OFFICE OF FISCAL ANALYSIS
Legislative Office Building, Room 5200
Hartford, CT 06106 (860) 240-0200
http://www.cga.ct.gov/ofa
sHB-5255
AN ACT CONCERNING RECOMMENDATIONS BY THE
DEPARTMENT OF TRANSPORTATION.
As Amended by House "A" (LCO 5781)
House Calendar No.: 273
Primary Analyst: PM 4/29/22
Contributing Analyst(s):
Reviewer: MM
OFA Fiscal Note
State Impact:
Agency Affected Fund-Effect FY 23 $ FY 24 $
Resources of the General Fund GF - Revenue
Gain
See Below See Below
Department of Transportation TF - Cost See Below See Below
Treasurer, Debt Serv. TF - Potential
Cost
See Below See Below
Department of Transportation Transportation
Grants and
Restricted
Accounts Fund -
Revenue
Gain/Cost
400,000 400,000
Resources of the Special
Transportation Fund
TF - Potential
Revenue Gain
Minimal Minimal
Note: GF=General Fund; TF=Transportation Fund
Municipal Impact:
Municipalities Effect FY 23 $ FY 24 $
Various Municipalities Revenue
Gain
See Below See Below
Explanation
Section 1 prohibits parking within 25 feet of any marked crosswalk,
expands certain exceptions related to this prohibition and, to the extent
additional violations occur, results in a revenue gain to both the
municipalities in which these violations occur and to the state. The base 2022HB-05255-R01-FN.DOCX Page 2 of 4
fine is remitted to municipalities and a surcharge is deposited to the
General Fund. In FY 20, 1,455 violations of the current statute resulted
in total fine revenue of $191,196.
Section 2 allows the Department of Transportation (DOT) to change
speed limits on limited access highways during a weather event or
emergency provided the Department installs electronic signs indicating
such speed limit.
The costs of variable speed limit systems (which can include
electronic and static signage, roadway sensors, and related
infrastructure) varies considerably depending on the number and
complexity of the systems. Based on other states' experiences, it is
expected that a fully built out site (consisting of approximately 8 signs
and related infrastructure) could cost up to $1.5 million in first year
capital and operating costs. Ongoing operating costs would likely be
less than $1 million in this example but would depend on
implementation and decisions made by DOT.
To the extent DOT exercises this authority and that the capital costs
of the systems are paid for using existing Special Tax Obligation (STO)
bonds, future Special Transportation Fund (STF) debt service costs may
be incurred sooner under the bill. This is dependent on the degree that
the bill causes STO bond funds to be expended, or to be expended more
rapidly than they otherwise would have been.
Further, installation of these systems is potentially eligible for federal
reimbursement at between 80%-90% but would depend on the specifics
of the project and, ultimately, on availability of funds and approval by
U.S. DOT.
Sections 5 through 8 make various changes to DOT's contracting
procedures and are not expected to have a fiscal impact.
Section 11 increases the fee for an electronically transmitted
oversize/overweight permit from $5 to $12 and imposes a new
engineering analysis fee on vehicles above 200,000 pounds. This section 2022HB-05255-R01-FN.DOCX Page 3 of 4
is expected to result in additional annual fee collections of
approximately $400,000. Collections are deposited into the
Transportation Grants and Restricted Account Fund and are used to
support costs for the permitting system, resulting in an equal amount of
spending.
Section 15 authorizes truck platooning in the state under certain
conditions, including approval of a plan by DOT. Violations of this
section are subject to a fine of between $100 and $150, resulting in a
potential minimal revenue gain to the STF (base fine) and to the
municipalities in which violations occur (surcharge).
Section 16 increases the fine for encroachment without a permit from
$100 to between $2,000 to $5,000 for each day of encroachment and
results in potential revenue gain to the General Fund. Encroachment
penalties have rarely been imposed under current law.
Section 503 requires DOT to establish a two-year microtransit pilot
program and authorizes the Department to enter into agreements with
third parties to provide such services. The fiscal impact of this section
will depend on the scope of the pilot and whether any federal or local
funds are available as a cost share. Based on prior experience in the state,
it is expected that a local or regional pilot could cost up to $200,000 each
year.
Section 505 results in a revenue gain to municipalities that choose to
adopt ordinances penalizing drivers who violate noise ordinances. Any
revenue gain would depend on the number of fines issued and the
number of speakers forfeited and sold at auction.
Section 506 freezes, beginning in FY 25, the amount of funding
provided to urban-area transit districts by DOT at FY 24 levels and is
not expected to have a fiscal impact. This section also requires DOT,
beginning in FY 25, to establish a grant program for urban-area transit
districts to expand services and promote regionalization. The bill does
not provide a funding source or amount for the program. To the extent
that funds are made available to the program, there would be a potential 2022HB-05255-R01-FN.DOCX Page 4 of 4
cost to the state and a potential revenue gain to grant recipients
beginning in FY 25.
Section 507 requires DOT, on and after October 1, 2023, to develop
and maintain a mobile application to integrate real-time information
about transit district services and to provide trip planning services. To
the extent that DOT does not have the requisite expertise, there will be
a one-time cost to develop the application and minimal ongoing costs
for maintenance.
Section 508 requires DOT to issue a request for proposal (RFP) for
the sale or offer of goods within the highway right-of-way at a location
specified in the bill. There is no cost to the state in issuing an RFP, but
to the extent a sale is made there is a potential revenue gain from sale
proceeds.
The other sections of the bill are technical, make conforming changes,
or otherwise do not have a fiscal impact to the state.
House “A” alters the original bill by eliminating the prohibition, and
associated fine, on open alcoholic containers in the passenger
compartment of most motor vehicles operating on a public road,
resulting in a revenue loss to the GF as compared to the original bill.
House "A" also adds section 501 through 509 to the original bill; the fiscal
impact of those sections is described above.
The Out Years
The annualized ongoing fiscal impact identified above would
continue into the future subject to inflation, the number of violations,
the scope and cost of any variable speed limit systems implemented by
DOT, the terms of any bonds issued, and as otherwise described above.
The preceding Fiscal Impact statement is prepared for the benefit of the members of the General Assembly, solely
for the purposes of information, summarization and explanation and does not represent the intent of the General
Assembly or either chamber thereof for any purpose. In general, fiscal impacts are based upon a variety of
informational sources, including the analyst’s professional knowledge. Whenever applicable, agency data is
consulted as part of the analysis, however final products do not necessarily reflect an assessment from any
specific department.