Construction could cost $300 million, with annual operating cost estimated at $40 million. Although the line is more expensive than other options considered, the choice was made on the basis of the rail line's ability to promote dense land uses, and economic and community development (busway variations examined in the Major Investment Study for the corridor were rejected). The COG's findings largely dovetail with those of Connecticut Fund for the Environment's 1994 Griffin Line Study.

Opponents cite Hartford's declining population and a 16% decrease in annual ridership in Connecticut Transit's Hartford Division as strikes against the light rail. "For mass transit, you need a mass," CT DOT's Richard Martinez told the Hartford Courant. But supporters say the Griffin Line would reverse these trends. An integral component of the Griffin Line plan is cooperation with corridor municipalities and community organizations on economic and community development initiatives. Paul Ehrhardt says the line would encourage cluster development, reduce car dependence, conserve open space, and bring life back to the city where, according to the 1990 census, some 20,000 households do not have access to a car.

The challenge for the Griffin Line is now to devise a workable financial plan. State Transportation Commissioner William Burns says CT DOT has no funds to build or operate a trolley system. Alternate sources of federal and state funding, as well as private sector alternatives, will be explore out in a 9 to 12 month study to identify the Griffin Line's financial strategy. Considering the absence of state support and the difficult battle ahead for financing, CRCOG's decision to back the line is a clear statement to the DOT that the region wants a rail transit system and the center oriented development it will foster. Contact Greater Hartford Transit District, 203-247-5329, CT Fund for the Environment, 203-787-0646.