Transportation System Efficiency
Sound land use planning is vital to support alternatives to driving in the United States. Energy-efficient transportation is inherently tied to the integration of transportation and land use policies, and for a state to reduce vehicle miles travelled, it must have an approach to planning that successfully addresses land use and transportation considerations simultaneously.
Transportation and Land Use Integration: We were unable to find information regarding Transportation and Land Use Integration.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: The 2022 Alabama Statewide Freight Plan identifies the major transportation routes and infrastructure for road and rail freight, but it does not include efficiency performance measures. One innovative freight efficiency program the state has implemented is delivery space booking systems, which reserves a parking space for a specific vehicle to load or unload freight during a specific time period. The systems help reduce fuel consumption, environmental impacts, and network congestion, specifically in urban areas.
Last updated: November 2024
Transportation and Land Use Integration:
No policy is in place or proposed. Currently, Alaska's planning model is based on local control.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals:
Alaska Moves 2050 Statewide Freight Plan Link: https://dot.alaska.gov/alaskamoves2050/docs/25697_Alaska_Strategic_Freight_Plan_REDUCED_122222.pdf
Relevant freight plan goals and actions include: Prioritize projects that connect modes; Support strategies that reduce fuel consumption and emissions from freight movement through a combination of improved logistics, higher-efficiency, lower-emission fleet vehicles, and/or alternative fuels; Statewide Plan. As part of the Statewide ZeroEmission Vehicle and Clean Transportation Roadmap identified in the LRTP, include technologies and strategies to expand alternative fuel use for all freight modes, shift freight to cleaner modes, and improve trucking fleet fuel efficiency; Draft and implement a Sustainable Freight Transportation Plan that identifies strategies to support a more efficient, more economically competitive, more resilient, and less polluting freight transport system; Identify and prioritize technology pilot projects that address safety, efficiency, and greenhouse gas emissions and avoid investing in “technology for technology’s sake.”
Last Reviewed: November 2024
Transportation and Land use Integration
Arizona passed the “Growing Smarter” Act in 1998 and the “Growing Smarter Plus” Act in 2000 to address sprawl-related issues and to provide communities the means with which to shape their future growth. These acts require that each municipality create and submit a comprehensive plan that reflects public opinion and also that each municipality submit their plan to regional planning offices. In 2007, the state established a "Governor's Growth Cabinet" to more effectively coordinate interagency spending and planning according to the principles outlined in the “Growing Smarter” Act.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Arizona’s 2019 state freight plan has a few goals and objectives that refer to multimodal goals. These are:
Objective 2.1 Improve Mobility and Multimodal Accessibility: Expand access to competitive, multimodal transportation options to improve connectivity, reliability, and system resiliency, including the strategic development of highway and rail connections with regional trading partners, and 3.3 Link Transportation and Land-Use: Achieve greater value from the state’s freight transportation system by developing policies and partnerships that strengthen the coordination of transportation and land use planning and the implementation of associated policies and activities.
Last Reviewed: November 2024
Transportation and Land use Integration: We were unable to find information regarding Transportation and Land Use Integration.
VMT Targets: As of June 2024, Arkansas has not adopted a specific vehicle-miles-traveled (VMT) reduction target or a transportation-specific greenhouse gas (GHG) reduction goal through executive order, legislation, or regulation.
FAST Freight Plans and Goals: Arkansas' 2022 state freight plan has a few goals and objectives that refer to multimodal goals. These are:
“Support the development of intermodal and multimodal facilities to increase connectivity between highway, railway, air, and waterway modes”; “Support freight transportation alternatives (including multimodal or intermodal alternatives) that best match origin-destination patterns"; "Support initiatives and investments that reduce the impacts of freight movement on local air quality (including greenhouse gas emissions), flooding, stormwater runoff, and wildlife habitat loss"
Last Reviewed: November 2024
Transportation and Land Use Integration:
California first identified smart growth and transportation system efficiency strategies as a major component of its plans to implement AB 32 (2006), which required a 25% reduction from 1990 levels in greenhouse gas emissions by 2020.
SB 375 (2008) requires the Air Resources Board (ARB), in consultation with the Metropolitan Planning Organizations, to set regional goals for greenhouse gas emissions from vehicles. Regional transportation plans will need to incorporate those targets, and Regional Housing Needs Assessments in turn will have to be aligned with the land use component of the transportation plans. https://ww2.arb.ca.gov/research/research-land-use-and-transportation-planning
AB 1358 Complete Streets Act (2008) required local general plans to plan for a balanced, multimodal transportation network.
SB 743 (2013) provided regulatory changes to support infill and transit-oriented development and requires a new VMT based process for transportation impacts assessment. SB 628 (2014) authorized local governments to establish financing districts for capital projects that include brownfield, transit priority, affordable housing etc. SB 1 (2017) included over $800 million dedicated to Sustainable Communities Planning, active transportation, transit and rail etc. Several housing bills passed in 2017 included provisions to reduce regulatory burdens and encourage new development and infill within cities: http://www.hcd.ca.gov/policy-research/lhp.shtml https://ww2.arb.ca.gov/our-work/programs/sustainable-communities-program/what-are-sustainable-communities-strategies .
VMT Targets: AB 32 (2006) required the Air Resources Board to develop a Scoping Plan to reduce greenhouse gas (GHG) emissions to 1990 levels by 2020. In 2010 ARB adopted targets, expressed as percent per capita changes in emissions for each region. Governor's EO B-30-2015 set a GHG emissions target for 2030 at 40% below 1990 levels. SB 32 (2016) codified a 2030 GHG emissions reduction target of 40% below 1990 levels.
In 2018 ARB updated the SB 375 (2008) regional targets for reducing GHG emissions from passenger vehicle travel. The Climate Change Scoping Plan Update of 2022 lays out a path for California to achieve carbon neutrality by 2045, which requires reducing per capita vehicle miles traveled by 22% from current (2019) levels.
SB 743 (2013) initiated an update to the CEQA Guidelines to change how lead agencies evaluate transportation impacts under CEQA, with the goal of better measuring the actual transportation-related environmental impacts of any given project. Starting in 2020, VMT analysis in CEQA documents has been required statewide. https://opr.ca.gov/ceqa/sb-743/faq.html#what-is
FAST Freight Plans and Goals: The CSFAP establishes an aggressive goal to improve freight efficiency and transition the freight industry to near zero emissions by 2050 (Governor’s Executive Order B-32-2015). California’s freight plans include the federal performance measure “truck travel time reliability on interstates”, which improves traffic flow and contributes to fuel efficiency as well as reducing travel time. California has an additional metric “GDP/GHG” known as the emission intensity metric in the CSFAP to reduce emissions while promoting economic growth. California’s freight plans identify a multimodal freight network and meeting the goal for the entire freight industry of near-zero emissions by 2050 calls for aggressive actions across all modes.
Strategy ES1B: Encourage freight mode shift to rail and water to reduce VMT and GHG emissions from roadway freight transport where and when viable
Last Reviewed: November 2024
Transportation and Land use Integration:
HB24-1152 allows owners of single-family homes in many parts of Colorado to build accessory dwelling units. By June 30, 2025, certain jurisdictions will need to update their zoning codes to allow these units, including municipalities with a population of 1,000 or more within the area of a metropolitan planning organization. Alternatively, jurisdictions with a portion of a county that is both within a census designated place with a population of 40,000 or more, and within the area of a metropolitan planning organization are eligible. With limited exceptions, the bill prohibits parking mandates for ADUs and ongoing owner occupancy requirements. The bill also contains a grant program and financing to support ADU development with a focus on low and moderate income homeowners and renters.
HB24-1304 prevents cities and counties in Metropolitan Planning Organizations (MPOs), starting June 30, 2025, from enforcing or adopting minimum parking requirements for multifamily residential, residential adaptive reuse projects, and mixed-use projects with at least 50% residential uses that are located within a quarter-mile of rail and bus stations with service at least every 30-minutes.
HB24-1313 establishes Housing Opportunity Goals for local governments with rail, bus rapid transit, or frequent bus service to increase the number of homes that can be built near transit and city and town centers. The Housing Opportunity Goal is a zoning capacity target based on a formula that includes the amount of qualifying transit each community has, a housing density level that’s needed to support transit ridership and affordable housing development, and exemptions that exclude undevelopable land. Local governments are legally required to meet their Housing Opportunity Goal; those that meet it will also qualify for a new Transit-Oriented Communities Infrastructure Fund and a new state Affordable Housing Tax Credit, created by HB24-1434.
HB22-1304 created the Strong Communities grant program with $40M in general funds and ARPA funds. This is a competitive grant program for infrastructure investment to support infill development, particularly of affordable housing. The grant criteria includes the extent to which local governments reform zoning and planning rules in order to allow and encourage more housing within communities, near jobs and schools.
VMT Targets:
CDOT Greenhouse Gas Transportation Planning Standard sets emissions reductions targets for transportation planning for the state's five metropolitan planning organizations and CDOT. The rule targets 1.5MMT of emissions reductions by 2030 between all the regulated entities. https://www.codot.gov/programs/environmental/greenhousegas/opportunities CDOT's Policy Directive 1610, gives options for mitigation measures that can help entities reach these targets with actions that are not easily forcasted through travel modeling.
CDOT, and each of the five MPOs are required to meet compliance with the planning standard with their transportation plans. CDOT's GHG report is available in the link above, DRCOG and NFRMPOs greenhouse gas reports for their recent regional transportation plans are available here: DRCOG; NFRMPO
FAST Freight Plans and Goals:
Colorado's 2024 freight plan includes "Greenhouse Gas and Pollution Reduction or environmentally-conscious freight solutions" and "Mobility, or multimodal options for all transportation methods" as focus areas, and builds on the work of the Clean Truck Strategy by including strategies that focus on expanding charging infrastructure access, zero emission infrastructure for intermodal ports, and other sustainability efforts. More information here.
Additional relevant strategies in the plan include Supply Chain Efficiency, Consolidated Intermodal Freight Port, Encourage Fleet Turnover, and advancing multimodal freight.
Last Reviewed: November 2024
Transportation and Land use Integration: Connecticut’s State Plan of Conservation and Development outlines six growth management principles that aim to coordinate future development and to provide valuable planning resources for municipalities across the state. These six principles outline, among other considerations, the need to redevelop and revitalize areas with existing infrastructure and to concentrate development around transportation hubs and corridors.
In 2008, the state senate passed SB 39, calling for the establishment of a Responsible Growth Cabinet to review “regionally significant projects” and to ensure that all future development occurs according to the six growth management principles.
CT Gen Stat § 4-37l. (2022) "When considering any grant application submitted in connection with a proposed development, rehabilitation or other construction project, a state agency shall consider whether such proposal complies with some or all of the principles of smart growth provided in section 1 of public act 09-230*
VMT Targets: Connecticut has set a 5% VMT reduction target from a 2019 baseline to be achieved by 2030 pursuant to Executive order 21-3. Below are links to the VMT reduction goals and executive order.
FAST Freight Plans and Goals: Connecticut’s latest 2022 freight plan has the following relevant objectives related to emissions reduction and efficient freight:
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Goal 3 : Improve intermodal connections.
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Goal 5: Mitigate freight movement impacts on communities located near freight facilities or freight corridors. Reduce freight transportation-related greenhouse gas (GHG) emissions. Increase electric vehicle charging and alternative fuel infrastructure.
Last Updated: November 2024
Transportation and Land Use Integration: Delaware has required local communities to submit comprehensive plans since the inception of the Shaping Delaware’s Future Act in 1995. In 2001, Delaware enacted the “Livable Delaware” initiative, which included legislation to provide funds and planning resources to municipalities for the creation of comprehensive growth plans. The initiative now includes a statute to establish a governor’s advisory council to coordinate development efforts and the creation of a realty transfer tax fund to finance the stewardship of undeveloped land in the state.
VMT Targets: The Delaware Climate Action Plan was released in November 2021 and has a VMT reduction goal of 10% by 2030.
FAST Freight Plans and Goals: Delaware’s latest 2022 freight plan has the following relevant goals and objectives
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Preserve and enhance multimodal freight transportation opportunities and capabilities throughout Delaware, including related infrastructure, accessibility, and connectivity to support economic growth; Explore potential inland waterway and river/barge transportation and freight transfer opportunities, including connectivity to broader marine highway or short-sea shipping opportunities, particularly related to the M-95 Marine Highway and potential MARAD grant programs, and in light of increasing congestion levels along the I-95 corridor and throughout east coast metropolitan area; Support advancements and implementation of key strategies identified in Delaware’s Climate Action Plan
Last Reviewed: November 2024
Transportation and Land Use Integration: The District of Columbia's Zoning Regulations (DCMR Title 11) include numerous provisions to encourage sustainable, compact, accessible development. These include matter-of-right medium-to-high densities in commercial corridors and in our downtown; reduction of parking requirements in transit-adjacent areas (and elimination of parking requirements downtown); numerous mixed-use zones that require or incentivize street-activating uses on the ground floor along specific corridors; requirements for both short- and long-term bicycle parking for nearly all land uses at most scales of development, and associated requirements for shower and changing facilities to promote bike commuting in larger commercial properties; allowance of accessory dwelling units and small-scale commercial activity in lower-density residential zones; flexible Planned Unit Development process which often results in developer-provided TDM measures for projects that are denser and/or reduce parking beyond matter-of-right permissions.
VMT Targets: Sustainable DC 2.0 (released April 2019) has a goal to reduce greenhouse gas emissions from transportation by 60% by 2032 (compared to a 2006 baseline). Transportation emissions are measured annually in the GHG inventory.
FAST Freight Plans and Goals: DC’s 2017 freight plan has a few relevant objectives and goals such as: Support alternative freight movement strategies including offpeak deliveries and centralize delivery locations
Last updated: November 2024
Transportation and Land use Integration: Florida's Community Planning Act ensures that as the state's population grows, adequate services are available to meet demand. It is intended to balance the availability of infrastructure and resources with economic development and community sustainability. Section 163.3177(6)(b), Florida Statutes, establishes the requirements for transportation and mobility planning in local government comprehensive plans. Comprehensive plans must focus on providing a multimodal transportation system that emphasizes public transportation systems, where feasible, and encourages economic development through flexible transportation and mobility options for Florida communities.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place
FAST Freight Plans and Goals: Florida's 2020 Freight mobility plan lists Promote and support the shift to alternatively fueled freight vehicles as an objective.
Last Reviewed: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: We could not find relevant and specific energy efficiency and/or emissions reduction goals/objectives and strategies in Georgia's 2023 freight plan.
Last Reviewed: November 2024
Transportation and Land use Integration: HB 720 passed in 2017 requires state agencies involved in public infrastructure projects to ensure that the projects meet smart growth criteria
VMT Targets: Hawaii Governor Josh Green signed S.B.1024 into law setting zero-emission goals for all modes of transportation within the state, including ground, inter-island air, and inter-island sea transportation.
FAST Freight Plans and Goals: Hawaii’s state freight plan has the following relevant policies:
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Support the deployment of technologies and infrastructure that improve the fuel-efficiency of commercial vehicles and provide better mode-choice and integration to encourage the most sustainable freight transportation options
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Create efficient intermodal connections through strategic investments and partnerships between responsible agencies and private operators.
Last Reviewed: November 2024
Transportation and Land use Integration: No policy in place or proposed.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: We were unable to find information indicating energy efficiency goals and objectives in Idaho's 2023 state freight plan.
Last Reviewed: November 2024
Transportation and Land use Integration: Illinois adopted Public Act 095-065 in 2007 which mandates that planning for bicycle and pedestrian ways must be incorporated into state-funded transportation programs and plans.
The state also adopted the Business Location Efficiency Incentive Act in 2007, which provides businesses located near affordable housing and transit with tax credits.
Illinois Statutes Chapter 20. Executive Branch § 695/20-10. Strategic Planning: The strategy may identify the critical community development approaches being considered or to be considered. The approaches may include, but are not limited to: community growth management such as regional planning and smart growth; area revitalization including brownfields redevelopment and facility reuse; and family self-sufficiency such as through housing conservation and economic opportunity.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Although no GHG reduction target was found in the plan, Illinois’s 2023 state freight plan has metrics that:
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Evaluates intermodal projects based on the reduction in truck Vehicle Miles Traveled (VMT)
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Evaluates the increased connections between freight modes at a given facility
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scores intermodal projects for their use of technology to reduce emissions at freight facilities
Last Reviewed: November 2024
Transportation and Land Use Integration: The Indiana Department of Transportation follows a complete streets policy which incorporates bicycle and pedestrian connectivity into transportation projects. Local communities also consider smart growth strategies through comprehensive planning efforts at the county and municipal levels. Rural planning organizations and metropolitan planning organizations consider smart growth strategies through their thoroughfare planning and long-range planning processes. State law also allows for transit oriented development.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: We were unable to find information indicating energy efficiency goals and objectives in Indiana's state freight plan.
Last Reviewed: November 2024
Transportation and Land use Integration: The state of Iowa enacted S.F. 2389 in April 2010. The bill requires state agencies and local governments that undertake land-use planning and resource management to plan for future growth so as to promote increased energy efficiency and the location of new and existing developments near transportation hubs. As a result, state, municipal and inter-agency coordination is required.
18B: A municipality shall consider the smart planning 14 principles under section 18B.1 and may include the following 15 information, if applicable, when developing or amending 16 a comprehensive plan under chapter 335 or chapter 414 or 17 when developing or amending other local land development 18 regulations
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Iowa has a FAST Act and IIJA compliant state freight plan. This plan was recently updated and was approved by FHWA on August 18, 2022. The plan uses GHG emissions as a performance measure for each mode (truck, rail, air, and waterway).
The plan also includes the following implementation strategies: "9. Support opportunities to develop new intermodal freight facilities in the state." and "16. Target investment in the Iowa Multimodal Freight Network (IMFN) at a level that reflects the importance of this system for moving freight." as well as other strategies that are specific to non-highway modes.
The plan also lists "Support the development and adoption of emerging freight technologies to increase safety and efficiency” and "Collaborate with railroad operators to provide Iowa companies with increased access and capacity to accommodate additional Iowa freight shipments."
Last Reviewed: November 2024
Transportation and Land Use Integration: We were unable to find information regarding smart growth policies
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Kansas’ state freight plan has the following listed:
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Consider/support multimodal freight system opportunities (i.e., opportunities that place less reliance on the highway system, alone
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Encourage the adoption of alternative fuel vehicles for goods movement
Last Reviewed: November 2024
Transportation and Land use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Kentucky’s state freight plan has the following implementation strategies proposed: Partner with industry associates to develop alternative fueling infrastructure for freight movement modes; Alternative fueled modes will improve freight movement efficiency and reduce GHG emissions and air pollution; Support the use of CMAQ funds for freight-related transportation projects that reduce emissions, with specific attention to the localized air quality impacts of freight movement
Last Reviewed: November 2024
Transportation and Land Use Integration: We were unable to find information regarding smart growth policies
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Louisiana has a state freight plan that identifies a multimodal freight network, but it does not include freight energy or greenhouse gas reduction goals.
Last Reviewed: November 2024
Transportation and Land Use Integration: Maine adopted a Growth Management Act in 1987 that aimed to encourage growth in certain areas of the state while also planning for and financing an efficient system of public facilities and amenities that would cater to added development. The Act also encouraged municipalities to plan for future growth by developing comprehensive local plans while keeping the regional impact in perspective. The state also implemented a complete streets policy in 2014 as a complement to their land use policies.
VMT Targets: Maine's Climate Action Plan (2020) established a goal of reducing light-duty VMT over time, achieving 10% reductions by 2025 and 20% by 2030. It also set a goal to reduce heavy-duty VMT by 4% by 2030.
FAST Freight Plans and Goals: Maine’s 2017 state freight plan has the following short-term intermodal strategies proposed: develop policies to increase and improve intermodal freight transportation. Specifically, MaineDOT should work to improve intermodal access to its deep-water ports.
Last Reviewed: November 2024
Transportation and Land use Integration: In 2023 HB 12 (Equitable and Inclusive Transit-Oriented Development Enhancement Act), expanded the scope of the state's TOD Designated Sites and established a TOD capital grant and revolving loan funding program in MDOT to strengthen state's support for TOD.
From https://msa.maryland.gov/msa/mdmanual/21dop/html/dopd.html, "Concepts of "smart growth" were enacted into law in 1997, building upon Economic Growth, Resource Protection, and Planning Act of 1992 (Chapter 759, Acts of 1997; Chapter 437, Acts of 1992). Through principles of "smart growth", Maryland is committed to limiting sprawl development by revitalizing older neighborhoods and redirecting growth to already developed areas, thereby saving the State's farmland, open spaces, and natural resources. To achieve these ends, State funds target projects in Priority Funding Areas, those locations approved for growth and redevelopment.
In October 2003, Department of Planning was charged with developing and implementing Maryland Priority Places Strategy (Executive Order 01.01.2003.33). Strategy was to establish goals for land-use policies that were fiscally sound and promote sustainable development along with long-term economic growth, community revitalization, and resource conservation
VMT Targets: Governor Moore's Executive Order 01.01.2024.19 requires the establishment of specific annual greenhouse gas and vehicle miles traveled reduction targets for the transportation sector. The Maryland Department of Transportation's 2050 Maryland Transportation Plan (page 5) sets a goal to achieve a 20% reduction from 2019 in vehicle miles traveled per capita by 2050, a 40 percent reduction in on-road transportation sector greenhouse gas (GHG) emissions by 2031, and move towards net-zero by 2045.
FAST Freight Plans and Goals: The Maryland Department of Transportation (MDOT) released a new Maryland State Freight Plan in December 2022, which MDOT indicates meets the latest federal freight planning requirements of FAST Act. The updated plan includes freight-related environmental protection and sensitivity measures (e.g., waste fuel amount for trucks, congested CO2e on the Maryland freight network, congested CO2e on the critical rural freight corridors, # of trucks replaced at the Port of Baltimore via the Mid-Atlantic Dray truck replacement program) (see page 5-13).
Relevant goals, objectives, and strategies in the freight plan include: Support Maryland’s 2030 Greenhouse Gas Reduction Act (GGRA) Plan to achieve statewide greenhouse gas (GHG) reduction targets and to advance measures prioritizing benefits to overburdened and underserved communities and address long-standing environmental injustices; Ensure the rail network can meet freight and passenger demand now and in the future; Improve intermodal connections to diversify freight movement alternatives and redundancy. (See Exhibit 2.1); Strengthen the short line railroad system through transportation and economic development, and agriculture partnerships that could lead to innovative programs; Promote and/or incentivize fuel-efficient technologies for medium and heavy-duty trucks; Explore and expand the use of alternative energy sources (e.g., electric, solar) for freight applications, including freight commercial vehicles, multimodal support equipment, or related applications
Last Reviewed: November 2024
Transportation and Land Use Integration: The issuance of Executive Order 385 (“Planning for Smart Growth”) in 1996 led to the creation of a number of smart growth initiatives that targeted concentrated growth and the revitalization of urban centers. However, it wasn’t until 2000, when the state passed the Community Preservation Act, that smart growth planning was solidified in the law and a program was established to support communities’ preservation of open space. Massachusetts subsequently adopted Chapter 40R, the Smart Growth Zoning Law, which provides financial incentives for municipalities to increase density and build affordable housing in areas with good access to transit. The Commonwealth Capital program, initiated in 2005, applies several smart growth criteria to municipalities’ applications for state funding.
Massachusetts is currently implementing Section 3A of Chapter 40A, “Multi-family zoning as-of-right in MBTA Communities” (more commonly known as the MBTA Communities Act), which was also approved under Chapter 358 of the Acts of 2020. This law requires cities and towns that are MBTA communities or adjacent communities to establish one zone where multifamily housing is permitted by right close to all MBTA bus, commuter rail and subway stops (Source)
VMT Targets: Massachusetts Clean Energy and Climate Plan for 2025 and 2030 established transportation sector emissions sub-limits of an 18% reduction in 2025 from the 1990 level and a 34% reduction in 2030 from the 1990 level. The CECP also set targets for Massachusetts to stabilize light duty VMT to 57.9 billion miles in 2025 and 59.1 billion miles in 2030. Given continued population and economic growth achieving this goal will require continued decline in per capita VMT.
FAST Freight Plans and Goals: The state’s 2023 state freight plan has the following relevant goals, objectives, and strategies:
Support policies to reduce greenhouse gas emissions from transportation, Electrify truck stops, Encourage e-bicycle/cargo bicycle delivery, Improve and preserve freight connections to/from Boston’s waterfront freight facilities MassDOT also measures Fuel-use and GHG-emissions avoided.
Last Reviewed: November 2024
Transportation and Land use Integration: The Michigan Planning Enabling Act of 2008 requires all municipalities to create comprehensive master plans as a guide for future development. In creating these plans, each municipality must consult with adjacent local governments to avoid conflicts in zoning and planning and must also coordinate with all state and federal governments responsible for programs that affect the economic, social and physical aspects of the respective municipality.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Chapter 17 in MDOT’s Michigan Mobility plan describes its freight plan. Relevant goals and objectives include: Facilitate a portfolio of multimodal freight services to support businesses and their supply chains; Support upgrading rail corridors to enhance freight and passenger movements; Facilitate a portfolio of multimodal freight services to support businesses and their supply chains; Encourage and enable the adoption of high-efficiency/low-emission vehicles.
Last Reviewed: November 2024
Transportation and Land use integration: Complete Streets MnDOT Policy #OE004: The Minnesota Department of Transportation (MnDOT) must follow a Complete Streets approach in all phases of planning, scoping, project development, construction, operations, permitting, and maintenance activities
VMT Targets: Section 174.01 Subdivision 3 in Minnesota Statutes 2020 establishes the goal of reducing vehicle miles traveled by at least 20 percent by 2050 on a statewide basis. The statewide plan recognizes established national transportation policies and includes matters of local or regional concern to ensure a comprehensive, statewide, perspective on transportation policies and priorities.
FAST Freight Plans and Goals: Minnesota’s Freight plan has the following relevant policies and strategies: Implement Sustainable Freight Efforts: Actively lead on transition to low and zero emission freight vehicles, incentives for fleet replacement and coordinate with key public and private sector partners on electric, hydrogen and other motive power systems.; Address the statewide truck parking shortage and electric truck charging by working with public and private sector partners to identify truck parking needs, invest in new and existing sites and maintain truck parking availability information systems; Support the implementation and advancement of connected and automated electric vehicles, truck parking information management systems, work zone in cab safety messaging and others; Encourage modal balance and redundancy within key trade corridors so that businesses have access to a variety of cost-effective and competitive freight modes to ship their goods; Incentivize intermodal and multimodal facility development to allow goods to shift between modes to promote more competitive shipping rates, efficient use of vehicles, and minimize potential conflicts between freight and passenger modes
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place
FAST Freight Plans and Goals: Mississippi’s 2022 freight plan has the following general goals and objectives for GHG emissions: Support the resiliency of the freight network while minimizing adverse impacts of freight operations on communities and the environment - Reduce greenhouse gas (GHG) emissions and minimize freight impacts to historically disadvantaged communities and wildlife habitat but does not specify GHG reduction targets.
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Missouri has a 2022 state freight plan that identifies a multimodal freight network, but it does not include freight energy or greenhouse gas reduction targets. We found the following relevant goals and objectives addressing alternative fueling infrastructure and intermodal freight:
Support opportunities for alternative fueling infrastructure; Support expanded multimodal freight and passenger rail service as a means of reducing carbon emissions and fuel consumed per ton- and per passenger-mile and increasing the resiliency and redundancy of the system against extreme weather events; Support expanded multimodal freight and passenger rail service as a part of an overall state energy conservation policy to protect Missouri travelers and shippers
Last updated: November 2024
Transportation and Land use Integration: SB 245 passed in 2023 Revises municipal zoning to allow urban areas with population more than 5,000 to allow multiple-unit dwellings, and mixed-use developments that include multiple-unit dwellings as a permitted use.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: The state's freight plan is located here. There are no relevant energy efficiency or emissions reduction goals for freight.
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Nebraska’s 2023 freight plan has the following relevant strategy actions listed in table 8.1 for intermodal rail and freight and alternative fuels: Improve road & rail access to inland port facilities, air cargo facilities, transload terminals, and intermodal terminals; Plan for freight-oriented EV corridor charging and support NEVI recommendations related to EV charging
Last updated: November 2024
Transportation and Land use Integration: No policy in place or proposed.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Nevada’s updated 2022 freight plan has the following relevant general goals objectives for multimodal freight and fuel efficiency: Maintain and improve essential multimodal infrastructure within the state; Reduce vehicular emission by reducing travel delay; deploying technologies that improve the fuel-efficiency of commercial vehicles, and providing better mode-choice and integration to encourage utilization of the most sustainable options
Last updated: November 2024
Transportation and Land use Integration: The New Hampshire State Development Plan aims to maximize compact, sustainable developments across the state through the implementation of key smart growth principles in the project planning and execution stages. The State’s nine regional planning commissions (RPCs), in collaboration with NH Dept. of Transportation (NHDOT), NH Dept. of Environmental Services, and other state and local government agencies completed work on A Granite State Future to help communities integrate planning across sectors and identify, share, and replicate successful projects. In 2014 and 2015, the RPCs finalized Regional Plans in addition to a Statewide Existing Conditions and Trends Assessment, a Housing Preferences Study and Regional Climate Change Assessments for Southern and Northern New Hampshire.
NH Revised Statutes Annotated Chapter 9-B declares “It shall be the policy of the state of New Hampshire that state agencies act in ways that encourage smart growth.” Section 9-B:4 Expenditure of State or Federal Funds states “All state agencies shall give due consideration to the state's policy on smart growth under RSA 9-B:2 when providing advice or expending state or federal funds, for their own use or as pass-through grants, for public works, transportation, or major capital improvement projects, and for the construction, rental, or lease of facilities. The intent of this action is that new investments and grants for existing sites and buildings in existing community centers will be given preference over investments in outlying areas where that is a practical solution for the use and community in question.”
VMT Targets: There is currently no policy in place or proposed for VMT targets. However, a 2016 Executive Order 2016-03 establishes a goal of reducing greenhouse gas emissions from the state passenger vehicle fleet by 30 percent on a metric-ton basis by 2030, as compared to a 2010 baseline. The State Government Energy Committee, which is tasked with developing plans to comply with the Order, is promoting VMT reduction as an important component of meeting this target.
FAST Freight Plans and Goals: The FAST Act requires states to develop a freight plan to comprehensively address freight planning activities and immediate and long-range investments. The NHDOT Statewide Freight Plan was approved by FHWA on February 11, 2019. The Freight Investment Plan was updated in March 2022 and January 2024. Additional information is available on the NHDOT project website.
The freight plan outlines a few multimodal and energy efficiency strategies: Increase the energy efficiency of freight transportation and seek investments that reduce the impacts of the movement of freight on the environment and public health; Support planning efforts to increase Interstate truck parking and electrify truck stops; work with local municipalities to increase truck parking and electrification options in town
Last updated: November 2024
Transportation and Land use Integration: The New Jersey State Development and Redevelopment Plan aims to implement statewide planning objectives that encourage development in recognized city, town and village centers and a balance of conservation in rural areas to enhance the quality of life for residents. The plan is a cross-institutional effort to promote smart growth across the state, estimated to save as much as $2.3 billion in capital costs in the process, if fully implemented. Unfortunately, implementation of the state planning effort has languished in recent years. As of August 2009, a required update to the State Plan was long overdue, the State Planning Commission was suffering from a lack of appointments and staff levels at the Office of Smart Growth continued to shrink.
The New Jersey Department of Transportation (NJDOT) continues to run the New Jersey Future in Transportation (FIT) program in an effort to provide affordable and sustainable transportation solutions that break the sprawl cycle and integrate land use and transportation planning. The NJDOT also runs the Transit Village program which encourages transit-oriented development, and the Mobility and Community Form project, which helps communities plan future transportation and land use by preparing a Mobility and Community Form (MCF) Element that combines the circulation and land use elements of their master plans. NJDOT is currently completing signal optimization pilots to reduce congestion and emissions on various major highways throughout the State.
In January 2008, New Jersey passed the “Urban Transit Hub Tax Credit Act,” providing businesses that choose to locate in “urban transit hubs” – defined as the area in a one-half mile radius around rail stations -- with tax credits. This law was amended by the New Jersey Economic Stimulus Act of 2009, requiring businesses to invest at least $50,000,000 in a business or residential facility before it can earn tax credits that can be applied to corporate business taxes, insurance premiums tax or income tax.
On November 2, 2018, Governor Phil Murphy signed into law a bill requiring NJ TRANSIT to establish an office of real estate economic development and TOD. The purpose of the new office was to assess and develop recommendations for economic development and TOD opportunities for parcels of real property owned by NJ Transit. The hope is that the full inventory and emphasis on economic development within NJ Transit will generate more private-sector interest in developing agency-owned properties, ultimately creating a new revenue stream that could ease the burden on riders. Such development could, in turn, complement existing and contemplated TOD projects in both designated Transit Villages and in non-designated municipalities.
Executive Order 4 by Governor James E. McGreevey Created a Smart Growth Policy Council.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place. However, the 2019 Energy Master Plan noted that transportation emissions were the largest single type of emissions in the state, and the first strategy of the EMP tackled transportation emissions, including finding was to reduce overall vehicle-miles-travelled.
FAST Freight Plans and Goals: New Jersey has a state freight plan that identifies the following goals and strategies relevant to energy and emissions reduction: Facilitate mode shift to the Marine Highway to realize carbon reduction and Environmental Justice benefits, and air quality improvements in areas of Environmental Justice concern; Improve air quality by incentivizing alternative fuels adoption for trucks, maritime vessels, and aircraft; Support statewide efforts to increase the percentage of zero emission commercial vehicles.
Last updated: November 2024
Transportation and Land use Integration: New Mexico does not have a statewide planning office with jurisdiction over local zoning decisions, thus these policies are determined at county or local levels.
VMT Targets:Executive Order 2019-003 which addresses climate change and energy waste prevention includes a reduction in transportation emissions and vehicles miles traveled in New Mexico. The plan should reduce VMT by 15% per capita below 2015 levels by 2027.
HB41 (2024) established a carbon intensity goal for transportation fuels;
NM will apply the clean transportation fuel standard to account for the fuel lifecycle in order to reduce the carbon intensity of transportation fuels used in the state by at least twenty percent below 2018 carbon intensity levels by 2030 and at least thirty percent below 2018 carbon intensity levels by 2040
FAST Freight Plans and Goals: New Mexico’s 2023 state freight plan has general references to zero emissions and alternative fuels. These include Objective 4.5: Reduce emissions by promoting cleaner commercial fleet technologies and alternative fuel corridors. Facilitate the transition of the commercial fleet to electric vehicles, zero emission vehicle and other alternative fueled vehicles that reduce carbon dioxide and other greenhouse gas emissions. Continue to collaborate with the Los Alamos National Lab regarding alternative fuel corridors in New Mexico
Last updated: November 2024
Transportation and Land Use Integration: The State of New York encourages each municipality to create comprehensive plans for local development according to established procedure. Efforts are also being made to encourage inter-municipal cooperation and cooperation between municipalities and state agricultural districts when planning for future development.
In addition, in August 2010 the Smart Growth Public Infrastructure Policy Act was signed into law and took effect a month later as an amendment to Environmental Conservation Law. The Act is intended to minimize the unnecessary cost of sprawl development and requires State infrastructure agencies and authorities ensure that public infrastructure projects (including transportation, sewer and water treatment, water supply, education, and housing projects) are consistent with the relevant Smart Growth Criteria specified in the Act. In 2014, this Act was modified to add a resiliency criteria.
VMT Targets: In 2008, New York adopted a VMT reduction target of 10% in 10 years as a means of encouraging more energy-efficient transportation usage.
FAST Freight Plans and Goals: New York State Freight Plan was released in August 2019. The Plan includes performance measures related to energy efficiency including tracking the number of registered clean fueled freight vehicles and equipment. The projects included in the Plan will help make the freight system more efficient, complementing New York State's GHG reduction efforts. A revised freight plan as been submitted to FHWA which if approved, will be IIJA compliant. Once approved, NYSERDA will forward the revised approved freight plan.
Last updated: November 2024
Transportation and Land use Integration: Senate Bill 897 established the Sustainable Communities Taskforce to encourage the creation of sustainable communities with access to transportation alternatives
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: North Carolina's 2022 statewide freight plan has the following relevant goals and objectives Expand multimodal access to ports, airports and other intermodal and logistics hubs; Promote the adoption of safety, fuel efficiency, telematics, alternative fuel, electronic logging device, and other technologies for the trucking industry; Reduce mobile source emissions, GHG, and energy consumption. The plan also has a 20% rail modal share target (page 49)
Last updated: November 2024
Transportation and Land Use Integration: The state of North Dakota passed House Bill 1340 in December 2009 mandating metropolitan planning organizations (MPOs) to develop, in cooperation with the state and public transit operators, transportation plans and programs for metropolitan areas. These plans must include transportation measures that promote inter-modal transportation development and efficient transportation systems while minimizing transportation-related fuel consumption. Transportation plans must also comply with government-approved comprehensive growth plans.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: North Dakota’s 2023 freight plan was found to have one general objective related to multimodal freight, focusing on expanding multimodal freight opportunities. Specific policies/goals/objectives to reduce emissions, pursue alternative energy consumption, reducing freight VMT or shifting to lower emitting/more efficient freight modes could not be confirmed.
Last updated: November 2024
Transportation and Land use Integration: No policy in place or proposed.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Ohio’s 2022 freight plan was found to have one general objective related to multimodal freight, focusing on expanding multimodal freight opportunities. Specific objectives and strategies to reduce emissions, pursue alternative energy consumption, reducing freight VMT or shifting to lower emitting/more efficient freight modes include the following two: Encourage adoption of alternative fuel vehicles for goods movement, including trucks, locomotives, and vessels; Reduce air quality emissions related to transportation
Last updated: November 2024
Transportation and Land Use Integration: We were unable to find information indicating smart growth policies at the state level. However, smart growth strategies in Oklahoma have been adopted on a local basis (Link).
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Oklahoma’s 2023 freight plan has the following goals related to reducing emissions, pursuing alternative energy consumption, reducing freight VMT or shifting to lower emitting/more efficient freight modes:
Foster a diverse portfolio of modal choices for Oklahoma’s freight shippers and receivers in urban and rural areas; Support the growth of Oklahoma clean energy by promoting clean fuel use by freight providers; Avoid, minimize, or mitigate adverse environmental impacts related to freight transportation, such as emissions and wildlife habitats
Specific strategies include: Further Oklahoma’s wind energy sector in order to provide renewable power to support electrical vehicle charging and reduce emissions; Encourage expansion of alternative fueling facilities; Support the availability of freight modal options that reduce environmental impacts;
Last updated: November 2024
Transportation and Land use Integration: Oregon has a long history of leadership on land use planning. Oregon has stringent regulations regarding the creation and use of comprehensive plans in land-use planning. The State Department of Land Use and Conservation regulates local governments, special districts and state agencies undertaking land-use changes. Each municipality must develop a local comprehensive plan and all plans must be based on the state’s 19 planning goals, which include improving upon existing transportation facilities and providing effective transportation and mass transit facilities for high-density communities.
OAR 660-024 requires each city in Oregon to have an Urban Growth Boundary, or UGB. A UGB is used to designate where a city expects to grow over the next 20 years. Cities may amend their UGB as needed to accommodate city growth. The use of UGB’s, and the review process for UGB expansion helps to control sprawl and preserve Oregon’s agriculture, forest, and open space.
OAR 660-044 requires support for MPO areas to conduct scenario planning activities. Scenario planning is intended to be a means for local governments in metropolitan areas to explore ways that urban development patterns and transportation systems would need to be changed to achieve significant reductions in greenhouse gas emissions from light vehicle travel.
TGM Planning Grants is a joint DLCD and ODOT program to help local jurisdictions plan for streets and land to lead to more livable, sustainable, and economically vital communities. This planning increases opportunities for transit, walking and bicycling. https://www.oregon.gov/lcd/TGM/Pages/Planning-Grants.aspx
In 2022, the Department of Land Conservation and Development adopted a rule requiring local governments in Oregon' s eight metropolitan areas to adopt plan and zoning provisions promoting climate friendly and equitable communities. The rules are designed to promote urban design that reduces greenhouse gas emissions and increases equitable outcomes for disadvantaged and marginalized groups in local land use patterns and processes.
VMT Targets: Oregon has a statewide greenhouse gas reduction goal set in ORS 468A.205. The goal is cumulative for all sectors, transportation is a major component of achieving the goal. OAR 660-044 sets targets for MPO areas to reduce greenhouse gas emissions from light vehicle travel, these targets are consistent with the state goal.
In March 2020, Governor Brown issued Executive Order 20-04 which increased the greenhouse gas reduction goals in ORS 468A.205 to at least 45% below 1990 emission levels by 2035, and 80% below 1990 levels by 2050.
https://secure.sos.state.or.us/oard/displayDivisionRules.action?selectedDivision=3093
FAST Freight Plans and Goals: Oregon's 2023 freight plan has the following relevant strategy actions listed for intermodal freight and emissions reduction:
Strategy 8.1—Implement strategies and methods noted in the Climate Action Plan to reduce pollutants and greenhouse gas emissions from freight sources within Oregon - Action 8.1.2. Incentivize and support the conversion of commercial fleets from gas and diesel-powered vehicles to near-zero and zero-emission vehicles
Last updated: November 2024
Transportation and Land use Integration: The Municipal Planning Code (MPC) does not currently mandate Smart Growth measures. However, some research reports have touted Pennsylvania initiatives as being “smart growth” such as our brownfields reuse program, farmland preservation program, Growing Greener programs, and the cooperative multi-municipal planning practices enabled in the MPC and promoted by our State Planning Board. The MPC also requires the periodic release of a State Land Use and Growth Management Report which typically recommends best practices in planning such as Smart Growth, sustainability, Transit Oriented Design, mixed use/form-based use, and walkability.
PA does not mandate integration of transportation and land use planning, but provides publications and staff technical assistance on the subject.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets specific to transportation. However, as part of Executive Order: 2019-01 - Commonwealth Leadership in Addressing Climate Change and Promoting Energy Conservation and Sustainable Governance, the commonwealth set a goal to reduce greenhouse gas emissions by 26% by 2025 and 80% by 2050. As part of the greenhouse gas reduction strategy, the commonwealth also set a goal to replace 25% of the state passenger fleet with Battery Electric Vehicles (BEVs) and Plug-In Hybrid Electric Vehicles (PHEVs) by 2025, and evaluate opportunities to reduce vehicle miles traveled. Progress toward meeting this target can be viewed on pages 11-12 of the PA GreenGov Council 2021 Annual Report
FAST Freight Plans and Goals: Their 2023 freight plan does not have specific targets but does have an objective to ‘Reduce freight movement-related emissions and its impact on local air quality and climate.’
Related performance measures include: EV charging infrastructure to support medium and heavy-duty trucks. Monitor locations within the state. Work with industry to identify target; Monitoring of greenhouse gas emissions (GHG) related to Pennsylvania’s freight movement, ensuring that our objectives directly make positive impacts to EJ/DAC/ underserved communities
Last updated: November 2024
Transportation and Land Use integration: In 1988, Rhode Island passed the Comprehensive Planning and Land Use Regulation Act, making comprehensive planning mandatory for municipalities. In 2000, an Impact Fee Act was passed to ensure that new growth did not financially burden existing tax payers and that adequate facilities were built to support new or rapidly growing development. The state also revised its State Land Use Plan in 2006, incorporating a number of recommendations and policies to discourage urban sprawl. Chapter 31-18-21 of state code directs the department of transportation to provide for the accommodation of bicycle and pedestrian traffic in the planning, design, construction and reconstruction of state highways and roads.
The State's Land Use 2025 Plan provides guidance for the integration of transportation into land use planning across the State, with recommendations for creating accessible public transportation hubs and ensuring maintenance of exisiting transit corridors and infrastructure. This emphasis on smart transportation growth, maintenance and repair of exisiting infrastructure, and focus on accessibility and equity is also included in the State's Transportation Improvement Plan.
Rhode Island legislation, 2023-H 6084B and 2023-S 1052A, creates a pilot program to fund the construction of dense, mixed-use developments around transit hubs, such as train stations and bus hubs. The legislation works in conjunction with the state’s Transit Forward 2040 master plan, which aims to build a modern, efficient public transportation system by 2040. The plan includes development around regional transit hubs and frequent transit stops to reduce car dependency, improve air quality, and meet carbon emission targets. The state budget allocates $4 million to these projects, with additional funding potential from the Secretary of Housing's new program.
VMT Targets: Although not a direct VMT target, the Rhode Island Division of Planning's State Guide Plan (SGP) includes Land Use 2025 and Transportation 2035, which guide state development and transportation investments. These plans aim to reduce vehicle miles traveled (VMT) through alternative travel modes, ridesharing, and integrating bicycle and pedestrian facilities. Targets include increasing transit mode share from 2.5% in 2000 to 3.2% by 2030. Existing programs through RIPTA, MBTA, and RIDOT promote transit ridership. Additionally, Rhode Island General Laws §36-6-21.1 sets VMT reduction goals for state employees.
FAST Freight Plans and Goals: Rhode Island’s 2022 freight plan has the following policy action for clean freight: Incentivize the use of cleaner truck technology through state and federal grant programs and new initiatives for electric vehicle/truck funding under IIJA.
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: We were unable to find specific policies/goals/objectives in South Carolina’s freight plan to reduce emissions, pursue alternative energy consumption, reducing freight VMT or shifting to lower emitting/more efficient freight modes could not be confirmed.
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: South Dakota’s 2023 freight plan was found to have one general objective related to energy efficiency: Improve energy efficiency of freight movement and idle time to reduce greenhouse gas emission. Potential strategy considerations include: reducing truck haul for construction projects, installation of energy efficient lighting, reduction of truck idling at ports of entry, and research/implementation of new construction techniques which require less energy inputs
Last updated: November 2024
Transportation and Land Use Integration: Tennessee's Multimodal Access Grant provides support to the transportation needs of transit users, pedestrians, and bicyclists through infrastructure projects that address existing gaps along state routes and access at transit hubs.
VMT Targets: We were unable to find information indicating any VMT and/or GHG targets in place.
FAST Freight Plans and Goals: Tennessee’s 2023 freight plan was found to have the following goal related to increasing freight modes: Build better connections among different modes of transportation to Provide for the Efficient Movement of People and Freight.
Additional recommendations listed in the plan in relation to their goals include: Expand Tennessee’s Strategic Corridors to include rail, water and intermodal facilities including joint use of corridors and terminals; and Repower regional and short haul truck haulage to battery electric trucks;
Last updated: November 2024
Transportation and Land use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Texas has a state freight plan that identifies a multimodal freight network, but it does not include freight energy or greenhouse gas reduction goals. The plan does have goals related to alternative modes. One interesting aspect of this plan is the emphasis on project selection criteria in the planning process that support and prioritize funding of first and last mile connectors in locations with regional, statewide and national significance, including both urban and rural connectors.
Goals, objectives and strategies of note include: Multimodal Connectivity – Provide transportation choices and improve system connectivity for all freight modes, Improve connectivity between rural and urban freight centers; Improve access into and out of Texas’ seaports to facilitate projected future growth.
Last updated: November 2024
Transportation and Land Use Integration: In 2021 the state passed Senate Bill 217, the Housing and Transit Reinvestment Zone Act: This allows municipalities to create HTRZs to capture tax increment revenue around certain public transit facilities. This builds on existing TRZ legislation, enabling municipalities to create mixed-use, multifamily, and affordable housing developments within a 1/3-mile radius of the State’s 15 Utah Transit Authority FrontRunner commuter rail stations.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Utah has a state freight plan that identifies a multimodal freight network, but it does not include freight energy or greenhouse gas reduction goals.
Last Reviewed: November 2024
Transportation and Land Use Integration: Vermont has a smart growth policy for historic downtown development which states that a large percentage of future growth should occur within duly designated growth centers that have been planned by municipalities in accordance with smart growth principles and Vermont’s planning and development goals pursuant to section 4302 of this title.
Chapter 117 also states that "(D) Development should be undertaken in accordance with smart growth principles as defined in subdivision 2791(13) of this title."
The State of Vermont enacted Act 250 in 1970 as a means to implement a permitting system to limit urban sprawl and inefficient development. Amendments in 2024 simplified permitting in existing downtowns and villages to increase housing construction in existing compact settlements.
VMT Targets: The Global Warming Solutions Act of 2020 requires Vermont to meet its GHG reduction targets and requires the resulting Climate Action Plan to identify methods to reduce emissions specific to each sector in proportion to that sector's share of emissions. Transportation is the largest sector for GHG emissions in Vermont. Therefore, yes, the Climate Action Plan has adopted a specific GHG reduction goal for the transportation sector. The Plan sets VMT reduction as a primary pathway to meet Vermont's greenhouse gas emissions mandates, and includes detailed actions to reduce VMT.
The 2022 Comprehensive Energy Plan does not set a specific VMT target but has the following goal: In the transportation sector, meet at least 10% of energy needs from renewable energy by 2025, and 45% by 2040
FAST Freight Plans and Goals: Vermont has a 2022 state freight plan (adopted in 2021) that identifies a multimodal freight network. It does not have specific freight energy or greenhouse gas reduction goals, but does have initiatives to coordinate with the Climate Action Plan and Comprehensive Energy Plan to slow climate change and its effects on freight movement. This includes pursuing low and zero-carbon fuel technologies, promoting the use of freight rail, regional efforts to expand electric freight truck infrastructure, and consumer education related to e-commerce GHG impacts. Vermont is one of the few states to include a comprehensive discussion of freight sector performance measures and offer a proposal for implementation.
Goals and strategies include: Reduce environmental impacts of freight transportation through emissions reductions gained by transitioning to alternative fuels, modal shift of some shipments from truck to rail, and other strategies which will lessen the impacts of extreme weather, flooding and stormwater runoff, and wildlife habitat loss; Pursue supportive grant opportunities such as to fund low- and zero-carbon fuel/propulsion technologies for all modes, and to promote increased use of freight rail.
Last updated: November 2024
Transportation and Land Use Integration: Virginia’s Planning, Subdivision of Land, and Zoning Code (Title 15.2, Chapter 22) requires every locality to undertake a comprehensive plan that coordinates land-use planning and future actions in order to effectively implement zoning requirements. Local governments are in charge of controlling growth while the state ties use of discretionary funds to the implementation of sustainable growth practices. Virginia's long-range statewide plan, VTrans2040 includes improved coordination between transportation and land use as one of its guiding principles. It has goals to promote accessible and connected places to improve access to jobs, services, and activity centers. It also promotes sustainable communities that encourage healthy lifestyles and works to expand travel options while protecting environmental and community resources. Virginia's transportation SMART SCALE prioritization of transportation projects includes Environmental Quality and Land Use Coordination as evaluation measures. [http://www.vasmartscale.org/]. Virginia’s statute §15.2-2223.1 encourages localities to identify and designate growth areas that might be: (i) appropriate for higher density development due to proximity to transportation facilities, the availability of a public or community water and sewer system, or developed areas; and (ii) to the extent feasible, to be used for redevelopment or infill development.
Virginia’s performance-based planning methods provide a mechanism to identify unique needs associated with such areas and provides a funding mechanism in the form of § 33.2-353. In addition, the General Assembly passed a law in 2020 (HB 585) that requires localities above a certain size to consider incorporating strategies into their comprehensive plans to promote transit-oriented development for the purpose of reducing greenhouse gas emissions.
VMT Targets: Virginia’s adopted a long-range transportation plan, VTrans2040, includes a general objective to reduce per capita VMT, in addition to the targets set by the Advanced Clean Cars program.
FAST Freight Plans and Goals: Virginia’s 2022 state freight plan has the following strategic actions related to less polluting freight modes: Identify and develop solutions to address barriers to the installation of electric vehicle charging infrastructure by the private sector;
Last updated: November 2024
Transportation and Land use Integration: The Washington State Legislature continues to strengthen the link through amendments to the Growth Management Act. HB 1181 (2023) calls for the addition of a new climate element in local government comprehensive plans including the (1) climate resilience sub-element and (2) greenhouse gas (GHG) reduction sub-element (required of a smaller subset of jurisdictions). The Legislature also gave the Department of Commerce new regulatory authority to review and approve GHG sub-elements voluntarily submitted by cities and counties. More information on the climate planning effort is available on the climate program webpage. Key bills in this area that passed include HB 1998 co-living housing, SB 6015 parking standards, 6140 Areas of Intensive Rural Development businesses size threshold, SB 5834 Urban Growth Areas net zero amendment procedures, HB 2321 modifying middle housing requirements and the definitions of transit stop, HB 2296 update deadline extension, HB 1042 commercial adaptive reuse.
VMT Targets: Washington has also established an ambitious state VMT reduction target (RCW 47.01.440) that aims to reduce VMT per capita by 18% in 2020, 30% in 2025 and 50% by 2050 relative to 1990 levels. Washington has achieved the 2020 target for statewide per capita vehicle miles traveled (VMT) reductions set in 2008 (RCW 47.01.440), with an 18% reduction from 75 billion miles annually less the miles of heavy-duty vehicles.
FAST Freight Plans and Goals: The Washington State Department of Transportation released the current Freight System Plan in 2022. In accordance with Federal law WSDOT separately issued the FHWA-certified State Transportation Carbon Reduction Strategy that addresses GHG emission reduction and referenced it in the Freight System Plan. The Freight System Plan addresses relative emissions from transportation sources and efforts of WSDOT and other agencies to address environmental justice.
Potential strategies listed in the freight plan include: Facilitate the replacement and upgrading of vehicles and technologies to reduce GHG emissions
Appendix F of the freight plan also lists the following potential strategies to explore non-truck modes: Lead, convene, and support work to identify needs and opportunities for alternative modes/shipping option; analyze value proposition; and secure funding (such as extending development of M-5); Explore the viability of an inland port east of the Cascades to reduce truck movements in/out of the Northwest Seaport Alliance.
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Strategies in West Virginia’s 2023 freight plan that focus on less emitting modes include: Improve coordination with railroads that own and operate the rail network within the multimodal freight system.
Last updated: November 2024
Transportation and Land Use Integration: According to Wisconsin statute 16.965 Planning grants to local governmental units - Preference is given to grant awards for local governments that contain “Planning efforts that identify smart growth areas.” It is 1 of the 6 elements.
Wisconsin state statute chapter 66; ss 66.1001 regulates comprehensive planning requirements covering planning, housing and transportation.
VMT Targets: According to a report on the Governor's Task Force on Climate Change’s website, Wisconsin has a goal of reducing transportation emissions to 21.6 MMT of CO2 (slide 9).
FAST Freight Plans and Goals: Wisconsin’s 2023 state freight plan have the following relevant emissions reduction and efficient freight strategies such as: Promote more efficient use of petroleum-based fuels and viable alternatives; Encourage local governments to improve vehicle efficiencies
Last updated: November 2024
Transportation and Land Use Integration: No policy in place or proposed.
VMT Targets: No policy in place or proposed.
FAST Freight Plans and Goals: Wyoming’s 2022 state freight plan have the following relevant emissions reduction and efficient freight strategies: Support technology improvements and alternative fuels adoption to reduce local emissions, improve air quality and minimize environmental effects; Support feasibility studies and grant applications for multi-modal facilities, providing more opportunities for sustainable modal shift of freight commodities
Last updated: November 2024