Bill
HB 2629
Illinois' Transportation Choices Act requires state planning to set GHG targets, apply social cost of carbon, and use equity scoring with public input to steer transport projects.
Note on source documents
- The materials you provided include two different bills labeled “HB 2629.” This summary focuses on the Transportation–Greenhouse Gas bill (the "Transportation Choices Act") introduced in Illinois (sponsored by Rep. Mary Beth Canty). The other HB 2629 text (Arizona) concerns merchant interchange fees and is unrelated; if you want a separate summary of that bill, I can provide one.
Overview
- Short title: Transportation Choices Act (as referenced in the draft).
- Purpose: Require state transportation planning entities to set and meet greenhouse gas (GHG) reduction targets for the transportation sector, incorporate a social cost of carbon into planning analyses, increase public participation and equity analysis, and report regularly on progress and needs to meet targets.
Key provisions
- GHG targets: By January 1, 2027, the Illinois Environmental Protection Agency (IEPA), after consulting the Illinois Department of Transportation (IDOT) and metropolitan planning organizations (MPOs), must establish a schedule of greenhouse gas targets for the transportation sector.
- Planning and analysis: IDOT and MPOs must conduct GHG emissions analyses and determine whether their applicable planning documents (e.g., long-range plans, TIPs) will meet the GHG targets. A GHG analysis must be performed before including any roadway capacity expansion project in a planning document.
- Social cost of carbon: Beginning June 30, 2026, IDOT and MPOs must establish and use a social cost of carbon in their planning documents and activities. The IEPA is directed to calculate a social cost of carbon as well.
- Climate equity accessibility score: IDOT and MPOs must calculate a climate equity accessibility score before including any project with an anticipated cost of $30,000,000 or more in a planning document, or before adopting a project as a GHG mitigation measure.
- Public engagement: Requires early and continuous opportunities for public participation in transportation planning.
- Reporting: By January 1, 2029, and every three years thereafter, IDOT must prepare a comprehensive statewide report on transportation GHG reduction accomplishments and challenges and recommend any legislative actions to help meet targets.
- Working group: Establishes a Greenhouse Gas in Transportation Working Group to advise implementation (details in bill text).
- Effective projects date: Requirements apply to projects included in applicable planning documents filed on or after January 1, 2028.
Who would be affected
- State agencies: IEPA (target-setting, social cost of carbon), IDOT (analysis, reporting, plan development).
- Metropolitan planning organizations (MPOs): Required to perform analyses, apply targets, engage the public, and use social cost of carbon and equity scoring.
- Local governments and project sponsors: Projects (especially roadway capacity projects and those costing $30M+) subject to additional GHG and equity review before inclusion in plans.
- Private sector and communities: Potential shifts in investment priorities (e.g., toward transit, active transportation, or multimodal projects) and increased opportunity for community input; communities may experience differing outcomes depending on project selection changes.
Procedural/timeline aspects
- Social cost of carbon: in use beginning June 30, 2026.
- GHG targets established by IEPA: due January 1, 2027.
- Requirements apply to planning documents filed on/after January 1, 2028.
- First comprehensive statewide report due January 1, 2029, then every 3 years.
Potential impacts and considerations
- Policy direction: Could reorient transportation investment toward lower‑carbon options and demand more robust climate and equity analyses for major projects.
- Cost–benefit analysis: Use of a social cost of carbon may change project prioritization by internalizing climate damages.
- Administrative burden: IDOT, MPOs, and local sponsors would incur additional analytical, reporting, and public engagement duties — possibly increasing planning costs and requiring new technical capacity.
- Project schedules and funding: Projects not demonstrating alignment with targets or lacking required analyses (including the equity score for ≥$30M projects) could face delays or be deprioritized.
- Equity outcomes: The climate equity accessibility scoring requirement aims to surface distributional effects of projects, which may shift decision-making toward projects that improve access for disadvantaged communities.
Status (as provided)
- Introduced in early February 2025 (sponsor: Rep. Mary Beth Canty).
- Referred to rules and committee processes (dates in file show committee referrals and readings beginning Feb 2025). Several co-sponsor additions were noted through May 2025.
- Bill text is in the introduced form; provisions may change during committee and legislative action.
If you want: I can (1) produce a side-by-side comparison of this bill’s requirements against current IDOT/MPO planning practice, (2) summarize the unrelated Arizona HB 2629 (interchange fees), or (3) extract the bill sections that would require rulemaking or funding to implement.
Compiled from official sources — confirm details with the bill’s official record.
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