Methods for State DOTs to Reduce Greenhouse Gas Emissions from the Transportation Sector (2022)

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B-1 A P P E N D I X B State DOT Document Review Overview This section reviews policy, planning, and other documents developed by State departments of transportation (DOT) that address the quantification and/or mitigation of greenhouse gas (GHG) emissions as posted on their websites. It also describes State-level policies when they directly reference transportation emissions and require inventory and/or mitigation actions in the transportation sector. Though the project team thoroughly search the websites, this was a website review and was not vetted with the subject DOTs. Documents from 11 State DOTs are included in the review. These agencies were identified from the survey as State DOTs with higher levels of GHG engagement. For those State DOTs wanting to become more active in reducing GHG emissions, these documents may be useful examples of GHG policy and planning actions. The team reviewed documents from several other States with moderate levels of engagement, but these yielded little information. After examining State DOT websites for climate change-related items, those items were reviewed for policy or activity related to GHG emission reductions. In many cases, these documents were Long-Range Transportation Plans (LRTP); State Transportation Improvement Program (STIP) analyses; planning for various transportation modes (e.g., State rail plans); air quality analysis procedures; or sustainability plans. In cases in which State DOT documents indicated reliance on, or outgrowth from, other State documents prepared by other State agencies, or in collaboration with other State agencies, the review included those items (e.g., State Climate Action Plans), as well for their impact on the transportation sector and the State DOT. Since this project relates to GHG emission reduction activities, State DOT climate change documents related to adaptation or resilience were not subject to review. In cases in which multiple versions of documents existed, the review focused on the most recent version. Many documents that State DOTs publish describe activities that by their nature also would reduce GHG emissions, such as bicycle/pedestrian plans. However, these documents were not subject to review if they did not mention GHG emission reduction as a goal, objective, or outcome. The following section discusses policies, studies, and actions addressing GHG emissions as posted on State DOT websites in each of the following categories:  Policy. State-level policies (adopted by the DOT, the State legislature, or Governor’s office) that include references to GHG reduction in the transportation sector.  Long-Range Planning. Goals, objectives, strategies, measures, or projects to reduce GHG emissions referenced in the State’s LRTP.  Programming. Inclusion of GHG as a consideration in the development of the STIP.  Project Development/Environmental Analysis. Consideration of GHG in project development and/or environmental review (e.g., requirements to quantify GHG emissions associated with project alternatives and/or develop mitigation measures).  Transportation System Management and Operations (TSMO). Policies or actions to reduce GHG emissions from vehicles using the State’s transportation system through operational measures such as traffic efficiency improvements.

B-2  Agency Operations. Policies or actions to quantify and/or reduce GHG emissions from facilities and vehicles under the agency’s direct control, including agency- and contractor-operated fleets, traffic controls, DOT buildings, materials, and maintenance activities.  GHG-Specific Planning. Development of a transportation-sector GHG inventory, forecast, and/or mitigation plan for the State. This category also includes plans or studies focused on specific GHG reduction strategies such as electric vehicles. If a category is not included, no documents were identified relevant to that particular category. However, it is possible that the DOT may have developed a document that was not easily located on their website. Also, documents listed in some categories may be relevant to other categories. For example, GHG-specific plan activities often inform the development of other plans and policies (such as the LRTP) even if GHGs are not explicitly referenced in those locations. Table B-1summarizes the categories in which documents for each State were identified. Table B-1. Summary of categories addressed in State DOT published documents. State Policy Long- Range Planning Programming Project Dev/Env Analysis TSMO Agency Operations GHG- Specific Planning California     Colorado    District of Columbia    Maryland    Massachusetts       Minnesota    Oregon    Rhode Island      Vermont     Virginia   Washington     State Policies and Documents California Policy Starting with the California Global Warming Solutions Act of 2006, the State’s policy framework places a strong emphasis on GHG reduction. Senate Bill 375 (2008) requires regional transportation and land use planning to reduce GHG emissions; Executive Order 8-30-15 establishes a GHG reduction target of 40 percent below 1990 levels by 2030, in addition to the State’s emission reduction goal of 80 percent by 2050. California’s 2017 Climate Change Scoping Plan, developed by the California Air Resources Board (CARB), adopts GHG emission reduction targets for transportation. The plan alters building, planning, and development methods for urban areas. Other transportation measures include more efficient delivery trucks,

B-3 heavy-duty trucks, and goods movement. The plan establishes transportation sustainability actions, including goals for vehicle-miles traveled (VMT) reduction, vehicle technology, clean fuels and sustainable freight and provides a detailed list of specific measures. The plan notes that while most of the GHG reductions from the transportation sector will come from technologies and low-carbon fuels, a reduction in the growth of VMT also is needed. The plan sets a goal of a 15 percent reduction in VMT from expected levels in 2050. The Caltrans Strategic Management Plan 2015–2020 sets strategic objectives and performance metrics for the agency. The plan establishes performance measures and targets for transportation system GHG and for the California DOT (Caltrans) design, construction, operation, and maintenance activities. Under Goal 3 (Sustainability, Livability, and Economy), the plan sets a strategic objective to support a statewide reduction of GHG emissions to achieve 80 percent below 1990 levels by 2050. The plan sets a target of a 15 percent reduction (from 2010 levels) of GHG to achieve 1990 levels by 2020. Long-Range Planning The California Transportation Plan 2040 (2016) vision references meeting the State’s GHG emission reduction goals and includes GHG reduction as a basis for the plan. The plan includes a policy to “reduce GHG emissions and other air pollutants.” The plan makes recommendations to meet regional GHG goals by managing transportation and land use; implement project development and review requirements; deploy mobile source control technology; and support efforts to implement clean vehicles, fuels and technology, and alternative modes of transportation. The plan includes estimates of GHG emissions from the transportation sector between 2010 and 2050 under three scenarios with different levels of transportation investment and alternative fuel vehicle technology. The plan includes an economic analysis of GHG reduction strategies. Project Development/Environmental Analysis Caltrans is developing draft guidance to implement California Environmental Quality Act (CEQA) guidelines. The guidance will establish a process for Caltrans District staff to make project-level significance determinations, and identify mitigation measures as necessary, under CEQA GHG emissions. Agency Operations In addition to setting systemwide GHG reduction objectives and targets, the Caltrans Strategic Management Plan 2015–2020 sets targets of a 15 percent reduction by 2015 and 20 percent reduction by 2020 of Caltrans’ internal operational GHG emissions. The Caltrans 2-Year Plan (2016) is a short-term strategic management plan for the agency. It establishes uses of Tier 4 construction equipment on pilot projects to reduce pollution, including GHGs. It also prioritizes zero-emissions vehicle (ZEV) implementation actions by installing fast-charging electric vehicle (EV) stations, increasing employee EV charging stations, and installing three hydrogen fueling stations. Caltrans annually calculates GHG emissions produced by Department facilities and operations and reports these to the Climate Registry. Colorado Policy The Colorado Climate Plan (2015) is a multiagency collaboration between the Colorado DOT (CDOT) and six other State agencies to promote State policy recommendations and actions to adapt to future climate change impacts and identify opportunities to mitigate GHG emissions. This plan was developed to meet the

B-4 requirements of Colorado House Bill 13-1293. The plan commits CDOT to work with the State Transportation Advisory Commission to develop a stakeholder engagement process. The plan adopts broad strategies to reduce GHG emissions, including:  Promoting and encouraging fuel-efficient vehicle technologies and programs to reduce vehicle emissions.  Continuing to support strategies and develop new strategies to reduce GHG emissions, reduce the growth of VMT, and alleviate congestion.  Providing guidance to local governments on land use planning strategies to promote efficient use of public resources and reduce GHG emissions through compact, transit-oriented development that utilizes smart growth practices and complete streets. Long-Range Planning The Colorado Statewide Transit Plan (2015) includes reducing VMT and GHG emissions among its goal and objectives. The plan adopts performance measures that relate to percentage of statewide fleet using compressed natural gas, hybrid electric, or clean diesel vehicles or other low-emission vehicles and passenger miles traveled on fixed-route transit. The Colorado State Highway Freight Plan (2015) includes an objective to improve the energy efficiency of freight movement and reduce associated levels of GHG emissions. The plan includes strategies related to truck electrified parking at rest areas and other locations and promote vehicle efficiency by promoting and disseminating information on strategies and programs to improve freight vehicle efficiency. The Statewide Bicycle and Pedestrian Plan (2015) discusses the connection between biking and walking with lower emissions with emphasis on high emissions associated with short trips and cold starting vehicles. The plan adopts a goal and investment decision criterion of reducing carbon‐based VMT through increased bicycling and walking and a performance measure of mode shift. Agency Operations The CDOT Sustainability Program and Action Plan (Fiscal Year 2016) identifies a number of actions CDOT has taken to reduce GHG emissions as part of its stewardship program, including fleet management, roadside sand cleanup program, engines off in school areas, diesel idling reduction, compressed natural gas (CNG) and EV roadway signs, reclaiming asphalt, etc. District of Columbia Policy Climate of Opportunity: A Climate Action Plan for the District of Columbia (2010, Draft) proposes various transportation measures to meet GHG emission reduction targets for both Government and the public. Some example measures are flexible work schedules, car sharing, EV infrastructure support, downsize police cruiser vehicles, street lighting retrofits, promote anti-idling, expand and enhance alternative transportation mode options, etc. The plan includes an inventory of emissions forecasts by sector, with transportation including vehicles and transit (Metro). The plan sets targets to reduce emissions by 20 percent below 2006 levels by 2012, 30 percent below 2006 levels by 2020, and 80 percent below 2006 levels by 2050.

B-5 Project Development/Environmental Analysis The District of Columbia DOT (DDOT) Environmental Policy and Process Manual, Second Edition (2012) requires qualitative discussion of direct and indirect effects GHG associated with a transportation project as part of the air quality analysis in environmental review documents. Agency Operations The DDOT Greenhouse Gas Emission Inventory (2012) includes emissions from DDOT fleets, the DC Circulator Bus, facilities, streetlights, traffic signals, and roadway network (VMT by vehicles traveling on all roadways within the District). The inventory was developed with a base year of 2009 and a forecast year of 2040. Maryland Policy Maryland’s Greenhouse Gas Emissions Reduction Act Plan (last updated 2015) includes a multisector inventory and forecast and plan for reducing GHG emissions within a multipollutant framework. The plan implements the Maryland Greenhouse Gas Emissions Reduction Act of 2009, which requires Maryland to achieve a 25 percent reduction in 2006 GHG emissions by 2020 (the target was expanded in 2016 to a 40 percent reduction by 2030 levels from a 2006 baseline). The plan references GHG analysis and strategy development by MDOT and lists a range of transportation-related programs and associated potential emission reductions to help achieve overall reduction goals. The plan proposes setting emission targets for the Baltimore- and Washington-area transportation sectors. Programming Maryland DOT’s (MDOT) GHG planning activities reference GHG-beneficial investments in the State’s Consolidated Transportation Plan (reducing single-occupant vehicle travel, shifting to lower energy intensity modes, and improving travel efficiency and vehicle technology) and estimate that these represent 44 to 50 percent of MDOT’s six-year (2017–2022) program. Source: MDOT—2018 GGRA Draft Plan Status, Presentation to the Mitigation Working Group, MCCC, April 5, 2018 by Colleen Turner. Agency Operations MDOT’s GHG planning activities (as described in the same presentation) reference annually reported performance measures that relate to GHG, including VMT, agency fuel consumption, and conventional and renewable energy generation, among others. GHG-Specific Planning The Maryland Climate Action Plan: Maryland Department of Transportation Draft 2012 Implementation Plan (2011) focuses on the transportation sector in Maryland. It develops baseline and future GHG emission levels. The plan identifies funded, unfunded, and additional transportation programs to meet GHG emission reduction targets. The plan implements the Maryland Greenhouse Gas Emissions Reduction Act of 2009, which requires Maryland to achieve a 25 percent reduction in 2006 GHG emissions by 2020 in the transportation sector.

B-6 MDOT’s Maryland 2015 Greenhouse Gas Reduction Act Plan updates the baseline forecast and identifies specific actions being implemented or planned for implementation through 2020, as well as these actions’ GHG reduction benefits. These include on-road, airport, port, and freight rail policy options; electric and low-emitting vehicle initiatives; public transportation initiatives; and consideration of evaluating GHG emissions through the National Environmental Policy Act (NEPA) and/or regional planning processes. The plan identifies costs for various options. Charting the Path Forward: A Transportation Strategy for Meeting Long-term Air Quality and Greenhouse Gas Emissions Goals and Enhancing Maryland’s Economy and Quality of Life (2016) is a joint strategy document of the MDOT and Maryland Department of the Environment. This document adopts a strategic vision for:  Cleaner Vehicles and Fuels—Providing incentives, polices, and infrastructure support to expand the market for vehicles that produce low or zero emissions.  Increasing Travel Choices—Supporting mobility improvements and livable communities that facilitate use of transit, bicycling, and walking options.  Enhancing Travel Efficiency—Optimizing system operations to reduce traffic congestion, improve travel time reliability, and reduce fuel consumption.  Spurring Innovation—Advancing clean energy technologies in transportation.  Strategic Highway Capacity Enhancements—Reducing traffic congestion in critical transportation corridors to positively impact air quality.  The document supports increasing ZEV deployment and supporting plug-in electric vehicle (PEV) deployment; port-related initiatives; retrofitting and replacing aging fleet vehicles to reduce GHG emissions and improve air quality: transit improvements and transit-oriented development; reduced vehicle idling; and energy-efficient lighting. Massachusetts Policy The Massachusetts Clean Energy and Climate Plan for 2020 (2015) updates the 2010 plan, as required under the Massachusetts Global Warming Solutions Act of 2008. The plan sets forth strategies to reduce emissions to at least 25 percent below 1990 levels by 2020. Transportation strategies in the plan include smart growth, electric vehicle market development, and continuation of Massachusetts DOT’s (MassDOT) GreenDOT program. The plan requires MassDOT to achieve its GHG reduction goal and to focus on three related goals: reduce GHG emissions; promote the healthy transportation modes of walking, bicycling, and public transit; and support smart growth development. MassDOT’s GreenDOT Policy Directive (2010) and GreenDOT Implementation Plan (2012) establish policy related to activities ranging from strategic planning to construction and system operations. Long-range planning documents, including statewide planning documents, as well as long-range metropolitan planning organization (MPO) plans, must address MassDOT’s three sustainability goals and evaluate, track, and plan for reducing GHG emissions over time. Similarly, the shorter-range Transportation Improvement Programs (TIP) and State Transportation Improvement Programs (STIP) must be consistent with the State’s GHG reduction target. This will require that the MPOs and MassDOT minimize highway system expansion projects and balance their impact with other projects that support smart growth development and promote public transit, walking, and bicycling. In addition, the project programming mix included in the Regional Transportation Plans (RTP), TIPs, and STIPs can contribute to GHG reduction through prioritizing roadway projects that enable improved system operational efficiency without expanding overall roadway system capacity.

B-7 Programming MassDOT’s Transportation Improvement Program Greenhouse Gas Assessment and Reporting Guidance (2017) establishes that all TIP projects are subject to a GHG assessment; should assess whether the project results in an increase, decrease or no impact on GHG emissions; and should be considered for a quantitative evaluation. GHG estimates must be reported during each TIP/STIP cycle. Analyses are performed through a Congestion Mitigation and Air Quality (CMAQ) spreadsheet calculation. Regional TIP and STIP will include an evaluation of overall GHG emissions from the program of projects, and will need to be developed in a manner that fits into an overall State GHG reduction target. This will require that the MPOs and MassDOT balance highway system expansion projects with other projects that support smart growth development and promote public transit, walking, and bicycling. Project Development/Environmental Analysis MassDOT’s Healthy Transportation Policy Directive (2013) calls for healthy transportation modes to be considered equally as potential solutions within project designs. It further states that all MassDOT projects must include accommodation of pedestrians and bicycles per the MassDOT Highway Division Project Development and Design Guide and that recipients of highway access permits and recipients of State discretionary funding will be required to adhere to Highway Division Project Development and Design Guide standards on Complete Streets design. Transportation System Management and Operations GHG reduction strategies identified in the GreenDOT Implementation Plan and the Clean Energy and Climate Plan (CECP) include continuing to promote and deliver transportation demand management (TDM) information and services; promoting ecodriving; and using intelligent transportation systems (ITS) and other noncapacity bottleneck relief measures to manage roadway capacity to reduce congestion, idling, and GHG emissions. MassDOT will undergo a Truck Stop Electrification procurement to reduce emissions from idling trucks and fund a Shore Side Power at the Port of New Bedford to reduce emissions from idling ships. Agency Operations GHG reduction strategies identified in the GreenDOT Implementation Plan and the CECP include installing high-efficiency light-emitting diode (LED) traffic signals, replacing red bulbs with LEDs on a systematic basis, designing and building resource-efficient buildings, and pursuing Leadership in Energy and Environmental Design (LEED) certification for new or rehabilitated buildings. MassDOT project design and construction also will reduce GHG impacts through measures such as the use of recycled content in paving materials, use of warm mix asphalt paving, and requirements for diesel engine retrofits for construction contractor vehicles. The Massachusetts Bay Transportation Authority (MBTA) will continue to evaluate vehicle technology and life-cycle costs, including the on-road and maintenance performance of its new diesel-electric hybrid buses, and work with bus manufacturers to improve bus technology. MassDOT is pursuing several renewable power generation projects along State highways and other MassDOT property, and will work with municipalities and stakeholders to increase implementation. MassDOT has conducted energy audits and is pursuing energy conservation programs at a number of facilities. Sustainability measures will be embedded in all aspects of the MassDOT performance management system, based on best practices.

B-8 GHG-Specific Planning MassDOT conducted the study Application of the EERPAT Greenhouse Gas Analysis Tool in Massachusetts (2016) to provide information about the potential GHG reduction benefits of a variety of transportation emission reduction measures, as well as the potential costs of implementing these measures. The study applies the Federal Highway Administration (FHWA) Energy and Emissions Reduction Policy Analysis Tool (EERPAT) model to evaluate statewide policy impacts. Minnesota Policy The Annual Minnesota Performance Measure Report (2015) reports petroleum fuel use as a measure that relates to GHG and other emission reduction goals. The Minnesota Department of Transportation Sustainability Report: Establishing a Baseline (2016) (2017) describes Minnesota DOT’s (MnDOT) role in reducing GHG emissions. The report includes an inventory and forecast of Minnesota GHG emissions by transportation source and identifies year 2025 GHG targets for the transportation sector that are based on statewide reduction targets. Long-Range Planning The Statewide Multimodal Transportation Plan (2017) commits MnDOT to making transportation decisions that minimize and reduce total GHG emissions so that Minnesota’s transportation systems do their part in combating global climate change. Chapter 5 of the plan sets a Healthy Communities performance measure of annual GHG emissions from the transportation sector. The plan notes the GHG reduction targets set in the Minnesota Next Generation Energy Act of 2007, which include 30 percent below 2005 levels by 2025, and 80 percent below 2005 levels by 2050. The plan states that MnDOT will work internally and with transportation stakeholders to identify and implement strategies to reduce GHG emissions from the transportation sector. The Greater Minnesota Transit Investment Plan 2017–2037 (2017) recognizes that transit reduces the reliance on single-occupant vehicles and reduces GHG emissions. Agency Operations The MnDOT Office of Environmental Stewardship CY 2017 Workplan identifies reducing GHG emissions as a potential emerging issue. The Minnesota Department of Transportation Sustainability Report identifies year 2025 GHG reduction target from MnDOT’s facilities and fleet, and identifies actions the agency is taking or plans to take to reduce GHG emissions from its operations. Oregon Long-Range Planning The Oregon Transportation Plan (2006) adopts a strategy to encourage the development and use of technologies that reduce GHGs. The plan supports the conversion of passenger vehicles and public transportation fleets to more fuel-efficient and alternative fuel vehicles.

B-9 Transportation System Management and Operations EcoDrive is a toolbox that allows local jurisdictions, businesses, or community groups to create their own community-based campaign to promote ecodriving. It is available at: https://www.oregon.gov/ODOT/Programs/Pages/EcoDrive.aspx. GHG-Specific Planning The Oregon Sustainable Transportation Initiative, as described on the State’s website (https://www.oregon.gov/odot/programs/pages/osti.aspx), is an integrated statewide effort launched in 2010 to reduce GHG emissions from the transportation sector. Designed to help Oregon meet its long-range goals to reduce GHG emissions 75 percent by 2050, it encompasses five focus areas: 1. Development of a Statewide Transportation Strategy. 2. Adoption of GHG emission reduction targets for metropolitan areas by the Land Conservation and Development Commission. 3. Development of land use and transportation scenario planning guidelines for GHG emissions reduction. 4. Outreach to the public on climate change. 5. Development of the GHG Transportation Emissions Reduction Toolkit, including tools that support local governments in reaching their emissions reduction goals. The Oregon Statewide Transportation Strategy (Oregon DOT, 2013) (STS) charts a potential broad path for reducing emissions from transportation and land use strategies. These strategies are those that modeling and analysis indicate have measurable GHG reduction results and will help Oregon meet its 2050 GHG emission reduction goal. The document contains 18 strategies that fall into the following categories: vehicle and engine technology advancements; fuel technology advancements; enhanced system and operations performance; freight transportation options; efficient land use; and pricing and funding mechanisms. It also includes a short-term implementation plan (2014) and a monitoring report to chart progress on implementation. The STS identifies a target of a 60 percent reduction in GHG emissions from the transportation sector from 1990 levels by 2050. Rhode Island Policy The Resilient Rhode Island Act of 2014 requested a general assembly plan to meet the statewide targets for GHG emission reductions by December 31, 2017. The plan includes strategies, programs, and actions to control GHG emissions to meet the following targets: 10 percent below 1990 levels by 2020; 45 percent below 1990 levels by 2035; and 80 percent below 1990 levels by 2050. The plan also specifies periodic reporting procedures. Long-Range Planning In its Trends Report of the Rhode Island Moving Forward, Long-Range Transportation Plan 2018 draft, Rhode Island DOT (RIDOT) notes that transportation is “the largest factor producing GHG in Rhode Island...” In this report, the State compares how its GHG emissions compare to the U.S. as a whole, and emphasizes that the transportation sector in Rhode Island is a greater contributor (by 10 percent) of GHG emissions than it is for the national average. It also discusses the State’s Greenhouse Gas Emissions Reduction Plan in order to emphasize the importance of the transportation sector in practicing the strategies and techniques listed. The report advises that approaches to decreasing and stabilizing GHG emissions should be within the following three parameters:

B-10 1. Efficiencies and reductions: Working to decrease the demand for modes that rely on fossil fuels and reduce overall VMT. 2. Clean energy sources. 3. New technologies. Programming Rhode Island’s STIP considered impacts of climate change as part of its Transportation Equity Benefit Analysis. The STIP discusses the impact the transportation sector has on carbon dioxide emissions in Rhode Island and how reducing VMT is one of the best strategies to diminish and control GHG emissions. The STIP states that reducing GHG emissions is crucial for climate control mitigation, which is critical for the coastal State. Agency Operations RIDOT’s July 30, 2018 Quarterly Report indicates that RIDOT is working with Rhode Island’s Office of Energy Resources and the National Grid on a project to promote and provide energy efficiently upgrades at six Maintenance Division District Facility buildings. The agencies are aiming to improve energy efficiencies, reduce operating costs and GHG emissions, and streamline inventories across the division’s buildings. GHG-Specific Planning The State of Rhode Island published the Rhode Island Greenhouse Gas Emissions Reduction Plan in 2016. This plan identified the advantages and disadvantages of various techniques and practices to reduce GHG emissions, including alternative fuel strategies, increasing public transportation, and some VMT reduction techniques. The plan indicates that Rhode Island’s vulnerable coastal location is a clear need for the State to take action in reducing GHG emissions. As such, it recommends three areas of opportunity: build on State success, enable markets and communities, and leverage regional collaboration. In 2016, RIDOT, the Office of Energy Resources (OER), the Department of Environmental Management (DEM), and the Ocean State Clean Cities (OSCC) worked together with State and quasi-State agencies, private and nonprofit companies, auto dealers, and utility providers to promote a ZEV Action Plan for the State. The plan was published in 2016 and promotes the application of ZEV as one of the most promising technologies to reduce GHG emissions and control global warming. According to the plan, pushing for ZEVs is imperative to meet Rhode Island’s climate and energy goals. Vermont Policy The Vermont Comprehensive Energy Plan (2016), developed by the Vermont Department of Public Service, sets targets to achieve reductions in statewide energy consumption as well as obtaining most of its energy from renewable sources. The plan sets the State on a path to obtain 90 percent of its total energy from renewable sources by 2050. Many of the strategies are transportation related, including the electrification of the passenger fleet. The plan also includes interim goals to reduce transportation energy consumption by 20 percent and power 10 percent of transportation energy from renewable sources by 2025. Long-Range Planning The Draft 2040 Vermont Long-Range Transportation Plan (2018) sets objectives of reducing air pollution associated with fossil fuels used in transportation, as well as reducing the overall level of energy

B-11 use by the transportation system. The plan calls for implementing the transportation recommendations included in the 2016 Comprehensive Energy Plan, including supporting efficient land use, reduction in single occupancy vehicles, electrification of the light-duty vehicle fleet, and alternative fuels for the heavy/ commercial fleet. The plan calls for working with other agencies to advocate for competitive electric rates to support electrification of the transportation sector and participating in build-out of Vermont’s EV charging network. It also calls for increasing the use of walking, biking, transit, rail, and travel demand management options. Agency Operations As a strategy related to the goal of environmental stewardship, the draft Long-Range Transportation Plan “encourage[s] the development and use of transportation construction and operations technologies that reduce emission of GHG.” GHG-Specific Planning Vermont was a participant in pilot testing the FHWA EERPAT GHG evaluation tool. VTrans used the tool to test the impact of both individual and combined strategies, including parking costs, TDM, transit, land use, pricing, and EV and CNG market penetration. Virginia Programming Smart Scale is a project selection process used by Virginia DOT (VDOT). Among other factors, it considers GHG emissions as part of the environmental consideration for project selection. See: http://dashboard.vasmartscale.org/about. Project Development/Environmental Analysis The VDOT Project-Level Air Quality Analysis Resource Document (2016 version) requires a qualitative GHG analysis for environmental impact statement (EIS) projects. Washington Policy The Washington State Agency Climate Leadership Act of 2009 established GHG reduction targets for agencies in Washington State. By 2020, it requires reductions in GHG emissions to 1990 levels; by 2035, reductions to 25 percent below 1990 levels; and by 2050, reductions to 50 percent below 1990 levels. The Washington State Energy Strategy (2012), prepared under the leadership of the State’s Commerce Department, is a comprehensive energy strategy for the State that is driven in part by concerns about climate change. It contains a “transportation policy package” that identifies nine near-term recommendations and eight long-term policy recommendations under the broad categories of vehicles and fuels, travel efficiency, and pricing. Project Development/Environmental Analysis WSDOT Guidance—Project-Level Greenhouse Gas Evaluations under NEPA and SEPA (2018) requires a project-level quantitative GHG analysis for all projects that are progressed as Environmental Assessments

B-12 and EIS under NEPA and/or the State Environmental Policy Act (SEPA) and a qualitative evaluation for some smaller-scale projects. Agency Operations The 2007 WSDOT Greenhouse Gas Emissions Inventory (2009) reports the agency’s GHG emissions from 2007. GHG emissions inventories are required by State legislation for agencies that surpass threshold levels. The inventory generally follows the Climate Registry’s General Reporting Protocol and includes GHG emissions from the ferry system, the highway system (traffic services), agency buildings, and the agency’s vehicle fleet. The Sustainable Transportation Action Plan: 2015–2017 (2016) describes major Washington State DOT (WSDOT) activities that promote sustainable practices and clean transportation in Washington State. The plan encourages WSDOT employees to support reductions in vehicle VMT and GHG emissions, encourage more cost-effective and sustainable practices for construction and operations, and promote alternative fuels and electric vehicle infrastructure. The plan proposes various actions, including annually developing a GHG inventory and developing an agency GHG reduction plan. Other proposed actions relate to reducing land and water fleet and freight emissions, improving energy efficiency and reducing construction material waste and energy consumption, improving and expanding TDM, promoting bike and pedestrian travel, and promoting transit sustainability. GHG-Specific Planning The Washington State Electric Vehicle Action Plan 2015–2020 (2015) is a plan to increase plug-in electric vehicle penetration in Washington State with a goal of 50,000 plug-in vehicles by 2020. The plan includes 13 action items to meet State targets. Conclusions Some commonalities emerged from the document review, as well as some unique aspects for some State DOTs:  Generally, the most comprehensive GHG emission reduction planning by a State DOT occurs when other related activities are occurring in the State. Typically, climate change planning and activity is most intense when there are overarching GHG emission reduction and/or energy policy requirements in the State, whether through State legislation or a Governor’s Executive Order or Directive. In these cases, State DOTs participate in the State’s activities to reduce GHG emissions, usually to meet a statewide emission reduction target of a certain percentage from a base year.  For DOTs participating in State GHG reduction activities, the range of activities and commitments can be quite broad. In a few States, the State DOT commits to a small number of actions, such as assisting in the planning and installation of electric vehicle charging stations. In several other States, such as Massachusetts, there is a more thorough review and consideration of all aspects of the State DOT’s planning, programming, project design, funding, and internal operations.  For some State documents such as Climate Action Plans and/or State Energy Plans, the State DOT is relied upon to provide VMT forecasts. With limited additional activity from the transportation sector, the State then uses regulations under the Federal Motor Vehicle Control Program to predict GHG emission reductions from the transportation sector. Some plans also combine the progress in meeting National Ambient Air Quality Standards with the need to reduce GHG emissions.  Few States consider GHG emissions in project-level analysis. For those who do, there is a range of approaches. Washington State, for example, requires a quantitative GHG analysis for many projects. Massachusetts requires a quantitative or qualitative analysis for each project at the TIP stage. The District of Columbia requires a qualitative analysis. Some State DOTs recognize that this may be an issue that

B-13 should be addressed in the future and some are in the process of revising their air quality analysis procedures to consider GHG.  The State DOTs that are active in GHG emission reduction activities typically collaborate with other State agencies, most commonly with the State environmental agency or energy agency. In some cases, they also collaborate with MPOs or regional planning agencies.