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OLR Bill Analysis
sSB 1377
AN ACT IMPLEMENTING THE RECOMMENDATIONS OF THE
DEPARTMENT OF TRANSPORTATION.
TABLE OF CONTENTS:
SUMMARY
§§ 1 & 2 — CONNECTICUT PLANE COORDINATE SYSTEM
Replaces the Connecticut coordinate systems by establishing a new Connecticut Plane
Coordinate System based on National Geodetic Survey updates to the National Spatial
Reference System
§§ 3 & 15 — SPECIAL CROSSWALK MARKINGS
Eliminates provisions of current law related to special markings for certain crosswalks
§ 4 — LIGHT RAIL TRANSIT SIGNALS
Requires light rail and bus rapid transit operators to comply with light rail transit signals
when they are in place
§ 5 — PARKING DISTANCE FROM CROSSWALKS A ND CERTAIN
SIGNS
Increases, generally from 25 to 30 feet, the distance from an intersection or approach to a
marked crosswalk (or stop sign) within which vehicles are prohibited from parking
§ 6 — SERVICE SIGNS ON LIMITED ACCESS HIGHWAYS
Allows “EV CHARGING” to be included on limited access highway specific service signs
§§ 7-9 — FEDERAL SURFACE TRANSPORTATION FUNDING
Allows DOT to take certain actions related to federal surface transportation funding a
municipality receives directly
§§ 10-12 — RAILROAD FACILITY SURVEYS AND RAIL ENTRY
PERMITS
Allows the DOT commissioner or his agents to enter private property to conduct certain
railroad facilities-related surveys or testing; additionally allows the commissioner to issue
entry permits to anyone seeking nonexclusive, temporary access to state-owned property
that supports rail operations
§ 13 — TRANSIT DISTRICT FUNDING
Requires DOT to fund urban transit districts based on a formula set in federal law, as
current law required through FY 24; eliminates a related requirement that DOT establish a
grant program to provide additional funding to these transit districts 2025SB-01377-R000541-BA.DOCX
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§§ 14 & 15 —REGIONAL COMMUTER AND FREIGH T MOBILITY
DISCUSSIONS REPEAL
Repeals a statute generally requiring the governor to have ongoing formal discussions with
surrounding states about regional commuter and freight mobility and report on these
discussions
§ 15 — AUTONOMOUS VE HICLE PILOT PROGRAM REPEAL
Repeals a statute generally requiring the Office of Policy and Management (OPM) to create
an autonomous vehicle testing pilot program
SUMMARY
This bill makes various changes in transportation-related statutes. It
also makes minor, technical, and conforming changes. A section-by-
section analysis follows.
EFFECTIVE DATE: July 1, 2025, except the provisions related to the
Connecticut Plane Coordinate System are effective January 1, 2026.
§§ 1 & 2 — CONNECTICUT PLANE COORDINATE SYST EM
Replaces the Connecticut coordinate systems by establishing a new Connecticut Plane
Coordinate System based on National Geodetic Survey updates to the National Spatial
Reference System
Under current law, the Department of Transportation (DOT)
commissioner is responsible for the extension, revision, and
maintenance of the Connecticut coordinate systems. (Coordinate
systems generally allow geographic datasets to use common locations
so that they can be viewed and used together.) The bill instead requires
the commissioner, or his designee, to adopt and maintain a detailed
description of the federal National Oceanic and Atmospheric
Administration National Geodetic Survey’s (NGS) Connecticut Plane
Coordinate System (CPCS), and allows them to publish additional
systems. Under the bill, the CPCS is identical to NGS’s state plane
coordinate system for Connecticut.
Current law generally adopts the coordinate systems established by
NGS. The bill replaces the current Connecticut coordinate systems by
establishing a new Connecticut Plane Coordinate System (CPCS) based
on NGS updates to the National Spatial Reference System (NSRS). NSRS
is a consistent coordinate system that defines latitude, longitude, height, 2025SB-01377-R000541-BA.DOCX
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scale, gravity, and orientation throughout the United States. (NGS
defines and maintains NSRS.)
Under existing law, describing the location of any survey station or
land boundary corner in the state using the system of plane coordinates
is considered a complete, legal, and satisfactory description. The bill
requires the method and source for establishing coordinates to be
described in the land or deed record. Under the bill, whenever land
surveys or deeds reference coordinates, a statement of the metadata of
observations must be included in the record. “Metadata” is information
about the data element that provides its context, such as the geodetic
reference system used, applicable epoch, statement of relative accuracy,
and observation date.
The bill also removes provisions related to the Connecticut
coordinate systems that it replaces and makes various minor, technical,
and conforming changes to implement the new system, including
defining axes, coordinates, and units of measurement. It also includes a
conforming change specifying that current law’s prohibition on
knowingly injuring, destroying, disturbing, or removing any
monument established by NGS or Connecticut Geodetic Survey for use
in determining spatial locations under the Connecticut coordinate
systems or precise elevation data, instead applies to the CPCS (rather
than the Connecticut Geodetic Survey and Connecticut coordinate
systems). As under existing law, violators may be fined between $2,000
and $5,000.
State Mapping Projects
Under the bill, after (1) the official NGS release or authorization of
any subsequent updates to the CPCS and (2) related approval by the
DOT commissioner or his designee, new state mapping projects must be
based on the current system (unless a different system is determined to
be needed). Mapping coordinates based on the CPCS must state their
basis in the metadata (see above).
The bill requires any mapping based on a different system to contain
projection information and a clear statement of purpose in the metadata 2025SB-01377-R000541-BA.DOCX
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about the decision to use the system. When feasible, mapping projects
based on different systems should be made available in CPCS unless
doing so creates an undue hardship or burden on the project creator.
The bill specifies that its provisions do not (1) prohibit appropriate
use of other datums, geodetic reference frames, or plane coordinate
systems or (2) require revisions to any prepared or recorded survey,
mapping project, deed, record, or other document that utilized other,
previously state-authorized coordinate systems.
§§ 3 & 15 — SPECIAL CROSSWALK MARKINGS
Eliminates provisions of current law related to special markings for certain crosswalks
The bill eliminates a provision of current law specifically allowing
local traffic authorities to install specially marked crosswalks near
schools. The bill also repeals a statute (CGS § 14-300a) requiring the
Office of the State Traffic Administration (OSTA) and local traffic
authorities, on roads under their respective jurisdictions, to provide
special pedestrian street or sidewalk markings at intersections and
streets in proximity to projects designated for, or with a high share of,
elderly people.
Existing law allows local traffic authorities to designate crosswalks in
a manner that complies with OSTA regulations, which generally require
all markings on public roads to comply with the federal Manual of
Uniform Traffic Control Devices for Streets and Highways (MUTCD)
(Conn. Agencies Regs., § 14-298-600). (In practice, high visibility
crosswalks are generally used on public roads.)
§ 4 — LIGHT RAIL TRANSIT SIGNALS
Requires light rail and bus rapid transit operators to comply with light rail transit signals
when they are in place
The bill specifies that (1) a “light rail transit signal” has the same
meaning as is described in the federal MUTCD and (2) includes bus
rapid transit signals. The bill requires these signals to have multiple
lenses showing horizontal, vertical, and diagonal lines. Under the bill,
light rail and bus rapid transit operators must comply with signals in
the following manner when they are in place: 2025SB-01377-R000541-BA.DOCX
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1. a white vertical or diagonal line means they may proceed
straight, left, or right;
2. a white horizontal line means they must stop; and
3. a flashing white vertical or diagonal line means they must
prepare to stop.
§ 5 — PARKING DISTANCE FROM CROSSWALKS A ND CERTAIN
SIGNS
Increases, generally from 25 to 30 feet, the distance from an intersection or approach to a
marked crosswalk (or stop sign) within which vehicles are prohibited from parking
The bill increases (1) from 25 to 30 feet, the distance from an
intersection or approach to a marked crosswalk within which vehicles
are prohibited from parking and (2) from 10 to 20 feet, this parking
prohibition distance when there is a curb extension (if it has a width at
least equal to that of the parking lane). It also specifies that these parking
prohibitions do not apply to available marked parking spaces.
The bill requires OSTA and local traffic authorities, when installing
or reinstalling markings for an intersection or approach to a marked
crosswalk and allowing for nearby parking, to do so in a manner that
complies with the bill’s requirements discussed above. These provisions
take effect July 1, 2025, though the requirement on installing or
reinstalling markings applies starting on October 1, 2025.
The bill similarly increases, from 25 to 30 feet, the distance from a
local traffic authority-erected stop sign within which vehicles are
prohibited from parking, and also applies this requirement to yield
signs these authorities put up. It eliminates current law’s exception to
this stop sign parking distance requirement for intersections of one-way
streets located in New Haven, if the local traffic authority has
jurisdiction and allows it.
As under existing law, (1) certain vehicles are exempt from these
parking distance requirements (such as emergency vehicles and
maintenance vehicles with flashing lights) and (2) violations are
infractions. 2025SB-01377-R000541-BA.DOCX
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§ 6 — SERVICE SIGNS ON LIMITED ACCESS HIGHWAYS
Allows “EV CHARGING” to be included on limited access highway specific service signs
The bill allows “EV CHARGING ,” or any other word permitted
under the federal MUTCD, to be included on “specific service signs.”
Under current law, these are rectangular signs generally visible from
limited access highways with (1) the words “GAS,” “FOOD,”
“LODGING,” “CAMPING,” or “ATTRACTION” and (2) exit
directional information for the designated service (including separately
attached business sign panels related to the service). Under the MUTCD,
to be eligible for an electric vehicle (EV) charging business identification
sign panel, a business’s chargers must meet certain requirements (such
as continuous operation at least 16 hours per day, seven days per week).
Existing law allows the DOT commissioner to enter into an
agreement with a qualifying person or company for the erection,
maintenance, and removal of a specific service sign within the rights-of-
way of state-maintained limited access highways, other than parkways.
(DOT regulations set related parameters, such as application and sign
installation requirements).
§§ 7-9 — FEDERAL SURFACE TRANSPORTATION FUNDING
Allows DOT to take certain actions related to federal surface transportation funding a
municipality receives directly
By law, the DOT commissioner may enter into agreements with the
U.S. Secretary of Transportation, local officials, or both, for accepting
and spending federal and state funding the department receives related
to certain roadways and facilities eligible for federal surface
transportation funding. This includes using the funding to develop
plans and establish programs for, and construct improvements on or to,
these roadways and facilities. The bill (1) also allows DOT to do so for
federal surface transportation funding a municipality receives directly
and (2) specifies this federal funding includes any the U.S. Secretary of
Transportation allocates to DOT or municipalities under any
congressional act providing federal surface transportation funding.
Current law gives DOT the authority to construct and maintain the
improvements of land abutting a federal surface transportation urban 2025SB-01377-R000541-BA.DOCX
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program roadway or facility by condemning property or rights of access
and exit. The bill specifies this authority extends to condemning
property for any “federal surface transportation urban program
roadway or facility.” Under the bill, this term includes any state or
locally maintained roadway or facility that is eligible for surface
transportation urban program funding according to any congressional
act providing this funding.
§§ 10-12 — RAILROAD FACILITY SURVEYS AND RAIL ENTRY
PERMITS
Allows the DOT commissioner or his agents to enter private property to conduct certain
railroad facilities-related surveys or testing; additionally allows the commissioner to issue
entry permits to anyone seeking nonexclusive, temporary access to state-owned property
that supports rail operations
Existing law allows the DOT commissioner, or his agent, to enter
private property to conduct surveys, inspections, or geological
investigations related to locating, relocating, constructing, or
reconstructing any proposed or existing highway (i.e. public road). The
bill additionally allows the commissioner or his agent to do so for
proposed or existing railroad facilities.
The bill similarly extends this right of entry, after reasonable notice is
provided to the affected property owner, to tests (such as borings and
soundings) needed to accomplish the above objectives with respect to
railroad facilities, as existing law permits for highways. As under
existing law for highway-related entries, DOT is liable for any resulting
damages.
Existing law empowers a railroad company’s agents to enter places,
as designated by the company’s directors, to conduct surveys and
determine the location of railroad construction. The bill extends this
authority to the DOT commissioner and his agents.
The bill also allows the DOT commissioner to issue an entry permit,
on a form he requires, to anyone seeking nonexclusive, temporary
access to state-owned property that supports rail operations (including
any rail right-of-way). The permit must specify the permittee’s required
insurance coverage, as determined by the commissioner in consultation 2025SB-01377-R000541-BA.DOCX
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with the state’s director of insurance and risk management, and name
the state as an additional insured. Under the bill, the state is not liable
for injuries or damages to any person or property that result, directly or
indirectly, from a permittee’s activities on the property.
§ 13 — TRANSIT DISTRICT FUNDING
Requires DOT to fund urban transit districts based on a formula set in federal law, as
current law required through FY 24; eliminates a related requirement that DOT establish
a grant program to provide additional funding to these transit districts
The bill requires DOT to return to funding urban transit districts
based on a formula for urbanized areas set in federal law, as it had been
required to do prior to this fiscal year. The bill eliminates provisions that
(1) freeze urban transit districts’ funding to their FY 24 level and (2)
require DOT to establish a grant program to provide additional funding
to these transit districts (see below). Under existing law, unchanged by
the bill, transit districts located in rural areas are funded based on a
federal formula for rural areas.
As discussed above, the bill eliminates current law’s provisions
related to a DOT grant program to provide urban transit districts with
additional funding for certain purposes (such as maintaining and
expanding transit services, providing regional services, and upgrading
transit-related infrastructure). Current law requires prioritizing grants
to transit districts formed by a municipality with a population of at least
100,000 (or with member municipalities with a combined population
meeting this threshold). By law, an “urbanized area” must be defined
and designated as such under the most recent decennial census and
have a population of at least 50,000.
§§ 14 & 15 —REGIONAL COMMUTER AND FREIGHT MOBIL ITY
DISCUSSIONS REPEAL
Repeals a statute generally requiring the governor to have ongoing formal discussions
with surrounding states about regional commuter and freight mobility and report on these
discussions
The bill repeals a statute (CGS § 13b-79y) generally requiring the
governor to (1) have ongoing formal discussions with surrounding
states about regional commuter and freight mobility and (2) biennially
report to the legislature on these discussions and any actions taken or 2025SB-01377-R000541-BA.DOCX
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recommended as their result.
§ 15 — AUTONOMOUS VE HICLE PILOT PROGRAM REPEAL
Repeals a statute generally requiring the Office of Policy and Management (OPM) to
create an autonomous vehicle testing pilot program
The bill repeals a statute (CGS § 13a-260) that generally requires
OPM, in consultation with certain agencies, to create an autonomous
vehicle testing pilot program in certain municipalities selected for
participation.
COMMITTEE ACTION
Transportation Committee
Joint Favorable Substitute
Yea 33 Nay 1 (03/19/2025)