Connecticut 2022 2022 Regular Session

Connecticut Senate Bill SB00004 Comm Sub / Analysis

Filed 04/11/2022

                     
Researcher: HP 	Page 1 	4/11/22 
 
 
 
OLR Bill Analysis 
sSB 4  
 
AN ACT CONCERNING THE CONNECTICUT CLEAN AIR ACT.  
 
TABLE OF CONTENTS: 
SUMMARY 
§ 1 — STATE FLEET ELECTRIFICATION 
Modifies the schedule for electrifying the state fleet, prohibits procurement of diesel-
powered buses after January 1, 2024, and requires DOT and DAS to report certain 
information to the legislature 
§§ 2 & 3 — RIGHT TO CHARGE IN CONDOMINIUMS AND COMMON 
INTEREST COMMUNITIES 
Establishes “right to charge” in condominiums and common interest communities by 
voiding provisions in governing documents that unreasonably restrict EV charging 
installation in a unit or limited common element parking space; establishes requirements 
for processing applications and provisions applicable to charging station installation 
§ 4 — RENTERS’ RIGHT TO CHARGE 
Generally requires landlords of dwelling units to approve a tenant’s written request to 
install an EV charging station at the tenant’s dedicated parking space and specifies the 
contents and terms of the written request and the landlord-tenant agreement 
§ 5 — EV CHARGING REQUIREMENTS IN NEW CONSTRUCTION 
Requires a certain percentage of parking spaces in certain new construction to be equipped 
with either EV charging stations or charging station infrastructure 
§ 6 — PROPERTY TAX EXEMPTIONS 
Exempts from property taxes certain EV charging stations, fuel cell vehicle refueling 
equipment, and zero-emission buses 
§§ 7 & 11 — CHEAPR PROGRAM AND GHG REDUCTION FEE 
Makes numerous changes to the CHEAPR program, including making the CHEAPR 
board advisory-only, modifying the board’s membership, giving priority to low-income 
individuals and residents of environmental justice communities, and extending eligibility 
to businesses, municipalities, nonprofits, and e-bikes; directs the entirety of the GHG 
reduction fee to the CHEAPR program 
§§ 8 & 20 — EV REGISTRATION FEE 
Eliminates the reduced registration fee for electric vehicles 
§§ 9 & 10 — CLEAN AIR ACT (CAA) FEE 
Requires that CAA fee revenue be placed in dedicated accounts within the General Fund 
and the Special Transportation Fund and used for clean air and clean transportation 
expenses  2022SB-00004-R000406-BA.DOCX 
 
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§§ 12 & 13 — TRAFFIC SIGNAL GRANT PROGRAM 
Requires DOT to establish a matching grant program to help municipalities modernize 
existing traffic signal equipment and authorizes $75,000,000 in bonds to fund it 
§§ 14 & 19 — MEDIUM AND HEAVY -DUTY TRUCK VOUCHERS 
Allows DEEP to establish a voucher program to support the deployment of zero-emission 
medium- and heavy- duty vehicles and appropriates $15 million to fund the program 
§§ 15-17 — ZERO EMISSION SCHOOL BUSES 
Allows for 10-year school transportation contracts if the contract includes at least one 
zero-emission bus, sets targets for converting school buses to zero-emission vehicles, and 
establishes a matching grant program for zero-emission school buses and charging 
infrastructure 
§ 18 — STATE CARBON BUDGET 
Requires DOT, in consultation with DEEP, to adopt a transportation carbon budget and 
adopt implementing regulations to ensure that transportation projects adhere to the 
budget 
BACKGROUND 
 
 
SUMMARY 
This bill makes various changes in existing law and establishes 
several new programs and initiatives concerning electric vehicle (EV) 
use and improving air quality by reducing transportation-related 
greenhouse gas (GHG) emissions. Major components include: 
1. establishing grant programs for traffic signal modernization, 
zero emission school buses, and zero-emission medium- and 
heavy-duty trucks;  
2. requiring the Department of Transportation (DOT) to establish a 
carbon budget for the transportation sector; 
3. providing property tax exemptions for zero-emission buses and 
certain EV charging infrastructure;  
4. modifying the Connecticut Hydrogen and Electric Automobile 
Purchase Rebate (CHEAPR) program, including by expanding 
eligibility, giving priority for incentives to people with low 
incomes and environmental justice community residents, 
allowing incentives for electric bicycles, and increasing its 
funding; and  2022SB-00004-R000406-BA.DOCX 
 
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5. establishing “right to charge” provisions for renters and unit 
owners in condominiums and common interest communities.  
EFFECTIVE DATE: July 1, 2022, unless otherwise noted below. 
§ 1 — STATE FLEET ELECTRIFICATION 
Modifies the schedule for electrifying the state fleet, prohibits procurement of diesel-
powered buses after January 1, 2024, and requires DOT and DAS to report certain 
information to the legislature 
Cars and Light Duty Trucks 
Current law requires that, beginning January 1, 2030, at least 50% of 
state-purchased or -leased cars and light duty trucks be zero-emission 
vehicles. The bill eliminates this requirement and instead requires the 
state to acquire cars and light duty trucks that are battery electric 
vehicles on the following schedule: (1) 50% by January 1, 2026, (2) 75% 
by January 1, 2028, and (3) 100% by January 1, 2030.  
Under the bill, a “battery electric vehicle” is a vehicle that operates 
solely by use of a battery or battery pack, or that is powered primarily 
by an electric battery or battery pack and uses a flywheel or capacitor 
that stores energy produced by an electric motor or through 
regenerative braking to assist in vehicle operation.  
The bill also requires the Department of Administrative Services 
(DAS) to consider the lower cost of maintaining battery electric vehicles 
when establishing the amount to lease the vehicles to another state 
agency. 
Report on Noncompliance. Under the bill, if the state fleet does not 
meet the above requirements, DAS must report to the Government 
Administration and Elections (GAE), Transportation, and Environment 
committees to (1) explain why the requirements were not met and (2) 
propose an alternative schedule to meet them, considering available 
funds and market conditions for battery electric vehicles and associated 
charging infrastructure. This report must be submitted annually starting 
January 1, 2026.  
Buses  2022SB-00004-R000406-BA.DOCX 
 
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Existing law requires that, starting January 1, 2030, at least 30% of 
state-purchased or -leased buses be zero-emission buses. Beginning 
January 1, 2024, the bill also prohibits the state from procuring, 
purchasing, or leasing diesel-fueled transit buses.  
A “zero-emission bus” is an urban bus certified by the California Air 
Resources Board’s executive director as producing zero emissions of 
any criteria pollutant under all operational modes and conditions.  
Exemptions 
The bill’s fleet requirements to not apply to emergency vehicles, sport 
utility vehicles, buses or vans that transport individuals in wheelchairs, 
specialty upfitted motor vehicles, or camp trailers.  
Study and Reporting 
Existing law requires DAS, in consultation with DOT, to conduct a 
study and report certain information about zero-emission buses to the 
GAE and Transportation committees.  
The bill adds two components to this study by requiring the agencies 
to (1) develop a plan to implement zero-emission buses statewide and 
(2) identify barriers to implementation. It also eliminates the current 
requirement that the agencies study the feasibility of a competitive bid 
process for total procurement of zero-emission vehicles and instead 
requires that they also do so for light, medium, and heavy-duty battery 
electric vehicles and fuel cell electric vehicles. Under the bill, DAS must 
report the study’s results and a copy of the implementation plan to the 
committees by January 1, 2024. 
EFFECTIVE DATE: October 1, 2022 
§§ 2 & 3 — RIGHT TO CHARGE IN CONDOMINIUMS AND COMMON 
INTEREST COMMUNITIES 
Establishes “right to charge” in condominiums and common interest communities by 
voiding governing document provisions that unreasonably restrict EV charging 
installation in a unit or limited common element parking space; establishes requirements 
for processing applications and provisions applicable to charging station installation 
The bill establishes “right to charge” provisions for unit owners in 
condominiums (§ 2) and common interest communities (§ 3). Beginning  2022SB-00004-R000406-BA.DOCX 
 
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October 1, 2022, the bill makes void and unenforceable any provision in 
declarations, bylaws, rules, or condominium instruments, as applicable 
(“governing documents”), that prohibit or unreasonably restrict EV 
charging station installation in a unit or limited common element 
parking space.  
An EV charging station is an electric component assembly or cluster 
of component assemblies designed specifically to charge batteries in 
EVs by permitting the transfer of electric energy to a battery or other 
storage device. Limited common elements are portions of the 
condominium or common interest community designated as reserved 
for the use of one or more units, but not all units.  
Under the bill, EV charging stations in condominiums and common 
interest communities must meet all applicable health and safety 
standards and requirements under federal, state, or municipal law. 
Exceptions  
The bill’s right to charge provisions do not apply to condominiums 
and common interest communities that (1) impose “reasonable 
restrictions” on EV charging stations or (2) have EV charging stations in 
a number that is at least equal to 15% of the units. Reasonable 
restrictions are those that do not significantly increase an EV charging 
station’s cost or decrease its efficiency or specified performance.  
Application Processing 
Under the bill, unit owners may apply to install an EV charging 
station to the applicable governing body (board of directors or executive 
board). The governing body must (1) acknowledge, in writing, the 
application within 30 days after receiving it and (2) approve or deny an 
application, in writing, within 60 days after receiving it. The governing 
body must process the application in the same way as the governing 
documents require for other additions, alterations, or improvements.  
Under the bill, unless the governing body reasonably requests 
additional information within the 60-day period for acting on an 
application, an application that is not denied in that timeframe is  2022SB-00004-R000406-BA.DOCX 
 
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deemed approved.  
Conditions for Approval 
Under the bill, the governing body may approve an EV charging 
installation if the owner agrees in writing to: 
1. comply with provisions in the governing documents regarding 
an addition, alteration, or improvement; 
2. have a licensed and insured contractor install the charging 
station;  
3. if the station is located in a unit parking space, provide a 
certificate of insurance within 14 days after approval naming the 
association as an additional insured under the owner’s insurance 
policy;  
4. pay for the charging station’s installation associated costs (e.g., 
increased master policy premiums, association attorney’s fees, 
engineering or professional fees, permits, and applicable zoning 
compliance); and  
5. connect the electricity to the unit’s individual meter or install a 
separate meter to identify and pay for the charging station’s 
electricity usage.  
Unit Owner Responsibilities  
The bill makes the unit owner, and each successive owner, of the EV 
charging station responsible for the following: 
1. costs for damage to the EV charging station, common elements, 
or units due to the EV charging station’s installation, use, 
maintenance, repair, removal, or replacement;  
2. costs to maintain, repair, and replace the EV charging station 
until its removal; 
3. costs to restore the physical space where the charging station was 
installed after its removal;  2022SB-00004-R000406-BA.DOCX 
 
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4. associated electricity costs; 
5. common expenses from uninsured losses under any master 
insurance policy the association holds on behalf of unit owners; 
and  
6. disclosing to prospective buyers (a) the charging station’s 
existence, (b) the associated responsibilities, and (c) that the 
purchaser accepts the charging station unless it is removed before 
the unit’s transfer.  
The bill also specifies that a unit owner is not required to maintain 
liability coverage for an existing National Electrical Manufacturers 
Association standard alternating current power plug.  
Permitted Association Actions 
The bill specifically authorizes associations to do the following: 
1. install an EV charging station in the common elements to be used 
by all unit owners if it develops appropriate rules for the station’s 
use,  
2. create a new parking space where one did not previously exist to 
facilitate installing an EV charging station, and 
3. require the unit owner to remove the EV charging station before 
the unit’s sale unless the purchaser agrees to take ownership of 
the station.  
Attorney’s Fees 
The bill specifies that the prevailing party must be awarded 
reasonable attorney’s fees in any action by an association seeking to 
enforce compliance with the bill. 
EFFECTIVE DATE: October 1, 2022 
§ 4 — RENTERS’ RIGHT TO CHARGE  
Generally requires landlords of dwelling units to approve a tenant’s written request to 
install an EV charging station at the tenant’s dedicated parking space and specifies the 
contents and terms of the written request and the landlord-tenant agreement  2022SB-00004-R000406-BA.DOCX 
 
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The bill generally requires landlords of dwelling units to approve a 
tenant’s written request to install an EV charging station (see above) at 
the tenant’s dedicated parking space if the request (1) meets the bill’s 
requirements and (2) complies with the landlord’s procedural approval 
process for property modifications. This requirement applies to rental 
agreements executed, extended, or renewed on or after October 1, 2022.  
Under the bill, a “dedicated parking space” is a parking space located 
within a lessee’s separate interest or a parking spot that is a common 
area, but subject to an individual lessee’s exclusive use rights. It includes 
a garage space, carport, or parking space that is specifically designated 
for the lessee’s use. A “dwelling unit” is any house or building, or part 
of one, that is occupied or designed to be occupied, or is rented, leased, 
or hired out to be occupied as a residence.  
The bill specifies that landlords (1) are not obligated to provide an 
additional parking space to a tenant to accommodate an EV charging 
station and (2) may charge a monthly rent for a parking space if the EV 
charging station has the effect of providing the tenant with a reserved 
space.  
Under the bill, an EV charging station, and all property modifications 
and improvements, must comply with applicable state, federal, or 
municipal laws and zoning requirements, land use requirements, 
covenants, conditions, and restrictions.  
Exceptions 
The bill’s requirements do not apply to residential rental property 
where: 
1. the dwelling unit has EV charging stations for tenants’ use in at 
least 10% of designated parking spaces; 
2. parking is not provided as part of the rental agreement; 
3. there are fewer than five parking spaces; 
4. the property’s development is assisted by an allocation of Low  2022SB-00004-R000406-BA.DOCX 
 
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Income Housing Tax Credits under federal tax law; or 
5. the property is managed by a housing authority created under 
state law. 
Request and Agreement 
Under the bill, a tenant’s written request to install an EV charging 
station must indicate his or her consent to enter into a written agreement 
with the landlord that includes provisions on the following:  
1. installing, using, maintaining, and removing the EV charging 
station and its infrastructure;  
2. permission for the landlord to withhold all or part of a security 
deposit at the end of a tenancy for any damages the landlord 
suffers if the tenant fails to comply with the landlord’s 
requirements on maintaining and removing the EV charging 
station and its infrastructure;  
3. a complete financial analysis and scope of work regarding the EV 
charging station and its infrastructure;  
4. payment to the landlord for any costs associated with the 
landlord’s installation of the EV charging station and its 
infrastructure before any modification or improvement to the 
rental property (e.g., permitting, supervision, construction costs, 
performance bonds);  
5. payment, as part of rent, for the landlord’s incurred costs 
associated with the electric usage of the EV charging station and 
costs for damage, maintenance, repair, removal, and replacement 
of the EV charging station (including changes or improvements 
to the rental property);  
6. maintaining a general liability insurance policy that covers the 
EV charging station and names the landlord as an additional 
insured, beginning on the date of construction approval and until 
the tenant forfeits possession of the unit to the landlord; and   2022SB-00004-R000406-BA.DOCX 
 
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7. a requirement that the tenant (a) post a surety bond in an amount 
equal to the cost of removing the EV charging station or (b) agree 
to designate the station as a fixture of the rental property if the 
tenant does not remove it upon the lease’s termination. 
EFFECTIVE DATE: October 1, 2022 
§ 5 — NEW CONSTRUCTION EV CHARGING REQUIREMENTS 
Requires a certain percentage of parking spaces in certain new construction to be equipped 
with either EV charging stations or charging station infrastructure 
Under the bill, DAS must require that each new construction of a state 
facility and “school building project” (see BACKGROUND) be installed 
with level two EV charging stations in at least 20% of parking spaces 
designated for cars or light-duty trucks.  
The bill also requires municipalities to require that each new 
construction of a commercial building or multi-unit residential building 
with 30 or more parking spaces be equipped with EV charging 
infrastructure in at least 10% of parking spaces. Municipalities may, 
through their legislative bodies, require these buildings to have 
charging infrastructure in a higher percentage of spaces. The charging 
infrastructure must be capable of supporting level two EV charging 
stations or higher. 
Under the bill, a “level two EV charging station” is an electric 
component assembly or cluster of component assemblies designed 
specifically to supply electricity to battery electric vehicles at 240 volts 
and up to 80 amperes.  
EFFECTIVE DATE: October 1, 2022 
§ 6 — PROPERTY TAX EXEMPTIONS 
Exempts from property taxes certain EV charging stations, fuel cell vehicle refueling 
equipment, and zero-emission buses 
The bill exempts from property tax (1) level two EV charging stations 
(see § 5) located on commercial or industrial property, (2) EV charging 
stations located on residential property, (3) refueling equipment for fuel 
cell electric vehicles, and (4) zero-emission buses (see § 1).   2022SB-00004-R000406-BA.DOCX 
 
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EFFECTIVE DATE: October 1, 2022, and applicable to assessment 
years starting on or after that date. 
§§ 7 & 11 — CHEAPR PROGRA M AND GHG REDUCTION FEE 
Makes numerous changes to the CHEAPR program, including making the CHEAPR 
board advisory-only, modifying the board’s membership, giving priority to low-income 
individuals and residents of environmental justice communities, and extending eligibility 
to businesses, municipalities, nonprofits, and e-bikes; directs all of the GHG reduction fee 
to the CHEAPR program 
The bill makes numerous changes to the CHEAPR program, some of 
which correspond to agency practice. Under current law, the CHEAPR 
board is responsible for the program’s administration. The bill (1) 
requires DEEP to administer the program; (2) makes the CHEAPR board 
advisory, responsible for advising the DEEP commissioner on priorities 
for allocating, distributing, and using CHEAPR funds; and (3) 
eliminates the program’s sunset date (December 31, 2025), thereby 
making the program permanent. 
The bill modifies the program parameters for the vehicle rebates and 
adds a component for electric bicycles (e-bikes). For both components, 
the bill allows the program to offer rebates or vouchers (“incentives”). 
The bill also increases program funding by transferring the entirety 
of the greenhouse gas reduction fee to the CHEAPR account to be used 
for the program. Current law transfers only the first $3 million collected 
from the fee, with the remainder going to the General Fund. By law, the 
fee is (1) $15 for the registration of a new vehicle and (2) generally $7.50 
for new registrations and registration renewals.  
Advisory Board 
The bill modifies the CHEAPR board’s membership. First, it adds the 
Public Utilities Regulatory Authority chairperson, or her designee, as an 
ex-officio member. As under existing law, the other ex-officio members 
are the DEEP commissioner, the consumer protection commissioner, 
and the Green Bank president (or their designees).  
The bill also (1) increases the number of appointed members from six 
to 10 by adding appointments for the Transportation Committee leaders 
and (2) specifies qualifications for some existing members, as shown in  2022SB-00004-R000406-BA.DOCX 
 
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Table 1.  
Table 1: CHEAPR Board Appointing Authorities and Qualifications 
Appointing Authority 	Qualification 
House speaker* Representative of an environmental organization 
knowledgeable in EV policy* 
Senate president pro tempore* Representative of an association representing EV 
manufacturers 
House majority leader* Representative of an organization representing an 
environmental justice community* 
Senate majority leader* Representative of an automotive retailers’ association* 
House minority leader* Representative of an EV consumer association 
Senate minority leader* None specified* 
Transportation Committee 
House chairperson 
Representative of an organization promoting walking or 
bicycling 
Transportation Committee 
Senate chairperson 
None specified 
Transportation Committee 
House ranking member 
Owner or manager of bicycle sale or repair business 
Transportation Committee 
Senate ranking member 
None specified 
*Existing appointment/qualification 
The bill allows the advisory board to establish rules governing its 
internal procedures.  
Vehicle Incentive Component 
Eligible Vehicles. Under the bill, the CHEAPR program provides 
incentives to state residents who purchase battery electric vehicles 
(BEVs), plug-in hybrid electric vehicles (PHEVs), or fuel cell electric 
vehicles (FCEVs). The bill makes hydrogen vehicles ineligible for 
incentives. This conforms to current program practice.  
Additionally, the bill sets the maximum base manufacturer’s 
suggested retail price (MSRP) for a vehicle to be eligible for an incentive 
at $50,000, which applies from July 1, 2022, to June 30, 2027. Current law 
does not impose an MSRP cap, but under current program practice, the 
MSRP cap is $42,000 for BEVs and PHEVs and $60,000 for FCEVs.   2022SB-00004-R000406-BA.DOCX 
 
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Eligible Entities. Under current law, only individuals qualify for 
incentives through CHEAPR. The bill extends eligibility for incentives 
to in-state municipalities, businesses, nonprofits, and tribal entities. It 
limits these entities to 10 incentives per year, within available funds, and 
20 incentives total. But it allows DEEP to issue additional incentives to 
eligible businesses or nonprofits that operate fleets exclusively in 
environmental justice communities (see BACKGROUND).  
Incentive Amounts and Income Eligibility. The bill generally 
makes DEEP responsible for establishing and revising incentive 
amounts, with the advisory board’s advice, but requires the rebate for 
residents of environmental justice communities to be at least $5,000. 
Under current law, the board establishes rebate amounts. 
The bill requires the DEEP commissioner to prioritize granting 
incentives to residents (1) of environmental justice communities; (2) 
with household incomes at or below 300% of the federal poverty level; 
or (3) who participate in state and federal assistance programs such as 
the Supplemental Nutrition Assistance Program, Low Income Home 
Energy Assistance Program, Head Start, and Operation Fuel. Under 
current agency practice, participants in certain income-qualified 
programs are eligible for higher rebates.  
E-Bike Incentive Component 
The bill requires the DEEP commissioner to provide incentives 
through the CHEAPR program for state residents to purchase e-bikes. 
As with the vehicle component, the commissioner is generally 
responsible for determining incentive amounts, except that the incentive 
must be at least $500. The bill also requires DEEP, in consultation with 
the advisory board, to determine the maximum income eligibility for e-
bike incentives.  
The e-bike component must be designed to maximize air quality 
benefits associated with e-bike use and prioritize granting incentives to 
residents (1) of environmental justice communities; (2) with household 
incomes at or below 300% of the federal poverty level; or (3) who 
participate in state and federal assistance programs such as the  2022SB-00004-R000406-BA.DOCX 
 
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Supplemental Nutrition Assistance Program, Low Income Home 
Energy Assistance Program, Head Start, and Operation Fuel. 
Under the bill, from July 1, 2022, to June 30, 2027, an e-bike must have 
a base MSRP of $3,000 or less to be eligible for a program incentive.  
Reporting 
The bill requires DEEP, rather than the CHEAPR board, to annually 
evaluate the program. It also requires that DEEP report annually, 
starting by June 20, 2024, to the Transportation and Environment 
committees on the program’s status and effectiveness. The report must 
include information on program participation and the environmental 
benefits accruing to environmental justice communities and 
communities overburdened by air pollution.  
Outreach and Marketing  
Under the bill, DEEP must conduct outreach programs and 
implement a marketing campaign to promote CHEAPR. 
EFFECTIVE DATE: Upon passage for the changes to the CHEAPR 
program. 
§§ 8 & 20 — EV REGISTRATION FEE 
Eliminates the reduced registration fee for electric vehicles 
The bill eliminates the reduced registration fee for EVs ($57 for a 
triennial period) and instead subjects them to the same registration fee 
that applies to other passenger motor vehicles (e.g., $120 for triennial 
period).  
§§ 9 & 10 — CLEAN AIR ACT (CAA) FEE 
Requires CAA fee revenue to be placed in dedicated accounts within the General Fund and 
the Special Transportation Fund and used for clean air and clean transportation expenses 
Current law requires that federal CAA fees (see BACKGROUND) 
collected on motor vehicle registrations be split between the General 
Fund (42.5%) and the Special Transportation Fund (STF) (57.5%) and 
does not dedicate these fees to any specific purpose.  
The bill keeps the fee division, but instead directs the revenue to  2022SB-00004-R000406-BA.DOCX 
 
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dedicated accounts, specifically the (1) federal clean air act (CCA) 
account in the General Fund and (2) reduce transportation-related 
greenhouse gases (GHG) account in the STF. The bill establishes these 
accounts as nonlapsing accounts within the respective funds and 
requires all money the law directs to the accounts to be deposited in 
them.  
Under the bill, funds in the federal CAA account must be spent by 
DEEP, in consultation with DOT, to implement federal CAA 
requirements, improve air quality, and reduce carbon emissions. Funds 
in the reduce transportation-related GHG account must be spent by the 
DOT commissioner on transportation-related expenditures to reduce 
transportation-related GHG.   
§§ 12 & 13 — TRAFFIC SIGNAL GRANT PROGRAM 
Requires DOT to establish a matching grant program to help municipalities modernize 
existing traffic signal equipment and authorizes $75 million in bonds for that purpose 
The bill requires DOT to establish a matching grant program to help 
municipalities modernize existing traffic signal equipment and 
operations to make them (1) capable of using transit signal priority, (2) 
responsive to congestion, and (3) reduce idling. It authorizes $75 million 
in general obligation (GO) bonds for the program, which are subject to 
standard statutory bond issuance procedures and repayment 
requirements. 
Under the bill, applications must be submitted annually to the DOT 
commissioner when, and in the way, he requires. The commissioner 
must (1) develop eligibility criteria for program participation, (2) 
determine the matching amount required, (3) give preference to 
applications submitted by two or more municipalities, and (4) establish 
incentives for regional projects.  
EFFECTIVE DATE: The provision requiring DOT to establish the 
program is effective upon passage. 
§§ 14 & 19 — MEDIUM AND HEAVY -DUTY TRUCK VOUCHERS 
Allows DEEP to establish a voucher program to support the use of zero-emission medium- 
and heavy- duty vehicles and appropriates $15 million to fund the program  2022SB-00004-R000406-BA.DOCX 
 
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Beginning January 1, 2023, the bill allows DEEP, within available 
funds, to establish a voucher program to support the use of zero-
emission (1) vehicles within class 5 to class 13 of the Federal Highway 
Administration’s (FHWA) vehicle category classification system (see 
BACKGROUND) and (2) school buses within class 3 to class 8 of the 
system. The DEEP commissioner must consult with the education, 
motor vehicles, and transportation commissioners in establishing the 
program. 
The bill also establishes a medium and heavy-duty vehicle voucher 
account as a separate, nonlapsing General Fund account. It appropriates 
$15 million to the account in FY 23. The account must contain any money 
the law requires be deposited into it, and its funds must be used by 
DEEP for the voucher program.  
Under the bill, eligible technology for vouchers includes battery 
electric and fuel cell systems and electric vehicle charging infrastructure. 
Vouchers may not be awarded for vehicle classes where there is no 
commercially available zero-emission technology. DEEP must set aside 
40% of available funding to maximize air pollution reduction in 
environmental justice communities (see BACKGROUND).  
EFFECTIVE DATE: The provision requiring DEEP to establish the 
program and creating the account is effective upon passage. 
§§ 15-17 — ZERO-EMISSION SCHOOL BUSES 
Allows for 10-year school transportation contracts if the contract includes at least one 
zero-emission bus, sets targets for converting school buses to zero-emission buses, and 
establishes a matching grant program for zero-emission school buses and charging 
infrastructure 
School Bus Contracts  
Under current law, local and regional boards of education may enter 
into contracts for student transportation for a maximum term of five 
years. The bill allows them to have contracts with up to ten-year terms 
if the contract includes transportation provided by at least one school 
bus that is a zero-emission bus. (A “zero-emission bus” is an urban bus 
certified by the California Air Resources Board’s executive director as 
producing zero emissions of any criteria pollutant under all operational  2022SB-00004-R000406-BA.DOCX 
 
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modes and conditions.)  
Transition to Zero-Emission School Buses  
The bill requires that all school buses be zero-emission buses by (1) 
January 1, 2030, in school districts in environmental justice communities 
(see BACKGROUND) and (2) January 1, 2035, in the remaining districts.  
Grant Program  
The bill requires DEEP to establish and administer a grant program 
to provide matching funds necessary for municipalities, school districts, 
and school bus operators to submit federal grant applications and 
maximize federal funding to buy or lease zero-emission buses and EV 
charging infrastructure. It authorizes $20 million in GO bonds to fund 
the program, which are subject to standard statutory bond issuance 
procedures and repayment requirements. 
Applications must be filed when and how the commissioner 
determines, and DEEP must determine the matching amount that 
applicants must provide. The bill requires DEEP to give preference to 
applications to purchase or lease zero-emission buses that will operate 
primarily in an environmental justice community. 
Technical Assistance  
The bill requires DEEP, within available appropriations, to provide 
administrative and technical assistance to municipalities, school 
districts, and school bus operators that apply for federal grants for zero- 
emission buses and EV charging infrastructure.  
EFFECTIVE DATE: The provision on school bus contracts is effective 
October 1, 2022. 
§ 18 — STATE CARBON BUDGET 
Requires DOT, in consultation with DEEP, to annually establish a transportation carbon 
budget and adopt implementing regulations to ensure that transportation projects adhere 
to the budget 
Starting by July 1, 2024, the bill requires DOT, in consultation with 
DEEP, to annually establish a transportation carbon budget for the state 
that sets the maximum amount of GHG emissions permitted from the  2022SB-00004-R000406-BA.DOCX 
 
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transportation sector. When setting the budget, the agencies must 
consider the state’s long-term emissions reductions required under 
existing law.  
Under the bill, DOT must adopt regulations to ensure state, regional, 
and municipal transportation projects adhere to the carbon budget. The 
regulations must include: 
1. a definition of “transportation project” that excludes projects 
necessary for maintenance or safety;  
2. a methodology to calculate the GHG emissions expected from 
future projects;  
3. ways to offset the emissions for projects estimated to increase net 
emissions by undertaking GHG mitigation transportation 
projects that will reduce emissions; and  
4. a description of the GHG mitigation projects, such as public 
transportation improvement, bikeway, walkway, or other trail or 
path construction, and EV charging installation.  
DOT must, in consultation with DEEP, implement a public outreach 
plan to sufficiently engage the public and stakeholders in developing 
the carbon budget and associated regulations. The DOT commissioner 
must submit the regulations to the Regulations Review Committee by 
July 1, 2024. 
Starting by February 1, 2025, DOT must annually submit to the 
Transportation and Environment committees a (1) copy of the 
transportation carbon budget and (2) description of the public outreach 
conducted and its results.  
EFFECTIVE DATE: October 1, 2022 
BACKGROUND 
School Building Project 
By law, a “school building project” includes the following:   2022SB-00004-R000406-BA.DOCX 
 
Researcher: HP 	Page 19 	4/11/22 
 
1. construction, purchase, extension, replacement, renovation, or 
major alteration of a building to be used for public school 
purposes, including equipping and furnishing the construction, 
purchase, extension, replacement, renovation or major alteration, 
the improvement of land, or the improvement of the site of an 
existing building for public school purposes;  
2. construction, including equipping and furnishing construction, 
of any building which the towns of Norwich, Winchester, and 
Woodstock may provide by lease or otherwise for use by the 
Norwich Free Academy, Gilbert School, and Woodstock 
Academy, respectively, to provide education for public school 
students; and  
3. addition to, renovation of, and associated equipping and 
furnishing, of any building which may be leased, upon the 
approval of the education and DAS commissioners, to any local 
or regional board of education for a term of twenty years or more 
to provide education for public school students (CGS § 10-282).  
Environmental Justice Communities  
By law, an “environmental justice community” is (a) any U.S. census 
block group, as determined by the most recent census, for which at least 
30% of the population consists of low-income people who are not 
institutionalized and have an income below 200% of the federal poverty 
level or (b) a distressed municipality (CGS § 22a-20a). 
The Department of Economic and Community Development 
annually designates distressed municipalities, based on high 
unemployment and poverty, aging housing stock, and low or declining 
rates of job, population, and per capita income growth (CGS § 32-9p). 
The current (2021) distressed municipalities are Ansonia, Bridgeport, 
Chaplin, Derby, East Hartford, East Haven, Griswold, Groton, Hartford, 
Meriden, Montville, New Britain, New London, Norwich, Plainfield, 
Putnam, Sprague, Sterling, Stratford, Torrington, Voluntown, 
Waterbury, West Haven, Winchester, and Windham.  2022SB-00004-R000406-BA.DOCX 
 
Researcher: HP 	Page 20 	4/11/22 
 
Towns with current designated census blocks (that are not also 
distressed municipalities) are Barkhamsted, Bethel, Bloomfield, 
Branford, Bristol, Brooklyn, Clinton, Colchester, Cromwell, Danbury, 
East Hampton, East Lyme, Ellington, Enfield, Essex, Fairfield, 
Farmington, Greenwich, Haddam, Hamden, Killingly, Killingworth, 
Ledyard, Manchester, Mansfield, Marlborough, Middletown, Milford, 
Naugatuck, New Fairfield, New Haven, New Milford, North Canaan, 
North Stonington, Norwalk, Old Saybrook, Plainville, Portland, 
Preston, Ridgefield, Rocky Hill, Sharon, Shelton, Simsbury, Southbury, 
Southington, Stafford, Stamford, Stonington, Thomaston, Thompson, 
Vernon, Wallingford, Waterford, W atertown, West Hartford, 
Westbrook, Wethersfield, Willington, Windsor Locks, and Windsor. 
CAA Fees on Motor Vehicle Registrations 
State law requires the Department of Motor Vehicles to collect the 
CAA fee on new registrations and renewals and sets the fee at $15 for a 
triennial registration period (proportionately reduced for other 
registration lengths). By law, the CAA fee does not apply to motor 
vehicles that are electrically powered, not self-propelled, or exempt 
from a registration fee (CGS § 14-49b(a)).   
FHWA Vehicle Category Classification System 
The FHWA vehicle category classification systems sorts vehicles into 
different classes based on their characteristics, as shown in the table 
below.  
Class Vehicles 	Class Vehicles 
1 Motorcycles 	8 Single trailer, 3- or 4-axle trucks 
2 Passenger cars 9 Single trailer, 5-axle trucks 
3 Pickups, panels, and vans 10 Single trailer, 6+ axle trucks 
4 Buses 	11 Multi-trailer, 5 or fewer axle trucks 
5 Single unit, 2-axle trucks 12 Multi-trailer, 6-axle trucks 
6 Single unit, 3-axle trucks 13 Multi-trailer, 7+ axle trucks 
7 Single unit, 4+ axle trucks 
 
Related Bill 
HB 5381 (File 299), favorably reported by the Transportation 
Committee, contains identical provisions directing the General Fund  2022SB-00004-R000406-BA.DOCX 
 
Researcher: HP 	Page 21 	4/11/22 
 
portion of the CAA to a dedicated account to be used for clean air 
purposes.  
COMMITTEE ACTION 
Transportation Committee 
Joint Favorable Substitute 
Yea 23 Nay 11 (03/24/2022)