A Bill for an Act
Page 1, Line 101Concerning authorization for local governments to
Page 1, Line 102generate additional fee-based funding for local
Page 1, Line 103vulnerable road user protection strategies.
Bill Summary
(Note: This summary applies to this bill as introduced and does not reflect any amendments that may be subsequently adopted. If this bill passes third reading in the house of introduction, a bill summary that applies to the reengrossed version of this bill will be available at http://leg.colorado.gov/.)
Transportation Legislation Review Committee. The bill authorizes a county, city and county, or municipality or a Taxpayer's Bill of Rights exempt enterprise created by a city, city and county, or municipality (local government) to generate additional fee-based funding for local transportation system strategies that improve safety for vulnerable road users (vulnerable road user protection strategies). Specifically, the bill:
- Authorizes a local government to impose additional local motor vehicle registration fees, up to specified maximum amounts that are annually adjusted for inflation or deflation, on passenger cars and light trucks (fees);
- Allows fees to be first imposed beginning with a motor vehicle registration period beginning on January 1, 2026, or January 1 of a later year, with adjustments to fee amounts only taking effect beginning on a subsequent January 1, and imposed in amounts that are:
- Based on the weight of a passenger car or light truck, and, in the sole discretion of a local government, fuel-efficiency, with fees being higher for heavier motor vehicles and, for motor vehicles in the same weight class, light trucks and, if applicable, less fuel-efficient motor vehicles; and
- Reasonably calculated based on the impacts to vulnerable road users caused by fee payers and the costs of remediating those impacts by funding vulnerable road user protection strategies;
- Requires fee revenue to be credited to a dedicated local cash fund or account and expended only for vulnerable road user protection strategies, which include infrastructure projects, including active transportation network projects that meet specified criteria, and local transit improvements and enhancements;
- Authorizes and encourages local governments to consider equity, meaning fairness in mobility and accessibility to meet the needs of all community members through the provision of equitable levels of access to affordable and reliable transportation options based on the needs of the populations being served;
- Requires each local government that imposes fees to provide its fee schedule to the department of revenue so that the department can collect the fees on behalf of the local government and distribute fee revenue to the local government; and
- Allows a local government, in its sole discretion and pursuant to written criteria adopted by the local government, to reduce or waive fees for a motor vehicle owner who establishes economic hardship.
Page 2, Line 1Be it enacted by the General Assembly of the State of Colorado:
Page 3, Line 1SECTION 1. In Colorado Revised Statutes, add article 38 to title
Page 3, Line 229 as follows:
Page 3, Line 3ARTICLE 38
Page 3, Line 4Funding for Vulnerable Road User Protection Strategies
Page 3, Line 529-38-101. Legislative declaration. (1) The general assembly
Page 3, Line 6hereby finds and declares that:
Page 3, Line 7(a) Advancing the safety of the transportation system of
Page 3, Line 8Colorado is of paramount importance;
Page 3, Line 9(b) One of the best ways to improve the safety of the
Page 3, Line 10transportation system is to reduce the number of fatalities and
Page 3, Line 11serious injuries caused by collisions between motor vehicles
Page 3, Line 12that enclose occupants and unenclosed vulnerable road users
Page 3, Line 13such as pedestrians, bicyclists, and individuals using other
Page 3, Line 14nonmotorized or motorized personal conveyances;
Page 3, Line 15(c) Between 2010 and 2021, the number of pedestrian
Page 3, Line 16deaths resulting from such collisions increased by
Page 3, Line 17seventy-seven percent while the number of all other
Page 3, Line 18traffic-related deaths increased by only twenty-five percent;
Page 3, Line 19(d) The likelihood that a collision between such a motor
Page 3, Line 20vehicle and a vulnerable road user will result in a fatality or
Page 3, Line 21serious injury to the vulnerable road user is directly related to
Page 3, Line 22the speed at which the motor vehicle is traveling, the weight of
Page 3, Line 23the motor vehicle, and the configuration of the motor vehicle
Page 3, Line 24as follows:
Page 3, Line 25(I) The likelihood that a collision between such a motor
Page 3, Line 26vehicle and a pedestrian will result in a serious injury to the
Page 3, Line 27pedestrian is:
Page 4, Line 1(A) Ten percent if the motor vehicle is traveling at
Page 4, Line 2sixteen miles per hour;
Page 4, Line 3(B) Fifty percent if the motor vehicle is traveling at
Page 4, Line 4thirty-one miles per hour; and
Page 4, Line 5(C) Ninety percent if the motor vehicle is traveling at
Page 4, Line 6forty-six miles per hour;
Page 4, Line 7(II) The likelihood that a collision between such a motor
Page 4, Line 8vehicle and a pedestrian will result in death to the pedestrian
Page 4, Line 9is:
Page 4, Line 10(A) Ten percent if the motor vehicle is traveling at
Page 4, Line 11twenty-three miles per hour;
Page 4, Line 12(B) Fifty percent if the motor vehicle is traveling at
Page 4, Line 13forty-two miles per hour; and
Page 4, Line 14(C) Ninety percent if the motor vehicle is traveling at
Page 4, Line 15fifty-eight miles per hour;
Page 4, Line 16(III) Because force equals mass times acceleration, at the
Page 4, Line 17same speed, the force transmitted to a vulnerable road user
Page 4, Line 18during a collision with a motor vehicle, and the attendant
Page 4, Line 19likelihood that the collision will result in serious injury or
Page 4, Line 20death to the vulnerable road user, increases as the weight of
Page 4, Line 21the motor vehicle increases. In addition, the Insurance Institute
Page 4, Line 22for Highway Safety and the Highway Loss Data Institute found
Page 4, Line 23that motor vehicles with hood heights of more than forty inches
Page 4, Line 24are about forty-five percent more likely to cause fatalities in
Page 4, Line 25collisions with pedestrians than motor vehicles with hood
Page 4, Line 26heights of thirty inches or less, in part because they cause more
Page 4, Line 27head and torso injuries, and an analysis by Consumer Reports
Page 5, Line 1found that the average hood height of passenger trucks has
Page 5, Line 2increased by eleven percent since 2000 and the weight of new
Page 5, Line 3trucks increased by twenty-four percent between 2000 and 2018.
Page 5, Line 4(e) The federal highway administration supports the
Page 5, Line 5vision of having zero traffic fatalities and provides a list of
Page 5, Line 6proven safety strategies that were selected based on proven
Page 5, Line 7research that demonstrates their effectiveness. These
Page 5, Line 8strategies are designed to improve safety for all road users, not
Page 5, Line 9only vulnerable road users, and the federal highway
Page 5, Line 10administration strongly encourages transportation agencies to
Page 5, Line 11consider widespread implementation of these measures to
Page 5, Line 12accelerate the achievement of local, state, and national safety
Page 5, Line 13goals.
Page 5, Line 14(f) Accordingly, it is necessary and appropriate to better
Page 5, Line 15fund the transportation system, in particular those local
Page 5, Line 16portions of the transportation system that are used primarily
Page 5, Line 17for short trips and are regularly shared by motor vehicles that
Page 5, Line 18enclose passengers and all kinds of vulnerable road users, and
Page 5, Line 19to make the transportation system safer for vulnerable road
Page 5, Line 20users at the local level by addressing local safety priorities
Page 5, Line 21and more equitable for all users by:
Page 5, Line 22(I) Authorizing local governments, directly or through
Page 5, Line 23the creation of local enterprises that are exempt from the
Page 5, Line 24revenue limitations of the Taxpayer's Bill of Rights, section 20
Page 5, Line 25of article X of the state constitution, to impose additional
Page 5, Line 26local motor vehicle registration fees and use the fee revenue to
Page 5, Line 27provide funding for vulnerable road user protection strategies,
Page 6, Line 1including transportation system infrastructure improvements
Page 6, Line 2such as roadway safety enhancements and active
Page 6, Line 3transportation network projects and other data-driven
Page 6, Line 4strategies such as enhanced transit service, that reduce the
Page 6, Line 5number of collisions with motor vehicles that result in death or
Page 6, Line 6serious injury to vulnerable road users; and
Page 6, Line 7(II) Requiring such fees to be reasonably calculated
Page 6, Line 8based on both the benefits of a safer local transportation
Page 6, Line 9system that the local government or enterprise provides to all
Page 6, Line 10fee payers, including the large number of fee payers who both
Page 6, Line 11register motor vehicles and use or have the opportunity to use
Page 6, Line 12roads as vulnerable road users, and the varying impacts of
Page 6, Line 13different weights and types of motor vehicles on vulnerable
Page 6, Line 14road users; and
Page 6, Line 15(g) The expenditure of fees by local governments to fund
Page 6, Line 16vulnerable road user protection strategies constitutes
Page 6, Line 17construction, maintenance, and supervision of the public
Page 6, Line 18highways of this state for purposes of section 18 of article X of
Page 6, Line 19the state constitution.
Page 6, Line 20(2) The general assembly further finds and declares that:
Page 6, Line 21(a) A local government or local government enterprise
Page 6, Line 22provides benefits to all fee payers because, when it provides
Page 6, Line 23dedicated funding for vulnerable road user protection
Page 6, Line 24strategies, it:
Page 6, Line 25(I) Makes it less likely that any given fee payer's motor
Page 6, Line 26vehicle will be involved in such a collision, which:
Page 6, Line 27(A) Reduces the risks that the fee payer or other
Page 7, Line 1operator of the motor vehicle or a passenger in the motor
Page 7, Line 2vehicle will be killed or injured in or that the motor vehicle or
Page 7, Line 3property in or attached to the motor vehicle will be damaged in
Page 7, Line 4such a collision;
Page 7, Line 5(B) Reduces the risks that the owner or operator of the
Page 7, Line 6motor vehicle will be legally liable for the death of or injury
Page 7, Line 7to such an operator or passenger or the death of or injury to a
Page 7, Line 8vulnerable road user or for damage to their property, some of
Page 7, Line 9which risks are greater for heavier motor vehicles and motor
Page 7, Line 10vehicles with configurations that are more dangerous to
Page 7, Line 11vulnerable road users on which the enterprise will impose
Page 7, Line 12higher motor vehicle registration fees; and
Page 7, Line 13(C) Lowers the costs of motor vehicle insurance,
Page 7, Line 14especially for heavier motor vehicles and motor vehicles with
Page 7, Line 15configurations that are more dangerous to vulnerable road
Page 7, Line 16users, on which the enterprise will impose higher motor vehicle
Page 7, Line 17registration fees; and
Page 7, Line 18(II) Makes it less likely that a vulnerable road user, who
Page 7, Line 19in many cases is also a fee payer, will be killed or seriously
Page 7, Line 20injured in such an accident;
Page 7, Line 21(b) In addition to the direct benefits that it provides to fee
Page 7, Line 22payers, a local government also provides impact remediation
Page 7, Line 23services when, in exchange for the payment of motor vehicle
Page 7, Line 24registration fees that it imposes on motor vehicles in amounts
Page 7, Line 25that increase as the potential harm to vulnerable road users
Page 7, Line 26from such motor vehicles increases, it makes the local
Page 7, Line 27transportation system safer specifically for vulnerable road
Page 8, Line 1users and more generally for all road users;
Page 8, Line 2(c) By providing direct and indirect benefits and impact
Page 8, Line 3remediation services as authorized by this article 38, a local
Page 8, Line 4government provides a benefit to fee payers and therefore
Page 8, Line 5operates as a business in accordance with the determination of
Page 8, Line 6the Colorado supreme court in Colorado Union of Taxpayers
Page 8, Line 7Foundation v. City of Aspen, 2018 CO 36;
Page 8, Line 8(d) It is the conclusion of the general assembly that the
Page 8, Line 9revenue collected by a local government that imposes motor
Page 8, Line 10vehicle registration fees is generated by fees, not taxes, because
Page 8, Line 11such motor vehicle registration fees are:
Page 8, Line 12(I) Imposed for the specific purposes of providing direct
Page 8, Line 13and indirect benefits to fee payers and allowing the local
Page 8, Line 14government to defray the costs of providing the remediation
Page 8, Line 15services specified in this section, specifically the funding of
Page 8, Line 16vulnerable road user protection strategies that are designed
Page 8, Line 17to mitigate the harm to vulnerable road users caused by the
Page 8, Line 18operation of the motor vehicles on which the fees are assessed,
Page 8, Line 19and contribute to the implementation of the comprehensive
Page 8, Line 20regulatory scheme required for the planning, funding,
Page 8, Line 21development, construction, maintenance, and supervision of a
Page 8, Line 22sustainable and safe transportation system; and
Page 8, Line 23(II) Collected at rates that are reasonably calculated
Page 8, Line 24based on the direct and indirect benefits provided to and impacts
Page 8, Line 25caused by fee payers and the costs of providing those benefits
Page 8, Line 26and remediating those impacts; and
Page 8, Line 27(e) If a local government establishes an enterprise to
Page 9, Line 1impose fees as authorized by this article 38, then, so long as the
Page 9, Line 2enterprise qualifies as an enterprise for purposes of section 20
Page 9, Line 3of article X of the state constitution, the revenue from the
Page 9, Line 4motor vehicle registration fees collected by the enterprise is
Page 9, Line 5not local government fiscal year spending and does not count
Page 9, Line 6against the local government's fiscal year spending limit
Page 9, Line 7imposed by section 20 of article X of the state constitution.
Page 9, Line 829-38-102. Definitions. As used in this article 38, unless the
Page 9, Line 9context otherwise requires:
Page 9, Line 10(1) "Enterprise" means an enterprise, as defined in section
Page 9, Line 1120 (2)(d) of article X of the state constitution, that is formed by
Page 9, Line 12a local government for the purpose of imposing fees and funding
Page 9, Line 13vulnerable road user protection strategies as authorized by
Page 9, Line 14this article 38.
Page 9, Line 15(2) "Fees" means motor vehicle registration fees imposed
Page 9, Line 16by a local government as authorized by section 29-38-103.
Page 9, Line 17(3) "Inflation or deflation" means the annual percentage
Page 9, Line 18change in the United States department of labor, bureau of
Page 9, Line 19labor statistics, consumer price index for
Page 9, Line 20Denver-Aurora-Lakewood for all items and all urban
Page 9, Line 21consumers, or its applicable predecessor or successor index.
Page 9, Line 22(4) "Light truck" means a motor vehicle that has two
Page 9, Line 23axles and at least four wheels and is a pickup truck, a sport
Page 9, Line 24utility vehicle, a van, or a minivan.
Page 9, Line 25(5) "Local government" means a county, a city and
Page 9, Line 26county, or a municipality and, if a local government creates an
Page 9, Line 27enterprise, also includes that enterprise.
Page 10, Line 1(6) "Passenger car" means a motor vehicle that has two
Page 10, Line 2axles and four wheels, is manufactured primarily for use in the
Page 10, Line 3transportation of not more than ten individuals, and is not a
Page 10, Line 4pickup truck, a sport utility vehicle, a van, or a minivan.
Page 10, Line 5(7) "Transportation equity" means fairness in
Page 10, Line 6transportation safety, mobility, and accessibility to meet the
Page 10, Line 7needs of all community members for the purpose of facilitating
Page 10, Line 8social and economic opportunity by providing equitable levels
Page 10, Line 9of access to safe, affordable, and reliable transportation
Page 10, Line 10options based on the needs of the populations being served,
Page 10, Line 11particularly populations that are traditionally underserved.
Page 10, Line 12(8) "Vulnerable road user" means an individual who is
Page 10, Line 13unprotected by an outside shield when using a road including,
Page 10, Line 14but not limited to, a pedestrian, a bicyclist, and an individual
Page 10, Line 15using any other nonmotorized or motorized personal
Page 10, Line 16conveyance that does not enclose the individual.
Page 10, Line 17(9) "Vulnerable road user protection strategy" means a
Page 10, Line 18strategy that is designed to reduce the number of collisions
Page 10, Line 19with motor vehicles that result in death or serious injury to
Page 10, Line 20vulnerable road users through:
Page 10, Line 21(a) The funding of construction, improvement, or
Page 10, Line 22enhancement of transportation system infrastructure,
Page 10, Line 23including active transportation network infrastructure, which
Page 10, Line 24includes:
Page 10, Line 25(I) The following types of infrastructure drawn from the
Page 10, Line 26federal highway administration's list of proven safety
Page 10, Line 27countermeasures:
Page 11, Line 1(A) Walkways such as sidewalks and shared-use paths;
Page 11, Line 2(B) Bicycle lanes, with a preference for bicycle lanes
Page 11, Line 3that will be developed, designed, and delivered in accordance
Page 11, Line 4with guidelines and processes set forth in the federal highway
Page 11, Line 5administration's bikeway selection guide;
Page 11, Line 6(C) Medians and pedestrian refuge islands;
Page 11, Line 7(D) Lighting along pedestrian and bicycle facilities,
Page 11, Line 8intersections, and crossings;
Page 11, Line 9(E) Crossing safety features such as crosswalk visibility
Page 11, Line 10enhancements, leading pedestrian intervals, pedestrian hybrid
Page 11, Line 11beacons, and rectangular rapid flashing beacons;
Page 11, Line 12(F) Road diets and other roadway reconfigurations that
Page 11, Line 13improve safety;
Page 11, Line 14(G) Traffic circles and other traffic-calming or speed
Page 11, Line 15management devices;
Page 11, Line 16(H) The systemic application of multiple low-cost
Page 11, Line 17countermeasures at stop-controlled intersections;
Page 11, Line 18(I) The implementation of appropriate speed limits for all
Page 11, Line 19road users;
Page 11, Line 20(J) Speed safety and red light cameras;
Page 11, Line 21(K) Corridor access management; and
Page 11, Line 22(L) Longitudinal rumble strips and stripes;
Page 11, Line 23(II) Other projects designed to protect vulnerable road
Page 11, Line 24users that are proposed by persons or entities seeking grant
Page 11, Line 25funding from a local government and are approved by the local
Page 11, Line 26government; and
Page 11, Line 27(III) Projects that are partly located in or benefit a local
Page 12, Line 1government in which fees are imposed but are also located in or
Page 12, Line 2benefit one or more adjacent local governments;
Page 12, Line 3(b) The funding of local transit infrastructure or service
Page 12, Line 4improvements or enhancements that improve the utility or
Page 12, Line 5accessibility of transit for local users; or
Page 12, Line 6(c) The funding and implementation of any other
Page 12, Line 7data-driven strategy that is designed to reduce motor vehicle
Page 12, Line 8miles traveled or otherwise protect vulnerable road users.
Page 12, Line 9(10) "Weight", with respect to a motor vehicle, means
Page 12, Line 10declared empty vehicle weight.
Page 12, Line 1129-38-103. Vulnerable road user protection strategies - local
Page 12, Line 12funding - fees - grants. (1) For motor vehicle registration periods
Page 12, Line 13commencing on or after January 1, 2026, a local government
Page 12, Line 14may, either directly or through an enterprise, impose fees on the
Page 12, Line 15registration of light trucks and passenger cars for the purpose
Page 12, Line 16of funding vulnerable road user protection strategies. A local
Page 12, Line 17government may, and is encouraged to, take transportation
Page 12, Line 18equity into consideration when determining which vulnerable
Page 12, Line 19road user protection strategies to pursue and the amount of
Page 12, Line 20funding to allocate in total and to each funded vulnerable
Page 12, Line 21road user protection strategy.
Page 12, Line 22(2) A local government that chooses to impose fees must
Page 12, Line 23impose the fees in accordance with the following requirements
Page 12, Line 24and limitations:
Page 12, Line 25(a) The total amount of fees imposed must be reasonably
Page 12, Line 26calculated to defray only the costs of funding the vulnerable
Page 12, Line 27road user protection strategies to be implemented by the local
Page 13, Line 1government;
Page 13, Line 2(b) The fees must be imposed based on a schedule adopted
Page 13, Line 3by the local government that:
Page 13, Line 4(I) Classifies motor vehicles on which the fees are imposed
Page 13, Line 5by weight and imposes higher fees on heavier motor vehicles;
Page 13, Line 6(II) For motor vehicles within the same weight class,
Page 13, Line 7imposes higher fees on light trucks than on passenger cars; and
Page 13, Line 8(III) If the local government, in its sole discretion,
Page 13, Line 9chooses to consider fuel efficiency, for motor vehicles within
Page 13, Line 10the same weight class, imposes higher fees, subject to the
Page 13, Line 11maximum fee limits for each passenger car and light truck
Page 13, Line 12weight class set forth in subsections (2)(c) and (2)(d) of this
Page 13, Line 13section, on less fuel-efficient motor vehicles;
Page 13, Line 14(c) Fees imposed by a local government for motor vehicle
Page 13, Line 15registration periods commencing on or after January 1, 2026, but
Page 13, Line 16before January 1, 2027, may not exceed:
Page 13, Line 17(I) For a motor vehicle that is a passenger car:
Page 13, Line 18(A) Zero dollars if the motor vehicle weight is less than
Page 13, Line 19three thousand five hundred pounds;
Page 13, Line 20(B) Three dollars and sixty cents if the motor vehicle
Page 13, Line 21weight is at least three thousand five hundred pounds but no
Page 13, Line 22more than four thousand four hundred ninety-nine pounds;
Page 13, Line 23(C) Five dollars and thirty cents if the motor vehicle
Page 13, Line 24weight is at least four thousand five hundred pounds but no
Page 13, Line 25more than five thousand four hundred ninety-nine pounds;
Page 13, Line 26(D) Seven dollars and seventy cents if the motor vehicle
Page 13, Line 27weight is at least five thousand five hundred pounds but no more
Page 14, Line 1than six thousand four hundred ninety-nine pounds;
Page 14, Line 2(E) Eleven dollars and twenty cents if the motor vehicle
Page 14, Line 3weight is at least six thousand five hundred pounds but no more
Page 14, Line 4than seven thousand four hundred ninety-nine pounds;
Page 14, Line 5(F) Sixteen dollars and thirty cents if the motor vehicle
Page 14, Line 6weight is at least seven thousand five hundred pounds but no
Page 14, Line 7more than eight thousand four hundred ninety-nine pounds;
Page 14, Line 8(G) Twenty-three dollars and ninety cents if the motor
Page 14, Line 9vehicle weight is at least eight thousand five hundred pounds
Page 14, Line 10but no more than nine thousand four hundred ninety-nine
Page 14, Line 11pounds; and
Page 14, Line 12(H) Thirty-four dollars and ninety cents if the motor
Page 14, Line 13vehicle weight is nine thousand five hundred pounds or more;
Page 14, Line 14(II) For a motor vehicle that is a light truck:
Page 14, Line 15(A) Zero dollars if the motor vehicle weight is less than
Page 14, Line 16three thousand five hundred pounds;
Page 14, Line 17(B) Five dollars and forty cents if the motor vehicle
Page 14, Line 18weight is at least three thousand five hundred pounds but no
Page 14, Line 19more than four thousand four hundred ninety-nine pounds;
Page 14, Line 20(C) Seven dollars and ninety cents if the motor vehicle
Page 14, Line 21weight is at least four thousand five hundred pounds but no
Page 14, Line 22more than five thousand four hundred ninety-nine pounds;
Page 14, Line 23(D) Eleven dollars and fifty cents if the motor vehicle
Page 14, Line 24weight is at least five thousand five hundred pounds but no more
Page 14, Line 25than six thousand four hundred ninety-nine pounds;
Page 14, Line 26(E) Sixteen dollars and eighty cents if the motor vehicle
Page 14, Line 27weight is at least six thousand five hundred pounds but no more
Page 15, Line 1than seven thousand four hundred ninety-nine pounds;
Page 15, Line 2(F) Twenty-four dollars and fifty cents if the motor
Page 15, Line 3vehicle weight is at least seven thousand five hundred pounds
Page 15, Line 4but no more than eight thousand four hundred ninety-nine
Page 15, Line 5pounds;
Page 15, Line 6(G) Thirty-five dollars and ninety cents if the motor
Page 15, Line 7vehicle weight is at least eight thousand five hundred pounds
Page 15, Line 8but no more than nine thousand four hundred ninety-nine
Page 15, Line 9pounds; and
Page 15, Line 10(H) Fifty-two dollars and thirty cents if the motor
Page 15, Line 11vehicle weight is nine thousand five hundred pounds or more;
Page 15, Line 12(d) Fees imposed by a local government for motor vehicle
Page 15, Line 13registration periods commencing on or after January 1, 2027,
Page 15, Line 14may not exceed the applicable maximum amount for motor
Page 15, Line 15vehicle registration periods commencing during the prior motor
Page 15, Line 16vehicle registration year adjusted for inflation or deflation
Page 15, Line 17and rounded to the nearest one-hundredth of a dollar;
Page 15, Line 18(e) The fees must first be imposed for a registration period
Page 15, Line 19that begins on January 1 of a calendar year, and any subsequent
Page 15, Line 20adjustments to the amount of fees must begin on January 1 of a
Page 15, Line 21calendar year so that the fee schedule is the same for all
Page 15, Line 22registration periods that commence during the same calendar
Page 15, Line 23year. The local government must, in accordance with deadlines
Page 15, Line 24and procedures established by the department of revenue,
Page 15, Line 25annually report its fee schedule to the department so that the
Page 15, Line 26department and its authorized agents can collect the fee on
Page 15, Line 27behalf of the local government and transmit all net revenue
Page 16, Line 1from the fees to the local government.
Page 16, Line 2(f) All net revenue from fees received by a local
Page 16, Line 3government must be deposited to a dedicated cash fund or
Page 16, Line 4account and expended solely to fund vulnerable road user
Page 16, Line 5protection strategies; and
Page 16, Line 6(g) The local government shall not impose fees on any
Page 16, Line 7motor vehicle that is owned or leased by the state or any
Page 16, Line 8department, agency, or political subdivision of the state.
Page 16, Line 9(3) A local government may, in its sole discretion and
Page 16, Line 10pursuant to written criteria adopted by the local government,
Page 16, Line 11reduce or waive fees for a motor vehicle owner who establishes
Page 16, Line 12economic hardship.
Page 16, Line 13(4) A local government may use fee revenue to implement
Page 16, Line 14vulnerable road user protection strategies directly, develop a
Page 16, Line 15program to issue grants to entities that propose and can
Page 16, Line 16complete projects or operations that implement vulnerable
Page 16, Line 17road user protection strategies, or both. If a local government
Page 16, Line 18develops a grant program, it shall, when evaluating grant
Page 16, Line 19applications, consider and give priority to projects and
Page 16, Line 20operations that:
Page 16, Line 21(a) Are expected to improve safety more relative to their
Page 16, Line 22cost than other projects and operations for which applications
Page 16, Line 23have been submitted;
Page 16, Line 24(b) Will be completed on or near a high-injury or high-risk
Page 16, Line 25network, including a high-injury or high-risk network that has
Page 16, Line 26been identified by a metropolitan planning organization or
Page 16, Line 27local jurisdiction, or that provides alternative routes for
Page 17, Line 1vulnerable road users;
Page 17, Line 2(c) Take place in transit-oriented corridors or that
Page 17, Line 3improve connectivity between housing, jobs, transit, and other
Page 17, Line 4destinations for vulnerable road users;
Page 17, Line 5(d) Improve accessibility for individuals with disabilities;
Page 17, Line 6and
Page 17, Line 7(e) Will use grant funding to supplement and not supplant
Page 17, Line 8other funding for related projects or operations.
Page 17, Line 9SECTION 2. Safety clause. The general assembly finds,
Page 17, Line 10determines, and declares that this act is necessary for the immediate
Page 17, Line 11preservation of the public peace, health, or safety or for appropriations for
Page 17, Line 12the support and maintenance of the departments of the state and state
Page 17, Line 13institutions.