O F F I C E O F L E G I S L A T I V E R E S E A R C H
P U B L I C A C T S U M M A R Y
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PA 22-25—sSB 4
Transportation Committee
Finance, Revenue and Bonding Committee
AN ACT CONCERNING TH E CONNECTICUT CLEAN AIR ACT
TABLE OF CONTENTS:
§ 1 — STATE FLEET ELECTRIFICATION
Moves up deadlines 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 CONDOMINIU MS AND COMMON
INTEREST COMMUNITIES
Establishes the “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
§ 4 — RENTERS’ RIGHT TO CHARGE
Generally requires residential landlords to approve a tenant’s written request to install an EV
charging station at the tenant’s dedicated parking space; staggers implementation of the
requirement based on the landlord’s number of units; specifies the contents and terms of the
written request and the landlord-tenant agreement
§§ 5 & 17 — NEW CONSTRUCTION EV CHARGING REQUIREMENTS
Requires that a specified percentage of parking spaces in certain new construction 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 school buses
§§ 7, 10 & 18 — CHEAPR PROGRAM
Makes numerous changes to the CHEAPR program, including making the CHEAPR board
advisory-only, modifying the board’s membership, prioritizing program benefits to low-income
individuals and residents of environmental justice communities, and extending eligibility to
businesses, municipalities, nonprofits, and e-bikes; directs all of the greenhouse gas reduction fee
and part of Regional Greenhouse Gas Initiative funds to the CHEAPR account
§§ 8 & 19 — EV REGISTRATION FEE
Eliminates the reduced registration fee for electric vehicles
§ 9 — REPORT ON CLEAN AIR ACT (CAA) FEE O L R P U B L I C A C T S U M M A R Y
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Requires the OPM secretary to annually report on (1) the amount of CAA fee revenue collected
and (2) state funds spent on implementing the CAA, improving air quality, and reducing
transportation sector GHG
§ 11 — TRAFFIC SIGNAL GRANT PROGRAM
Requires DOT to establish a matching grant program to help municipalities modernize existing
traffic signal equipment
§§ 12 & 13 — ZERO-EMISSION SCHOOL BUSES
Allows for 10-year school transportation contracts if the contract includes at least one zero-
emission school bus; sets targets for converting school buses to zero-emission school buses;
establishes a matching grant program for zero-emission school buses and charging infrastructure
§ 14 — MEDIUM- AND HEAVY-DUTY TRUCK VOUC HERS
Allows DEEP to establish a voucher program to support the use of zero-emission medium- and
heavy- duty vehicles and funds the program from the CHEAPR account
§ 15 — MEDIUM- AND HEAVY-DUTY VEHICLE EMISSION STANDARDS
Authorizes the DEEP commissioner to adopt regulations implementing California’s medium- and
heavy-duty motor vehicle standards
§ 16 — SOLAR PANELS IN PLANNED COMMUNITY ASSOCIATIONS
Prohibits planned community associations from adopting or enforcing rules that effectively
prohibit unit owners from installing solar panels on their own units’ roofs
BACKGROUND
SUMMARY: This act makes various statutory changes and establishes several new
programs and initiatives intended to increase electric vehicle (EV) use, improve air
quality, and reduce 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. allowing the Department of Energy and Environmental Protection (DEEP)
commissioner to adopt California’s emission standards for medium- and
heavy-duty vehicles;
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 by expanding eligibility, prioritizing incentives
for environmental justice community residents and people with low
incomes, allowing incentives for electric bicycles, and increasing its
funding, among other things; and
5. establishing “right to charge” provisions for renters and unit owners in
condominiums and common interest communities.
The act also makes minor, technical, and conforming changes.
EFFECTIVE DATE: Various, see below. O L R P U B L I C A C T S U M M A R Y
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§ 1 — STATE FLEET ELECTRIFICATION
Moves up deadlines 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
Prior law required that at least 50% of state-purchased or -leased cars and light
duty trucks be zero-emission vehicles beginning January 1, 2030. The act
eliminates this requirement and instead requires that battery electric vehicles
comprise the following percentages of cars and light duty trucks purchased or
leased by the state: (1) 50% by January 1, 2026, (2) 75% by January 1, 2028, and
(3) 100% by January 1, 2030.
Under the act, a “battery electric vehicle” is a vehicle that operates solely by
using 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 act 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 act, if the state fleet does not meet the
above requirements, DAS must report annually to the Government Administration
and Elections (GAE), Transportation, and Environment committees beginning
January 1, 2026. The report must (1) explain why the requirements were not met
and (2) propose an alternative schedule to meet them, considering available
appropriations and market conditions for battery electric vehicles and associated
charging infrastructure.
Buses
The act prohibits the state from procuring, purchasing, or leasing diesel-fueled
transit buses on and after January 1, 2024. Under existing law, at least 30% of state-
purchased or -leased buses must be zero-emission buses on and after January 1,
2030.
Exemptions
The act exempts emergency vehicles, sport utility vehicles, buses or vans that
transport individuals in wheelchairs, specialty upfitted motor vehicles, and camp
trailers from (1) its fleet requirements and (2) fleet requirements in existing law
(e.g., mileage ratings). Prior law exempted emergency vehicles only.
Study and Reporting
Prior law required DAS, in consultation with the Department of Transportation
(DOT), to conduct a study and report certain information about zero-emission buses
to the GAE and Transportation committees by January 1, 2020.
The act reinstates and modifies this requirement. It expands the reporting O L R P U B L I C A C T S U M M A R Y
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requirement by requiring the agencies to develop a plan to implement zero-emission
buses statewide and identify barriers to implementation. It also eliminates the
requirement that the agencies study the feasibility of a competitive bid process for
total procurement of zero-emission vehicles and instead requires that they do so for
light-, medium-, and heavy-duty battery electric vehicles and fuel cell electric
vehicles. The act requires DAS to submit 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 CONDOMINIU MS AND COMMON
INTEREST COMMUNITIES
Establishes the “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 act establishes “right to charge” provisions for unit owners in
condominiums (§ 2) and common interest communities (§ 3). Beginning October
1, 2022, it makes void and unenforceable any provision in declarations, bylaws,
rules, or condominium instruments, as applicable (“governing documents”), that
prohibit or unreasonably restrict installing EV charging stations 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.
The act’s right to charge provisions do not apply to condominiums and common
interest communities (1) that impose “reasonable restrictions” on EV charging
stations or (2) where the number of EV charging stations is at least 15% of the
number of units. Reasonable restrictions are those that do not significantly increase
an EV charging station’s cost or decrease its efficiency or specified performance.
Under the act, 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.
EFFECTIVE DATE: October 1, 2022
Application Processing
The act allows unit owners to apply to install an EV charging station to the
applicable governing body (board of directors or executive board). If the parking
space is located in a limited common element, the unit owner must have written
approval from each owner of each unit that has reserved use of the limited common
element parking space. The governing body must, in writing, (1) acknowledge the
application within 30 days after receiving it and (2) approve or deny it within 60
days after receiving it. The governing body must process the application in the same O L R P U B L I C A C T S U M M A R Y
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way as the governing documents require for other additions, alterations, or
improvements.
Under the act, 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 deemed approved.
Conditions for Approval
The act requires the governing body to approve an EV charging installation if
the owner agrees in writing to do the following:
1. comply with the governing documents’ provisions on an addition,
alteration, or improvement;
2. have a licensed and insured contractor install the charging station;
3. provide a certificate of insurance within 14 days of approval that shows
insurance coverage in amounts the board deems sufficient;
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. pay for the charging station’s electricity usage.
Unit Owner Responsibilities
The act makes the EV charging station's unit owner and each successive owner
responsible for the following:
1. costs for damage to the EV charging station, common elements, or units due
to the 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;
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 act also specifies that a unit owner need not maintain liability coverage for
an existing National Electrical Manufacturers Association standard alternating
current power plug.
Permitted Association Actions
The act specifically authorizes associations to do the following:
1. install an EV charging station in the common elements to be used by all unit
owners and develop appropriate rules for the station’s use; O L R P U B L I C A C T S U M M A R Y
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2. create a new parking space where one did not previously exist to facilitate
installing an EV charging station;
3. require the unit owner to remove the EV charging station before the unit’s
sale unless the purchaser agrees to own it; and
4. assess the unit owner for any uninsured portion of a loss associated with an
EV charging station, from a deductible or otherwise, regardless of whether
the association submits an insurance claim.
Attorney’s Fees
The act specifies that the prevailing party must be awarded reasonable
attorney’s fees in any action by an association seeking to enforce compliance with
the act.
§ 4 — RENTERS’ RIGHT TO CHARGE
Generally requires residential landlords to approve a tenant’s written request to install an EV
charging station at the tenant’s dedicated parking space; staggers implementation of the
requirement based on the landlord’s number of units; specifies the contents and terms of the
written request and the landlord-tenant agreement
The act 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 meets the act’s requirements and the
landlord’s procedural approval process for property modifications. It specifies that
landlords are not obligated to provide an additional parking space to a tenant to
accommodate an EV charging station.
The act phases in this installation approval requirement based on the number of
dwelling units a landlord has. Specifically, the requirement applies to agreements
executed, extended, or renewed on or after (1) October 1, 2022, for landlords of
250 dwelling units or more, (2) October 1, 2023, for landlords of more than 50 but
fewer than 250 units, and (3) October 1, 2024, for landlords of 50 or fewer units.
Under the act, a “dedicated parking space” is a parking space located within a
tenant’s separate interest, or a parking spot that is a common area but subject to an
individual tenant’s exclusive use rights. It includes a garage space, carport, or
parking space specifically designated for a tenant'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 act also requires that EV charging stations, and all property modifications
and improvements, comply with applicable state, federal, or municipal laws and
zoning requirements, land use requirements, covenants, conditions, and
restrictions.
EFFECTIVE DATE: October 1, 2022
Exceptions
The act’s requirements do not apply to residential rental property where: O L R P U B L I C A C T S U M M A R Y
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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 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 act, 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 charging station and its
infrastructure;
2. a complete financial analysis and scope of work for installing the charging
station and its infrastructure;
3. payment to the landlord for any costs associated with the landlord’s
installation of the charging station and its infrastructure before any
modification or improvement to the rental property (e.g., permitting,
supervision, construction costs, performance bonds);
4. payment for the landlord’s incurred costs associated with the charging
station’s electric usage and costs for damage, maintenance, repair, removal,
and replacement of it (including changes or improvements to the rental
property);
5. if another tenant will use the charging station, a requirement for the tenant
who requested the station to enter into a cooperative agreement with the
other tenant and the landlord about electricity metering procedures and each
party’s responsibilities and duties; specifies that costs, including attorney’s
fees, metering costs, and other fees related to the agreement, are the tenants’
responsibility;
6. maintaining a general liability insurance policy that covers the charging
station and names the landlord as an additional insured, beginning on the
date of construction approval and lasting until the tenant returns the unit to
the landlord;
7. a requirement that the tenant (a) post a surety bond for the cost of removing
the charging station or (b) allow the landlord to withhold all or part of a
security deposit for any damages he or she suffers due to the tenant’s failure
to comply with the requirements for removing the charging station and its
infrastructure; and
8. a requirement for the tenant to agree to designate the station as a fixture of
the rental property if the tenant does not remove it upon the lease’s
termination.
§§ 5 & 17 — NEW CONSTRUCTION EV CHARGING REQUIREMENTS
O L R P U B L I C A C T S U M M A R Y
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Requires that a specified percentage of parking spaces in certain new construction be equipped
with either EV charging stations or charging station infrastructure
Under the act, starting January 1, 2023, DAS must require that each new
construction of a state facility with total costs exceeding $100,000 be installed with
level two EV charging stations in at least 20% of parking spaces designated for cars
or light-duty trucks.
Beginning July 1, 2023, the act also prohibits DAS from including, on the
school construction priority list submitted annually to the legislature, a school
building project for new construction if the project's plans do not meet certain EV
charging station requirements. Specifically, it prohibits DAS from approving a
project plan that does not provide for level two EV charger installation in at least
20% of parking spots for cars or light-duty trucks at the school building.
Starting January 1, 2023, the act requires municipalities to require that each new
construction of a commercial building or multi-unit residential building with at least
30 parking spaces be equipped with EV charging infrastructure in at least 10% of
parking spaces. Municipalities may, through their legislative bodies, require that
these buildings have charging infrastructure in a higher percentage of spaces. The
charging infrastructure must be able to support level two EV or direct current fast
charging stations.
Under the act, a “level two EV charging station” is an EV charging station that
supplies 208- to 240-volt alternating current. A “direct current fast charging
station” is an EV charging station that uses direct current electricity providing 40
kilowatts or greater.
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 school buses
The act exempts from property taxes (1) level two EV charging stations (see §
5 above) on commercial or industrial property, (2) EV charging stations on
residential property, (3) refueling equipment for fuel cell electric vehicles, and (4)
zero-emission school buses.
Under the act, a zero-emission school bus is a school bus certified by the
Environmental Protection Agency (EPA) as having a drivetrain that does not
produce any exhaust emission of any EPA-listed air pollutant or GHG under any
possible operational mode or condition (42 U.S.C. § 16091(a)(8)).
EFFECTIVE DATE: October 1, 2022, and applicable to assessment years starting
on or after that date.
§§ 7, 10 & 18 — CHEAPR PROGRAM
Makes numerous changes to the CHEAPR program, including making the CHEAPR board
advisory-only, modifying the board’s membership, prioritizing program benefits to low-income
individuals and residents of environmental justice communities, and extending eligibility to O L R P U B L I C A C T S U M M A R Y
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businesses, municipalities, nonprofits, and e-bikes; directs all of the greenhouse gas reduction fee
and part of Regional Greenhouse Gas Initiative funds to the CHEAPR account
The act makes numerous changes to the CHEAPR program, some of which
correspond to agency practice. Under prior law, the CHEAPR board was
responsible for the program’s administration. The act (1) requires DEEP to
administer the program; (2) makes the CHEAPR board advisory-only, responsible
for advising the DEEP commissioner on priorities for allocating, distributing, and
using CHEAPR funds; and (3) makes the program permanent by eliminating its
sunset date (December 31, 2025).
The act modifies the program parameters for the vehicle rebates and adds a
component for electric bicycles (e-bikes). For both components, the act allows the
program to offer rebates or vouchers (“incentives”). It also increases funding for
the program and requires DEEP to conduct outreach programs and implement a
marketing campaign to promote CHEAPR.
EFFECTIVE DATE: July 1, 2022, with the board provisions applicable to
appointments made on or after that date.
Advisory Board (§ 7)
The act increases, from nine to 14, the CHEAPR board’s minimum number of
members by adding (1) the Public Utilities Regulatory Authority chairperson, or
her designee, as an ex-officio member and (2) four appointed members, one each
by the Transportation Committee leaders. It also adds qualifications for the
members appointed under existing law by the Senate president pro tempore and
House minority leader.
The table below lists the board’s appointments and qualifications under the act.
As under existing law, (1) the other ex-officio members are the DEEP
commissioner, the consumer protection commissioner, and the Green Bank
president (or their designees); (2) the DEEP commissioner may appoint up to three
additional representatives from other industrial fleet or transportation companies;
and (3) the DEEP commissioner (or her designee) is the chairperson.
CHEAPR Board Appointing Authorities and Qualifications
Appointing Authority Qualification
House speaker* Representative of an environmental
organization knowledgeable in EV policy*
Senate president pro tempore* Owner or manager of bicycle sale or repair
business
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 Representative of an organization promoting O L R P U B L I C A C T S U M M A R Y
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Appointing Authority Qualification
House chairperson walking or bicycling
Transportation Committee
Senate chairperson
None specified
Transportation Committee
House ranking member
Representative of an association representing
EV manufacturers
Transportation Committee
Senate ranking member
None specified
*Existing appointment/qualification, unchanged by the act
Under the act, each appointed member serves a two-year term and may serve
until the member’s successor is appointed. The board may establish rules governing
its internal procedures.
Program Funding and CHEAPR Account (§§ 7, 10 & 18)
The act increases funding for CHEAPR by (1) increasing its share of the
proceeds from existing sources and (2) adding new revenue sources.
First, it transfers the entirety of the GHG reduction fee to the CHEAPR account.
Prior law transferred 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.
Beginning with FY 24, the act also diverts certain proceeds from the Regional
Greenhouse Gas Initiative (RGGI) to the CHEAPR account. Existing state
regulations allocate 23% of RGGI proceeds to the Green Bank for the Clean Energy
Fund (Conn. Agencies Reg., § 22a-174-31(f)). Beginning with FY 24, the act
requires that the amount of this allocation that exceeds $5.2 million in a fiscal year
be diverted to the CHEAPR account. (The act also codifies existing practice
regarding the Clean Energy Fund’s uses.)
RGGI is a regional interstate “cap and trade” program to reduce GHG
emissions. The program subjects the region’s power plants to a declining cap on
the amount of carbon dioxide they may emit and requires them to purchase emission
allowances at quarterly auctions. Those that exceed the cap may buy credits from
those that do not. Auction sales proceeds fund energy efficiency and renewal
programs.
The act also expands the purposes for which CHEAPR account funds may be
used to include (1) administering the medium- and heavy-duty vehicle voucher
program (see § 14) and (2) paying for staff needed to administer the zero-emission
school bus grant program and provide related technical assistance (see § 13).
Vehicle Incentive Component (§ 7)
Eligible Vehicles. Like prior law, the act makes battery electric vehicles, plug-
in hybrid electric vehicles, and fuel cell electric vehicles eligible for CHEAPR
incentives and specifies that they apply to new or used vehicles. It eliminates a O L R P U B L I C A C T S U M M A R Y
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provision in prior law that made used hydrogen vehicles eligible for incentives.
This conforms to current program practice.
Additionally, the act sets a $50,000 base MSRP (manufacturer’s suggested
retail price) cap on vehicle eligibility from July 1, 2022, to June 30, 2027. Prior law
did not impose an MSRP cap, but under previous program practice, the MSRP cap
was $42,000 for battery electric and plug-in hybrid vehicles and $60,000 for fuel
cell electric vehicles.
Eligible Entities. Under prior law, CHEAPR incentives were available only to
individual state residents. The act extends eligibility for incentives to in-state
municipalities, businesses, nonprofits, and tribal entities. It limits each eligible
entity 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.
Incentive Amounts and Income Eligibility. The act generally makes DEEP
responsible for establishing and revising incentive amounts, with the advisory
board’s advice, but caps the amount of incentive for residents of environmental
justice communities at 100% more than the standard incentive amount. Under prior
law, the board established rebate amounts.
The act 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 (§ 7)
The act 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 act also requires
DEEP, in consultation with the advisory board, to determine the maximum income
eligibility for e-bike incentives. It sets a $3,000 base MSRP cap on eligible e-bikes
from July 1, 2022, to June 30, 2027.
The act requires that the e-bike component be designed to maximize air quality
benefits associated with e-bike use. It also requires the DEEP commissioner to
prioritize granting incentives to the same residents that she must prioritize for the
vehicle component (e.g., residents of environmental justice communities).
Reporting (§ 7)
The act 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 O L R P U B L I C A C T S U M M A R Y
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the environmental benefits accruing to environmental justice communities and
communities overburdened by air pollution.
§§ 8 & 19 — EV REGISTRATION FEE
Eliminates the reduced registration fee for electric vehicles
The act 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 a triennial period).
EFFECTIVE DATE: July 1, 2022
§ 9 — REPORT ON CLEAN AIR ACT (CAA) FEE
Requires the OPM secretary to annually report on (1) the amount of CAA fee revenue collected
and (2) state funds spent on implementing the CAA, improving air quality, and reducing
transportation sector GHG
Starting by January 1, 2023, the act requires the Office of Policy and
Management (OPM) secretary to annually report to the Appropriations,
Environment, and Transportation committees on (1) the amount of CAA fee
revenue (see BACKGROUND) collected in the previous fiscal year and (2) state
funds spent during the previous fiscal year on implementing the federal CAA,
improving air quality, and reducing transportation sector GHG emissions. OPM
must consult with DEEP, DOT, and the Department of Motor Vehicles in preparing
the report.
EFFECTIVE DATE: July 1, 2022
§ 11 — TRAFFIC SIGNAL GRANT PROGRAM
Requires DOT to establish a matching grant program to help municipalities modernize existing
traffic signal equipment
The act 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.
Under the act, applications must be submitted annually to the DOT
commissioner at a time and in a way he determines. The commissioner must also
(1) develop eligibility criteria, (2) determine the matching amount required, (3) give
preference to applications submitted by two or more municipalities, and (4)
establish incentives for projects undertaken by two or more municipalities.
EFFECTIVE DATE: July 1, 2022
§§ 12 & 13 — ZERO-EMISSION SCHOOL BUSES
O L R P U B L I C A C T S U M M A R Y
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Allows for 10-year school transportation contracts if the contract includes at least one zero-
emission school bus; sets targets for converting school buses to zero-emission school buses;
establishes a matching grant program for zero-emission school buses and charging infrastructure
School Bus Contracts
Prior law allowed local and regional boards of education to enter into student
transportation contracts for a maximum term of five years. The act extends the
maximum term to 10 years for contracts that include transportation provided by at
least one zero-emission school bus (see § 6, above).
Transition to Zero-Emission School Buses
The act requires that all school buses be zero-emission school buses by (1)
January 1, 2030, in school districts entirely within, or that contain, an
environmental justice community as of July 1, 2022, and (2) January 1, 2040, in the
remaining districts. It also sets an interim requirement for school districts that are
not located entirely within, or do not contain, an environmental justice community,
requiring that 100% of buses in these districts be either zero-emission school buses
or alternative fuel school buses by January 1, 2035. An “alternative fuel school bus”
is a school bus that reduces emissions and operates entirely or in part using liquified
or compressed natural gas, hydrogen, propane, or biofuels.
Grant Program
The act 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 school buses and EV charging or fueling infrastructure.
Applications must be filed at a time and in a way the commissioner determines.
The commissioner must also (1) determine the matching amount that applicants
must provide and (2) give preference to applications to purchase or lease zero-
emission school buses that will operate primarily in an environmental justice
community. The DEEP commissioner may pay for staff for this program with
CHEAPR account funds (see § 7, above).
Technical Assistance
The act requires the DEEP commissioner, within available funds and
appropriations, to provide administrative and technical assistance to municipalities,
school districts, and school bus operators transitioning to using zero-emission
school buses, applying for federal grants for them, and installing EV charging and
fueling infrastructure. The commissioner may use CHEAPR account funds to pay
for staff providing this assistance (see § 7, above).
EFFECTIVE DATE: July 1, 2022, except that the school bus contracts provision is
effective October 1, 2022.
O L R P U B L I C A C T S U M M A R Y
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§ 14 — MEDIUM- AND HEAVY-DUTY TRUCK VOUC HERS
Allows DEEP to establish a voucher program to support the use of zero-emission medium- and
heavy- duty vehicles and funds the program from the CHEAPR account
Beginning January 1, 2023, the act allows DEEP, within available funds, to
establish a voucher program to support (1) installing EV charging infrastructure
and (2) the use of zero-emission (a) vehicles within class 5 to class 13 of the Federal
Highway Administration’s (FHWA) vehicle category classification system (see
BACKGROUND) and (b) school buses within class 3 to class 8 of the system.
Under the act, eligible technology for vouchers includes battery electric and fuel
cell systems. Vouchers are unavailable for vehicle classes with no commercially
available zero-emission technology.
The act funds the program from the CHEAPR account (see § 7, above). It
requires DEEP to (1) set aside 40% of available funding to maximize air pollution
reduction in environmental justice communities and (2) consider the amount of
available funding when awarding vouchers. The DEEP commissioner must (1)
consult with the education, motor vehicles, and transportation commissioners in
establishing the program and (2) prescribe the time and way to file program
applications.
EFFECTIVE DATE: October 1, 2022, except that the provision funding the
program from the CHEAPR account is effective July 1, 2022.
§ 15 — MEDIUM- AND HEAVY-DUTY VEHICLE EMISSION STANDARDS
Authorizes the DEEP commissioner to adopt regulations implementing California’s medium- and
heavy-duty motor vehicle standards
The act authorizes the DEEP commissioner to adopt regulations implementing
California’s medium- and heavy-duty motor vehicle standards in Connecticut. If
she adopts these regulations, then she must also amend them whenever the
California standards change. The Connecticut regulations may incorporate by
reference the California Air Resources Board’s (CARB) adopted regulations (see
BACKGROUND).
State law already requires DEEP to adopt regulations implementing
California’s emissions standards for light-duty motor vehicles (e.g., passenger cars,
SUVs, pickup trucks) and keep them current with changes California makes. The
regulations applied beginning with the 2008 model year.
Under the federal CAA, all new vehicles sold in the United States must comply
with emission standards set by either the U.S. Environmental Protection Agency or
California (42 U.S.C. § 7507). The U.S. Department of Transportation categorizes
vehicles based on gross vehicle weight ratings (GVWR). Medium-duty vehicles
generally have a GVWR of between 10,000 and 26,000 pounds (e.g., box trucks,
firetrucks). Heavy-duty vehicles have a GVWR of more than 26,000 pounds (e.g.,
city transit buses, cement mixers, refuse trucks, tractor trailers).
EFFECTIVE DATE: July 1, 2022
O L R P U B L I C A C T S U M M A R Y
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§ 16 — SOLAR PANELS IN PLANNED COMMUNITY ASSOCIATIONS
Prohibits planned community associations from adopting or enforcing rules that effectively
prohibit unit owners from installing solar panels on their own units’ roofs
The act prohibits planned community associations from adopting or enforcing
rules that effectively prohibit unit owners from installing solar power generating
systems (i.e., solar panels) on their own units’ roofs. It exempts condominiums and
cooperatives from this ban and specifies that its provisions do not apply to roofs
shared with another unit owner.
The act authorizes planned community associations to adopt rules governing
these systems with respect to (1) their size; (2) how they are attached, installed, and
removed; and (3) the unit owner’s responsibility for their maintenance and periodic
upkeep. The rules may also prohibit owners from installing the systems on the
association’s common elements.
Under existing law, the association’s executive board must give unit owners
certain notice before adopting rules, and the adopted rules must be reasonable.
EFFECTIVE DATE: October 1, 2022
BACKGROUND
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)).
By law, revenue from this fee is split between the General Fund (42.5%) and
the Special Transportation Fund (STF) (57.5%) and is not dedicated to any specific
purpose.
FHWA Vehicle Category Classification System
The FHWA vehicle category classification system sorts vehicles into different
classes based on their characteristics, as shown in the table below.
FHWA Vehicle Classes
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 O L R P U B L I C A C T S U M M A R Y
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California Standards & Connecticut Emission Reduction Goal
CARB adopted (1) a heavy-duty omnibus rule, which creates emission
standards for engine manufacturers, and (2) an advanced clean trucks rule, which
requires truck manufacturers to deliver for sale a certain percentage of advanced
technology vehicles (i.e., zero-emission vehicles (ZEVs)).
In July 2020, Connecticut signed onto a memorandum of understanding (MOU)
with 14 other states and the District of Columbia to work collaboratively to reduce
emissions from medium- and heavy-duty vehicles. The signatories’ goal is to have
all medium- and heavy-duty vehicle sales be ZEVs by 2050, with an interim goal
of 30% ZEV sales by 2030.
Related Act
PA 22-118 (§§ 314 & 344) reserves up to $75 million in an existing bond
authorization to fund the traffic signal grant program (§ 344) and authorizes an
additional $20 million in bonds to fund the school bus matching grant program (§
314).