OFFICE OF FISCAL ANALYSIS
Legislative Office Building, Room 5200
Hartford, CT 06106 (860) 240-0200
http://www.cga.ct.gov/ofa
HB-5330
AN ACT IMPLEMENTING RECOMMENDATIONS OF THE
DEPARTMENT OF TRANSPORTATION.
AMENDMENT
LCO No.: 5385
File Copy No.: 274
House Calendar No.: 191
Primary Analyst: EMG 5/2/24
Contributing Analyst(s): DD, ME, LG, PM, JP, BP, RP, EW (FN)
Reviewer: EW
OFA Fiscal Note
See Fiscal Note Details
Section 1 increases, from $5,000 to $10,000, the maximum fine for
failing to comply with an order from the Office of the State Traffic
Administration or a local traffic authority. This section is not expected
to result in a fiscal impact because fines are rarely imposed.
Section 7 results in a potential cost to municipalities beginning in FY
25 that is dependent on if a municipality votes to establish a traffic
authority. The bill permits municipalities that establish a traffic
authority to also determine qualification, terms of office, and
compensation. Any cost will be dependent on the criteria determined by
each municipality.
Section 9 allows DOT to establish variable speed limits (VSL) that
temporarily lower the speed limit on limited access highways. The
language is permissive, and it is anticipated that DOT would use this
authority only if it had resources to do so.
To the extent DOT exercises this authority and that the capital costs
of the systems are paid for using existing Special Tax Obligation (STO)
bonds, future Special Transportation Fund (STF) debt service costs may
be incurred sooner under the bill. This is dependent on the degree that
the bill causes STO bond funds to be expended, or to be expended more 2024HB-05330-R00LCO05385-FNA.DOCX Page 2 of 5
rapidly than they otherwise would have been. Costs are also potentially
eligible for federal reimbursement at between 80%-90% but would
depend on the specifics of the project and, ultimately, on availability of
funds and approval by U.S. DOT.
For context, the cost of VSL systems (which can include electronic and
static signs, roadway sensors, and related infrastructure) varies widely
depending on the number and complexity of the systems. According to
the National Highway Traffic Safety Administration, capital costs for
VSL systems in other states have ranged from less than $50,000 per
system to more than $5 million.
1
Additionally, ongoing operating costs
would be expected, such as for general maintenance, repairs, and
electricity.
Section 10 results in a potential revenue gain to municipalities
beginning in FY 25 to the extent that municipalities choose to allow
advertising signs or displays in bus shelters. Most bus shelters are
owned by municipalities. Any revenue gain is dependent on the
advertising prices for the space available and the number of
advertisements.
Section 18 is not anticipated to result in a fiscal impact, as the agency
has the necessary expertise to fulfill the requirements.
Section 19 expands the notice requirements that the Department of
Transportation must follow prior to holding certain public hearings
regarding fare or major service changes. It does not have a fiscal impact
because it can be accomplished through existing resources.
Sections 20-40 incorporates "unmanned aircraft" and "vertiports" into
statute and creates new aviation-related penalties. The sections include
the following fiscal impacts:
Section 38 expands the misdemeanor of operating an aircraft while
under the influence of liquor or drugs to operating unmanned aircraft,
1
National Highway Traffic Safety Administration. Countermeasures that work: A
highway safety countermeasure guide for State Highway Safety Offices, 11th edition, 2023 2024HB-05330-R00LCO05385-FNA.DOCX Page 3 of 5
which results in a potential cost to the Judicial Department for provision
of supervision in the community and a potential revenue gain from
fines. On average, the marginal cost for supervision in the community
is less than $800 each year for adults and $1,000 each year for juveniles.
Since FY 14, there has only been one charge for a similar violation. Few,
if any, violations are expected to occur in the future.
These sections also create various infractions related to aircrafts and
unmanned aircrafts which results in a potential revenue gain from fines.
Infractions are not crimes and are punishable by fines that usually range
from $100 to $300.
Section 41 results in a potential revenue gain to the state’s sales and
alcoholic beverage taxes of less than $100,000 annually by amending the
hours during which alcohol sales are allowed at Bradley International
Airport. Any revenue gain in taxes would be only to the extent that there
is an increase in alcohol sales rather than a shift from currently allowed
transactions for alcohol.
Sections 42-50 address two traffic enforcement programs: the
Department of Transportation's (DOT) work zone speed camera
program and the municipal speed and red light camera program.
DOT Work Zone Speed Camera Program
The amendment restarts and makes permanent DOT's work zone
speed camera program (formerly a pilot program). These provisions are
permissive and DOT is not expected to establish new work zone speed
cameras unless it has the funding to do so.
To the extent DOT exercises this authority, the department will incur
costs to install, operate, and maintain the camera systems, resulting in a
cost to the Special Transportation Fund (STF). To the extent speeding
violations occur, the State Police will have to review footage and issue
citations resulting in potential costs to the General Fund for State
Troopers and a potential revenue gain to the STF from fines. Greater
revenue is expected under the bill than under the pilot (on a camera-for- 2024HB-05330-R00LCO05385-FNA.DOCX Page 4 of 5
camera basis) because the bill lowers the speeding violation threshold
from 15 mph to 10 mph, allows specific circumstances where first time
violations are issued a fine rather than a warning, and increases the
maximum allowable number of work zones from 3 to 15 statewide.
For context, the total cost of DOT's work zone speed camera pilot
program, which included five sites operating at various times over most
of 2023, was approximately $3 million. Costs included equipment,
software, and operational support for the speed monitoring technology;
public informational and marketing campaigns; and costs for State
Police to review potential violations. Most capital costs for the pilot were
funded through federal funds. The program issued fewer than 750
violations with at least a $75 fine imposed (in addition to more than
24,900 warnings).
Municipal Speed and Red Light Camera Program
The amendment specifies that fines for subsequent violations from
municipal speed or red light cameras must occur within one year.
Current law permits municipalities to collect fines up to $50 for a first
violation, up to $75 for subsequent violations, and processing fees up to
$15. This results in a potential revenue loss to municipalities beginning
in FY 25 to the extent fewer subsequent violation fines are imposed. Any
revenue loss is expected to be minimal. There is no impact to
municipalities that do not use speed or red-light cameras or have not set
fines.
Section 51 does not have a fiscal impact, as it requires DOT to create
a process for eligible entities to request road safety audits. The
requirements of the bill conform with current practice and is not
expected to result in additional costs to the department.
Section 52 results in a potential revenue gain and potential cost
beginning in FY 25 to various municipalities associated with
establishing a parking authority. The amendment allows any
municipality to authorize a parking authority to enforce parking
regulations. This results in a potential revenue gain to the extent fines 2024HB-05330-R00LCO05385-FNA.DOCX Page 5 of 5
are collected from parking enforcement and a potential cost for
establishing and maintaining a parking authority. Previously only
municipalities that met certain requirements could authorize a parking
authority to enforce these regulations.
The other sections of the bill are technical, conforming, or otherwise
do not result in a fiscal impact to the state or municipalities.
The annualized ongoing fiscal impact identified above would
continue into the future subject to inflation, the terms of local traffic
authorities established, the number of advertisements on bus shelters,
the number of speed camera systems, the number of violations, the
municipal parking authorities established, or as otherwise described.
The preceding Fiscal Impact statement is prepared for the benefit of the members of the General Assembly, solely
for the purposes of information, summarization and explanation and does not represent the intent of the General
Assembly or either chamber thereof for any purpose. In general, fiscal impacts are based upon a variety of
informational sources, including the analyst’s professional knowledge. Whenever applicable, agency data is
consulted as part of the analysis, however final products do not necessarily reflect an assessment from any
specific department.