HARTFORD, Conn. - A survey is underway to make Connecticut streets more friendly for pedestrians and bicycles, and survey organizers say the results should eventually result in positive impacts for health, air quality and even the economy.

As day-to-day work grows more computer-based, employees often wind up spending too much time sitting. Kelly Kennedy, the executive director of Bike Walk Connecticut, says that sedentary work environment is taking a big hit on workers' health. In fact, Kennedy says public health is the primary reason her group is conducting this first of its kind survey, called Complete Streets, in an effort to make roads originally designed for cars more user-friendly for those on foot and riding bicycles.

"If it were easier and safer to get around and to make at least short trips by bike or by foot that would improve our health," says Kennedy. "It would also improve air quality."

Kennedy says her organization's survey is also questioning city planners to get a sense of what towns and municipalities are doing proactively to create more bicycle and pedestrian-friendly routes. She says they also want to know if it is easy for you to get around your town by bike or on foot, and what it's like walking or biking to places like schools, parks, senior centers and shopping centers.

The survey is accessible from the Bike Walk Connecticut website.

"If it's not generally easy to get around, then we ask for specifics; what's the problem, are there not enough sidewalks, do the sidewalks stop and start suddenly," says Kennedy. "Those are the kinds of things that we are getting at."

She says the money saved by greater numbers of people walking and biking can add up to big benefits for local economies.

"Gas prices are only going up, and the more money we spend on gas and on cars the less money we have for other things," explains Kennedy. "If we can re-purpose some of that spending, we can help other sectors of the economy like the mom-and-pop stores that keep the economy moving."

The Complete Streets survey is funded through a federal cooperative agreement administered by the Connecticut Department of Public Health. The results will be released early this summer.



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Federal and agency officials convened with stakeholders in Southeastern Utah to discuss how federal funds can help grow and strengthen local economies.

Lenise Peterman, mayor of Helper in Carbon County, said money from major legislation like the Bipartisan Infrastructure Act and the Inflation Reduction Act often bypasses communities like hers, which are often the most in need.

Peterman was part of the "Coal Country at a Crossroads Listening Session," examining the challenges of smaller, rural communities in addressing needs for clean energy, workforce and economic development, and infrastructure.

"I felt very optimistic, because I felt like I was no longer just this region, somewhere tucked away in the intermountain area, but somebody that they had to look at and see, and hear them say, 'I need to get this funding. How do I do this?'" Peterman recounted.

Like many rural towns, Helper has seen a declining coal industry. In 2022, five operators in Utah produced coal worth $504 million, down 15% from the previous year. Peterman pointed out power plants and coal mines have traditionally been the sources of well-paid jobs, but communities like hers are figuring out how to adapt with the times and ensure people can continue to call rural Utah home.

Peterman said she considers the listening session a success, as it brought together federal officials and local leaders to focus on possible solutions. She noted one message was the government may need to do more to ensure communities like Helper, as she put it, "don't fall through the cracks."

"How do we equate a rural community with these more urban areas that have headcount, and have people on staff who can look into these federal funding opportunities and collect them?" Peterman suggested.

She added she works with a team of 15 other individuals but is the sole grant writer for her town. Legislation in Congress, called the "Rebuild Rural America Act," would have allocated money to help smaller communities compete for federal dollars but got stuck in a Senate committee last year.


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With temporary channels open to shallow draft vessels only a week after the collapse of the Key Bridge, officials see a much slower path to accommodating larger ships.

While dismantling the collapsed bridge may seem straightforward from vantage points on land, below the surface of the Patapsco River visibility is poor and the wreckage sits in 5 feet of mud. Crews are using 3D side scan sonar to conduct engineering analysis and plan next steps but progress is slow.

Estee Pinchasin, Baltimore District Army Corps of Engineers Commander Colonel, says moving this kind of debris requires constant engineering reassessment.

"When we lift a piece of wreckage, we have to go back in and ensure that the stability of the wreckage is the same, that the wreckage didn't shift or didn't act in a different way. Because as we're going further and further down, we don't want to create a more precarious situation," Pinchasin explained.

She added cranes operate so close to the wreckage that any unanticipated movement could place salvage teams at risk.

Thunderstorms and high winds this week slowed the process of surveying the wreckage. In addition to the many engineering challenges, Pinchasin said salvage efforts include searching for still missing disaster victims.

"The survey and the scanning that has to take place after every lift, we're not just doing it for engineering, we're also making sure that if there's any chance that we see an area that needs to be investigated further, for possible recovery of human remains, we are able to pause after every lift, to hopefully try to bring some closure to those families," she continued.

Pinchasin said a salvage effort of this scale has never been undertaken in the Baltimore District, but the Corps of Engineers brought help.

"We are not here alone," she stressed. "We have brought in the salvage experts from the United States Navy - the supervisor of salvage - and they have been able to bring in the salvage community, and that is a very strong brotherhood with expertise from decades of experience."


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Traffic deaths are trending higher in Minnesota this year after a decline the previous year.

Groups pushing for safer roads are convinced a small policy adjustment for older drivers could make a big difference. Current Minnesota law requires licensed drivers age 55 and older to take an eight-hour safety course to qualify for a 10% discount on their car insurance.

Cathy McLeer, state director of AARP Minnesota, which helps carry out the training, noted course participation has been waning. She is joining the call for state lawmakers to consider a bill to reduce the mandatory threshold to four hours.

"An independent study found that drivers were just as likely to improve their driving behaviors with a four-hour course as eight-hour courses," McLeer reported.

McLeer pointed out through a shorter schedule, it is important to convince more people to stay up to date with traffic laws and learn about new technology in cars. Nearly 20 other states allow a course length of four hours, and nine of them mandate insurance discounts for the training.

The Minnesota bill is bipartisan but faces a cutoff later this week to advance in the current session. It is uncertain if it will get enough hearings.

Cheryl Salo, driver safety program coordinator for AARP Minnesota, said older drivers tend to be more cautious but noted they are sharing the roads with plenty of bigger trucks and SUVs these days.

"Those drivers sometimes don't realize how limited their ability to see around them is," Salo emphasized. "We as drivers need to take the responsibility to give those large vehicle drivers that extra space that they need."

Large vehicles are among the topics covered in the training courses, along with information about the emergence of roundabouts in intersections across the state. Like other states, Minnesota saw a pandemic-era spike in traffic fatalities, before numbers stabilized. However, the percentage of crash fatalities rose for the 55+ age group, while overall totals declined.