Connecticut
Work Live Ride bill aims to increase housing near transit, reduce sprawl
Zachary Suri, Contributing Reporter
Last June, a coalition of community groups failed to pass a bill at the state legislature to increase affordable housing near public transit and reduce sprawl. Now, in the new legislative session, they’re trying again.
The reintroduced legislation, Work Live Ride, aims to reduce urban sprawl by “building up local [and] state capacity for transit-oriented communities” with the long-term aims of increasing housing affordability, boosting economic growth and combating the climate crisis, according to Desegregate Connecticut. The bill died before a vote on the state House floor during the 2023 legislative session. However, SB998, one component of the larger Work Life Ride bill that codified the Office of Responsible Growth, passed.
“Sprawl is unsustainable, it’s inequitable and it’s bad for all of us, and we’ve been doing it for 50 years in Connecticut and can’t do it anymore,” Desegregate Connecticut Director Pete Harrison told the News. “A post-sprawl future … means communities are safer, they’re greener, they’re more walkable, they’re more diverse, they’re more affordable.”
Desegregate Connecticut is a coalition of over 80 organizations that advocate for improved local and state land use policies in Connecticut.
The coalition hopes to address Connecticut’s affordable housing and climate crises, which Harrison said are “converging.” The Connecticut Department of Housing reported in 2020 that 50 percent of renters and 30 percent of homeowners allocate over a third of their household income to housing costs. Harrison added that households spend a significant percentage of their income on transportation, which creates environmental costs. According to the Connecticut Department of Energy and Environmental Protection, 40 percent of the state’s emissions come from transportation.
“There really isn’t a way to fundamentally make housing cheaper for people if it relies on the old sprawl mentality of drive ‘til you qualify [for a mortgage],” he said. “That is not a way to build sustainable, equitable homes and communities.”
Work Live Ride was initially inspired by a 2021 Massachusetts law that requires over one hundred municipalities to create at least one zoning district dedicated to multi-family housing located near public transit. In 2022, Desegregate Connecticut proposed a similar law for Connecticut, which Harrison said went nowhere.
Afterward, the coalition’s members visited local communities that already had zoning that encouraged high density around public transportation. Harrison said that despite these communities’ eagerness to zone around transit stations, obtaining state funding was a “cumbersome” process.
These perspectives prompted the coalition to come up with Work Live Ride in 2023, which not only creates guidelines for local zoning reform — similar to the 2022 bill — but also streamlines state funding of those reforms.
“What stands out [about Work Live Ride] is the amount of time that has been spent listening to communities and understanding that even if it’s all transit-oriented development, it’s not going to look the same in every community that wants it,” State Rep. Eleni Kavros DeGraw told the News.
Work Live Ride is currently in front of the Planning and Development Committee, which Kavros DeGraw co-chairs.
Although Work Live Ride did not pass in 2022, Harrison said the passage of SB998 was a “very big, sneaky win.” The law formally established and funded the Office of Responsible Growth, which was initially created in 2006 to oversee local development and affordable housing plans, but lacked formal authority since it did not exist in the state statutes.
Harrison said he thinks that the success of SB998 will be instrumental in Desegregate Connecticut’s efforts to pass Work Live Ride during the current legislative session since they will no longer need to advocate for state funding for the bill.
Other key differences between last year’s and the current bill include streamlined affordable housing developments — mainly through outreach to nonprofits and religious organizations — and additional environmental protections prompted by criticism from environmental groups, per Harrison.
Win Evarts is the executive director of The Arc of Connecticut, an organization that advocates for the rights of individuals with intellectual and developmental disabilities, or IDDs. The Arc of Connecticut testified in support of last year’s Work Live Ride bill, and Evarts said they plan to support the bill again this year.
Evarts pointed out that many people with IDDs live in state-funded group homes because they cannot cover their housing costs. These group homes, he said, are rarely located near public transportation, limiting individuals with IDDs’ interaction with others.
“Having affordable housing allows [people with IDDs] to live in a less restrictive way than the traditional home model,” he said. “Living in an integrated community is better than living in a group home that… doesn’t facilitate the making of friends.”
Work Live Ride has received substantial criticism. Much of its opposition last year came from CT 169 Strong, an organization that opposes “top-down” zoning legislation with the mission of achieving “true affordability, not just density,” according to its website.
CT 169 Strong released a statement in February denouncing the 2024 Work Live Ride bill. The group said that the bill aims to provide developers with “hand-outs” and strip away local zoning control.
“This bill removes local control, limit[ing] funding resources to communities unless they relent to onerous state mandated guidelines, thus disincentivizing towns from affordable development,” the statement said.
CT 169 Strong did not respond to multiple requests for comment.
Harrison said that Work Live Ride has a “carrot incentive approach,” since towns can opt-in to the bill but are not required to adopt it. Yet the Desegregate Connecticut website notes that the communities that opt-in would be “prioritized for state funding and [would] come first in line.”
Kavros DeGraw said that some critics base their arguments on aspects of previous versions of the bill, rather than looking at the latest version. However, she also acknowledged that housing bills like Work Live Ride often struggle to be “all carrot and no stick.”
“If there is no stick to encourage people to build [affordable housing], the carrots are often not enough,” Kavros DeGraw said. “Expecting all of the carrot money to come from the state is probably unrealistic when you look at how many people are asking for state funds for really good reasons.”
Harrison pointed to the shorter, three-month legislative session this year, compared to the five-month session last year, as a potential obstacle for Work Live Ride.
However, he said he feels optimistic about the bill’s fate, stating that it is in a “very strong position.”
“It’s a long project that’s going to take a while,” he said. “But getting the hard stuff passed is really where we get in five and 10 years and 20 years into a much, much better, more positive future.”
Desegregate Connecticut was formed in 2020.
Connecticut
Pedestrian killed after being struck by Amtrak train
An investigation is ongoing in Stonington after a person was fatally struck by an Amtrak train Saturday morning, according to Stonington police.
Police were notified around 11:25 a.m. by Amtrak police that a pedestrian was struck by a train between the Route 1 overpass and the Prospect Street and Palmer Street railroad crossing.
When crews arrived, they pronounced the victim dead at the scene.
The train involved is stopped while Amtrak police conduct their investigation and ask the public to avoid the area at this time.
Authorities say there is no threat to the public.
No further details were released.
Connecticut
Man shot, critically injured by police in Hartford; mayor says there will be a ‘full review’
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Connecticut
Connecticut moves to crack down on bottle redemption fraud
It’s a scheme made famous by a nearly 30-year-old episode of the sitcom Seinfeld.
Hoping to earn a quick buck, two characters load a mail truck full of soda bottles and beer cans purchased with a redeemable 5-cent deposit in New York, before traveling to Michigan, where they can be recycled for 10 cents apiece. With few thousand cans, they calculate, the trip will earn a decent profit. In the end, the plan fell apart.
But after Connecticut raised the value of its own bottle deposits to 10 cents in 2024, officials say, they were caught off guard by a flood of such fraudulent returns coming in from out of state. Redemption rates have reached 97%, and some beverage distributors have reported millions of dollars in losses as a result of having to pay out for excess returns of their products.
On Thursday, state lawmakers passed an emergency bill to crack down on illegal returns by increasing fines, requiring redemption centers to keep track of bulk drop-offs and allowing local police to go after out-of-state violators.
“I’m heartbroken,” said House Speaker Matt Ritter, D-Hartford, who supported the effort to increase deposits to 10 cents and expand the number of items eligible for redemption. “I spent a lot of political capital to get the bottle bill passed in 2021, and never in a million years did I think that New York, New Jersey and Rhode Island residents would return so many bottles.”
The legislation, Senate Bill 299, would increase fines for violating the bottle bill law from $50 to $500 on a first offense. For third and subsequent offenses, the penalty would increase from $250 to $2,000 and misdemeanor punishable by up to one year in prison.
In addition, it requires redemption centers to be licensed by the state’s Department of Energy and Environmental Protection (previously, those businesses were only required to register with DEEP). As a condition of their license, redemption centers must keep records of anyone seeking to redeem more than 1,000 bottles and cans in a single day.
Anyone not affiliated with a qualified nonprofit would be prohibited from redeeming more than 4,000 bottles a day, down from the previous limit of 5,000.
The bill also seeks to pressure some larger redemption centers into adopting automated scanning technologies, such as reverse vending machines, by temporarily lowering the handling fee that is paid on each beverage container processed by those centers.
The bill easily passed the Senate on Wednesday and the House on Thursday on its way to Gov. Ned Lamont.
While the bill drew bipartisan support, Republicans described it as a temporary fix to a growing problem.
House Minority Leader Vincent Candelora, R-North Branford, called the switch to 10-cent deposits an “unmitigated disaster” and said he believed out-of-state redemption centers were offloading much of their inventory within Connecticut.
“The sheer quantity that is being redeemed in the state of Connecticut, this isn’t two people putting cans into a post office truck,” Candelora said. “This is far more organized than that.”
The impact of those excess returns is felt mostly by the state’s wholesale beverage distributors, who initiate the redemption process by collecting an additional 10 cents on every eligible bottle and can they sell to supermarkets, liquor stores and other retailers within Connecticut. The distributors are required to pay that money back — plus a handling fee — once the containers are returned to the store or a redemption center.
According to the state’s Department of Revenue Services, nearly 12% of wholesalers reported having to pay out more redemptions than they collected in deposits in 2025. Those losses totaled $11.3 million.
Peter Gallo, the vice president of Star Distributors in West Haven, said his company’s losses alone have totaled more than $2 million since the increase on deposits went into effect two years ago. As time goes on, he said, the deficit has only grown.
“We’re hoping we can get something fixed here, because it’s a tough pill to be holding on to debt that we should get paid for,” Gallo said.
Still, officials say they have no way of tracking precisely how many of the roughly 2 billion containers that were redeemed in the state last year were illegally brought in from other states. That’s because most products lack any kind of identifiable marking indicating where they were sold.
“There’s no way to tell right now. That’s one of the core issues here,” said state Rep. John-Michael Parker, D-Madison, who co-chairs the legislature’s Environment Committee.
Parker said the issue could be solved if product labels were printed with a specific barcode or other feature that would be unique to Connecticut. Such a solution, for now, has faced technological challenges and pushback from the beverage industry, he said.
Not everyone involved in the handling, sorting and redemption of bottles is happy about the upcoming changes — or the process by which they were approved.
Francis Bartolomeo, the owner of a Fran’s Cans and Bart’s Bottles in Watertown, said he was only made aware of the legislation on Monday from a fellow redemption center owner. Since then, he said, he’s been contacting his legislators to oppose the bill and was frustrated by the lack of a public hearing.
“I know other people are as flabbergasted as I am because they don’t know where it comes out of,” Bartolomeo said “It’s a one sided affair, really.”
Bartolomeo said one of his biggest concerns with the bill is the $2,500 annual licensing fee that it would place on redemption centers. While he agreed that out-of-state redemptions are a problem, he said it should be up to the state to improve enforcement.
“We’re cleaning up the mess, and we’re going to end up being penalized,” Bartolomeo said. “Get rid of it and go back to 5 cents if it’s that big of a hindrance, but don’t penalize the redemption centers for what you imposed.”
Lynn Little of New Milford Redemption Center supports the increased penalties but believes the solution ultimately lies with better labeling by the distributors. She is also frustrated by the volume caps after the state initially gave grants to residents looking to open their own bottle redemption businesses.
“They’re taking a volume business, because any business where you make 3 cents per unit (the average handling fee) is a volume business, and limiting the volume we can take in, you’re crushing small businesses,” Little said.
Ritter said that he opposed a move back to the 5-cent deposit, which he noted was increased to encourage recycling. However, he said the current situation has become politically untenable and puts the state at risk of a lawsuit from distributors.
“We’re getting to a point where we’re going to lose the bottle bill,” Ritter said. “If we got sued in court, I think we’d lose.”
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