Lamont, DOT chief pledge Conn. will get more projects underway

Keith M. Phaneuf

While the State Bond Commission approved $1.1 billion in new financing last week to rebuild Connecticut’s aging infrastructure, Gov. Ned Lamont and his transportation commissioner pledged the administration was adding staff to ensure more projects can be launched each year.

“We’re continuing to make a dent in our vacancies and as we get more and more employees it’s going to be easier to get work out the door,” Department of Transportation Commissioner Garrett Eucalitto said, adding the DOT now has about 3,100 employees, roughly 200 more than it did in January.

“Look, we’re squeezed for engineers and such, but Garrett’s got us ahead of the curve,” said Lamont, who chairs the 10-member bond commission. “I think we’re just getting started.”

The financing unanimously endorsed Friday would back a wide variety of highway, bridge, and public transit facility improvements, including upgrades to New Haven Union Station.

Eucalitto said the work, which also includes a large resurfacing project on Interstate 95 between Groton and Rhode Island, would “grow the economy, increase safety and reliability, and improve quality of life.”

To make those changes, though, Connecticut not only must endorse the financing, it also must borrow the actual funds and get construction going. And bond commission approval doesn’t guarantee the state actually will borrow $1.1 billion — let alone spend it on transportation projects — any time soon.

In fact, Connecticut’s track record in this area has plenty of critics.

Connecticut pays for most transportation projects with two sources: Funds it borrows by issuing bonds on Wall Street, which are repaid largely with fuel and sales tax from the state budget’s Special Transportation Fund; and matching federal grants.

But while there is a normal lag of months or years between bond commission approval and the actual borrowing and expenditure of construction funds, Connecticut has developed a worsening backlog over time.

In October 2010, when the state first began tracking this problem, Connecticut had $2.25 billion in approved transportation financing that only existed on paper — meaning the funds hadn’t been borrowed yet. That backlogged financing represented almost four times the amount of transportation borrowing the state was doing yearly at that time, according to records from the treasurer’s office.

Thirteen years later the backlog approaches $5.4 billion, which represents more than six times the amount of actual funds the state intends to borrow this year for transportation work.

The Lamont administration announced last November it planned to dramatically boost actual transportation borrowing to $1 billion this fiscal year from $830 million last year. But recently it confirmed it had downgraded planned borrowing to $875 million, growth of just 5%.

Connecticut’s construction industry and trades, along with state employee unions, all say the DOT long has lacked sufficient engineering, planning and architectural staff for years to get more projects underway.

Administration officials note that many states have struggled to secure professional staff since the coronavirus pandemic struck in early 2020.

The stakes are huge, though, since Congress enacted a landmark, five-year transportation construction program in 2021 that is offering states up to $1.2 trillion. Federal matching grants in many cases will cover 80% to 90% of a project’s cost.

In other business Friday, the bond commission also approved:

– $30 million in financing to support development of a new nursing program facility for the University of Connecticut in Storrs. Those funds will be matched with a $40 million donation from Elisabeth DeLuca, owner of the Subway restaurant chain. University officials say it represents the largest gift in UConn history.

– About $105 million for affordable housing initiatives, first-time home-buyer assistance, and support for eastern Connecticut homeowners with crumbling foundation issues.

Capitol Bureau Chief Mark Pazniokas contributed to this story.

FHWA Guidance Pushes for Rehab, But Leaves IIJA Funding Apps in States' Hands

LUCY PERRY

In committing to a major, long-term investment in infrastructure, the federal government has left much of the decision about where to channel funding largely to states.

The DOT said states can choose, with the hope that repairs would win out over expansions. The debate over building new infrastructure vs. rehabilitating existing roads and bridges has only intensified since President Joe Biden signed IIJA into law.

The IIJA has set in motion highway, airport, bridge and water projects that were shelved over the decades as U.S. infrastructure sat neglected.

Its long-term goal is to release the backlog, build out broadband Internet nationally and prevent damage from climate change.

The amount most states will see as their transportation funding allotments equates to a nearly 30 percent increase over the next five years.

But while DOT wants to see existing transportation facilities repaired, many states are choosing to earmark funds for new construction.

What John Q. Public Thinks

Many Americans want officials to stop spending money on projects that affect their daily lives, StreetBlog reported. A poll by nonprofit Smart Growth America found that more than two-thirds believe highway expansions won't fix congestion.

In fact, 67 percent of respondents either "strongly" or "somewhat" agreed that expanding highways takes years, causes delays and costs billions of dollars. The same number agreed that "widening highways attracts more people to drive, which creates more traffic in the long run."

The average U.S. voter "understands the long-proven principle of ‘induced demand' better than many U.S. transportation officials," noted StreetBlog.

Induced demand "is real and people understand it," said Steve Davis, associate vice president of Smart Growth, which co-commissioned the study.

"Only a small percentage believes the promise that new lanes and new roads magically make congestion and delay go away."

Survey respondents also weighed in on what they believe does work to keep traffic moving — starting with repairing existing roads.

More public transportation options and building communities so people do not have to drive as much also were chosen as the most-effective solutions.

"Adding lanes to highways and freeways' tied for second-to-last with "making streets more bike-friendly."

More than 82 percent preferred congestion mitigation strategies other than building bigger and bigger roads. And they were about twice as likely to pick basic road repair and public transportation over building new lane miles, noted StreetBlog.

"There's a political perception that [induced demand] is not understood," said Beth Osborne, executive director of Transportation for America (TA).

That perception, as a result, is used as an excuse for not talking about the concept of induced demand, she said.

"We also have to ask how long people will accept this [kind of decision-making] before they'll cut off their money."

Meantime, there is very little new funding in the infrastructure bill specifically dedicated to repair, said Steve Davis, assistant vice president of Transportation for America.

"And [there is] no new requirements on highway monies for prioritizing repair on roads and bridges," said Davis.

He said the law "doubled down" on giving states flexibility with the bulk of their money and then hoping they would prioritize repair.

FHWA reported to the Associated Press that 12 capacity-expansion projects have received funding through competitive grants. In fact, AP reports that states have used their formula funding toward 763 such projects. The dollars directed to these projects come to more than $7 billion.

"Repair was one of our biggest disappointments in the infrastructure law," wrote advocacy organization TA.

"The last decade has shown us repeatedly that too often states use their flexibility to build new things they can't afford to maintain while neglecting to properly address their repair needs."

This practice is one of the most fiscally irresponsible things our nation does with transportation policy, the organization believes.

"Every dollar spent on a roadway expansion project is both a dollar that was not spent on repair, and a dollar that created decades of future repair costs."

Instead, the administration should work to ensure that the funds they control prioritize repair, while nudging states and metros toward the same goal.

"With a massive increase in guaranteed federal funding coming their way, they have no excuses left."

Breaking Down the Bill

The advocacy organization detailed the two major funding programs typically drawn from for repair needs at the state level.

The National Highway Performance Program (NHPP) is tapped for approximately 53 percent of all states' base highway formula appointment.

The Surface Transportation Block Grant Program is the most flexible source for infrastructure repairs at the state level.

NHPP funds are intended to be spent on the National Highway System's roads and bridges, said TA.

It also is earmarked for transit or bicycle and pedestrian infrastructure in a national highway system corridor.

"Funding for the NHPP went up by 26 percent over the FAST Act," noted the organization. That means more money is "theoretically" available for repair projects if states choose to spend it that way.

Surface transportation block grants can be used on repair projects as well as transit, biking, walking and nearly all other possible mode of surface travel.

TA also noted that many states don't take advantage of that flexibility.

"There is also a separate new program for repairing bridges that's already been in the news after FHWA released the first batch of funding to states."

At $43 billion, the bridge formula program is meant to repair either NHS bridges or those owned by counties, cities or other localities.

States have to come up with 20 percent of the cost for bigger projects. The program can cover 100 percent of the repair of locally owned off-system bridges. This component of the program is meant to incentivize more funding toward vital smaller bridges, which many states tend to ignore.

However, funds under this repair program can be utilized for expansion and building new bridges, according to FHWA.

States are encouraged to improve highway bridges in poor condition and preserve or improve in-service highway bridges classified in fair condition.

The agency considers construction of a new highway bridge to replace one in poor condition, to be improving the condition of an in-service highway bridge.

"While states are free to neglect repair needs, the new law does uphold state of good repair programs for public transit," said TA.

Walking Back the Rules

After much flack, in February FHWA changed position, saying it recognized the need for states to determine their own infrastructure priorities.

Critics in Congress claimed it was "another effort to exert its preferences to deprioritize projects that increased road capacity."

Rick Crawford, House highways subcommittee chair, said, the policy "represented a complete departure from the federal-state partnership."

He believed it was inconsistent with the law and was met with confusion from the states and concerns from industry stakehoders.

But industry "is already fixing it first," maintained AGC. And while the guidance sounded practical, it actually limited the ability to add highway capacity.

Some 80 percent of the state funding already goes toward maintaining and reconstructing existing infrastructure, according to the association.

"Our interstates were built over 50 years ago, so it makes sense that states are now largely focused on maintaining and modernizing them," said the group. "But it is also critical that states have the flexibility to add new capacity to meet the needs of a growing population."

After a congressional review act was filed, the agency memo effectively rescinded the guidance encouraging emphasis on fix-it-first programs.

"I was glad FHWA recently issued an updated memorandum superseding and effectively reversing the Dec. 16, 2021, memorandum," said Crawford.

In announcing the rescission, Shailen Bhatt, FHWA administrator, said different states have different needs in regard to transportation assets. These respective transportation needs "must be reconfigured and modernized, expanded and added, or retired and replaced," she wrote. "FHWA recognizes and values the authority of states in deciding how to prioritize the use of their federal aid highway dollars."

She added that the agency will continue to "administer funds and programs consistent with all requisite statutory requirements and considerations."

The memo insisted, though, that maintenance "is an important tool to ensure the effective use of federal funding."

Infrastructure Law Status Report

In March, the House highways and transit subcommittee heard from states and industry about how IIJA's implementation has rolled out since late 2021.

Paula Hammond, ARTBA senior vice president, reported on progress already charted on the books.

"Nearly half of the IIJA's investment — $450 billion — will be spent improving highways, bridges and public transportation systems," Hammond wrote.

"The IIJA represents the largest nominal increase in highway funding in 65 years," she said. "In the first 16 months of the IIJA, states committed funds to nearly 34,700 new projects, totaling $61.3 billion in formula and discretionary funds."

The new construction is happening across the country, she said, adding at least one new project is under way in every congressional district.

Despite the notable progress in IIJA implementation, inflation has reared its ugly head, critically impacting construction.

"Inflation's impact cannot be understated," wrote Aric Dreher of ABC. "Input prices for construction projects have increased on average by 11.1 percent."

Construction materials prices are up more than 39 percent since February 2020, he noted.

Add labor shortages and supply-chain issues and it is becoming increasingly difficult for construction projects to continue as originally planned, said Dreher. CEG

State approves $31.7M for phase two of Route 15, I-91 and I-691 interchange redesign in Meriden

Mary Ellen Godin

MERIDEN — The State Bond Commission approved $31.7 million for phase two of the Route 15, I-91 and I-691 interchange reconstruction project during its meeting Friday. The redesign aims to correct a convoluted traffic triangle of the three highways that is often the site of crashes due to speediing and weaving. 

“The state funds approved today do not encompass the entire construction project,” wrote state Department of Transportation spokesman Josh Morgan. “Rather, it complements the federal funding of $220 million for Phase 2 of the project. That project is a reconstruction and realignment on I-91 northbound, I-691 westbound and Route 15 northbound which will address operational and safety concerns that will improve safety and decrease congestion.”

The $220 million in federal funds is part of a $2.3 trillion federal infrastructure package passed in 2021.

The DOT recently completed paving from Cheshire to Meriden and changed the exit signs along I-691 in preparation of the realignment. It is expected to begin phase one soon and begin phase two in the spring. 

The first phase

The first phase, estimated to cost $45 million, includes making a two-lane connection eastbound from I-691 to I-91 north. It is estimated to take two years. The project involves widening the existing ramp from I-691 east to I-91 north to two lanes and widening I-91 north to accommodate an auxiliary lane from this interchange to the Middletown rest area.

The second phase

Phase two addresses I-91 southbound, I-691 westbound and Route 15 northbound. The southbound phase is estimated to cost $145 million. It is estimated to take four years to complete, but the DOT is trying to accelerate the timeline.

The project involves widening I-91 south to provide an auxiliary lane from the vicinity of the Middletown rest area to the I-691 west exit, widening the I-91 southbound off-ramp to I-691 west to two lanes, and widening the I-691 eastbound off-ramp to Route 15 south to two lanes. Plans call for relocating the exit from I-91 southbound to Route 15 southbound approximately a half-mile south of its present location. The project would also provide a two-lane ramp from Route 15 southbound to I-91. southbound. Additional improvements include paving of I-91 south to the Wallingford town line.

The third phase

The northbound phase is scheduled to begin in spring 2025 and is estimated to cost $110 million.

Plans call for replacing the existing ramp connection from I-91 north to Route 15 north (Exit 17) with a new two-lane off-ramp from the existing off-ramp to East Main Street (Exit 16). This will require widening the Exit 16 off-ramp to two lanes to accommodate the new I-91 northbound to Route 15 northbound connection and the exit to East Main Street.

Plans also call for relocating the connection from Route 15 north to I-91 north approximately three-quarters of a mile south of its present location and widening the existing off-ramp from Route 15 north to I-691 westbound to two lanes. Additional improvements include paving I-91 northbound to the Wallingford town line.

It is estimated to take four years, but the DOT is working to expedite the timeline, officials said.

DOT officials said they will utilize all environmental mitigation strategies to protect surrounding water sources. But lawmakers want to also see sound barriers to protect nearby residents from noise.

State Rep. Michael Quinn, D-Meriden, who covers the city’s east side, met with Hubbard Park neighbors during the I-691 paving project. The paving project involved significant tree trimming, nightime equipment noise and traffic.

“I could hear the noise as soon as I got out of the car,” Quinn said. “I’d like to see (DOT) do another forum in person to go over the project. The first one was virtual during the pandemic.”

Quinn hopes the neighbors can get information on noise mitigation strategies in addition to construction timelines and potential detours. 

The project has been needed for a long time, he said. For instance, phase one will create a ramp that doesn’t have a severe curve merging onto 91 north and cut out accidents caused by speeders, Quinn said. 

“It’s clearly become busy, and it definitely needs to be done,” Quinn said about the project. “But it’s going to get worse before it gets better with shutdowns, changes and noises.”

Brass City Bonanza: State Bond Commission approves $17.5M for Waterbury projects

PAUL HUGHES

HARTFORD — The State Bond Commission meeting Friday was a Brass City bonanza as nearly $17.5 million was approved for funding projects in the city of Waterbury.

“We had a good day here,” an elated Waterbury Mayor Neil M. O’Leary said after the meeting.

The Bond Commission approved a $7 million allocation to the city for purchasing and renovating the One Exchange Place and the Exchange Courtyard buildings in downtown. City officials are weighing purchasing the two largely vacant properties.

A nearly $7.3 million grant to the nonprofit Brass City Residences will help finance the construction of an affordable housing project on West Grove Street.

Another $3.1 million was approved for funding the remediation of the former Waterbury Button Factory. The Waterbury Button Co., which continues to operate in Cheshire, is the oldest metal button manufacturer in the United States, which dates to the 1800s. The 2.5 acre site had been vacant for about 20 years when a huge fire May 27 destroyed most of the buildings. The city demolished what was left.

The Bond Commission also approved a $94,311 grant to the Meadow Social Club of Waterbury for masonry restoration, roof replacement and parapet wall repair. The panel also reallocated a previously approved $500,000 grant to the Walnut Orange Walsh NRZ Community Learning Center a neighborhood group to pay for improvements to Martin Luther King Jr. Park on North Main Street.

“Overall, I think it was a great day for Waterbury,” said state Rep. Ron Napoli Jr., D-73rd District, the House chairman of the bonding subcommittee of the Finance, Revenue and Bonding Committee.

He said the planning and preparations that went into the grant applications is a big reason why nearly $17.5 million was approved for the Waterbury projects.

“It was a lot of work. A day like today makes it so well worth it,” Napoli said.

O’Leary and Christian D’Orso, the executive director of the Waterbury Housing Authority, said the $7.3 million grant to Brass City Residences was critical to the planned development of a 46-unit affordable housing project on a blighted property on West Grove Street. Brass City Residences is affiliated with the housing authority.

“That $7 million we just got is huge because that was like the missing puzzle piece,” said D’Orso, who is also a member of the Board of Aldermen. “Now, it is full-speed ahead.”

The project will involve the construction of new 46 affordable and supportive townhouses, a community room, and full reconstruction of the road and sidewalks along West Grove Street.

With the approval of the state funding, D’Orso said ground could be broken in the spring.

“This was literally the last little domino we need to flick to make it work,” he said.

State Rep. Geraldo C. Reyes Jr., D-75th District, said the housing project will be transformative for the South End neighborhood that he represents.

“I’m super excited about the West Grove Street housing development. The property has been abandoned for a long, long time. It has been, in my estimation, shovel-ready for redevelopment for a long, long time,” he said.

O’Leary and D’Orso said the city, the housing authority and Brass City Residences have been working on the affordable housing project since 2017.

“This has been a work in progress,” O’Leary said.

Reyes and O’Leary said the city has a shortage of affordable housings and the 46 new units will provide a much-needed boost to the stock of affordable housing.

City officials consider the One Exchange Place and the Exchange Courtyard buildings the cornerstone of Waterbury Downtown Phase III redevelopment efforts. One Exchange Place at 21 West Main St., is a six-story, 62,690-square-foot office building and the Exchange Courtyard is a “U”-shaped 23,034-square-foot building at 24-30 Bank St. The two buildings have an occupancy rate of 26%.

“This is a critical project for downtown Waterbury,” O’Leary said. “That building is critical to downtown Waterbury merely by its location and size.”

The $7 million grant will finance the purchase of the two buildings, plus HVAC, mechanical, code-compliance upgrades and building renovations to facilitate future mixed-use redevelopment of the buildings, including potential for additional downtown housing on the upper floors.

The Board of Aldermen will vote next Tuesday on whether to approve setting a hearing concerning the city’s purchase of the properties for $4.5 million. O’Leary said he is hoping to have the purchase approved by the end of October. The Board of Aldermen have a second meeting scheduled for Oct. 23.

“We’re going to work right away. There is a little bit of urgency to it,” O’Leary said.

He said the condition of One Exchange Place is deteriorating and there has not been much preventive maintenance done on the building.

“The is roof leaking. There is water infiltration. There are other issues. We’re going to go in quickly, and the $7 million not only covers the purchase price, but will also cover the repairs.”

How Stamford's gonna spend $17M from state: From train station garage demolition to new playscapes

Ignacio Laguarda

STAMFORD — A 40-minute meeting Friday morning resulted in Stamford getting at least $17 million from state coffers for a variety of projects, including the demolition of the Stamford train station garage.

The State Bond Commission approved a number of items during the meeting, for a total of more than $1.1 billion. 

Approximately $9 million will go toward the demolition of the dilapidated 1985 garage, which has long been a source of frustration for commuters. 

Department of Transportation Commissioner Garrett Eucalitto said removing the garage will allow the department to "advance transit oriented development on site there next to the station."

A new garage near the station is expected to open in November and will feature a 320-foot pedestrian bridge.

Other Stamford-related items passed on Friday, including $2.5 million for a transit-oriented development project on Lower Atlantic Street, $2 million for improvements to pedestrian, bike, bus and car access to Springdale Train Station and $1.94 million for renovations to the Avon Theatre.

Two smaller items — $750,000 in upgrades to the air conditioning system at the Stamford courthouse and $250,000 for improvements to playgrounds and playscapes for three local organizations — also passed easily.

The $250,000 line item had previously been appropriated by the State Bond Commission in 2022 to build a new playground at Toquam Magnet Elementary School. However, once Stamford school district officials identified Toquam as one of the schools slated to be closed as part of a long-term facilities plan, that request was withdrawn. 

Instead, the city asked for that money to be repurposed for playgrounds and playscapes at Children's Learning Centers of Fairfield County, the Mill River Collaborative and the Boys and Girls Club of Stamford, which is what the Bond Commission approved on Friday. 

Previously, Rep. Corey Paris, D-Stamford, introduced an item to fund playgrounds and playscapes at the three aforementioned organizations in 2021, which was also approved by the Bond Commission. 

Combined with the new funding, those three groups will now receive a total of $500,000, split evenly at $166,666 each. 

"I think it's easy to recognize how important it is for kids to have accessible and equitable, and more importantly, safe areas to play," Paris said. "I felt it was really important for us to help three organizations in my district who are serving children and families every single day."

The Boys and Girls Club will use the funds to renovate a small playground near the rear of the Yerwood Center on Fairfield Avenue. The club runs a program out of that building for children in kindergarten through third grade.

Nette Compton, president and CEO of the Mill River Collaborative, said the organization will use the funds to create a "sculptural brook trout," which will be an artistic representation of the freshwater fish common to the Mill River. The sculpture will be near the carousel on the corner of West Broad and Mill River streets. 

"We've been working with a design team around this concept of embracing larger than life creatures from the river," Compton said.

She added that the sculpture will likely not be the last of its kind.

"Our long term vision is to have more of these playful celebrations of the aquatic life of the river sprinkled throughout the park," she said.

Children's Learning Centers will use the funds to build a new playground at the organization's largest site on Hillandale Avenue. Currently, that location does not have a play structure.

Margo Amgott, CEO of the organization, said the total cost for the playground is $400,000, meaning the group will need to raise money to complete it. 

"Play spaces are really critical for young children," she said. "It's how they learn to navigate their social world."

In a press release from Gov. Ned Lamont's office after the Bond Commission meeting, the top official in the state said he prioritized funding transportation projects.

“The $1.1 billion in state bond funding we are releasing today positions our state to create the transportation network of the future, which will connect people to jobs, employment, and all our state has to offer,” Lamont said, in the press release.

The funding includes more than $666 million for public transportation and more than $300 million for roads and bridges.  

Westport decides to build new Long Lots school

Kayla Mutchler

WESTPORT — After months of work, the Long Lots Building Committee voted this week for a new school to be built on campus, but the location of the Westport Community Gardens remains uncertain. 

The committee unanimously recommended "Option C" to the first selectwoman, whose board will be the next to vote on it. This option involves a new school built toward the northern portion of the property, with the entrance directly in front of Hyde Lane. 

"The building committee will work with everybody on the site going forward, including the community gardens, parks and rec, baseball, soccer, planning and zoning — mostly the school," Jay Keenan, the building committee chair, said after the meeting. "The main focus of this project, I can't stress that enough, is the school."

Members said they liked the option for a number of reasons, including it's cheaper, it has a shorter timeline, it meets most of the education specifications, the nurse's office and gymnasium meet the distance requirement for each grade's classrooms and the school has at-grade exits, which are required for new builds.

The committee formed last fall and held its 26th meeting this week. During that time, the committee has reviewed all possible options for the school, including variations of a renovation, a renovation with an addition and a completely new build. 

The recommendation now goes before the Board of Selectwomen in the coming weeks. The next steps will be to request money from the town, receive approvals from various boards and move into schematic design, Keenan said. If all goes to plan, they hope to start construction in fall 2024. 

The first new build option would put the baseball field and an overlay soccer field on top of the outfield and the gardens would move to the southern portion of the property. 

The other option would keep the garden and move the soccer field next to it, and potentially put a baseball field in the southern area of the property for another $2 million. However, this would require the free play area and the 5-through-12 playground to be moved or removed. 

The possibility of losing the garden has sparked an outcry from those who use it.

"Any other town in America would celebrate, promote and protect the nationally recognized, award-winning community garden that we have created here in Westport over the past 20 years," Lou Weinberg, Westport Community Gardens chairman, said after the meeting. "What is happening to our town?"

Weinberg said if the school is going to be built where the fields are, then the Parks and Recreation department should find another spot in town to replace the fields, not relocate them to where the garden is. 

The fields are currently used by the town's high school and youth sports.

"In that process, do not destroy a 20-year-old community garden, which builds fabric of the community, brings families together, provides passive recreation for seniors, teaches kids how to grow their own food, is an environmental gem and is a nationally recognized model of sustainability," he said.  

Keenan said they are looking for this school to last at least 50 years. The current school is in its 70th year. 

"Tens of thousands of students would go through this school," he said. 

They also wanted the plans to have sustainable options, as the town has a 2050 net-zero policy in place. 

The estimates showed that the renovation and renovation with an addition would be the most expensive options. Renovate as new with enhanced sustainability would be nearly $114.9 million and a renovation with a large addition would be nearly $112.3 million. The renovation is the most expensive because it would require class reconfigurations within the school.

The new build estimates are a little more than $98.2 million if the garden is removed and about $100.5 million if the garden is kept. The added cost is to create a baseball field and relocate a water basin near the southern area of the property. 

"The baseball field in the back is a very expensive option," Keenan said after the meeting. "There's a lot of topography issues and a lot of water issues."

A renovation would also mean that the classroom sizes would be 10 percent smaller than the education specifications requested by the Board of Education. It also would not properly fit the amount of students expected to be in the school by then, which could grow by several dozen over the next eight years and currently stand around 600. 

Another issue for both renovation options would have been the timing. The renovation would have been 29 months and five phases, while the renovation with addition would be 30 months with six phases. The new build options will take 26 months and two phases, but students will be able to be in the new school by 18 months. 

Liz Heyer, BOE vice chair and building committee member, said the new build options would also be less disruptive for students, as the construction noises wouldn't come from the same building in which students are learning. 

Marissa Mead, associate principal with Svigals and Partners who are working on the project, said a new build would allow enhanced security to be added into the building. Westport has its own school security regulations in addition to the national and state ones. The actual layout could also include design specifications that could help protect students in the event of an emergency. 

Multiple residents asked questions about the project and expressed their concerns about removing the garden.

“Democracy is about compromise, and there is a way to make everyone happy,” resident Joseph Vallone said at the meeting.

He asked the 50 or so people in the room if anyone wants the gardens to be demolished. Nobody raised their hands. 

He then asked if anybody would save the gardens, and the room erupted in applause. 

"A great leader would find a way around this," Weinberg said about the option to remove the garden. "We are hoping our first selectwoman will do so."

Griswold to get $8 million for water and sewer project - here's what that means for the town

Matt Grahn

Connecticut’s Community Investment Fund 2030 has been crucial for funding redevelopment efforts in Norwich and Preston. Now, in its third round, more communities in eastern Connecticut are seeing its impact.

The largest of these projects in eastern Connecticut is $8.707 million expected to go to Griswold to fund a municipal water infrastructure project to extend water and sewer access to 325 acres of commercial land, according to a press release from state Sen. Heather Somers’ Office.

With $175 million awardable per year for five years, split between 10 rounds, Community Investment Fund 2030 offers 55 eligible municipalities across the state funding  for projects ranging from infrastructure to economic development and community needs, The Bulletin reported in March.

While the Community Investment Fund projects still have to be bonded, this approval from the Community Investment Fund 2030 Board is a good sign, Somers said.

Infrastructure needed for development to proceed

Developers are interested in the land around Preston Road on Route 164, but the infrastructure development is needed before moving ahead, Somers said.

“This is a game-changer for Griswold for economic opportunities,” she said.

Once the infrastructure project is completed, developers will be in a better position to access funding for the Heritage River Village, which will provide workforce housing, elder housing, and space for community amenities, including a YMCA, Griswold First Selectman Dana Bennett said.

There will be 216 units of workforce housing, and 210 units of age restricted housing, according to Somers’ Office.

On the workforce side, continued projects for Electric Boat is incentivizing the company to hire thousands of people each year to meet demand, along with others brought to work at supplier companies. Those workers will look to nearby communities, like Griswold, for a home, Bennett said.

Griswold’s advantage is that its equidistant between EB’s Groton and Quonset Point, RI facilities, Bennett said.  

As for age-restricted housing, the town’s population is aging, and many want to be able to downsize and stay in town, Bennett said.

“These will be one-level apartments, so they can adapt as they age,” she said.

Projects are 20 years in the making

The seeds of the water and sewer infrastructure started 20 years ago with the vacant land on Route 164 being rezoned for commercial use. The town’s Department of Public Works had also redesigned its wastewater plant to accommodate this, but the plans have been lingering. There was a 2019 referendum which bonded $6.07 million for the project. However, the project took a back seat to the Griswold Senior Community Wellness Center, which officially opened in December. Costs had gone up in that time, more funding was needed, Bennett said.

“It got pushed to the wayside, but now, we’re in the process,” she said.

As it stands, the public water in Griswold extends to Oak Tree Village , nestled between I-395 and the school complex. The water and sewer lines would have to cross the bridge over the highway, and extend it almost to River Ridge Golf Course, Bennett said.

When does the work start?

Groundbreaking on the infrastructure project is expected in the spring, and the construction portion of the project will take 18 months. Supply chain issues may still affect the project, including with acquiring the right kinds of generators, Bennett said.

Work on the housing units is expected to start in late 2024 or early 2025. The units will need their own attachments for sewer and water, parking lots, and other “horizontal building,” before the houses themselves are built, Bennett said.

As there will be a total of 10 rounds of Community Investment Fund 2030 funding, both Somers and Bennett encourage other communities to take advantage of this opportunity.

Other projects approved in round three of Community Investment Fund 2030 in eastern Connecticut include $1.117 million to New London for the Lynn Allen Park, $581,000 to Scotland for town hall renovations, $250,000 to Voluntown for a Community Water Systems Study, and $250,000 to Windham for the Mill #4 Planning Grant, according to the Community investment Fund 2030 Board minutes.