ENERGY AND CLIMATE
H.62 seeks to repeal the Global Warming Solutions Act and shift Vermont’s legally binding greenhouse gas (GHG) reduction requirements to non-binding goals. The legislation also eliminates the Vermont Climate Council. Existing energy planning policies and frameworks are revised to align with the new goal-oriented approach. The legislation also repels Vermont’s Zero Emission Vehicle (ZEV) mandates. The act would take effect on July 1, 2025.
H.52 proposes changing Vermont's legally binding greenhouse gas (GHG) emission reduction requirements to non-binding goals. The act repeals the provision allowing legal action for non-compliance with reduction requirements and takes effect upon passage.
H.16 seeks to eliminate Vermont's Clean Heat Standard, repealing the Affordable Heat Act and its related regulations. It removes associated tax record disclosure provisions and terminates positions tied to the program within state agencies. The bill would take effect immediately upon passage.
H.125 proposes that the Vermont Department of Public Service, in collaboration with relevant state agencies, publish an annual report detailing the economic impacts of the state's “transition to clean energy.” The report, due by January 15 each year, would cover the number of gas stations, heating fuel sellers, and electric vehicle chargers.
H.159 seeks to repeal the Renewable Energy Standard (RES), eliminating mandates for utilities to procure renewable energy. It removes related requirements for net metering, the Standard Offer Program, baseload renewable power, and energy planning compliance. The bill also ends annual reporting on RES impacts and modifies clean heat credit eligibility. Effective July 1, 2025, this repeal would deregulate renewable energy procurement, potentially reducing incentives for in-state renewable projects and altering Vermont’s climate and energy policies.
S.65 expands the authority of Vermont’s energy efficiency utilities (EEUs), prioritizing greenhouse gas reduction over traditional cost-effective energy savings. It mandates new funding mechanisms, including an increased Energy Efficiency Charge, potentially raising costs for consumers. The bill directs substantial funds toward electrification, transportation incentives, and efficiency upgrades, but with no clear safeguards against inefficiencies or cost overruns. It also imposes equity-based spending quotas, diverting resources from broader efficiency efforts. Large consumers can self-administer funds, but strict restrictions prevent investments in fossil fuel-based solutions, regardless of cost-effectiveness. While the bill aims to align with climate mandates, it risks burdening ratepayers with higher costs, expanding bureaucracy, and prioritizing politically driven targets over practical energy solutions. By favoring mandated electrification over fuel-neutral efficiency, it could lead to increased electricity demand without addressing affordability or grid stability. Its impact on actual emissions reduction remains uncertain, raising concerns about its effectiveness.
CARS AND TRUCKS
H.161 would force manufacturers to provide independent repair providers and equipment owners with the same parts, tools, and documentation as authorized repair providers, including access to security-related functions. While it claims to promote fairness in equipment repair, this mandate could undermine manufacturers' ability to protect proprietary technology and ensure repairs are conducted safely and correctly. By restricting manufacturers from setting reasonable conditions, such as requiring repair providers to be authorized or registering parts and tools, the bill opens the door to substandard repairs that could compromise safety, reliability, and even emissions compliance. Although it excludes motor vehicles, medical devices, and federally preempted areas, it still imposes unnecessary regulatory burdens on equipment manufacturers while shielding them from liability for negligent repairs—unless the manufacturer supplied faulty parts or tools. Additionally, it hands broad enforcement power to the Attorney General, treating violations as unfair and deceptive trade practices, which could lead to excessive litigation and compliance costs. If enacted, this legislation, set to take effect on January 1, 2026, would create more harm than good by eroding quality control, increasing risks for consumers, and discouraging innovation in the equipment industry.
H.65 seeks to revoke Vermont’s adoption of California's Clean Air Act waiver, which allows states to implement stricter motor vehicle emission standards than federal regulations. This bill would effectively repeal Vermont's electric car and truck mandates. The bill prevents Vermont's Secretary of Natural Resources from adopting California’s motor vehicle emission rules authorized under the Clean Air Act (§7507). Vermont’s existing Low Emission Vehicle (LEV) and Zero Emission Vehicle (ZEV) rules are repealed, aligning state emission regulations with federal standards. The legislation would take effect on July 1, 2025.
S.47 proposes the creation of a study committee to examine the feasibility of allowing consumers in Vermont to cancel or rescind the purchase of a motor vehicle under certain conditions. It establishes a "Motor Vehicle Purchase Cancellation Study Committee" to assess potential amendments to Vermont’s laws regarding vehicle purchase cancellations. The committee will examine whether consumers should have the legal right to return a purchased vehicle after taking possession. The study will also examine whether consumers should have the right to cancel a purchase contract before vehicle delivery. If enacted, this bill could lead to future legislation providing consumers with limited rights to cancel or return vehicle purchases, potentially affecting dealership policies and consumer protection laws in Vermont.
H.48 prohibits the modification of motor vehicles to enhance their ability to emit soot, smoke, or particulates and bans the operation of vehicles with such modifications. It also prohibits intentionally releasing excessive soot or smoke from vehicles. Violators face civil penalties ranging from $500 for a first offense to up to $1,000 for subsequent offenses. Additionally, vehicles violating these provisions may have their registrations suspended or canceled until repairs restore compliance. The law is set to take effect on July 1, 2025.
H.111 proposes waiving motor vehicle registration fees for volunteer firefighters who have written authorization to use their personal vehicles for emergency fire or rescue activities. Currently, vehicles owned by volunteer fire departments or rescue organizations pay a reduced $15 registration fee. This bill extends the benefit by eliminating registration fees entirely for volunteer firefighters’ personal vehicles that are equipped with sirens and red or red-and-white signal lamps, as permitted under Vermont law. The bill aims to support volunteer firefighters by reducing financial burdens associated with their service. The act takes effect on July 1, 2025.
S.66 is a Vermont bill aimed at regulating motor vehicle noise, exhaust modifications, and the use of engine compression brakes. Compression brakes, often used by truckers on steep descents to prevent brake failure, would be severely limited unless a muffler is installed—adding unnecessary costs and reducing their effectiveness. The bill establishes noise based on speed and weight classifications, prohibits certain exhaust system modifications that increase noise or smoke emissions, and requires engine compression brakes to have mufflers to reduce excessive noise. The bill includes penalties for violations, with fines increasing for repeated offenses, and mandates that non-compliant vehicles fail state inspections. Additionally, it directs the Agency of Transportation to establish a citizen reporting system for subjective noise complaints rather than objective safety concerns, allowing individuals to report potentially non-compliant vehicles to law enforcement for investigation. This bill prioritizes aesthetic concerns over practical realities, making Vermont’s roads more dangerous by undermining essential safety equipment. The bill is set to take effect on July 1, 2025, if passed.
WORKFORCE AND HOUSING
H.37 proposes consolidating Vermont’s school districts to align with career and technical education (CTE) service regions. The bill aims to streamline the organization of school districts to better integrate and support CTE programs within the state's educational system
H.34 reorganizes Vermont’s workforce leadership by designating the Commissioner of Labor and the Executive Director of the Office of Workforce Strategy and Development as co-leaders of workforce education, training, and employment activities. The bill emphasizes coordination across agencies, inventorying existing workforce programs, using data to align programs with labor market needs, and ensuring accountability through reporting. It aims to integrate public and private sector efforts, address regional workforce needs, and improve communication among businesses, educators, and the government. The bill mandates a biennial workforce report and takes effect on July 1, 2025.
WAYS AND MEANS
H.77 aims to introduce a new marginal income tax bracket in Vermont to generate additional revenue for three key areas: education, transportation, and higher education endowments. Key provisions of the bill include updates to income tax rates and thresholds for all filing categories (e.g., married individuals, heads of households, estates, trusts). Tax brackets are adjusted to include a new highest marginal tax rate of 12.75% for inviduals with incomes above certain thresholds. 2% of taxable income taxed at the highest marginal rate is allocated to the Education Fund for educational initiatives. 1% is directed to the Transportation Fund to support road and bridge maintenance and public transportation. 1% is deposited into the Vermont Higher Education Endowment Trust Fund to support higher education. The legislation is set to take effect retroactively from January 1, 2025, applying to all taxable income earned from this date forward.
S.37 proposes changes to Vermont's unemployment insurance system. The bill aims to exclude wages earned from non-qualifying work when calculating an individual's weekly unemployment benefit amount. Additionally, it seeks to make individuals employed by educational institutions in roles other than instructional, research, or principal administrative capacities eligible for unemployment benefits between academic terms. The legislation also addresses the definition of "partially unemployed" and proposes amendments to existing statutes to align with these changes.
H.24 mandates that retail businesses in Vermont must accept cash payments for goods or services. A violation of this rule would be considered an unfair business practice under state law. The law would take effect on July 1, 2025.
H.119 proposes an expansion and modification of Vermont’s beverage container redemption system. The bill adds cider, hard kombucha, noncarbonated water, and noncarbonated soft drinks to the list of redeemable containers. It also increases the deposit from 5 cents to 10 cents per container, except for liquor bottles over 50ml, which will remain at 15 cents. The bill maintains manufacturer reimbursement for retailers and redemption centers at 3.5 cents per container for commingled brands and 4 cents for non-commingled brands. The expansion aims to enhance recycling participation and reduce environmental waste. The act is set to take effect on January 1, 2026.
S.7 amends Vermont’s automobile insurance laws to enhance protections for policyholders. It prohibits insurers from deducting payments received from an at-fault driver’s liability insurance when calculating the underinsured motorist coverage available to the policyholder. Additionally, it limits insurers' subrogation rights, preventing them from seeking reimbursement for medical costs paid under medical payments coverage. These changes aim to ensure greater financial recovery for insured individuals following motor vehicle accidents. The act applies to automobile insurance policies offered, issued, or renewed on or after January 1, 2026, and takes effect upon passage.
BROADBAND AND TELECOM
H.121, the Affordable Broadband Service Act, requires Vermont ISPs to offer low-income households affordable broadband by October 1, 2025. The bill mandates a Basic Plan (25 Mbps for $15/month) and an Enhanced Plan (200 Mbps for $20/month), including taxes and fees. Eligible households include those in federal Lifeline programs or Vermont’s Home Heating Fuel Assistance Program. The Public Utility Commission will oversee compliance, allowing annual price adjustments (capped at 2%), waivers for speed requirements, and exemptions for small ISPs (under 20,000 customers) facing financial hardship. ISPs must report subscriber data, advertising efforts, and pricing annually to the Department of Public Service, which will review standards every five years. Non-compliance is an unfair and deceptive act, with fines up to $1,000 per violation. ISPs must actively promote these plans. The bill takes effect immediately upon passage.
H.11 aims to promote fair broadband and VoIP services in Vermont by preventing deceptive practices and encouraging competition. It includes provisions such as ensuring net neutrality, prohibiting unfair fees, and requiring transparency from providers. The bill also mandates consumer complaint tracking, market monitoring by the Attorney General, and protection against service disconnections during emergencies. Additionally, it establishes a program to monitor the safety and reliability of VoIP services, including backup power requirements and consumer education.