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OLR Bill Analysis
sSB 904 (File 437, as amended by Senate “A”)*
AN ACT CONCERNING THE RECOMMENDATIONS OF THE OFFICE
OF THE STATE TRAFFIC ADMINISTRATION AND THE
DEPARTMENT OF TRANSPORTATION, THE DISSOLUTION OF THE
NORWALK TRANSIT DISTRICT AND ROUTE SHIELD PAVEMENT
MARKINGS.
TABLE OF CONTENTS:
SUMMARY
§§ 1 & 2 — TRAFFIC CONTROL SIGNALS AND PEDESTRIAN
CONTROL SIGNALS
Requires OSTA approval before a municipality may revise a traffic control signal and
conforms pedestrian control signal laws to federal standards
§§ 3 & 4 — MAJOR TRAFFIC GENERATOR CERTIFICATES
Prohibits local building officials from issuing a certificate of occupancy for major traffic
generating developments until conditions of the OSTA certificate have been met
§ 5 — LOCAL TRAFFIC AUTHORITY TRAINING
Requires (1) local traffic authorities to annually complete one training and (2) UConn to
offer the training at least three times per year
§ 6 — LIMITED ACCESS HIGHWAY SPEED LIMITS
Gives OSTA discretion in setting speed limits on limited-access highways by eliminating
the requirement that the speed limit be 65 mph on suitable multi-lane, limited access
highways; instead allows the office to set speed limits up to 65 mph
§§ 7-9 — CONNECTICUT PUBLIC TRANSPORTATION
Renames the Commuter Rail Council as the Connecticut Public Transportation Council
and modifies its composition and charge to include bus user representation
§ 10 — SHORE LINE EAST RAIL LINE STUDY
Extends the deadline for Shore Line East study to December 1, 2023
§§ 11 & 12 — OVERSIGHT OF LIVERY VEHICLES
Allows livery permittees to apply for two additional vehicles annually through an
expedited process under certain conditions and makes other changes to livery permit
statutes
§ 13 — PARKWAY RESTRICTION EXCEPTIONS 2023SB-00904-R01-BA.DOCX
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Allows automobile club vehicles providing roadside assistance and vehicles weighing
7,500 pounds or less with branding, logos, or advertising on them to use the Merritt and
Wilbur Cross parkways
§§ 14 & 15 — FINE FOR COMMERCIAL VEHICLE S ON PARKWAYS
Increases the fine for driving commercial motor vehicles on state parkways to $500 for a
first violation and $1,000 for a subsequent one and prohibits commercial vehicle owners or
lessees from allowing these vehicles to be driven on these parkways
§§ 16-31 & 53 — CONNECTICUT AIRPORT AUTHORITY
Makes various changes in laws on airports, aircraft, and the Connecticut Airport
Authority, including requiring aircraft owners and operators to maintain insurance and
generally eliminating CAA’s role in aircraft registration
§ 32 — TRANSPORTATION SECTOR CARBON DIOXIDE REDUCTION
TARGET
Starting by October 1, 2030, requires DOT, in consultation with DEEP, to biennially
establish a transportation carbon dioxide reduction target for the state that sets the
maximum amount of carbon dioxide emissions allowed from the transportation sector
§ 33 — DOT VEGETATION MANAGEMENT PLAN
Requires DOT to develop, and revise as necessary, guidelines on tree and vegetation
management, removal, and replacement along state highways for its employees and
contractors to use for maintenance and construction projects
§ 34 — NOISE BARRIER STUDY
Requires DOT to study noise barriers for Type II projects (i.e., retrofit) and establish a
project priority list
§§ 35-37 — DECIBEL LEVEL TESTING
Extends deadlines for DMV’s decibel testing implementation plan and submission of
maximum decibel regulations; requires DMV to implement a pilot program to test
methods for inspecting a vehicle’s maximum decibel level at emissions inspection stations
§ 38 — MEDIUM- AND HEAVY-DUTY TRUCK VOUC HER PROGRAM
Delays, from January 1, 2023, to January 1, 2024, the starting date on which DEEP may
establish a voucher program to support the use of zero-emission medium- and heavy-duty
trucks and modifies program eligibility criteria
§ 39 — STREET RACING, MOTOR VEHICLE STUNTS, AND STREET
TAKEOVERS
Extends an illegal street racing prohibition to parking lots; expressly prohibits motor
vehicle stunts and “street takeovers” on public roads and parking lots; prohibits certain
conduct assisting with them; and changes the penalties for related prohibited conduct,
among other things
§ 40 — EMERGENCY LIGHTS
Allows vehicles operated by volunteer ambulance associations’ or companies’ active
members to use flashing blue lights or flashing green lights, rather than just green lights,
while on the way to or at the scene of an emergency; authorizes DMV to issue permits for
appointed or elected constables to use flashing red lights on a stationary vehicle as a
warning signal during traffic directing operations 2023SB-00904-R01-BA.DOCX
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§§ 41-51 — BRIDGE AND ROAD NAMING
Names 11 roads and bridges
§ 52 — MUNICIPAL APPROVAL OF CAA AIRPORT PURCHASE
Subjects any CAA purchase of a municipally owned airport to approval by the
municipality in which the airport is located
BACKGROUND
SUMMARY
This bill makes various changes in laws affecting the Department of
Transportation (DOT), Department of Motor Vehicles (DMV), the
Connecticut Airport Authority (CAA), highways, public transit,
aviation, carbon emissions, noise pollution, and public safety. It also
makes various minor, technical, and conforming changes.
*Senate Amendment “A” (1) eliminates the underlying bill’s
provisions on municipal compliance with Office of the State Traffic
Administration (OSTA) regulations, dissolving the Norwalk Transit
District, and installing route shield pavement markings; (2) makes
minor changes to the Connecticut Public Transportation Council
provisions; and (3) adds provisions on CAA and aviation, use of
parkways, a carbon reduction target, DOT vegetation management,
noise barriers, decibel level testing, zero-emission medium- and heavy-
duty voucher program, street takeovers, and emergency lights.
EFFECTIVE DATE: Various, see below
§§ 1 & 2 — TRAFFIC CONTROL SIGNALS AND P EDESTRIAN
CONTROL SIGNALS
Requires OSTA approval before a municipality may revise a traffic control signal and
conforms pedestrian control signal laws to federal standards
The law requires OSTA’s approval before a town, city, or borough
may install a traffic control signal light. The bill expands this authority
to also require OSTA approval before a signal light is revised.
It also explicitly permits the use of symbols (i.e., of a walking person
to represent “Walk” and an upraised hand to represent “Don’t Walk”),
rather than only words as under current law, on pedestrian control 2023SB-00904-R01-BA.DOCX
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signals. This conforms to the Federal Manual on Uniform Traffic Control
Devices (MUTCD).
EFFECTIVE DATE: July 1, 2023
§§ 3 & 4 — MAJOR TRAFFIC GENERATOR CERTI FICATES
Prohibits local building officials from issuing a certificate of occupancy for major traffic
generating developments until conditions of the OSTA certificate have been met
By law, entities building, expanding, or establishing a major traffic-
generating development (i.e., with at least 100,000 square feet of floor area
or at least 200 parking spaces) must get an OSTA certificate, and local
building officials may not issue a building permit to them until they show
their certificate. The bill additionally prohibits local building officials
from issuing a certificate of occupancy for these developments until
conditions of the OSTA certificate have been met. By law, OSTA may (1)
order entities who have not met conditions listed in the certificate to
stop development and (2) bring action in court if the conditions are not
met.
The bill also makes a conforming change to require that all entities
who must apply for a certificate attend a meeting with OSTA and DOT
before applying (§ 4).
EFFECTIVE DATE: July 1, 2023
§ 5 — LOCAL TRAFFIC AUTHORITY TRA INING
Requires (1) local traffic authorities to annually complete one training and (2) UConn to
offer the training at least three times per year
The bill requires UConn’s Connecticut Training and Technical
Assistance Center to do mandatory training for traffic authorities at least
three times per year. The training must cover the authorities’ powers
and responsibilities, traffic control device installation, and applicable
statutes and OSTA regulations. Starting by January 1, 2024, each traffic
authority or its appointed representative must annually complete one
training. The bill requires the center to maintain records of training
completion for each traffic authority.
EFFECTIVE DATE: Upon passage 2023SB-00904-R01-BA.DOCX
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§ 6 — LIMITED ACCESS HIGHWAY SPEED LIMITS
Gives OSTA discretion in setting speed limits on limited-access highways by eliminating
the requirement that the speed limit be 65 mph on suitable multi-lane, limited access
highways; instead allows the office to set speed limits up to 65 mph
The bill gives OSTA more discretion in setting speed limits on limited
access highways. Current law requires OSTA to establish a 65 mph
speed limit on any multi-lane, limited access highways that are suitable
for this speed limit, considering factors including design, population
area, and traffic flow. The bill instead requires the office to set speed
limits that are suitable for each of these highways, up to 65 mph, taking
into account the same relevant factors.
EFFECTIVE DATE: October 1, 2023
§§ 7-9 — CONNECTICUT PUBLIC TRANSPORTATION
Renames the Commuter Rail Council as the Connecticut Public Transportation Council
and modifies its composition and charge to include bus user representation
Organization
Under current law, the Commuter Rail Council consists mostly of
commuters, appointed with the advice and consent of the General
Assembly, who regularly use the New Haven commuter rail line,
Shoreline East rail line, or a proposed new rail line commencing
operation after July 1, 2013 (i.e., the Hartford line).
The bill renames the council as the Connecticut Public Transportation
Council, with the same number of members, all of whom must be
residents who regularly use the New Haven, Shoreline East, or Hartford
rail lines or state-funded public transit. The table below outlines
additional specific qualifications. The bill also reduces the number of
appointees for the Senate president pro tempore and House speaker
from three to two each and adds one appointment each for the Senate
majority leader and the House majority leader.
Table: Council Membership Under Current Law vs. The Bill
Appointing
Authority
Specific Qualifications
Under Current Law
Specific Qualifications
Under the Bill
General qualification Resident who regularly uses state-
funded public transit services 2023SB-00904-R01-BA.DOCX
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Appointing
Authority
Specific Qualifications
Under Current Law
Specific Qualifications
Under the Bill
Senate
president pro
tempore
General qualification Resident who regularly uses the
New Haven rail line
General qualification N/A
Senate
majority leader
N/A General Qualification
House speaker General qualification Resident who regularly uses state-
funded public transit services
General qualification Resident who regularly uses the
Hartford rail line
General qualification N/A
House majority
leader
N/A General Qualification
Senate
minority leader
General qualification General qualification
House minority
leader
General qualification General qualification
Governor General qualification General qualification
General qualification General qualification
Chief elected official of a
municipality located on an
operating or proposed new rail line
General qualification
General qualification General qualification
Transportation
Committee co-
chair
Resident of a municipality in which
the DOT commissioner has
proposed a new rail line or a rail
line that has commenced
operation after July 1, 2013
Resident who regularly uses state-
funded public transit services
Transportation
Committee co-
chair
Resident of a municipality in which
a station for the Shoreline East
railroad line is located
Resident who regularly uses the
Shore Line East rail line
Transportation
Committee
ranking
members
Resident of a municipality served
by the Danbury or Waterbury
branches of the New Haven
commuter railroad line
Resident who regularly uses state-
funded public transit services
The bill requires all initial appointments to the new council to be
made by August 1, 2023, for four-year terms. But all existing rail council
members appointed before July 1, 2023, and serving on June 30, 2023,
are deemed appointed and may continue serving until their term
expires and a successor has qualified. It eliminates current law’s
requirement that council appointments be approved by the General 2023SB-00904-R01-BA.DOCX
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Assembly. The council chairperson must notify the relevant appointing
authority within 10 days after a vacancy occurs on the new council or a
member resigns.
Current law charges the rail council with studying and investigating
all aspects of state commuter rail lines’ daily operation, monitoring their
performance, and recommending changes to improve their efficiency
and quality of service. To enable it to carry out these duties, the council
may request and receive assistance and data from any state department,
division, board, bureau, commission, agency, or public authority or any
political subdivision. The council must work with DOT to advocate for
commuter line customers and make recommendations for the lines’
improvement.
Under the bill, the Public Transportation Council is more broadly
charged with studying and investigating all aspects of the daily
operation of the commuter railroad systems and public bus services
funded by the state, monitoring their performance, and recommending
changes to improve their services’ efficiency, equity, and quality. To
enable it to carry out these duties, the new council may request and
receive assistance and data, if available, from any state department,
division, board, bureau, commission, agency, public authority, or any
political subdivision. The council must serve as an advocate for
customers of all commuter railroad systems and public bus
transportation services funded by the state.
The bill adds specific information and assistance that DOT must give
the new council. It requires DOT to (1) submit monthly reports with
information and data about the commuter rail systems’ and state-
funded public transit services’ on-time performance and passenger
ridership and (2) make quarterly presentations on these reports at
council meetings and respond to reasonable council inquiries made in
advance of any council meeting. DOT must also maintain records, and
denote the status, of each request for information and data it receives
from the council.
Reporting Deadline 2023SB-00904-R01-BA.DOCX
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By February 1, 2024, the Public Transportation Council must submit
a report on the council’s organizational structure and any
recommendations to improve or modify its structure and mission to the
Transportation Committee. In addition to current law’s requirements to
annually report on its findings and recommendations to various
authorities (e.g., the governor, DOT, and the legislature), the bill also
requires the new council to annually present its findings and
recommendations to the Transportation Committee.
EFFECTIVE DATE: July 1, 2023, except the reporting provisions is
effective upon passage.
§ 10 — SHORE LINE EAST RAIL LINE STUDY
Extends the deadline for Shore Line East study to December 1, 2023
The bill extends the deadline, from January 1, 2023, to December 1,
2023, for the DOT commissioner to submit the results of a study on the
feasibility of various Shore Line East rail line initiatives to the
Transportation Committee. By law, unchanged by the bill, he must
study the feasibility of:
1. extending the rail line to Rhode Island,
2. establishing a new passenger rail service from New London to
Norwich,
3. establishing a new train station in Groton and Stonington
borough, and
4. extending ground transportation systems in the eastern region
and providing interconnection between them and rail lines.
EFFECTIVE DATE: Upon passage
§§ 11 & 12 — OVERSIGHT OF LIVERY VEHICLES
Allows livery permittees to apply for two additional vehicles annually through an
expedited process under certain conditions and makes other changes to livery permit
statutes
Under current law, DOT must, within 30 calendar days after
receiving an application, issue an in-state livery service permit holder of 2023SB-00904-R01-BA.DOCX
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at least one year up to two additional vehicle permits each year, without
a hearing or written notice to other parties affected by the application.
DOT must do so as long as all of the applicant’s existing permits are
registered and in use and there are no outstanding violations or matters
pending adjudication against him or her. The bill allows a permittee to
submit a second expedited permit application for up to two additional
vehicles under the same terms. It specifies that DOT must issue the
amended permit within 30 days after receiving an application and fee
payment.
The bill eliminates the requirement that owners or operators display
their livery permits in their vehicles. Under existing law, livery vehicles
generally must display their assigned livery registration while
operating in livery service (CGS § 13b-106).
By law, DOT may make reasonable regulations and impose civil
penalties for violations of them or the laws on livery vehicles with
respect to fares, service, operation, and equipment. The bill expands this
authority to include a livery’s management and staffing. In addition to
civil penalties, the bill authorizes DOT to order corrective actions as it
deems necessary, including attendance at a driver retraining program.
EFFECTIVE DATE: October 1, 2023
§ 13 — PARKWAY RESTR ICTION EXCEPTIONS
Allows automobile club vehicles providing roadside assistance and vehicles weighing
7,500 pounds or less with branding, logos, or advertising on them to use the Merritt and
Wilbur Cross parkways
The bill allows exceptions to the general prohibition on commercial
traffic on the Merritt and Wilbur Cross parkways for the following
vehicles:
1. vehicles with a gross vehicle weight rating (GVWR) of 7,500
pounds or less, even if the vehicles have branding, logos, or
advertising on them and
2. commercial motor vehicles use by licensed automobile clubs
solely to provide roadside assistance to vehicles on the parkway, 2023SB-00904-R01-BA.DOCX
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as long as they adhere to the parkways’ established length,
height, or width requirements.
EFFECTIVE DATE: Upon passage
§§ 14 & 15 — FINE FOR COMMERCIAL VEHICLE S ON PARKWAYS
Increases the fine for driving commercial motor vehicles on state parkways to $500 for a
first violation and $1,000 for a subsequent one and prohibits commercial vehicle owners or
lessees from allowing these vehicles to be driven on these parkways
The bill (1) increases the fine for driving commercial motor vehicles
on state parkways and (2) codifies this prohibition in statute.
Additionally, it prohibits commercial vehicle owners or lessees from
allowing these vehicles to be driven on these parkways. Under the bill,
a “commercial motor vehicle” is any vehicle designed or used to
transport merchandise or freight and bearing commercial registration.
Existing OSTA regulations prohibit commercial motor vehicles from
entering and using limited access highways that are designated as
parkways (i.e., the Merritt, Wilbur Cross, and Milford Parkways), and a
violation of this prohibition is an infraction (CGS § 14-314; Conn.
Agencies Regs., § 14-298-249). (The current fine is set at $50 plus $42 in
surcharges.)
The bill makes violations of its prohibitions punishable by a fine of
$500 for a first violation and $1,000 for any subsequent violation. The
fines must be assessed against the (1) commercial vehicle owner, when
the owner, owner’s agent, or owner’s employee was the driver, or (2)
commercial vehicle lessee, when the lessee, lessee’s agent, or the lessee’s
employee was the driver. Similar provisions about responsibility for the
fine apply to some other commercial vehicle penalties, such as the
penalty for driving overweight vehicles (CGS § 14-267a(f)).
The bill retains existing statutory and regulatory exemptions to the
commercial vehicle ban. Violations are processed through the
Centralized Infractions Bureau (CIB) (see BACKGROUND).
EFFECTIVE DATE: October 1, 2023
§§ 16-31 & 53 — CONNECTICUT AIRPORT AUTHORITY 2023SB-00904-R01-BA.DOCX
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Makes various changes in laws on airports, aircraft, and the Connecticut Airport
Authority, including requiring aircraft owners and operators to maintain insurance and
generally eliminating CAA’s role in aircraft registration
The bill makes various changes in laws concerning airports, aircraft,
and the Connecticut Airport Authority (CAA). Among other things, the
bill:
1. requires owners and operators of aircraft based or hangered in
the state to maintain liability insurance meeting specified
coverage criteria (§ 30);
2. generally eliminates the CAA’s role in aircraft registration, which
is currently primarily handled by municipalities (§§ 16-19 & 22);
3. specifies documentation that must be given to CAA when
seeking a certificate of approval or license for an air navigation
facility (§ 21, also see BACKGROUND);
4. eliminates requirements that a taxi certificate holder be active for
at least two years before it may provide taxi service at Bradley
Airport (§ 29); and
5. requires publicly owned airport owners or operators, rather than
CAA, to develop and revise the approach plans for their airports
after considering specified criteria (§ 26).
The bill also makes the following minor changes:
1. eliminates obsolete references to (a) federal airport grants being
deposited in the state treasury before distribution, which is
federally preempted, and (b) general fund appropriations for
grants to municipal airports (§ 20);
2. allows, rather than requires, the state to fund capital
improvements at private airports up to 90% of eligible costs (§
23);
3. adds CAA special police to the list of officials who may enforce
laws related to aeronautics (§ 24); 2023SB-00904-R01-BA.DOCX
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4. repeals obsolete language on budgeting and revenue at Bradley
Airport originally adopted as part of a since completed project (§
27);
5. eliminates the specific deadline for CAA to approve Bradley
Airport’s annual operating budget, which under current law is
30 days before the beginning of the fiscal year (§ 28); and
6. repeals provisions that are obsolete or federally preempted (§§ 16
& 53).
It also makes numerous technical and conforming changes, including
in § 25.
EFFECTIVE DATE: July 1, 2023, except that the aircraft liability
insurance and approach plan provisions are effective October 1, 2023.
Aircraft Registration (§§ 16-19 & 22)
Under existing law and the bill, owners must annually register their
aircraft with the municipality in which it is based or primarily used. But
under current law, CAA is responsible for establishing the aircraft
registration program and certain related tasks.
The bill generally eliminates CAA’s role in administering the
registration program, specifically repealing requirements that CAA (1)
establish the aircraft registration program and (2) adopt any necessary
rules and procedures for implementing it. It retains requirements that
CAA prepare and distribute registration decals and forms to
municipalities, but it eliminates the specific information the forms must
contain.
Fees. Existing law sets registration fees and allows municipalities to
keep the fees for their own use and purposes as a grant in lieu of
property taxes. The bill eliminates a provision allowing CAA to set a
uniform schedule for aircraft registration expiration and renewal and
prorate the statutory fees accordingly.
Current law requires municipalities to annually report to CAA the 2023SB-00904-R01-BA.DOCX
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amount of aircraft registration fees they collected, the number of
registrations issued, registrants’ names, and descriptions of registered
aircraft. The bill eliminates the requirement that they report the amount
of fees collected and sets a specific deadline (February 1) for annually
reporting the remaining information from the last calendar year.
Information Reporting. The bill also (1) expands the type of
information that owners and operators of air navigation facilities must
report to CAA on aircraft based at their facilities and (2) requires that
they additionally report this information directly to the municipality
where the aircraft is based, rather than requiring the CAA executive
director to forward the information to municipalities, as under current
law.
Under existing law, these facilities must report the owner’s name and
address, the type of aircraft, and the Federal Aviation Aircraft
Registration number. The bill also requires that they report information
currently required on registration forms, namely (1) the form of
ownership, including whether the owner is an individual, partnership,
corporation, or other entity, and (2) the aircraft’s year of manufacture,
the manufacturer, the model, and the certified gross weight. The bill
eliminates current law’s requirement that this information be in aircraft
registration forms, but specifically requires municipalities to use the
information reported to them to register aircraft.
CAA Certificates of Approval and Licenses (§ 21)
Under existing law, the CAA executive director is responsible for
approving and licensing airports, heliports, restricted landing areas,
and other air navigation facilities (CGS § 13b-46). The law establishes
various factors that the executive director must consider when deciding
whether to issue a certificate of approval or license (e.g., its proposed
size, location, and layout; the nature of the terrain; and planned uses of
the proposed facility).
The bill specifically requires that public and private air navigation
facilities, when seeking a certificate of approval, license, or license
renewal, give CAA documentation, in a form the executive director 2023SB-00904-R01-BA.DOCX
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prescribes, showing that these factors demonstrate that the facility will
provide or currently provides for safe aircraft operations.
The bill also changes a reference to “commercial use” air navigation
facility to a “public use” one, which conforms to the scope of CAA
oversight authority under existing law.
Taxi Service at Bradley Airport (§ 29)
Current law requires that taxi certificate holders, before they may
provide service at Bradley Airport, prove that they have been active,
adequate within their specified territory, and in compliance with all
relevant laws and regulations for at least two years. The bill eliminates
the requirement that they be adequate within their specified territory
and the two-year minimum time period.
The bill also (1) eliminates a requirement that the agreement under
which taxis provide service at Bradley may not take precedence over the
taxi’s obligation to provide service within their specified territory and
(2) makes a conforming change to remove reference to the
transportation commissioner.
Aircraft Liability Insurance (§ 30)
Beginning October 1, 2023, the bill prohibits people from operating,
or owners from allowing someone to operate, aircraft based or hangered
in the state without liability insurance coverage. Specifically, the policy
must cover the owner and pilot for claims by passengers or other people
for bodily injuries, death, or property damage that may arise from the
aircraft’s operation in the amount of at least (1) $500,000 per accident
and (2) $100,000 per passenger seat.
Under the bill, these aircraft owners and operators must provide
proof of insurance satisfying the bill’s requirements when requested by
CAA’s executive director, authority officials, or a law enforcement
officer.
The bill requires in-state air navigation facility owners and operators
to keep a list of aircraft based or hangered at the facility. The list must
include the following information for each aircraft: 2023SB-00904-R01-BA.DOCX
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1. its registration number, type, and model;
2. its owner or operator’s name and address;
3. how long it has been based or hangered at the facility;
4. the liability insurance policy or binder number;
5. the insurance company’s name, as shown on the policy; and
6. the name of the liability insurance agent or broker.
The bill’s requirements do not apply to aircraft subject to federal
liability insurance requirements.
Repealers (§§ 31 & 53)
The bill repeals the following provisions:
1. a requirement that a copy of plans of development and other
documents be filed with the State Properties Review Board
(under CGS § 4b-3(f), CAA airports or airport sites are not subject
to the board’s review) (CGS § 13b-44a);
2. a program setting aside a portion of contracts for federally
funded noise mitigation projects at airports for veterans (federal
law requires that airports follow federal contracting rules when
using federal funding) (CGS § 13b-50b); and
3. requirements related to a Bradley Airport terminal project that is
already complete (CGS § 15-101t).
It also repeals statutes establishing two Bradley Airport advisory
groups, which are not active. It repeals the Bradley International
Community Advisory Board, which consists of the chief elected officials
of Windsor, Windsor Locks, East Granby, and Suffield and whose
purpose is to communicate between the airport and the surrounding
towns and advise on various airport issues (CGS § 15-101pp). It also
repeals the six-member Bradley Advisory Committee, which consists of
residents and businesses located in the Bradley Airport Development 2023SB-00904-R01-BA.DOCX
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Zone and is charged with consulting on business related to the airport
(§ 16, CGS § 15-120bb(n)). In practice, CAA regularly meets with the
non-statutory Bradley Development League, which consists of the chief
executive officers of the municipalities surrounding the airport, the
MetroHartford Alliance, and local business representatives.
§ 32 — TRANSPORTATIO N SECTOR CARBO N DIOXIDE
REDUCTION TARGET
Starting by October 1, 2030, requires DOT, in consultation with DEEP, to biennially
establish a transportation carbon dioxide reduction target for the state that sets the
maximum amount of carbon dioxide emissions allowed from the transportation sector
Starting by October 1, 2030, the bill requires the DOT commissioner,
in consultation with the Department of Energy and Environmental
Protection (DEEP) commissioner, to biennially establish a
transportation carbon dioxide reduction target for the state that sets the
maximum amount of carbon dioxide emissions allowed from the
transportation sector. When setting the target, the commissioners must
consider the state’s long-term greenhouse gas (GHG) emissions
reductions requirements (see BACKGROUND).
Under the bill, the DOT commissioner must develop and implement
a strategic plan to ensure that transportation projects included in the
state transportation improvement program (STIP, see BACKGROUND)
do not exceed the emissions reduction target. The plan must at least
include the following:
1. a definition of “transportation project” that excludes projects
exempt from federal air quality standards (e.g., safety-related
projects, pavement resurfacing, transit building renovations, new
bus and rail car purchases, and bicycle and pedestrian facilities);
2. the methodology for calculating the carbon dioxide emissions
expected from future transportation projects; and
3. a description of the carbon dioxide mitigation transportation
projects, like public transportation improvements; bikeway,
walkway, or other multiuse trail or path construction; and
electric vehicle charging infrastructure installation. 2023SB-00904-R01-BA.DOCX
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Under the bill, the DOT commissioner, in consultation with the DEEP
commissioner, must implement a public outreach plan to sufficiently
engage the public and stakeholders in developing the carbon dioxide
reduction target and strategic plan. The DOT commissioner must
submit the plan to the Transportation and Environment committees by
July 1, 2028.
By January 1, 2025, and until 2030, the DOT commissioner must
annually submit a report to the Transportation and Environment
committees with (1) a status update on development of the carbon
dioxide reduction target and strategic plan and (2) a description of the
public outreach and its results. The bill also requires the DOT
commissioner to biennially submit to these committees, starting by
October 1, 2030, a copy of the carbon dioxide reduction target and any
legislative recommendations to implement it.
EFFECTIVE DATE: July 1, 2023
§ 33 — DOT VEGETATION MANAGEMENT PLAN
Requires DOT to develop, and revise as necessary, guidelines on tree and vegetation
management, removal, and replacement along state highways for its employees and
contractors to use for maintenance and construction projects
The bill requires DOT to develop, and revise as necessary, guidelines
on tree and vegetation management, removal, and replacement along
state highways for its employees and contractors to use for maintenance
and construction projects. The guidelines’ goal must be to ensure that
maintenance and construction projects’ impacts on the environment,
landscape, and noise pollution are balanced or outweighed by measures
taken to avoid and minimize them.
Under the bill, the guidelines must at least address the following:
1. the safety of the traveling public;
2. DOT’s general roadside vegetation management activities,
including mowing, herbicide use, grassing, replanting with
native species whenever practicable, limb management, and tree
and debris removal; 2023SB-00904-R01-BA.DOCX
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3. beautification, enhancements, and the effect on scenic roads;
4. visibility enhancement; and
5. the work’s environmental impact, including preventing invasive
tree, brush, or plant species’ growth and impact; storm water
run-off; erosion; vegetation species replanting to expand and
improve pollinator habitats; and reduced mowing.
The guidelines apply to construction projects financed, wholly or
partially, with federal funds to the extent that they do not conflict with
federal laws and regulations. They do not apply to removing trees or
vegetation that is (1) necessary to maintain public safety or (2) due to a
weather-related civil preparedness emergency.
By January 1, 2024, the DOT commissioner must submit the
guidelines to the Transportation and Environment committees, and the
committees must hold a joint public hearing during which the
commissioner must present the guidelines.
EFFECTIVE DATE: Upon passage
§ 34 — NOISE BARRIER STUDY
Requires DOT to study noise barriers for Type II projects (i.e., retrofit) and establish a
project priority list
The bill requires DOT to do a statewide evaluation to determine the
feasibility and reasonableness of constructing noise barriers for Type II
projects (i.e., retrofit; see BACKGROUND). The department must also
establish a priority rating system to rank the projects and use the system
to create a project priority list.
By February 1, 2024, DOT must report the evaluation’s results, a
description of the priority ranking system, and the priority list to the
Transportation Committee.
EFFECTIVE DATE: Upon passage
§§ 35-37 — DECIBEL LEVEL TESTING 2023SB-00904-R01-BA.DOCX
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Extends deadlines for DMV’s decibel testing implementation plan and submission of
maximum decibel regulations; requires DMV to implement a pilot program to test
methods for inspecting a vehicle’s maximum decibel level at emissions inspection stations
The bill requires the Department of Motor Vehicles (DMV) to
establish a one-year pilot program to test a vehicle’s maximum decibel
level during an emissions inspection. And it extends two related
deadlines for the DMV commissioner to:
1. submit to the General Assembly an implementation plan, as well
as legislation and funding recommendations, for a statewide
decibel level testing program at official emissions inspection
stations, from January 1, 2023, to October 1, 2023 (§ 35); and
2. with the advice of DEEP, amend current regulations setting
maximum vehicle decibel levels and related testing procedures
and submit them to the Regulation Review Committee, from
January 1, 2024, to October 1, 2024 (§ 36).
Pilot Program
From October 1, 2023, until October 1, 2024, the bill requires the DMV
to establish a pilot program at five selected official emission inspection
stations. The program must test different methodologies for inspecting
the maximum decibel level produced by a motor vehicle during an
emission inspection, which may not exceed the levels established in
statute and any adopted regulations (ranging from 72 to 92 decibels
depending on the vehicle’s speed, weight, and the road surface) (Conn.
Agencies Regs., § 14-80a-4a). Under the bill, the different methodologies
used must reflect industry standards and advancements in technology.
By January 1, 2025, the DMV must submit a report to the
Appropriations, Finance, Revenue and Bonding, and Transportation
committees on the pilot’s implementation, the results of the different
methodologies used, and recommendations for a state-wide decibel
level testing program (see also § 35).
EFFECTIVE DATE: Upon passage for the implementation plan
deadline, July 1, 2024, for the regulations submission, and October 1,
2023, for the pilot program. 2023SB-00904-R01-BA.DOCX
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§ 38 — MEDIUM- AND HEAVY-DUTY TRUCK VOUC HER PROGRAM
Delays, from January 1, 2023, to January 1, 2024, the date on and after which DEEP may
establish a voucher program to support the use of zero-emission medium- and heavy-duty
trucks and modifies program eligibility criteria
The bill delays, from January 1, 2023, to January 1, 2024, the date on
and after which DEEP may establish a voucher program to support (1)
the use of zero-emission technology in medium- and heavy-duty
vehicles and (2) installing electric vehicle charging infrastructure. By
law, the DEEP commissioner may establish this program within
available funds, and funds in the Connecticut Hydrogen and Electric
Automobile Purchase Rebate (CHEAPR) account may be used for the
program.
The bill also changes eligibility criteria for vehicles seeking vouchers
through the program. First, it changes the classification system used to
determine whether vehicles are eligible for the program, generally
expanding it to more vehicles. Under current law, vehicle eligibility is
determined based on the Federal Highway Administration’s (FHWA)
vehicle classification system (see BACKGROUND), which is generally
based on the vehicle’s characteristics (e.g., number of axles and trailers).
Specifically, vehicles in class 5 to 13 (i.e., six axle, single unit trucks up
to multi-trailer, seven or more axle trucks) and passenger buses are
currently eligible for vouchers.
Under the bill, eligibility is instead based on the vehicle classification
system used by the federal Environmental Protection Agency for
emissions standards, which is based entirely on vehicle weight. The bill
makes vehicles in class 2b to 8 (i.e., those with a GVWR above 8,500
pounds) eligible for vouchers.
The bill also (1) limits the program for medium-duty passenger
vehicles to those sold for use by a commercial or institutional fleet and
(2) specifies that vehicles are ineligible for vouchers if they are eligible
for incentives through the CHEAPR program.
EFFECTIVE DATE: Upon passage 2023SB-00904-R01-BA.DOCX
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§ 39 — STREET RACING, MOTOR VEHICLE STUNTS, AND STREET
TAKEOVERS
Extends an illegal street racing prohibition to parking lots; expressly prohibits motor
vehicle stunts and “street takeovers” on public roads and parking lots; prohibits certain
conduct assisting with them; and changes the penalties for related prohibited conduct,
among other things
The bill makes several changes to laws prohibiting and penalizing
certain actions around motor vehicle races, contests, and
demonstrations of speed or skill (hereinafter “street racing”). Existing
law expressly prohibits driving a motor vehicle on a public highway
(i.e., road) for street racing. The bill expressly adds street takeovers and
motor vehicle stunts to this prohibition and extends it to parking areas
(i.e., off-street lots open to the public), as well. Under the bill, a “street
takeover” means taking over part of these roads or lots by blocking or
impeding the regular traffic flow to cause disorder or create a nuisance
to other road or lot users. The bill retains existing law’s two-stage
penalty system for violating this prohibition. (Existing law, unchanged
by the bill, already prohibits similar conduct (see BACKGROUND).)
Current law also prohibits (1) possessing a motor vehicle under
circumstances showing an intent to use it on a public road for street
racing; (2) acting as a starter, timekeeper, judge, or spectator at one; or
(3) betting on the street racing’s outcome. The bill extends this
prohibited conduct to street racing on off-street parking lots and to
motor vehicle stunts and street takeovers on these lots or public roads.
It eliminates spectating these illegal street racings, motor vehicle stunts,
and street takeovers as a type of prohibited conduct and instead
prohibits knowingly encouraging, promoting, instigating, assisting,
facilitating, aiding, or abetting any person with them.
The bill also changes the penalties associated with this prohibited
related conduct by replacing the current two-stage penalty system (one
for initial violations and a second for subsequent violations) with a
single set of penalties. Under current law, a first offense for prohibited
conduct related to street racing is punishable by a fine of $75 to $600, up
to one year in prison, or both; and any subsequent offense is punishable
by a fine of $100 to $1,000, up to one year in prison, or both. Under the
bill, all offenses are punishable by a fine up to $1,000, up to six months 2023SB-00904-R01-BA.DOCX
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in prison, or both.
Lastly, the bill also makes technical and conforming changes.
EFFECTIVE DATE: October 1, 2023
Penalties for Prohibited Actions When Driving a Motor Vehicle
By law, a first offense for street racing (including motor vehicle stunts
or street takeovers under the bill) is punishable by a fine of $150 to $600,
up to one year in prison, or both; and any subsequent offense is
punishable by a fine of $300 to $1,000, up to one year in prison, or both.
Anyone convicted of this must also attend an operator’s retraining
program (CGS § 14-111g(a)). Additionally, a court may (1) order the
motor vehicle driven by the offender to be impounded for up to 30 days
if it is registered to the offender or (2) if the vehicle is registered to
someone else, fine the offender up to $2,000 for a first offense and up to
$3,000 for any subsequent offense. By law, the impounded vehicle’s
owner is responsible for all fees or costs resulting from the
impoundment.
Related Law
Existing law prohibits driving a motor vehicle in any race, contest, or
demonstration of speed or skill as a public exhibition except in specific
circumstances (CGS § 14-164a). Among other things, it also generally
prohibits (1) using a motor vehicle on a public road to impede or block
the normal and reasonable flow of traffic and (2) reckless driving on
public roads and certain parking lots and private roads (CGS §§ 14-220
& 14-222)).
§ 40 — EMERGENCY LIGHTS
Allows vehicles operated by volunteer ambulance associations’ or companies’ active
members to use flashing blue lights or flashing green lights, rather than just green lights,
while on the way to or at the scene of an emergency; authorizes DMV to issue permits for
appointed or elected constables to use flashing red lights on a stationary vehicle as a
warning signal during traffic directing operations
The bill allows vehicles operated by volunteer ambulance
associations’ or companies’ active members to use flashing green or
flashing blue lights while on the way to or at the scene of an emergency.
Under current law, they may only use green or flashing green lights. 2023SB-00904-R01-BA.DOCX
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Existing law, unchanged by the bill, allows (1) vehicles operated by
members of volunteer fire departments or civil preparedness auxiliary
fire companies to use flashing blue lights and (2) DOT-owned and -
operated maintenance vehicles to use green or flashing green lights.
As under current law, the (1) member must have a permit to use the
lights issued by the ambulance association or company’s chief executive
officer and (2) chief executive officer must keep on file the names and
addresses of members and registration numbers of vehicles authorized
to use the lights.
The bill also authorizes the DMV commissioner to issue permits
allowing appointed or elected constables to use flashing red lights on a
stationary vehicle as a warning signal during traffic directing
operations. The law already authorizes the commissioner to issue
permits for emergency vehicles, including state or local police cars
driven by a police officer responding to an emergency call or pursuing
suspects, to use flashing blue, red, yellow, or white lights, or any
combination of them.
EFFECTIVE DATE: October 1, 2023
§§ 41-51 — BRIDGE AND ROAD NAMING
Names 11 roads and bridges
The bill names 11 roads and bridges.
EFFECTIVE DATE: Upon passage
§ 52 — MUNICIPAL APPROVAL OF CAA AIRPORT PURCHASE
Subjects any CAA purchase of a municipally owned airport to approval by the
municipality in which the airport is located
The bill subjects any CAA purchase of a municipally owned airport
to approval by the municipality in which the airport is located.
EFFECTIVE DATE: July 1, 2023
BACKGROUND
Centralized Infractions Bureau (CIB) 2023SB-00904-R01-BA.DOCX
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By law, individuals charged with a motor vehicle violation may,
generally, pay the fine through the CIB without appearing in court.
Payment is considered a plea of nolo contendere (no contest) and is not
admissible in any civil or criminal proceeding. If an individual pleads
not guilty, the CIB must send the plea and request for trial to the clerk
of the geographical area court where the trial is to take place. The
practice, procedure, rules of evidence, and burden of proof applicable
in criminal proceedings apply in such a trial (CGS § 51-164n).
Air Navigation Facility
By law, an air navigation facility is any facility, other than one owned
or controlled by the federal government, used in, available for, or
designed for use in, aid of air navigation. They include airports,
heliports, restricted landing areas, and any structures, mechanisms,
lights, beacons, marks, communicating systems, or other
instrumentalities or devices used or useful as an aid to the (1) safe
taking-off, navigation, and landing of aircraft or (2) safe and efficient
operation or maintenance of an airport, heliport, or restricted landing.
GHG Emissions Reductions Requirements
By law, the state must reduce its GHG emissions to a level that is at
least (1) 10% below 1990’s emission level by January 1, 2020; (2) 45%
below 2001’s emissions level by January 1, 2030; and (3) 80% below
2001’s emissions level by January 1, 2050 (CGS § 22a-200a).
STIP
The STIP is a DOT-prepared four-year planning document that lists
all the projects expected to be funded in the four-year period with
FHWA and Federal Transit Administration funding. It is developed in
compliance with federal law and in coordination with the Metropolitan
Planning Organizations (MPOs) and Rural Planning Agencies. The STIP
must be fiscally constrained and assessed for air quality impacts.
Use of Noise Barriers
State and federal regulation and policy separate noise barriers into
two types, based on whether they are associated with an existing or new
source of noise. Noise barriers are required under federal regulations to 2023SB-00904-R01-BA.DOCX
Researcher: HP Page 25 5/26/23
mitigate increased traffic noise exceeding allowable levels resulting
from new highway or bridge construction or reconstruction (i.e., Type I
projects). The federal government generally pays most of the noise
barrier costs as part of the approved project. Federal regulations allow
federal funds to be used for retrofitting an area with noise barriers (i.e.,
Type II projects) if a state adopts a Type II program that includes a
federally approved priority ranking system. In practice, however,
federal funds are rarely made available for these projects (23 C.F.R. §
772.7).
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.
Table: 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, six tire 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 Bills
sSB 15 (File 420), reported favorably by the Transportation
Committee, contains similar provisions increasing the fines for
commercial vehicles on parkway.
sSB 993 (File 439), reported favorably by the Transportation
Committee, contains identical provisions on the Connecticut Airport
Authority.
sSB 1083 (File 251), reported favorably by the Transportation
Committee, contains similar provisions about carbon emissions
reductions from the transportation sector. 2023SB-00904-R01-BA.DOCX
Researcher: HP Page 26 5/26/23
sHB 6583 (File 355), reported favorably by the Public Safety and
Transportation committees, contains similar provisions on emergency
lights.
sHB 6744 (File 456), reported favorably by the Transportation
Committee, contains similar provisions on noise barriers and decibel
level testing.
sHB 6748 (File 457), reported favorably by the Transportation
Committee, contains an identical provision on municipal approval of
CAA airport purchases.
COMMITTEE ACTION
Transportation Committee
Joint Favorable Substitute
Yea 23 Nay 13 (03/17/2023)