THE GOOD, BAD & UNFINISHED

 

How many promises have we been given about fixing our state’s transportation woes?  How many press conferences have been held, initiatives launched and million dollar studies conducted… and for what benefit?

I engaged the services of AI to do this research and generate a complete scorecard which you can access here.

THE GOOD NEWS:

There is a new train station in Windsor Locks  and another one is being built for Enfield (only 26 years after first being recommended).  Naugatuck too will get a new station as the Waterbury line remains closed (until May of ’27) for major upgrades.  Enjoy those bustitutes.

Renovations are underway for the interior of the beautiful Union Station in New Haven (complete with a new bar!).  A massive roof-like train shed for the track area is still just an unfunded drawing, but a pretty one at that.

Proposed, but not funded, train shed.

$340 million is to be spent over nine years upgrading three miles of track between Bridgeport and Stratford.  Do the math:  that’s $113 million a mile.  Total budget for the New Haven line speed enhancements, $1.6 billion over nine years.

The Special Transportation Fund is projected to end FY2027 with a $209 million surplus… in the same year as two fare hikes.

Sixty new railcars from Alstom should start arriving for testing late this year.

Ridership on Metro-North is back to about 90% of pre-COVID levels, with weekends well above those numbers.  And on-time performance is running close to 98%, helped by padded schedules.

THE BAD NEWS:

Service (and ridership) on Shore Line East has still not been revived to pre-2020 numbers.  Unwilling to pay Amtrak to use its overhead wires and power, CDOT returns to diesel locomotives on what had been all-electric service.  Shoreline commuters can enjoy the nostalgia.  And the fumes.

Commuter rail fares in Connecticut went up 10% in just 10 months. The state didn’t fully fund the trains, so now you can.

Amtrak and Metro-North are still at war.

Seven highway workers have been killed in six years, fixing our highways.  Tragic and avoidable. Slow down!

Work continues on the $1 billion Walk rail bridge replacement in Norwalk. The promised completion of 2029 is now stretched out to 2031.

And “Shapiro’s Folly” continues to metastasize, as its housing developer-turned-visionary is now adding a tunnel to his proposed $50 billion bridge crossing Long Island Sound.  Why talk about building one thing we can’t afford, when you can build two?

THE UNFINISHED:

This list is the longest as our memories are too short to keep up with all we’ve been promised over the years.

How many of us remember the 20-year plan to rebuild the Hartford viaduct on I-84, since shelved and rolled into yet another study?  Or the 20+ year effort to build an interchange between the Merritt Parkway and Route 7 in Norwalk, soon to be restarted in late ‘27?

Whatever happened to the study to electrify the Hartford, Waterbury and Danbury rail lines which was due in 2025?

Or the long-promised West Hartford train station on the Hartford line, now 30% designed and 0% funded?

And yes, who can ever forget Governor Lamont’s 2019 pledge known as “30-30-30”, promising a 30 minute ride from Hartford to New Haven (now 45 minutes, at best), 30 minutes from New Haven to Stamford (now 65 minutes on average) and 30 minutes from Stamford to NYC (now 58 minutes in peak hours)?

Our state loves to solve problems by “studying” them… over and over.  Studies, though costly, are cheaper than real solutions.    Real fixes cost money which our lawmakers seem reluctant to find.

As one wag pointed out on social media “Goals are sold as accomplishments”, and so are more studies.

AI SCORECARD - The Good, the Bad the Unfinished

 

The Good, the Bad, the Unfinished

Produced using AI for “Talking Transportation” – November 2026.  All opinions are those of Claude AI.

Original query:  “Itemize long promised studies by the Connecticut Department of Transportation seen over the last 15 years … comparing what was promised as a goal and what was delivered in terms of change to the better… which ones failed and which one still have not finished their work.

Scorecard

 

Project	First promised	Promised outcome	Where It Stands Now	Verdict
Hartford Line	2004 study	New commuter service, New Haven–Springfield	Running since June 2018; 22 weekday round trips	Good
Waterbury Branch	2010 study	Better service, accessible stations	Signals and sidings by 2022; station rebuilds through 2028	Good, late
Let's Go CT	2015	$100B, 30-year rebuild	Never funded	Bad
Highway tolls	2009 onward	~$1B a year in revenue	Abandoned; truck fee budgeted at ~$62M	Bad
Danbury electrification	2006 study	Electric service to Danbury	Still diesel	Bad
Barnum Station in Bridgeport	2013–2014	Opening by 2018, then 2021	Still "planned"	Bad
I-84 Hartford viaduct	~2006	Replace the viaduct	Re-studied; federal funding dashboard says cancelled	Unfinished
Route 7/15 interchange	2005 construction	Full interchange	Construction may start 2027	Unfinished
Walk Bridge	2023 groundbreaking	Done by 2029	Now 2031; grant money runs to 2032	Unfinished
30-30-30 / TIME for CT	2019	10 min saved by 2022, 25 by 2035	Replaced by TIME-1, target 2035	Unfinished
Electrification study of branch lines	2023	Report by end of 2025	"Nearing completion"	Unfinished
Hartford Line additional stations	2004	Enfield, West Hartford, Newington, North Haven	Enfield opens 2030; others unfunded	Unfinished

The good: delivered, if late

Hartford Line. Service launched June 16, 2018, more than doubling trips in the corridor. It now runs 22 weekday round trips on top of Amtrak, and had fully recovered pre-pandemic ridership by 2024. The one genuine success. (CTDOT, Hartford Business)

Waterbury Branch. A 2010 CTDOT study identified fixes. Then nearly a decade passed before real money arrived. New signals and passing sidings let CTDOT add seven trips in summer 2022. All six stations are being rebuilt from 2025 to 2028 for about $193 million, with buses replacing trains July 2026 to May 2027. Good outcome, glacial pace. (NVCOG, Metro Magazine)

The bad: shelved or failed

Let's Go CT (2015). Governor Malloy proposed a 30-year, $100 billion program without saying how to pay for it. His own finance panel found more than $40 billion in options in January 2016. None stuck. (Bond Buyer, CT Mirror)

Highway tolls. The state spent over $20 million on CDM Smith and Cambridge Systematics studies since 2009, plus a $10 million study approved in 2018.  The 2018 report alone cost $2,035,000, about $23,391 a page. It proposed 82 gantries raising roughly $1 billion a year. Governor Lamont dropped tolls for a truck Highway Use Fee that DRS said would raise about $90 million a year. The official forecast: $60.8 million in FY2025, $61.7 million in FY2026. (CT Senate GOP, Yankee Institute, News 12, OFA)

Danbury Branch electrification. Phase I wrapped in 2006; Phase II began November 2007 and ended with a final report in 2016. In 2006, electrifying South Norwalk to Danbury was pegged at $37 million, $127 million with new equipment. Never built. Still diesel. (CTDOT, Phase II site, Phase I report)

Barnum Station, Bridgeport. Bridgeport Mayor Finch hoped it would be built by 2018.  By 2018 the target was 2021, at $300 million.  It remains a “planned station”. (News 12, CT Post, Wikipedia)

The unfinished: still studying, still building

I-84 Hartford viaduct. Planning began about two decades ago. In 2016 CTDOT settled on a lowered highway. In 2019 it pulled the I-84 study and swapped in a three-year regional mobility study. That report landed in late 2023; its big pieces still face state and federal environmental review. The federal permitting dashboard now lists the I-84 Hartford Project as cancelled. Meanwhile the old viaduct gets bridge rehab through July 2027. (CT Mirror, Hartford Business, AASHTO Journal, Permitting Dashboard, CTDOT)

Route 7/Merritt Parkway interchange, Norwalk. Construction began in 2005, was stopped by a lawsuit, and was cancelled in 2006. A new study followed, then a May 2023 environmental assessment. The $175 million project may start in 2027. Twenty-two years from first shovel to second. (Project history, EA, CT Construction Digest)

Walk Bridge, Norwalk. At the May 2023 groundbreaking, completion was expected in 2029. CTDOT's FAQ now says 2031. The federal grant's end date moved from 2030 to 2032, and obligations rose 37% to $947 million. (Mass Transit, Walk Bridge FAQ, HigherGov)

30-30-30 / TIME for CT. Lamont's 2019 pledge became an $8–$10 billion plan promising 10 minutes saved by 2022 and 25 by 2035. The 2022 milestone came and went. Its successor, TIME-1 ($1.6 billion, 90 mph), targets 2035 and starts with a 3-mile Bridgeport–Stratford stretch. (CTDOT TIME for CT)

Electrification study (Hartford, Danbury, Waterbury lines). Launched August 2023 with a promised finish by end of 2025. CRCOG's June 2026 report says it is "nearing completion." No report yet. (CTDOT, CRCOG)

Hartford Line additional stations. Enfield was in a 2004 recommended action. It broke ground Oct. 28, 2026, with completion in fall 2030. Twenty-six years.  West Hartford sits at 30% design with no construction money; Newington has concept drawings. (Wikipedia, Hartford Business, CRCOG)

The pattern

Studies finish on time far more often than projects do. When a study's answer is expensive, the fix is usually another study. The deadlines that slip are the ones riders and drivers actually feel.

Sources for details

•       CTDOT: Hartford Line Regional Vision

•       Hartford Business: Enfield station groundbreaking

•       CRCOG: Hartford Line overview, June 2026

•       Wikipedia: Enfield station

•       NVCOG: Waterbury Line Improvement Strategy

•       Metro Magazine: Waterbury Line station upgrades

•       Bond Buyer: Let's Go CT

•       CT Mirror: Transportation finance panel

•       CT Senate GOP: Tolls FAQ

•       Yankee Institute: Cost of 2018 tolls study

•       News 12: Highway Use Fee

•       OFA: Consensus Revenue Estimates, Nov. 2024

•       CTDOT: Danbury Branch Electrification Study

•       Danbury Branch Phase II site

•       Danbury Phase I Final Report

•       News 12: Bridgeport to design second station

•       CT Post: Barnum Station expectations

•       Wikipedia: Barnum station

•       CT Mirror: Hartford highway realignment

•       Hartford Business: Elevated option ruled out

•       AASHTO Journal: Greater Hartford Mobility Study

•       Federal Permitting Dashboard: I-84 Hartford Project

•       CTDOT: I-84 Sigourney Street bridge rehab

•       Route 7/15 Project History

•       Route 7/15 Environmental Assessment, May 2023

•       CT Construction Digest: Route 7/15 timing

•       Mass Transit: Walk Bridge construction begins

•       Walk Bridge FAQ

•       HigherGov: Walk Bridge federal grant

•       CTDOT: TIME for CT map

•       CTDOT: Electrification study press release

YOUR MOST DANGEROUS DRIVE HOME

“Hello, darkness, my old friend, I've come to talk with you again”

-        Simon & Garfunkel 1964

Yes, daylight saving time is gone again… sooner this year than normal as November 1st is the earliest date for the change allowed by law.  They say we’ve “gained an hour”, but it sure doesn’t feel like that.  And with the shift of clocks back an hour, we’re going to see ever-earlier sunsets and darkness… as early as 4:45 pm this week and 4:21 pm by early December.

That means our evening commutes will be in the dark, presenting new dangers.

A 2025 study in the Journal of Safety Research found fatal pedestrian and cyclist crashes rose 13 percent after the fall time change.  And researchers at Carnegie Mellon say the pedestrian death risk at 6 p.m. in November is 11 times higher than at the same hour in April.

It’s also rutting season for deer, and about three-quarters of deer crashes with cars happen outside daylight.  Connecticut had 417 such incidents from October to December 2023.  Nothing ruins a car quite like hitting 150 pounds of amorous venison.

And don’t even get me started on the “jetlag” we all feel adjusting to the clocks this week.  And that clock on your dashboard… how long will it still think it’s daylight saving time?

As for auto accidents involving other cars, reviewing UConn data from 2020 to 2024, Connecticut crashes in the 5 p.m. hour were 35% higher in November than October.  Pedestrian crashes in that hour were up 147%!

If you must walk at night, wear white.  Or better yet, a reflectorized vest so drivers can see, and hopefully, not hit you.

For senior citizens, night driving always presents problems.  It’s both biological and psychological.

By age 60, our eyes need three times as much light as they did at age 20, because pupils shrink and don’t open as wide in the dark.   A 60-year-old also takes more than twice as long as a teenager to adjust from light to darkness.

Seniors already reluctant to drive at night are now less likely to go out for dinner or evening events if they don’t feel safe on the roads.  You may think of the “early bird special” as a dining bargain.  Seniors think of it more like a curfew.

One of the biggest problems for drivers of any age, as I wrote about last year, is the glare of oncoming headlights.  There are several reasons that headlights appear so bright. 

The first is that the headlights may not be properly aligned, aiming too high, right into your eyes.  And with more vehicles riding higher from the road (think SUVs and trucks), their headlights shine more directly into oncoming traffic.

Most problematic are the new kinds of headlights.  The older incandescent (yellowish) lightbulbs are being replaced by LED or xenon lights, which are blue-white and more glaring to your eyes.

Oncoming headlights, especially the bluish ones, cause the pupils in your eyes to constrict rapidly, temporarily blinding you until the oncoming vehicle passes and your eyes adjust.

What can you do to stay safe? 

When bright lights come at you, don’t look into the oncoming beam.  Instead, look to the right edge line of the roadway (a.k.a. the “fog line”).  Flip your rear-view mirror to its night setting, or use an auto-dimming mirror.   Most of all, slow down!  Being blinded on darkened roads, especially if they are coated with wet slippery leaves, is dangerous.

So hang in there, fellow motorists.  It’s only about 130 days (and long nights) ‘til we change the clocks again.

COFFEE, TEA OR TURBULENCE?

Just when you thought flying couldn’t get any more unpleasant, our atmosphere has joined the airlines in trying to shake you down.

Consider last week when a flight to Los Angeles suffered a 3675-foot drop in one minute, leaving passengers screaming and at least one flight attendant bloodied.  Four flight attendants were injured, one was hospitalized, but no passengers were hurt, presumably belted into their seats.

The flight was already descending through 25,000 feet to land and one pilot said he thought it felt like wake turbulence from another jet, even though flight-tracking data reportedly showed no other plane nearby.  But the terror in the cabin was just as real.

Adding literal insult to injury, the flight had to wait at least 30 minutes after landing to park at a gate, even with the injured on board.  Welcome to LAX.

Researchers say that wind shear at jetliners’ cruising altitude, the main cause of clear-air turbulence (CAT), is up 15% since 1979.  Over the North Atlantic, en route to Europe, the number of hours of severe turbulence is up 55%.

What’s causing this increase?  Long term, global warming. This winter there’s a near-record El Niño in the Pacific, which research links to 50% more turbulence over large parts of the U.S. and the North Atlantic.  

Professor Paul Williams at the University of Reading in the UK says his models show a doubling or tripling of such turbulence in the coming decades, aviation’s sequel to the increasingly severe storms we’ve experienced lately in the Northeast.

Jetliners’ weather radar can’t see clear-air turbulence. Lidar, the fix that’s been ‘just around the corner’ for decades, is still around the corner.  Commuters on Metro-North are familiar with that kind of unkept promise.

Except in very rare circumstances, turbulence doesn’t cause planes to crash.  In testing, Boeing bent the 777’s wings to 154% of their design limit before they snapped, the wingtips flexing some 24 feet upward. 

Turbulence’s greatest danger is tossing those onboard (who aren’t belted) up to the ceiling and back down.  According to the National Transportation Safety Board (NTSB) flight attendants are 24 times more likely to be seriously injured than passengers. 

At one Delta regional carrier, the flight attendants union says crews keep working the aisle through turbulence because they’re graded on passenger satisfaction surveys.  Nothing says ‘customer first’ like sustaining a broken ankle for a five-star review.

About half of turbulence accidents happen during descent or approach, and 60% below 20,000 feet. That’s when crews are up securing the cabin for landing.  The aft cabin is the danger zone, accounting for more than three-quarters of flight attendant injuries… another reason to fly up front in First.

Staffing cuts at the National Weather Service don’t help in predicting rough skies. The NWS lost about 15% of its staff to Trump administration cuts and buyouts. Last year the GAO found only 69 NWS meteorologists working in FAA air traffic centers, against a cap of 81. Officials planned to shrink that to 64.  Turbulence up. Forecasters down.  What could go wrong?

What can you do to stay safe?  Well, aside from seeking alternate transportation, like the train, not much.  Sadly, train service to Europe is pretty weak.

Instead, keep your seat belt fastened at all times. Make visits to the washroom infrequent and quick.  Be sure your bags in the overhead are stowed and the bin doors closed tightly.  And most of all, always follow crew instructions, especially during descent when turbulence hits most often.

DRONE DELIVERY DEBATE

Do we really want drones flying over our homes, delivering packages for Amazon?  That’s the question being asked here in Connecticut as North Haven becomes the test site for long-promised delivery drones in our Connecticut skies.

Not a neighbor?  Read on as there are several other sites that Amazon might use to bring their deliveries (and drones) closer to you including Windsor, Cromwell, and eventually Naugatuck/Waterbury, though no formal plans have been disclosed.

It was back in 2013 that Amazon’s Jeff Bezos first talked of drone deliveries, promising they’d be dropping five pound packages at our homes within 30 minutes of an order being placed.  He said the drones would be flying in four or five years.  It took nine.  Bezos got himself to space faster. 

Amazon's MK30 Drone

The first real drone deliveries by Amazon didn’t start until 2022 in pilot programs in California and Texas, both since discontinued.

In North Haven’s case Amazon asked the town last May for its OK to build a drone-port and P&Z approved the plan unanimously.   There was no public hearing nor public comment. The issue of excessive noise never came up.  

Actually,  the town doesn’t really have much say as it’s the FAA that regulates drones.  Amazon is asking that agency to approve up to 1000 flights a day, each cruising at 250 feet and serving an area of about 7 ½ miles… roughly New Haven to Branford… with 300,000 residents.

Drones could fly from 6:00 am to 10:30 pm, hovering on delivery at about 13 feet before dropping their packages (up to five pounds) and flying back to their base. 

But what about the noise?

Amazon’s plan is to use MK30 drones, each with six rotors and a maximum speed of 73 mph.  On take-off each drone generates 90 decibels of noise…louder than a leaf blower at 50 feet.  On delivery it spends roughly a minute below cruise altitude.  Noise level on delivery, about as loud as a vacuum cleaner.

Amazon’s North Haven warehouse sits in an industrial area between the Wilbur Cross Parkway and I-91 but there are residences nearby.  The site is also close to a migratory bird flyway on the Quinnipiac River.  And it’s just 10 miles from Tweed airport.

Despite the North Haven Planning & Zoning Commission’s enthusiasm for the plan, when the details came out, the objections were heard as loud as those drones. 

The town’s First Selectman Michael Freda said this was “not the right way” and called for hearings by DEEP, the state’s Department of Energy and Environmental Protection.  The FAA, as required, asked DEEP to confirm the project fits Connecticut’s coastal policies.  The state agency tells me they got over 1000 comments and a final ruling will come by mid-November.

Freda says Amazon has put the project on hold.  Amazon hasn’t said so, and hasn’t withdrawn its FAA application.  At Amazon, “on hold” may mean the same as “out for delivery”: it’s coming, just not yet.

You’ve got to remember that Amazon is a major employer in the North Haven area with 2500 people employed there when that warehouse first opened. The pols are posturing and promising on this issue as this is, you’ll remember, an election year.

We used to talk about NIMBYs, the “Not in My Back Yard” crowd.  Now we must think of a new constituency… the NOMHs (pronounced “nomes”), the “Not Over My House” folks who want peace and quiet more than half-hour deliveries.

 

THE FINAL BOARDING CALL

Planning a flight soon?  With fewer airlines to choose among (including newcomers Avelo and Breeze, both with bases in Connecticut), let’s take a moment of silence to remember the carriers that are no more.  Seatbacks and tray tables in their upright positions, please.  It’s going to be a bumpy ride.

Do you remember PEOPLExpress Airlines?  How about NorthEast?  Or Mohawk?

These airlines of the past are what we call “fallen flags”, remembered, perhaps, but no longer in business, at least not under those names.  The US domestic airline industry is littered with such unclaimed baggage of our traveling past and each one brings back memories of a time when flying was fun and a middle seat came with a meal, not just a fee.

Newark-based PEOPLExpress was a favorite of mine, flying out of the ancient North Terminal and charging super-low fares which were collected in-flight.  Like many carriers they grew too big, too fast and were snapped up by aviation pariah Frank Lorenzo.

We also had Pan Am, Eastern, TWA, Northwest and Continental, each gobbled up or merged with much larger carriers leaving us with, some say, a much less competitive (and more expensive) travel industry.

Recent airline closures include ULCC (Ultra-Low-Cost Carrier) Spirit, the airline that taught us to pay for checked bags.  Hawaiian still flies, but under its acquirer Alaska Airlines' code.  Some of the lost carriers were airlines within an airline, like Song (Delta’s low cost carrier, targeted specifically at women) or Ted (a no-frills subset of United). 

Texas-based Braniff had the distinction of being the only US airline to fly the Concorde (albeit on a lease from Air France and British Airways and flown subsonic over US airspace). Braniff’s jets were painted in bold colors by Alexander Calder, their flight attendants uniforms designed by Emilio Pucci.

A slew of regional carriers long ago made their final boarding calls:  Mohawk (taken over by Allegheny, itself subsumed into USAir which in turn was bought by American).  Piedmont was also grabbed by USAir.  North Central and Southern Airlines became Republic, which bought Hughes Airwest before getting picked up by Northwest, formerly known as Northwest Orient.

Air Florida flew for 13 years, even flying to seven European cities.  And you might remember ValuJet which merged with AirTran. Tower Air made a name for itself (and good money) flying charters for the Pentagon while also providing cheap transcon service from JFK to the West Coast.  Four other carriers, World Airways, Capitol, ONA (Overseas National) and Trans International, also became successful charter lines for civilians and the military.

Carnival Airlines, owned by the cruise ship line, funneled passengers to its own ships on charters and was later acquired by a reorganized Pan Am. 

Midwest was a favorite for many, offering fresh baked cookies inflight in comfy 2 by 2 seating on their DC-9s.  But there were also regional carriers Vanguard, Air South, Eastwind and McClain airlines.

For crossing the “pond” there were a number of failed airlines that offered business-class comfort at bargain fares:  Eos, MaxJet and SilverJet.  Still flying is one of my favorites, French airline La Compagnie which flies just 76 passengers on an A-321neo that can usually carry over 200, at less than traditional business-class fares.

Domestically MGM Grand Air was popular with the Hollywood crowd, flying from LAX to JFK in a lavishly equipped DC-8 with couches and such.

When smoking was banned on US flights starting in 1988, the Tobacco Institute talked about starting a smokers-only airline, but that never happened.

One airline that did fly, for a couple of years, was Hooters Air, owned by the restaurant chain.  In-flight cabin staff on the golfer-targeted flights to Myrtle Beach wore the same skimpy attire as the restaurant’s waitresses.  Hardly PC,  never profitable and, thankfully, short-lived.

Yes… flying used to be fun and cheap.  But now it’s neither.

YOUR NEXT CAR WILL BE A LUXURY

It’s been a busy week on the transportation beat. Not much of it good:

CHEAPER CARS?            The US Dept of Transportation is rolling back Biden-era plans to require automakers to increase their fleet’s MPG.  Rather than the goal of 50.4 mpg, the new rules will settle for 34.9 mpg by 2031.  The White House claims this may save you $1300 on the cost of a new car. 

But savings on the sticker price won’t be free.  Because the new cars won’t get the targeted mileage improvements, the National Highway Traffic Safety Administration (NHTSA) estimates you’ll spend $1624 more for gas over the life of your vehicle.

By the way, according to the industry ‘bible’, Kelley Blue Book, the average new vehicle in the US now costs $50,089, up almost 2% in one year. 

That will puts new vehicle buyers in Connecticut into a higher tax bracket:  7.75% sales tax for “luxury cars” vs the usual 6.35%, meaning the average new set of wheels in Connecticut will now, legally, be a luxury.

ANOTHER CDOT DEATH:          For the second time in two years a CDOT highway worker has been killed doing his job.  Sixty-year-old Elvin Hernandez was doing road maintenance on I-95 when he was hit by a car that was driving on the grass on the right shoulder near exit 20.  

Elvin Hernandez

The driver of that car, Edward Myers, also age 60, was arrested and admitted to officers he’d just used heroin.  Myers was convicted of DUI this past April and has been on probation.  He’s now being held on $2 million bond, charged with manslaughter.

Working alongside our highways with cars zooming by at high speed is a challenging and dangerous job.  Recent efforts at placing speed cameras in work zones have seen some success.  A pilot test for eight months in 2023 saw 24,900 warning notices issued to drivers but only 750 violations. During testing this spring cameras clocked 8.4 million cars passing the work zones, 1.36 million of them exceeding the speed limit.  More than 150 drivers were clocked in excess of 100 mph.

TARIFFS & NEW RAIL CARS:    Metro-North parent MTA (the Metropolitan Transportation Authority) plans to spend $23 billion on new rail cars, subway cars and buses.  But the price tag is being inflated by $1 billion due to new tariffs imposed by the Trump administration on imported components.  That’s enough money to buy 150 LIRR train cars, almost 1000 buses or more than 250 subway cars.

The White House tariffs on imported railroad gear “will not result in a [domestic US] railcar manufacturing boom; it will only raise costs for transit agencies at a time when other construction costs are skyrocketing” the MTA board was told this week.

That’s code for eventually “higher fares”.

BRIGHTLINE:         As I predicted weeks ago, this modern, stylish, for-profit passenger railroad in Florida has filed for bankruptcy.  Ridership and fares are not growing as fast as hoped… revenue is less than half of what was predicted… so the railroad has had to restructure $2.5 billion in debt. 

So much for the free market saving passenger rail, fueled by junk bonds.

Meanwhile, the railroad’s trains between Miami and Orlando will keep running.  However, Brightline’s plan for a high-speed line from Southern California to Las Vegas is already behind schedule and still hunting for money.

Brightline West Artist Rendering