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From ticketing to the France Pavilion, EPCOT sometimes feels like one big construction site. But heres the good news: progress is moving quickly! Here, weve gathered all the latestEPCOT construction updates, starting from the parking lot up to the World Showcase entrance.

As guests approach the park on the monorail, we can see work on new utility lines continues outside the main entrance between security checkpoints and the parking lot.

Work on the new paving between the east parking tram drop-off and the security checkpoints is also progressing.

A wider look shows where new sidewalks are being poured and landscaping planted.

Paving on the east tram loop looks nearly finished while work on the sidewalks continues.

Friday, most of the construction walls just after the entrance of EPCOT were removed, and we finally saw the completedwalkways and planterscreated as part ofProject Gamma. But theres still more work to be done: the new entrance fountainis still undergoing construction. Heres the progress weve seen over the last week.

We noticed some big gray pieces appeared on top of the white base, which is the foundation for the fountain. The gray pieces are the actual exterior of the fountain and are what we will see when it is finished.

A rendering of the fountain can be seen just below Spaceship Earth in the artist concept above. The fountain was designed as a call-back to the original entry fountain that was once in EPCOT.

In front of Innoventions East, we see paving has been completed on the new bypass pathway that will lead to Guardians of the Galaxy: Cosmic Rewind and the Play Pavilion.

To the west of Spaceship Earth, expansion of the walkways that will eventually lead to the Moana Journey of Water trail continues to progress.

In time, the new concrete will connect to this existing backstage walkway.

From above, we can see that work continues on the planters behind the greenery as well as construction on the Moana-themed barriers.

Over by The Seas with Nemo & Friends, guests are greeted by the construction walls that will eventually lead to the western bypass to the park entrance.

Construction on Future World started to show more and more signs of accelerated progress this week.

Over at Innoventions West, we can see that the final wall has been removed from the old structure that housed Club Cool.

Only two segments of windows remain to be taken out before all that remains is metal work.

At the former Fountain of Nations site, the ground has been completely leveled.

To the side of the Guardians of the Galaxy: Cosmic Rewind building, only a few more segments of walkway remain to be poured.

Frame work has been put into place for more sidewalks out by the entrance to the attraction.

Work on the Play Pavilion has seemingly not shown much progress beyond the land clearing that has been completed.

Behind the walls by Mission: SPACE, we can also see where more materials have been stored, including new retaining walls and bricks.

Guests walking to and from Mouse Gear through the rear entrance walk over the lines being laid underneath this wood cover on the ground.

Work on the expanded walkway between Test Track and Future World is progressing, with new cement poured. Additional framing is being laid out, while electrical work ahead of light placement continues.

Work in front of the restrooms is beginning to also take shape with new sidewalk paving framework and utility pipes having been brought in.

Work on the area between Imagination and The Land progresses.

We can see that the construction includes new utility lines and the beginnings of a small brick structure behind the green fencing.

Space 220 Restaurant saw some work being completed today, with workers on-site performing various tasks.

The entrance is still covered by construction walls.

That does it for our look at the construction work inside EPCOT. Stay tuned as we continue to track the progress of the parks reimagining.

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PHOTOS: Latest EPCOT Construction Update (Park Entrance, Innoventions, Space 220, Guardians of the Galaxy, and More) 12/23/19 - wdwnt.com

AKRON, Ohio A 53-year-old man died after he suffered a cardiac episode while driving in Akron, which caused him to crash into a retaining wall, according to police.

Officers responded to a crash at 7:50 a.m. in the 500 block of Madison Avenue on Thursday. They found two vehicles involved in a collision.

A vehicle was traveling southbound on Madison Avenue when a 53-year-old driver suffered from what appears to be a cardiac episode, police said.

His medical emergency caused him to lose control of his car, which went left of center, striking a stopped northbound car head-on. The 53-year-old man continued southbound out of control and crossed over Madison Avenue, say police. His vehicle came to a stop against a wooden retaining wall in front of 564 Madison Avenue.

The driver was transported to Cleveland Clinic Akron General, where he was pronounced dead. His identity is being withheld pending notification of family.

The 79-year-old driver of the other vehicle who was hit head-on suffered minor injuries.

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53-year-old man dies after having cardiac arrest while driving - News 5 Cleveland

Lanes of Highway 152 have begun to open at Lovers Lane in Gilroy after a fatal crash and a vehicle fire, CHP officials said.

According to the CHP, the collision occurred at 5:11 p.m. on Highway 152 just west of Lovers Lane. An unknown model of Jaguar that was traveling westbound at a high rate of speed crossed into oncoming traffic and collided with a GMC van.

Following that collision, the Jaguar hit a tractor trailer and was sent into a retaining wall. Both the Jaguar and the GMC van caught fire, officials said. The male driver of the Jaguar was pronounced dead at the scene. Officials have not released his identity.

The driver of the GMC van suffered major internal injuries and was taken to San Jose Regional Medical Center, authorities confirmed.

The driver of the tractor trailer was uninjured.

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Lanes of Hwy. 152 Reopen in Gilroy After Fatal Crash - NBC Bay Area

Coastal GasLink is owned by TC Energy, the company formerly known as TransCanada Pipelines, which is also the driving force behind the Keystone XL pipeline opposed by indigenous groups in both the U.S. and Canada. CGL is set to run 670 kilometers (approximately 416 miles) from northeastern B.C. to a liquid natural gas facility in Kitimat that is yet to be constructed.

The company gained permission from elected First Nation councils along the pipeline route, but the hereditary Wet'suwet'en leaders oppose pipeline construction on their land. Since the Wet'suwet'en never surrendered their territories to the Canadian government, they argue that their hereditary leaders should have final say.

"This project aims to blaze a trail, in what has been envisioned as an energy corridor through some of the only pristine areas left in this entire region," a Wet'suwet'en media statement explained. "If CGL were to be built and become operational, it would irreversibly transform the ecology and character of Northern B.C. This is why the Wet'suwet'en Hereditary Chiefs have all unanimously opposed the construction of ALL pipelines through their territory."

The Wet'suwet'en first established a camp called Unist'ot'en in 2009 to fight pipelines in their territory, The Guardian explained. It was the first in a growing movement of indigenous encampments protesting fossil fuel infrastructure in North America. The indigenous nation is now waiting for a provincial supreme court to decide on an injunction sought by TC Energy that would ban indigenous protesters from blocking access to any pipeline construction sites.

The RCMP documents obtained by The Guardian led Canadian officials to voice concerns over the role the police play in clashes between fossil fuel companies and indigenous land defenders.

"There are a number of very deeply concerning words, phrases and terms used to a situation that is immensely delicate," Indigenous Services Minister Marc Miller said Friday, as CBC News reported. "This is something that we need to revise as a government and take a look at that, because the terminology is entirely unacceptable."

In another document reviewed by The Guardian, the police also said they needed to arrest demonstrators for the goal of "sterilizing the site."

RCMP Sgt. Janelle Shoihet said in a statement reported by CBC News that the police had been denied a request to review the documents, but said some of the phrases may have been taken out of context. The term "lethal overwatch," in particular, does not necessarily mean that police snipers would be deployed to shoot at protesters. They are often deployed to ensure public safety during parades and demonstrations.

"Police officers who occupy the position of lethal overwatch are tasked with observing, while other police officers are engaged in other duties which occupy attention," Shoihet said.

But indigenous leaders and their supporters questioned who the police, who cleared the site on the strength of a B.C. Supreme Court injunction obtained by TC Energy, are ultimately protecting. The protesters' lawyer Martin Peters said the police had acted as "security guards" for the company.

"I was shocked," Wet'suwet'an hereditary chief Hagwilnegh, also called Ron Mitchell, told CBC News. "[The RCMP] assured us that they were there to protect everyone, including us. That was the message we received from them. The question that comes to mind is, who are the RCMP working for? They weren't nice to our people, especially the elders."

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'Everything Is Burning': Australian Inferno Continues, Choking off Access to Cities Across Country - EcoWatch

99 years ago in 1920:

Two street jobs that had been hanging fire for some time were given fresh starts by council, and both jobs were to be cleaned up in the coming year.

The East Market street job was to be the big one. It calls for the widening of the street by six feet, from Park Avenue to Logan Avenue and repaving it from Park Avenue to the P. P. & F. tracks. This improvement had been under consideration for several years, but nothing had been done. The plans and specifications had been prepared and the council had adopted a resolution declaring it necessary to proceed with work.

The Tod Avenue improvement had been on the books for many years and meant the erection of a retaining wall along the property of L. Krauss so that the pavement could be widened to conform to the rest of the street.

50 years ago in 1969:

The four choirs of Champion Presbyterian Church were to present the annual Christmas music festival in the church sanctuary.

The youth choir was to sing Joy to the World by Handel-Davis, Carol of the Drum by Katharine Davis and Do You Hear What I Hear? by Regney-Shayne.

The Chancel Choir was to sing Good Christian Men, Rejoice by Parker-Shaw, O Come All Ye Faithful by Wade-Normand, The Holly And The Ivy by Parker-Shaw, andTell Us Shepherds Maids by Mary Caldwell. The Chancel and Youth Choirs were to combine on O Holy Night by Adolphe Adam and Hallelujah Chorus from The Messiah by George F. Handel.

The Cherub Choir was to sing Away in a Manger and The Friendly Beasts and the Junior Choir was to sing Silent Night and The Cherry Tree Carol. Cherub and Junior Choirs were to combine on Carol, Christians, Carol.

Choir directors were Mrs. Gail Boggs, Chancel and Youth Choirs, and Miss Shirley Knowlton, Junior and Cherub Choirs.

The organist was Mrs. Dorothy Reynolds.

25 years ago in 1994:

The spirit of giving had provided some opportunity to take and the city post office was offering a $10,000 reward for information leading to the arrest and conviction of holiday Grinches.

City Postmaster Len Simon said five mail drop boxes in the area were broken into last Christmas season and two were hit last Thanksgiving.

The postal office responded with attempts to make the drop boxes tamper-proof and by offering the reward, Simon said.

There was no estimate of the amount or value of the mail stolen.

The thieves are after cash that people are putting into their letters, Simon said. We try to remind people all the time not to send money in the mail, but some do it anyway.

Simon said the thieves were most active around the holidays. Mailboxes located in the Austin Village and near Woodland Avenue had been broken into on several occasions, but the break-ins were not limited to the Warren area.

10 years ago in 2009:

The holiday season was a hectic one for firefighters. Several local fire chiefs said December was one of the busiest months, thanks to a combination of cold weather, improper use of heating sources and holiday decorations. Liberty fire Chief Michael Durkin said his main concern when the weather got cold was carbon monoxide poisoning. He said a family of six became ill and it was determined their home was filled with carbon monoxide. He said they were lucky they got sick during the day when they were awake.

If it happened in the middle of the night, they would all be dead, Durkin said.

He said people must make sure their heating system was installed by a professional. Proper installation and ventilation is crucial.

Another concern, according to Cortland fire Chief William Novakovich, was people using heating sources improperly, including a kerosene heater indoors.

Compiled from the archives of the Tribune Chronicle by Emily Earnhart

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This week in history | News, Sports, Jobs - Warren Tribune Chronicle

The expansion of Interstate 5 at the Rose Quartermay cost as much as $795 million, not the $450 million estimated in 2017, when the Oregon Legislature passed a bill to fund the project.

That new information comes from a draft copy of a report due to the legislature in February.

The draft of an Oregon Department of Transportation Cost to Complete report, obtained by WW, pegs the project cost at somewhere between $715 million and $795 million, using 2025 as when the project will be midway through completion.

It attributes a substantial portion (upwards of $130 million) of that cost increaseto inflation, though it's not clear why the agency wouldn't havecounted that in the original cost given thatthe project was never expected to begin immediately.

Costs for construction, engineering and the purchasing of property for right of way all are higher than previously estimated. ODOT also blames the new gross receipts tax, passed by the legislature this year to fund schools, for driving the cost higher by at least $25.5million.

House Bill 2017, the transportation package passed by the legislature in 2017,approved$30 million a year in funding for the project beginning in 2022.

Oregon Department of Transportation officials say the draft is incomplete, but declined to say if the project costs would be higher or lower when the draft is finished. ODOT will make the report public next month and share it with the Legislature in February.

"The agency has been very transparent about cost estimates at various stages of the project," says ODOT spokesman Don Hamilton. "This is an open process that is refined over time. As the scope and schedule change and as we learn more about construction costs, the overall cost of every project changes. ODOT uses a similar approach to every project. The nearer to construction the better idea of costs is known."

The project has already been a lightning rod. Environmentalists have challenged the idea of building a wider highway, given climate change. Portland Public Schools has been skepticalof expanding the highway closer to Harriet Tubman Middle School.

Several local leaders have asked for a more thorough environmental review.

The draft Cost to Complete report does not estimate the cost of an expanded retaining wall at Harriet Tubman Middle School; of redesigning one of the highway covers for "pedestrian and bicycle needs;" or of altering the traffic flow near Moda Center, among other costs for which there is a blank spot for estimates in the draft report.

This week, as the members of the Oregon Transportation Commission prepared to push forward on the project in meetings on Dec. 16 and 17, they referenced the Cost to Complete Report but not the increased costs, and appeared ready to greenlight the project despite the objections of Portland Public Schools, Albina Vision and local elected officials. (The OTC delayed action only after Gov. Kate Brown delivered a last minute letter on Dec. 16, asking for a pause.)

The report does not assume ODOT would acquireHarriet Tubman Middle School from PPS, a transaction the district says could cost $100million.

And it does not plan for the more substantial caps for I-5 sought by Albina Vision, the nonprofit group advocating for a rebuilding of the African-American neighborhood decimated in part by I-5's construction decades ago.

"The Cost to Complete report suggests that ODOT continues to deceive the public in every pertinent detail about this disastrous, polluting megaproject," says Aaron Brown, organizer of No More Freeways, a group opposed to the project.

Read more:
The Cost of Expanding I-5 at the Rose Quarter Project Rises $250 Million, to as Much as $795 Million - Willamette Week

McIntire Park bridge

The biggest project the city completed this year is the bridge over the Norfolk Southern Railroad within McIntire Park.

The cost of building a bridge is much higher than the cost of clearing or paving a trail. The bridge had a price tag of $2.1 million, with one-fifth paid by local dollars and the rest by federal dollars distributed by the state, Gensic said. But the value also is high because bridges and tunnels stitch together areas that have been close but separate for years.

People can generally find a way until they hit a river, a highway, a railroad, and then theyre kind of stuck. Breaching the barriers is the heavy lifting, Gensic said.

Gensic and Krebs are both advocates for the benefits of paths and trails beyond recreation. Krebs said that using paths and trails for everyday transportation reduces stress and is good for the environment. Gensic said that providing good walking and biking infrastructure helps the affordability of the region if families do not need to own a car or do not need to miss work if their car breaks down.

Gensic said he has found that residents already are using new city paths for transportation.

A device installed on the McIntire pedestrian bridge counted 24,000 crossings in the first month, Gensic said. He said spikes in crossings around 9 a.m. and 4 p.m. tell him that people are using the infrastructure to get to work or school and back.

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Five new places to bike or walk in the Charlottesville area this holiday season - Charlottesville Tomorrow

Courtyard House / The Marc Boutin Architectural Collaborative Inc.

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Text description provided by the architects. Designed for a couple in Calgary, the client asked for a home that would cater to their need for privacy, and their two tortoises. The responding logic is two-fold: (1) the burying of social program as a means to provide privacy with the resultant framing of nature; and, (2) a hovering volume characterized by a perimeter poch wall that structures privacy and animates the interior via the filtration of light. In the first instance, a perimeter is defined via the woods on the north of the site and its suburban condition on the east and west. This boundary is further emphasized through the concrete walls at ground level which define the social spaces.

In the second instance, this burrowed space is juxtaposed by the suspension of a wood-clad volume that has been sculpted to condition light and fold it into the space below. Through the calibration and sculpting of a series of apertures, natural light is invited to make its way through the house, projecting down through interconnected spaces including a central tortoise court, illuminating the space within.

These apertures, tuned to enhance views of the landscape, also serve to animate the movement of the sun in the sky and define privacy on the upper level. From both the front and back, the house presents itself as a floating box its monolithic object-hood defined both geometrically and by way of material application, a wooden mass hovering above a concrete frame. While the upper volume displays a syncopated fenestration, the lower body offers only a sliver of light emanating from above the front courtyards 7 retaining wall. In both cases, whether it is that of the calibrated openings that line the top, or the illuminated ceiling space below, both datums participate in the orchestrated screening of visual information.

The upper level planning is designed as two 'addresses' accessed from the central circulation that wraps around the tortoise enclosure. The first address is the master suite, with the bedroom situated along the private backyard and the more public office space facing the front yard. Similarly, the children's address is organized with the bedrooms overlooking the backyard and their play space facing the front. The courtyards that comprise the house are created as a field of landscapes - both natural and psychological.

And while their perimeters are defined relative to one another in plan, in essence, the tortoise court serves as the vertical connection between the private realm of the floating box above, and the sweeping landscape that slides underneath. It is the linchpin of two halves. As the tortoises are left to occupy this resulting negative space, the final courtyard serves as a counterpoint for reflection in understanding the houses existence in the broader community. Assuredly introverted. Content. Quiet, and contributing to the broader communal courtyard from its position on the periphery.

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Courtyard House / The Marc Boutin Architectural Collaborative Inc. - ArchDaily

A full closure of Highway 1 in both directions approximately two miles north of Ragged Point in southern Monterey County will take place on Thursday, Dec. 19 during the overnight hours from 9 p.m. until 5 a.m., weather permitting.

This closure will extend from the traffic signals which maintain 24/7 traffic control north and south of the project area between the San Carpoforo Creek Bridge and Ragged Point.

Local residents will be able to proceed through the closed area when heavy equipment is not on the highway. Delays are anticipated not to exceed one hour. Electronic message boards will be posted to alert the public.

This full highway closure is necessary so that Caltrans can install pre-cast beams as part of a project to construct a viaduct and retaining wall along this portion of Highway 1.

This $4.1 million project is Souza Engineering of San Luis Obispo, CA. Its scheduled to be completed by the Spring of 2020.

Caltrans reminds motorists to move over and slow down when driving through highway construction zones.

For traffic updates on other state highways in Monterey County, travelers may contact Caltrans District 5 Public Affairs at (805) 549-3318 or can visit the District 5 website at: https://dot.ca.gov/caltrans-near-me/district-5

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About the author: News Staff

News staff of the Paso Robles Daily News wrote and edited this story from local contributors and press releases. Scott Brennan is the publisher of this newspaper and founder of Access Publishing. Connect with him on Twitter, LinkedIn, Instagram, or follow his blog. He can be reached at scott@pasoroblesdailynews.com.

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Highway One full closure near Ragged Point happening Thursday - Paso Robles Daily News

Gov. Ned Lamonts 10-year, $21-billion transportation plan announced in early November included funding for two new Hartford Line train stations in Windsor Locks and Enfield, which are seen as key to driving transit-oriented developments in those two northern Connecticut towns.

But while funding for those stations could be in jeopardy after Lamont failed to garner political support for wide-scale tolling, those communities and others hoping to one day land a train station have already kick-started plans to build apartments and other mixed-use developments that could thrive with easy access to rail service.

Were actually doing things, said Chris Bromson, town manager of Enfield, which plans to spend up to $4.2 million for a train platform if state funding for a $50-million train station doesnt materialize. Were not waiting, were not sitting on our hands with our hand out.

Lamonts CT2030 transportation investment plan, which included tolling cars and trucks in 14 locations, was soundly rejected by Republicans and Democrats, forcing the governor to support a scaled-down, trucks-only tolling option he says would raise $187 million in annual revenue, helping to finance $19.4 billion in transportation improvements over a decade. A spokesman for Lamont said the administration still views the train stations as a critical investment, but stopped short of guaranteeing funding for them under the trucks-only tolls plan.

Lawmakers could vote on that plan in January during a special session.

The Hartford Line currently has eight stops seven in Connecticut, and one in Massachusetts which have already spurred various developments along the 62-mile Springfield-to-New Haven route.

Investments in new mixed-use developments near existing or proposed Hartford Line rail stations have totaled approximately $430 million, according to Judd Everhart, spokesman for the state Department of Transportation.

Those projects, which encompass 1,400 residential units and 242,000 square feet of commercial and office space, date back to at least 2010, years before the Springfield-to-New Haven line expansion debuted, but in anticipation of its potential impact.

In Berlin, for example, there is an $18-million plan to build a mixed-use village with 76 apartments and 19,000 square feet of medical office and commercial space on a four-acre parcel near the towns recently built train station at 51 Depot Road.

However, there wasnt enough funding to build train stations in five other communities: Enfield, West Hartford, Windsor Locks, Newington and North Haven.

In recent years those towns have quietly put together development plans near potential train-station locations, hoping that would get them to the front of the line when state funding becomes available.

Lamonts transportation plan originally chose Windsor Locks and Enfield as winners, though that funding now remains uncertain.

Regardless, most of these towns are still moving forward with transit-oriented development plans, hoping that stations or platforms will one day be built in their backyards.

Enfield has long lobbied for a train station in its Thompsonville section, Bromson said. That desire played a large role in recent development in the area, like the conversion of the former Bigelow-Hartford Carpet Mills factory on North Main Street into a 471-unit apartment complex adjacent to where the train station or platform will go.

The luxury apartments are about 95 percent occupied, Bromson said, adding that such living units with close proximity to rail service attract older individuals who are downsizing, and younger people fond of public transportation.

There isnt this love affair as much today, especially among young people, with cars, Bromson said. They use mass transportation like my parents and grandparents did; so thats a remarkable change.

Kristen Gorski, Economic Development Specialist, West Hartford

West Hartford was hoping for a train station near its CTfastrak busway stop on Flatbush Avenue, said Kristen Gorski, the towns economic-development specialist.

A rail stop would bolster efforts the town has made to attract developers to the New Park Avenue corridor, and make the area less car-centric, Gorski said.

In 2015, the town amended zoning regulations to allow for mixed-use development inthe New Park Avenue district, which is home to several key manufacturers like Colt, to allow for residential as well as industrial development.

Three years later, Trout Brook Realty Advisors completed the $20-million 616 New Park mixed-use development, which includes 54 apartment units and 3,000 square feet of retail space, Gorski said.

The developer has already proposed a similar 52-unit mixed-use apartment project nearby, Gorski said.

West Hartford and Department of Transportation officials were relatively early in the planning stages for the train station when funding was cut, Gorski said. But she believes development that has already occurred near the CTfastrak station at the intersection of New Park and Flatbush avenues demonstrates the likelihood of further development benefiting Hartford as well as West Hartford if the train station were built.

We were incredibly disappointed as a community to find out that funding was cut, Gorski said. I think the Fastrak stations have helped us a great deal in terms of increasing transit-oriented development and having conversations with prospective developers who may now have interest in that area where they may not have before.

The Hartford Line has eight stops: seven in Connecticut, and one in Massachusetts.

Windsor Locks already has a Hartford Line rail platform, but the town wants to build an actual station on Canal Bank Road.

That station would sit next door to the $64-million, 160-unit Montgomery Mill apartment redevelopment that debuted in August.

Windsor Locks Director of Planning and Development Jennifer Rodriguez said the project was partially meant to encourage DOT to build a train station nearby, but its demonstrating other benefits.

The Montgomery Mill is a perfect example of a transit-oriented development project, a catalyst site, Rodriguez said. Weve had an uptick in small businesses on Main Street, we have more inquiries than we have space right now, so were hopeful that more new construction proposals will come in the near future.

Additionally, the town recently selected a development group Windsor Locks TOD LLC, led by project manager Todd McClutchy of Stamford-based JHM Group of Cos. to lead the conceptual planning of a mixed-use development on Main Street near where the train station would be built. The area is known as Windsor Locks Commons.

The development group proposed a multi-phased project that would include construction of one or two four-story buildings with 15,000 to 20,000 square feet of commercial space and up to 70 residential units.

The town also proposed fixing a retaining wall and developing a parcel across the street from the Commons into another mixed-use building and parking garage, but no developer has officially expressed interest in that project.

Meantime, the town of Newington recently created a 64-acre mixed-use overlay zone north and south of Cedar Street, where a $55-million train station would go.

The zone would make transit-oriented development possible, said Andrew Brecher, the towns economic-development director.

Brecher said a train station in Newington would be good for the town, and the Hartford Line.

This Newington station has the greatest potential for any [proposed station] along the Hartford Line, Brecher said

Michael Freda, First Selectman, North Haven

North Haven First Selectman Michael Freda said his town is an attractive place for a train station because of recent development thats been done near the proposed site off the Route 40 connector, which is also accessible to Hamden and Cheshire residents.

The spot abuts a 144-unit apartment building, and medical facilities that employ about 400 people, Freda said.

The train station could also be a catalyst for redeveloping the vacant Pharmacia and Upjohn Company LLC site on Stiles Lane, but without state funding, North Haven cant muster the funds necessary for the project, he said.

The unknown is when the state transportation fund will have enough funding in it to get this project under construction, Freda said. So where it leaves us right now? Were in a pause phase, were on hold.

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As five towns wait for Hartford Line train stations, transit-oriented developments move forward - Hartford Business