involving real estate. 

“Ultimately, the Board’s power is relatively limited when it comes to quasi-public agencies generally,” Tong wrote. “The General Assembly would have to change the statutes to expand the Board’s oversight.