Lauding the increase in passenger traffic in the first 18 months of the Springfield-Hartford-New Haven commuter railroad -- the Hartford Line -- Connecticut Gov. Ned Lamont remarked the other week that he found it "astounding" that central Connecticut had gone without a commuter railroad for so long.

While the increase in traffic indeed is encouraging -- the millionth passenger appears to have ridden the restored line around Thanksgiving -- the long lack of commuter rail service between Springfield and New Haven is really not astounding at all. Because of the automobile and the commitment of government to highways, commuter rail service became deeply unprofitable in the 1950s and died in central Connecticut after the bankruptcy of the New Haven Railroad, in 1961. Amtrak's interstate service on the route long has been infrequent and clunky.

Commuter rail service from New Haven to New York survived the New Haven's bankruptcy because New York and Connecticut state governments have operated it with big subsidies as part of the Metro-North Railroad system. Heavy rush-hour traffic on the highways from New Haven to New York keeps the train attractive there despite the rickety tracks and bridges. But highway traffic between Springfield and New Haven seldom is bad enough to induce people to get out of their cars to take buses or the new commuter trains.

For passengers the new Hartford Line service is great and inexpensive, just $8 per ride. The line will get better as more stations are built. But when the service began in June 2018 every passenger trip was being subsidized by state government in the fantastic amount of $59. That subsidy was entirely operating cost, not counting the $700 million spent rebuilding the line. Even now, with ridership increasing, the subsidy per passenger trip is still about $56. A bus ride for a parallel trip costs a fraction of that.

It will be a miracle if the Hartford Line's per-passenger subsidy can be reduced someday even to $40, since the area served lacks the necessary population density and workforce flow patterns and since another prerequisite of a successful commuter railroad isn't always available: frequent bus, taxi, or subway service at major destinations.

But the Hartford Line seems like a far more promising transportation project than another heavily subsidized recent project, the Hartford-New Britain bus highway, which added little to commuting options that were already available. The Hartford Line's reach and service area are far greater. In a state that chose to encourage economic growth instead of just to cannibalize itself to pay pensions to government employees, something like the Hartford Line would be a much greater asset for "transit-oriented development."

Further, of course, highways represent government subsidies just as the new commuter railroad does -- so much so that highways have been given their own revenue streams with special taxes on gasoline and tires. Where population density is high and highways are already crowded, shifting subsidies toward mass transit makes sense.

Maybe the best government could do to build ridership on the Hartford Line would be to improve the demographics and commerce of the cities along it -- Springfield, Hartford, Meriden, and New Haven -- something that should be done for its own sake, quite apart from the success of the new railroad.

Improving the demographics of those cities will require examining what in government policy is perpetuating instead of eradicating the poverty there and thus driving self-sufficient people away from "transit-oriented development."

Chris Powell is a columnist for the Journal Inquirer, in Manchester, Conn.

*A Hartford Line train at the Hartford Station*

Wonderful as it is now to be able to take the train from Springfield to Hartford to New Haven and back as many as 16 times a day on the Hartford Line, Connecticut Gov . Ned Lamont and other state officials should have been far more realistic this week as they celebrated the railroad's first year of operation.

They noted that ridership has been greater than forecast, the trains are usually on time, passengers are happy, and the service is encouraging commercial and housing development along the line. Connecting with the Metro-North commuter rail system in New Haven, the Hartford Line gives the whole Connecticut Valley up to the Springfield area much more convenient access to New York, eliminating the need to drive a car into the city. This will increase the region's quality of life generally.

What the governor and his colleagues overlooked is the Hartford Line's enormous cost, and not just the infrastructure expense of restoring the double tracking and the stations along the line, estimated at $769 million in state and federal capital. Right or wrong, that money is already spent. Of greater concern is the railroad's operating expense, which the state Transportation Department reports at $43.9 million annually. Passenger fares are low, $13 or less one way, and the department says they have produced only $7.2 million on an annual basis, leaving a $36.7 million shortfall to be covered every year by state government.

Divided by the first year's 634,000 passengers, the Hartford Line is enjoying a taxpayer subsidy of nearly $59 per trip.

A bus ticket between any of the railroad's three main cities costs less than a third as much as the railroad's total cost for a passenger, and in some circumstances even a taxi's cost is less.

Travel by train is usually more pleasant and reliable than travel by buses and taxis, since the train avoids traffic congestion. But for those who want to work as they travel, long-distance buses typically have wireless internet service, while the Hartford Line doesn't.

So evaluating the Hartford Line requires evaluating not just the fun and novelty of the journey but, much more so, the taxpayer subsidy. Of course all transportation is subsidized by taxpayers, since the government builds and maintains the highways and airports and operates the air-traffic control system, not just passenger railroads. Further, in densely populated areas, like Connecticut's shoreline from New Haven to New York, without the railroad, which is overwhelmingly used by commuters, the highways would be impossibly crowded. Indeed, they often are already.

While $59 in state subsidy per ride may be justified to draw interest to the Hartford Line at the outset, for the long term it will be appalling. Growth in ridership may reduce the subsidy slightly, and the imposition of tolls on Interstate 91 may boost ridership. The Hartford Line's fares should be raised soon. But at best the line will be the longest of long-term infrastructure investments for Connecticut.

With its tens of billions of dollars of unfunded long-term liabilities, can Connecticut really afford the Hartford Line, or any infrastructure improvements? Of course not. Indeed, the state can't afford those unfunded liabilities either, and now the Hartford Line itself is another one. Celebrating the railroad last week the governor and those who joined him showed mainly that they're not yet serious about Connecticut's ride to insolvency.

Chris Powell is a columnist for the Journal Inquirer, in Manchester, Conn.

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