ARE YOU READY FOR REAL ID?

Quick.  Look at your Connecticut driver’s license!  If you don’t see a gold star in the upper right corner, you’ll soon be unable to use that as ID to fly.

By May 7, 2025, the familiar dance at airport security will change for Connecticut residents. That’s when the long-delayed Real ID requirement takes effect, and if you’re still flashing a standard driver’s license (without the gold star), you may find yourself grounded—literally. After years of extensions and bureaucratic back-and-forth, the Real ID Act is finally becoming reality, and now is the time to (finally) make sure you’re ready.

The Real ID Act isn’t new. It was passed by Congress in 2005, in the wake of 9/11, to establish more secure standards for state-issued identification. The goal? To prevent fraud and enhance national security by tightening documentation requirements for driver's licenses and ID cards used to board domestic flights or enter federal buildings. The intent was clear, but the rollout has been anything but swift. Many states pushed back, citing logistical challenges, and the federal government granted multiple extensions—COVID-19 being the most recent cause for delay. But those grace periods are ending.

The Connecticut DMV started offering the REAL ID verification way back in October 2011.  As of this January, the TSA said Connecticut had 70% of residents with REAL ID’s.  Compare that to Florida (98%) or Kentucky (32%).

If you plan to board a domestic flight or enter a federal building after May 7, 2025, you’ll need a Real ID-compliant license or an acceptable alternative like a passport. Fortunately, the Connecticut Department of Motor Vehicles (DMV) has made the process fairly straightforward—but it does require a bit of prep.

To upgrade to a Real ID, you’ll need to visit a DMV office in person. Bring with you: one form of identity (like a valid U.S. passport or birth certificate), proof of Social Security (such as a Social Security card or W-2), and two pieces of mail proving Connecticut residency (maybe a utility bill or bank statement). If your name has changed due to marriage or divorce, bring the legal documentation to prove that. These requirements may sound excessive, but that’s the point—this ID is meant to be ironclad.

Appointments are required, and they fill up fast, so don’t wait until the last minute. You can schedule your time online at ct.gov/dmv by selecting “Make an Appointment” under the Real ID section. Some AAA locations also offer Real ID services, which can be a less stressful alternative to the main DMV offices.  Call ahead.

If you have all the right paperwork, the whole process takes about 5 minutes and your new “gold star” license will arrive by mail in a few days.  Assuming your drivers license is still current, the Real ID update will cost $30.

Bottom line: May 2025 may feel far away, but in DMV time, it's tomorrow. The security line at your favorite airport will be moving with or without you—so make sure you’ve got the Real ID when the TSA agent asks for it.

 

THE HIGH COST OF FREE PARKING

As the housing debate rages statewide, one of the issues seldom addressed is that of “free parking”. 

It’s one thing to increase housing density to hopefully bring us more affordable domiciles, but we have to remember that parking must be part of the equation… properly managed and priced.

Critics argue that each parking space in a new development takes up about 325 sq feet.  That means 2 or 3 spaces could require as much land as a studio apartment or small store.  And the cost of parking just adds to construction costs:  as much as $10,000 per space on a surface lot, $50,000 on a parking structure and $100,000 in an underground lot.

Consider Bridgeport where as many as 200 homeless are living on the streets.  To encourage more housing development, in 2022 the city’s Planning & Zoning Commission eliminated minimum on-site parking for new developments.  That has many fearing street battles over limited curbside parking if empty lots turn into multi-family apartments without built-in, on-site parking.

On one site on East Main Street a NYC-based developer wants to construct 74 apartments (and street-level retail space) in a five story building with no parking.  On average that would mean 60 – 80 new cars in the neighborhood.

Of course, if developments were to be located near existing public transportation, residents wouldn’t need as many cars to get to school, work and shopping.  But that’s a siting and transit funding issue.

Donald Shoup of UCLA (who died recently at age 86) published that in Los Angeles including parking in housing construction increased apartment rents by $200–$500 per month due to added construction and financing costs.

As he wrote in his seminal book, The High Cost of Free Parking (2005), free parking is never really free.  Building more parking, like widening highways, just encourages more use of cars, adding to the problem.

In downtown Hartford it’s estimated that 22% of land is dedicated to parking.  And that’s just surface lots (costing drivers $100 per month), not parking structures ($200 per month) or street parking ($240 per month).  Compare those costs to a monthly bus pass on CTtransit ($63) or CTRail ($267 for unlimited rides from/to New Haven).

Parking lots in downtown Hartford

Look at your own town or city.  Being selfish, we all want parking right in front of our destination… as close as possible to the front door.  Ever notice when you go someplace new, like a theater or event space, their websites give driving directions but seldom show mass transit options?

None of the solutions to this parking problem will be popular:

PRICE PARKING AT MARKET RATES:           Let the demand (and limited supply) determine the actual cost of parking.  If the lot is always full (forcing people to drive around), it’s too cheap.

CHARGE FOR PARKING AT WORK / SCHOOL:       Rather than employers eating the cost, make their employee drivers pay a share.  That would right-size the true cost of driving vs taking mass transit.  Reward employees who don’t drive by subsidizing their transit costs, exactly like CDOT’s CTpass program does.

As I say… not popular, but worth thinking about.

 

 

 

RINALDI RETIRES AS MNRR PRESIDENT

“It's been the job of a lifetime,” says Catherine Rinaldi, Metro-North’s first female President, who is set to retire at the end of the month. “It's been just such an honor and a privilege to be able to lead this amazing organization… these heroes who performed the daily miracle (of running 700 trains) every day.” 

Miracle?  Hardly.  But with such an aging infrastructure and so many moving parts,  I’ve got to give Metro-North (and Ms. Rinaldi) credit for a job well done.

Rinaldi came to the railroad in 2003 as a lawyer and helped run Metro-North (and the LIRR for a while) through the dark days of COVID when more than 100  MTA workers died, as they kept service going while 90% of riders hunkered down in quarantine.

“The agency really rose to the occasion and continued to carry essential workers and continued to do what we needed to do to keep the region moving even during that very difficult, scary time.”

Asked what she thought were her greatest accomplishments during her tenure, she pointed to the railroad’s record high on-time performance and improved customer service ratings.

She did not mention the railroad’s huge improvements in communications… the TrainTime app, email and text notifications and vastly improved website.  Nor did she cite the Penn Station Access plan, the opening of Grand Central Madison, additional stations coming to the Bronx, infrastructure and accessibility improvements and new dual-mode locomotives on order.

But she did mention Metro-North’s finally installing PTC, Positive Train Control, hopefully eliminating human error tied to such incidents as the 2013 derailment at Spuyten Duyvil in the Bronx when four passengers died and 61 were injured. Despite this safety tech, our trains still run slower than decades ago, extending commute times.

She said the railroad is working with the FRA (Federal Railroad Administration) to improve speeds, calling it a “continuing dialogue”.  And she did plug the railroad’s three “super-express” early morning rush-hour trains from New Haven which make the run to Grant Central in 99 minutes… not quite the 60 minute trip time Governor Lamont called for in 2019.

I also asked President Rinaldi “what went wrong with the Quiet Car concept”.  She said she knew this was long-time issue in my advocacy for passengers but said, with ridership coming back strong (now 81% of pre-COVID on weekdays) she needs to make every seat in every car available to all.

Launched in 2012, the Quiet Car concept mimicked Amtrak and other railroads but was never properly enforced by conductors (just like the railroad’s COVID mask mandate) and was dropped during the pandemic (just like the masks).

“The quiet car (idea) is not something that I was looking to bring back,” she said. 

Neither is she optimistic about the railroad ever introducing Wi-Fi on trains, instead encouraging cell providers to fill coverage gaps along their routes.

First proposed in 2006, the Wi-Fi idea was endorsed by Governor Lamont and kickstarted in Connecticut with our legislature’s $23 million special appropriation to CDOT, money which seems to have disappeared. That leaves Metro-North as one of the only commuter lines in the US lacking this passenger-attracting amenity.

Public records show Rinaldi’s 2022 salary was $372,639 but in the private sector her many years of experience could bring her much more.  She demurred when I asked if she’d become a consultant like many of her predecessors.  Though she’s probably eligible for a nice pension, don’t expect to see her sitting on some beach.  “I don't think I'm ready to be like retired retired,” she said with a chuckle.

 

NEW LOCOMOTIVES - BATTERIES INCLUDED

The “green movement” has made great strides in transportation:  electric cars and buses are already running in Connecticut, helping reduce pollution.  And soon electric locomotives will be added to the mix.

The old diesel locomotives we used for decades were really dirty, spewing carbon dioxide (a greenhouse gas), nitrogen oxides (contributing to acid rain), sulfur dioxide (more acid rain) and soot (think: asthma).

The old FL9 loco at Danbury Railway Museum

Those FL9 diesels came into service in the 1950s and ran on third-rail electric power into Grand Central, but are now history. (You can still see a couple at the Danbury Railway Museum.)  The old locos were so unreliable that they’d be left running (and spewing) all night at the Danbury station just to be sure they’d start in the morning. 

But now the MTA is ordering 13 battery-electric locomotives from Siemens Mobility North America.  They will run “under the wire” on the all-electric main line but rely on batteries along the unelectrified Danbury and Waterbury branches and for entering NYC.  They will also be essential for Metro-North’s plans to extend service to Penn Station where (like at Grand Central) diesel trains are not allowed.

Years ago, Danbury trains from GCT pulled by the old FL9s were often unable to use their third-rail “shoes” to leave the station under electric power.  Just before departure they’d unplug from “shore power” at GCT, shut off their HVAC system and fire up their diesel engines for the ten-minute trip through the Park Avenue tunnel.

The resulting pollution was intense, which is why they turned off the air circulation onboard until reaching 125^th Street.  The practice, though not frequent (I experienced it myself!) was technically illegal, but the railroad did it anyway.  Now this won’t be an issue anymore.

The new battery equipped locomotives will cost about $24 million each and should start arriving in 2029.

In the rest of the world it’s often cheaper to go with batteries than to electrify the rail lines. In Europe and Japan all-electric, battery powered trains are often used on commuter runs of up to 75 miles, recharging at stations in as little as 20 minutes.  Though the batteries are heavy, they can last 10-15 years before needing replacements (up to $1 million per engine). Like electric cars, there are fewer moving parts so maintenance is much easier.

Best of all, they’re quieter, cleaner and accelerate a lot faster.  And operating costs are cheaper given the cost of diesel fuel.  While diesel trains’ fuel cost $1.50 - $2.50 per mile to operate, battery powered trains cost only ten to thirty cents a mile.

And like our current M8 electric trains, the new locos will use regenerative braking, using their brakes as mini-generators to give the batteries a boost when slowing down.

Of course, all of this “greening” of Metro-North may wither on the vine if the MTA’s congestion pricing toll plan gets killed by the White House. So, as we say, “stay tuned for further developments”.

 

PLOWING THROUGH WINTER

So, how have you been enjoying this winter so far?  We’ve already had eight inches of snow in Hartford, compounded by heavy winds, downed power lines and wind-chills in the single digits.  February is the cruelest of months.

But thanks to local and CDOT road crews, our highways get cleared and we can, though bundled up, get on with our business.

Before a storm hits local TV stations do the inevitable lame stories showing salt being loaded into trucks and road crews honing their plows.  But preparing for winter and snow removal is something that takes many months of planning. 

Take my little town of Darien, for example.

Since 2014 Ed Gentile has led a small but capable army of 22 DPW workers operating seven large trucks, seven “low boys” and five pick-ups all equipped with salt spreaders.  When conditions warrant, the town can also call in private contractors.

Gentile starts planning his snow budget more than a year before the first flakes fall. “I look back over the last five years for patterns.  But having lived my whole life in New England I know how unpredictable winter can be,” says Gentile.

He even admits to checking what the Old Farmer’s Almanac predicts, but tempers those prophesies with a private meteorological service as well as AccuWeather and Weather Underground apps.

At the first hint of snow in the forecast, Gentile choreographs his staff and equipment for maximum effect.

On weekdays his target is to clear streets by 6 am so commuters can get to the train and school buses can make their rounds.  “Go time” for his crews is usually around 3 am.

Salting of roads doesn’t happen until the first snow hits the ground.  Some steeper hills get treated with brine, a mix of salt and water, but DEEP doesn’t allow sand in this part of the state due to run-off into catch basins and Long Island Sound.

The town (population 20,000) buys 1000 to 1500 tons of salt each year, literally shipped to New Haven harbor.  Current salt prices are $78 a ton.

By 5 am the DPW Director is on the phone with the Superintendent of Schools confirming start time for classes or possible delays.  Though kids may be able to get to school, teachers and staff driving from upstate may not be as lucky.

When there’s an inch of snow on the ground, the plowing begins along eleven routes already familiar to drivers who practice in good weather with their full gear.  That helps minimize damage like ripped-up curbs, front lawns and chopped-off mailboxes.

The town is responsible for 81 miles of local streets while CDOT tends to state highways like Route 1, I-95 and the Merritt Parkway.  Gentile says the two armies work together seamlessly.

After a storm the DPW folks return to parking lots to load their plowed mountains of snow into trucks for removal to the town dump for eventual melting.  Though the town has two beaches, snow is not dumped there to avoid polluting the pristine waters of LI Sound.

February is almost done but winter can last for many more weeks, keeping road crews like Gentile’s busy across the state.  So, give them room to do their job keeping you safe.

THE GOOD, THE BAD... AND THE IMPRACTICAL

There’s so much news to cover this week on the transportation front!

THE GOOD:           Kudos to Governor Lamont’s budget team for promising to prioritize long-planned transportation construction in their proposed $55.2 billion two-year budget.  Despite President Trump’s promise to tie federal funding to states’ compliance with policies on masks, vaccines, tolls and immigration enforcement, the CDOT says their work will continue.

Planned Derby-Shelton Bus / Train Station

Congrats also to CDOT for their planned $32 million rebuild of the Derby-Shelton train and bus station on the Waterbury branch.  Ridership on that line is up significantly since more trains were added (a 47% increase) and there are several TOD (transit oriented development) projects underway in those two towns.  Ridership and development should expand even further when new locomotives and railcars arrive.  Much of the credit for these initiatives must go to local resident Jim Gildea, Chair of the CT Public Transportation Council, who has advocated tirelessly for Valley riders for more than a decade.

And remember last week’s column when I asked about possible competition for Amtrak in the northeast?  Well, AmeriStar Rail LLC has just written the White House, DOGE and the US DOT reminding them that the private group has $5 billion in private funding waiting to build new trains and “partner”, as opposed to compete, with Amtrak.  Let’s see if the new Trump-Musk team gets wind of this and can persuade Amtrak to cooperate, if not compete.  More trains should mean better service and lower fares.

THE BAD:    Our state’s lofty goals for EV adoption are crashing faster than a self-driving Tesla. The 2022 legislature’s ambitious target of 50% electric vehicles in the state’s fleet of 2400 cars and trucks by 2026 can’t possibly be met. To date the state has just 43 such vehicles. 

THE IMPRACTICAL:         Ah, the power of the purse!  Because the CDOT budget is controlled by our state lawmakers, the agency has to answer to some truly strange ideas packaged as proposed laws.

Consider State Rep Alex Bolinsky’s (R-Newtown) bill to study widening of I-84 between Waterbury and Danbury, a stretch of congested highway the lawmaker knows well from his regular drive to the Capitol. He wants to add a third lane as a solution to get traffic rolling smoother.

As I have written any number of times, the “adding one more lane should fix it” idea doesn’t work.  Adding capacity just increases demand, encouraging more traffic. 

While there is no existing rail line connecting Danbury and Hartford, a better solution for the traffic on I-84 might be to improve bus service (perhaps with a dedicated bus lane) or encourage car-pooling. Let’s not waste millions on another study or billions on construction that would soon prove obsolete.

Rep Bolinsky’s obviously no fan of other people driving on ‘his’ roads as he is also author of a bill that would stop apps like WAZE from directing people off the congested highways and on to local roads to avoid delays.  It’s a great piece of tech… until it affects your neighborhood.

Any lawmaker can submit a bill for consideration by the legislature and claim they’ve done something for their constituents.  (In all, 3329 bills have been submitted this session.)  Let’s see if the Transportation Committee is smart enough to leave these bills by the side of the road.

 

COMPETITION FOR AMTRAK?

As President upends the way things are done in DC, I thought I’d revisit an idea I wrote about two years ago that he might just consider.  Trump is big on privatizing government services (like the post office), so why not Amtrak, too?

Why does the US have only one serious passenger railroad?  And given its monopoly and high fares, wouldn’t a choice of rail carriers bring better service and lower prices?

Sure, Amtrak competes against the air shuttles (which are faster, but even more expensive), buses (much cheaper and slower) and, of course, cars (also slower).  But why does the would-be rail rider have only one choice of railroad… Amtrak?

Well, under Federal law Amtrak has the sole right to carry rail passengers interstate (not counting the commuter railroads), but that could change.  Maybe it’s time for a private company to offer an additional, alternative high-speed rail service.

Enter:  AmeriStarRail LLC.

Though they would not disclose who their financial backers are, AmeriStar claims to have $5.5 billion ready to spend on its own fleet of 160 mph high-speed trains built by the same company Amtrak is using for the next generation of Acela trainsets.

But unlike Amtrak’s Avelia Liberty trains which will have nine cars (just for business and first class seating) AmeriStar’s would have 12 cars and offer coach seating too.  That should mean lower fares and faster service than Amtrak’s 50+ year old Amfleet trains, the only coach-class trains between Boston and DC.

AmeriStar’s proposed offerings sound too good to be true: adults would be able to bring two kids under the age of 18 for free.  There’d be free Wi-Fi and compartment seating like on European trains.  Food service could be ordered and delivered to your seat.

And AmeriStar wouldn’t just run between Boston, NYC and DC.  They’d also compete on routes like Springfield MA to Harrisburg PA (via CT and NYC) and offer hourly non-stops from New Haven to Penn Station taking just 99 minutes. Between DC and NYC AmeriStar trains would run every 30 minutes at speeds up to 160 mph.

Amtrak Avelia - Still Undergoing Testing

AmeriStar plans for its trains to also run north from NYC to Albany and continue from Boston up to Bangor Maine.  South of Washington they’ll run as far as Richmond VA.  And some trains will even serve Long Island all the way to Ronkonkoma (something Amtrak is also now considering).

Is all of this possible?  Maybe. Rail experts, talking off the record, were skeptical.

They’re not sure there are enough “slots” to add more trains on the NE Corridor (which, by the way, is owned and run by Amtrak).  The commuter railroads who’d see new competition won’t be enthusiastic (or cooperative), they said.

When I asked Metro-North for their thoughts a couple of years ago they said they “declined to comment” and suggested I speak to Amtrak.  But, despite numerous attempts, Amtrak never responded.  Neither did officials at CDOT.  I wonder why.

But the pro-rider Rail Passengers Association said “AmeriStar makes a good point… high speed trains should be affordable to all Americans” and right now they’re not.

Maybe a little competition for Amtrak will be good for us all. And maybe, just maybe, this is something our new President might actually consider?