THE REVOLT OVER SPEED CAMERAS

Few transportation issues have divided Connecticut residents more quickly than automated speed cameras.

Warning signs in Greenwich

Supporters say the cameras slow drivers down and protect children near schools. Critics argue they represent government surveillance, outsourced enforcement, and a “money grab”.

The controversy has played out most visibly in Greenwich, Fairfield and Milford.

In Greenwich, the debate became so heated that town officials suspended the speed camera program in April after determining that mandatory public hearings required before launching the program had somehow been missed.  Oops.

That decision followed months of complaints from residents who questioned everything from privacy protections to vendor involvement and the town's vendor selection process.

By mid-December 2025 Greenwich had issued 12,006 warnings and 2,294 citations, and later reported 7,225 citations in January 2026 alone.

Coverage by my colleagues at Greenwich Free Press documented the outrage.  A citizen petition gathered more than 700 signatures calling for the cameras to be removed.

May 14th Hearing in Greenwich    

At a long-overdue public hearing in mid-May, residents raised concerns about the selection process of vendor Blue Line Solutions, its data collection and privacy policy, and whether the system was designed more to generate revenue than improve safety.  

Town officials and police strongly disagreed.  Greenwich Police Chief Jim Heavey recently argued the cameras were "working exactly as intended" and reported reductions in speeding around schools since they were turned on.   Greenwich First Selectman Fred Camillo repeatedly rejected claims that the program was a "cash grab," emphasizing that the goal was protecting children.  

The Greenwich RTM takes up the issue June 8.  My guess is voters' representatives will reject it, adding another chapter to the town's remarkably clumsy handling of this program.

The same tensions are now emerging in Fairfield.

Fairfield's cameras issued more than 114,000 warning tickets in their first 17 days, with officials projecting roughly 190,000 violations during the initial warning period.   The numbers immediately fueled skepticism.

In Fairfield the violations kick in when you go more than 10 mph over the speed limit.  The first fine is $50, with additional processing fees possible depending on how the citation is paid.

Residents questioned why cameras operate 24 hours a day rather than only during school arrival and dismissal times.  Others worried about revenues projected to reach approximately $3.2 million during the first month of enforcement.

State Sen. Tony Hwang publicly acknowledged the backlash and urged town leaders to create a dedicated roadway-safety account so residents would not see the program as a "revenue grab."

Fairfield First Selectperson Christine Vitale pushed back, saying the program is "fully about children's safety" and adding that zero revenue would actually be the best outcome, meaning drivers obeyed the law.

So far fifteen Connecticut municipalities have received CDOT approval to install the cameras.  At least one town, Kent, has voted (by a four to one margin) not to install the speed cams.

Still, many crucial questions about the program remain unanswered at the local level:  how are vendors properly vetted, what happens when the three-year test period expires, how do citizens know ticket revenue will be properly spent and even a more basic question… are our speed limits too low?

Supporters insist these cameras are not about revenue.  Fair enough.  If every driver obeyed the speed limit, the towns would collect nothing.  But when local governments begin projecting millions of dollars in future ticket revenue (and dreaming of how it might be spent), they shouldn't be surprised when taxpayers become suspicious.

The challenge for Connecticut isn't proving that speeding is dangerous.  Most of us already agree that’s a real issue.  The real challenge is convincing drivers that speed cameras are truly about safety and not simply the latest government innovation in “contactless fundraising”.

 

 

TAKING YOUR BIKE ON THE TRAIN OR BUS

Now that summer is unofficially underway, let’s revisit a recent column of interest to bikers…

Taking mass transit is great.  But when you step off your train or bus, what do you do to get to your final destination?  Increasingly, that means BYO wheels:  a bike, e-bike or scooter.

The problem is, the rules for bringing your “wheels” can be very different depending on your carrier.

METRO-NORTH:

You can bring your non-electric-powered bike on the train anytime… except rush-hour and certain holidays.  Some train cars include wall-mounted racks; check the TrainTime app for bike-friendly trains and car markings.  If you have a folding bike that can get stowed in the overhead rack, you can bring it anytime.

But if your bike or scooter is powered, the rules are quite different.

First, you can’t ride your e-whatever at the station, on the platform or in the train. You can only bring your wheels on the train if it folds up, weighs less than 100 pounds and is your property, i.e. not a CitiBike, VEO etc.

Hanging bike rack on Metro-North

You cannot charge your e-bike on the train.  It must have UL-certified batteries and be stored in an area so it doesn’t block other passengers.  Whatever the rules may be, the train conductor or railroad staffer always has the final say and can stop you and your bike from being on the train.  If the train’s too crowded, you may be denied boarding. 

Remember… if your final destination is Grand Central Terminal there are any number of Citi Bike stations just outside on the street.  At New Haven there are bike-shares available through Ride New Haven.

SHORE LINE EAST & HARTFORD LINE:       The e-bike rules here are quite similar.  Unlike on Metro-North, regular (non-electric) bicycles are welcome anytime.  On the Hartford Line, CT Rail trains welcome bikes anytime for free.  But Amtrak’s Hartford Line trains accept bikes only with a reservation and a charge of $20.  You should call Amtrak at 800-872-7245 to purchase your ticket and secure a bike spot, as space is limited.

Confused yet?  Best if you check your railroad’s rules carefully, as e-bike policies differ between CT Rail and Amtrak-operated trains. 

At Hartford’s Union Station you can rent a scooter (but no bikes) through VEO.  Bikes may be added in the future.

CT TRANSIT BUSES:

Connecticut’s buses were pioneers in allowing bikes… not in the bus, but on racks mounted on the outside front of the bus.  The racks only hold two bikes, and its first-come, first-carried.

Only standard non-motorized bikes are allowed on racks; e-bikes, scooters, and motorized vehicles are not permitted, regardless of weight.

OTHER BUSES IN CONNECTICUT:

All GBTA (Greater Bridgeport) buses are equipped to carry your bicycle… two-bike maximum, first-come first-served.  Norwalk Transit rules aren’t crystal clear.  You might want to consult your carrier’s website or ask the driver before trying to transport your device.

PORT JEFFERSON FERRY:

The Port Jefferson Ferry allows bicycles and e-bikes onboard, but according to company policy, they are considered luggage and must be kept with the rider at all times.  Cyclists are required to carry their bikes as well as any baggage up and down staircases to the passenger decks.  If there’s room you can use the elevator.

Whatever your destination, always BYO (and wear) a helmet when operating on two wheels.  And remember:  E-bikes and scooters should use UL-certified batteries and never be charged aboard any vehicle or station.

 

NO GAS LINES... YET

Got vacation plans this summer?  Better stay flexible as the war with Iran is going to make travel this summer more expensive and unpredictable.

Even when the war is declared “over” there is such a backlog of shipping in the Mideast that supply chains will be disrupted for many months.  We’re not just talking about gasoline but dozens of other chemicals the world’s manufacturers are dependent on.  The impact of this will affect us all.

Roughly 2,000 ships are reportedly delayed, anchored or awaiting clearance across the Persian Gulf region. Their cargoes are going to face months of delays heading for China, India and Japan when they can resume travel.  Not only will prices for their cargoes soar, but so too will the cost of the products those cargoes are used to manufacture… plastics, electronics, fertilizers and pharmaceuticals.

The Oil Crisis of 1973

So far oil supplies are at a deficit (lower than they should be) but are not seeing real shortages:  no “gas lines”…. Yet.

If you’re planning a European vacation this summer, double check.  Because jet fuel prices have nearly doubled since the war began Lufthansa has already cancelled 20,000 flights this summer.

Flights are being consolidated even as fares are hit with fuel surcharges.  Older, less fuel-efficient aircraft like the Boeing 767 are increasingly being replaced by newer jets such as the Airbus A350.  Some analysts have warned that Europe could face critically tight jet fuel supplies within a few weeks if disruptions continue.

Trans-Atlantic flights out of New York City will continue, albeit it at higher costs for travelers.

And remember;  summer tourism affects more than just the passengers.  If they can’t travel, tourism dollars they would spend on both sides of the Atlantic will plummet.  European tourism officials were counting on free-spending American visitors this summer.  Instead they may get cancellations and angry customers staring at airfare apps. 

Even if you’re not flying to Europe, domestic road trips will be affected.

As of last Friday, AAA says the average price for gas in Connecticut was as high as $4.66 and diesel was $5.84.  Experts say that an end to the war may see an immediate price dip at the pump for gas but not for diesel.  High diesel costs mean higher prices for everything we buy.  And it may be 2027 before prices return to pre-war levels. 

Remember the supply chain disruptions after COVID?  They may be the new normal.  Take pharmaceuticals, for example.

America is hugely dependent on India and China for the pills we take.  Certain cancer drugs and vaccines, may be especially vulnerable to shipping disruptions.  Pain killers, antibiotics and anesthetics could be in short supply.  Even generic drugs (which make up 90% of those sold in the US) will be affected.

The world economy now runs on floating warehouses, fragile supply chains and optimistic assumptions.  One conflict half a world away can raise the price of gasoline in Connecticut, disrupt vacations in Europe and threaten the supply of medicines in your local pharmacy.  

We built a global economy based on speed, low cost and “just in time” delivery.  But “just in time” just isn’t anymore.