Ride-Hailing and Public Transit

2019-07-17T18:13:17Z

Ssperoni: /* Findings */

[[Category:Shared Use Mobility]]
[[Image:Uberlyft.jpg|right|thumb|500px|Shared mobility providers like ridesourcing companies Uber and Lyft are becoming an increasingly large part of California's transportation system. Source: [https://www.flickr.com/photos/nrkbeta/25511816003 Ståle Grut / NRKbeta.no]]]
==Intro==

The last decade has seen a tremendous rise of shared mobility modes, including carsharing, bikesharing, ridesourcing (services like Uber and Lyft), and private shuttles (like Bay-Area tech shuttles). Transit agencies often struggle with these new transportation options, unsure of how to coexist with them and afraid of competition. Ridesoucring/Transportation Network Companies (TNCs) use smartphone apps to connect community drivers with passengers.<ref>Shaheen, Susan; Cohen, Adam (April 2016). "Smartphone Applications to Influence Travel Choices: Practices and Policies". ''https://ops.fhwa.dot.gov/publications/fhwahop16023/fhwahop16023.pdf''</ref> Examples of these services include: Lyft, Uber (specifically, uberX, uberXL, and UberSELECT), as well as specialized services, such as Lift Hero (older adults and those with disabilities) and HopSkipDrive (rides for children either to/from school or afterschool). These services can provide many different vehicle types including: sedans, sports utility vehicles, vehicles with car seats, wheelchair accessible vehicles, and vehicles where the driver can assist older or disabled passengers. While taxis are often regulated to charge static fares, TNCs typically uses market-rate pricing, popularly known as “surge pricing” when prices usually go up during periods of high demand to incentivize more drivers to take ride requests.
==Findings==
Studies on the impacts of ridesourcing/TNCs are limited, particularly the effects of these innovative services on core transportation modes (e.g., taxis, public transportation). While one study Feigon and Murphy (2016) <ref>Feigon, Sharon and Murphy, Colin. (2016). Shared Mobility and the Transformation of Public Transit. American Public Transportation Association.

https://www.apta.com/resources/reportsandpublications/Documents/APTA-Shared-Mobility.pdf
</ref> concluded that ridesourcing/TNCs substitute more automobile trips than public transit trips, three other studies suggest that ridesourcing/TNCs may cannibalize trips made by public transit and active modes (cycling and walking). Henao (2017) surveyed 311 passengers in the greater Denver metropolitan area over a four-month period and found that 34 percent of riders said they would have either taken public transit, biked, or walked instead of using ridesourcing/TNCs.<ref name=":0">Henao, Alejandro. (2017). Impacts of Ridesourcing – Lyft and Uber – on Transportation including VMT, Mode Replacement, Parking, and Travel Behavior. University of Colorado, Denver. https://www.cpr.org/sites/default/files/cu-uber-lyft-study.pdf</ref> This study also found that ridesourcing/TNCs takes more vehicle trips to move fewer people. The study found that it takes an average of 100 vehicle miles to transport a passenger 60.8 miles.<ref name=":0" /> Another study of ridesourcing/TNCs in New York City by Schaller (2017) found that ridesourcing/TNCs accounted for the addition of 600 million miles of vehicular travel to the city's roadway network between 2013 and 2016.<ref name=":1">Schaller, Bruce (2017). Unsustainable: The Growth of App-Based Ride Services and Traffic, Travel and the Future of New York City. Schaller Consulting. http://www.schallerconsult.com/rideservices/unsustainable.pdf</ref> This study also found that in Manhattan, western Queens, and western Brooklyn, ridesourcing/TNCs added an estimated seven percent to existing miles driven by all vehicles. Furthermore, VMT continued to increase in spite of the availability of pooled options because single-passenger trips still predominate, and most ridesourcing/TNC customers are coming from public transit, walking, and biking.<ref name=":1" />

Finally, a 2014 study of 380 ridesourcing/TNC users (a 50.2 percent response rate) in San Francisco asked respondents about key trip characteristics, including trip purpose, origin and destination, and wait times.<ref name=":2">Rayle, Lisa, Danielle Dai, Nelson Chan, Robert Cervero, and Susan Shaheen. (2016). Just A Better Taxi? A Survey-Based Comparison of Taxis, Transit, and Ridesourcing Services in San Francisco. Transport Policy, Volume 45, pp. 168-178. <nowiki>http://dx.doi.org/10.1016/j.tranpol.2015.10.004</nowiki></ref> Most trips, 67 percent, were social or leisure in nature (such as trips to bars, restaurants, and concerts or visits to friends or family) in contrast to just 16 percent of trips that were work related. Of all trips reported, 47 percent originated somewhere other than home or work (e.g., restaurant, bar, gym), while 40 percent had a home-based origin. If ridesourcing/TNCs were unavailable, 39 percent of respondents reported they would have taken a taxi, 33 percent would have taken public transportation, 8 percent would have walked, and 6 percent would have driven their own vehicles. Another 11 percent of respondents said they would have taken another mode.<ref name=":2" /> Respondents were asked if they still would have made the trip had ridesourcing/TNC services not been available and, if so, how they would have traveled. Among respondents, 92 percent replied they still would have made the trip, suggesting that ridesourcing/TNCs has an 8 percent induced travel effect.<ref name=":2" />

== Partnerships ==
See full article on [[Transit-Ridehail Partnerships]].

==References==

: [[Category:Market Response]] [[Category:First and Last Mile]]
<references />

Fixing America's Surface Transportation Act

2019-07-17T17:47:54Z

Ssperoni:

"On December 4, 2015, President Obama signed the Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) into law—the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintains our focus on safety, keeps intact the established structure of the various highway-related programs we manage, continues efforts to streamline project delivery and, for the first time, provides a dedicated source of federal dollars for freight projects. With the enactment of the FAST Act, states and local governments are now moving forward with critical transportation projects with the confidence that they will have a federal partner over the long term."<ref>FHWA: Fixing America's Surface Transportation Act or "FAST Act" https://www.fhwa.dot.gov/fastact/</ref>

==Transit implications==
The FAST Act has a number of implications specifically for transit. The [[FTA]] offers the following summary of public transportation implications:<ref>FTA. FAST Act https://www.transit.dot.gov/FAST ''Accessed 11 February 2017''</ref>
===Bus and Bus Facilities===
FTA’s Bus and Bus Facilities program received an increase in funding of $268 million over FY15 levels, for a total of $696 million for FY16. This program helps transit agencies fund new buses, replace aging fleets and facilities, and adds a new eligibility to deploy low- or no-emission vehicles.

The FAST Act re-established a Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process. Many of the grants are expected to fund replacements for aging fleets or facilities. In FY16, $268 million in funding will be available. Of that amount, $55 million has been designated for Low- or No- Emission Bus Deployment projects.

Also included in the Bus and Bus facilities program is a new pilot program for Cost-Effective Capital Investment, which encourages states to share bus funding resources among a partnership of recipients.

===Procurement===
Section 3019 of the FAST Act changed purchasing procedures to offer more purchasing options for public transportation systems of varying sizes. Under the Act, multiple states and providers may purchase capital assets through cooperative interstate procurements. The FAST Act also created a pilot program to allow nonprofit organizations to enter into cooperative procurement contracts. Under the new procurement procedures, transit agencies can lease equipment or facilities such as low- or no-emission components. Finally, the FAST Act established a Joint Procurement Clearinghouse to allow grantees to co-purchase rolling stock within a system that helps them identify procurement partners.

===Buy America===
The FAST ACT increases domestic percentage content requirements for Buy America through incremental increases. By FY2020, the Buy America requirement for rolling stock will total 70 percent. The FAST Act also makes important changes to the waiver denial process, requiring FTA to certify the availability and quality of the domestic sources for the product in the denied waiver.

===State of Good Repair===
With an estimated 40 percent of buses and 25 percent of U.S. rail transit assets considered to be in marginal or poor condition, helping transit agencies maintain bus and rail systems in a state of good repair remains an FTA priority. The FAST Act increased annual funding for FTA’s State of Good Repair (5337) program for rail from $2.1 billion to $2.5 billion.

===Access and Mobility===
New under the FAST Act, FTA will distribute funding under a pilot program for efforts that improve the coordination of transportation services that link with non-emergency medical care. Funding, intended for organizations that focus on coordinated transportation solutions, begins at $2 million in FY16 and increases incrementally each year, topping out at $3.5 million in FY19 and FY20.

===Research===
The FAST Act renamed FTA’s research program the Public Transportation Innovation Program and authorized it to fund demonstration, deployment and evaluation research projects. The research program features a new Low- and No-Emission Vehicle component testing program funded at $3 million a year.
==Inclusion of Passenger Rail==
The FAST Act was the first time Congress has included Amtrak's reauthorization in surface transportation legislation. This inclusion has allowed Amtrak to plan for new trainsets in 2021, station upgrades, and improvements to track capacity and ride quality.<ref>Amtrak. [https://media.amtrak.com/2016/08/amtrak-invests-2-4-billion-for-next-gen-high-speed-trainsets-infrastructure-upgrades/ "Amtrak Invests $2.4 billion for Next-Gen High-Speed Trainsets and Infrastructure Upgrades."] 26 August 2016.</ref>
==Further Reading==
*US House Transportation and Infrastructure Committee FAST Act page http://transportation.house.gov/fast-act/

==References==
<references />

Fixing America's Surface Transportation Act

2019-07-17T17:47:13Z

Ssperoni:

"On December 4, 2015, President Obama signed the Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) into law—the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintains our focus on safety, keeps intact the established structure of the various highway-related programs we manage, continues efforts to streamline project delivery and, for the first time, provides a dedicated source of federal dollars for freight projects. With the enactment of the FAST Act, states and local governments are now moving forward with critical transportation projects with the confidence that they will have a federal partner over the long term."<ref>FHWA: Fixing America's Surface Transportation Act or "FAST Act" https://www.fhwa.dot.gov/fastact/</ref>

==Transit implications==
The FAST Act has a number of implications specifically for transit. The [[FTA]] offers the following summary of public transportation implications:<ref>FTA. FAST Act https://www.transit.dot.gov/FAST ''Accessed 11 February 2017''</ref>
===Bus and Bus Facilities===
FTA’s Bus and Bus Facilities program received an increase in funding of $268 million over FY15 levels, for a total of $696 million for FY16. This program helps transit agencies fund new buses, replace aging fleets and facilities, and adds a new eligibility to deploy low- or no-emission vehicles.

The FAST Act re-established a Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process. Many of the grants are expected to fund replacements for aging fleets or facilities. In FY16, $268 million in funding will be available. Of that amount, $55 million has been designated for Low- or No- Emission Bus Deployment projects.

Also included in the Bus and Bus facilities program is a new pilot program for Cost-Effective Capital Investment, which encourages states to share bus funding resources among a partnership of recipients.

===Procurement===
Section 3019 of the FAST Act changed purchasing procedures to offer more purchasing options for public transportation systems of varying sizes. Under the Act, multiple states and providers may purchase capital assets through cooperative interstate procurements. The FAST Act also created a pilot program to allow nonprofit organizations to enter into cooperative procurement contracts. Under the new procurement procedures, transit agencies can lease equipment or facilities such as low- or no-emission components. Finally, the FAST Act established a Joint Procurement Clearinghouse to allow grantees to co-purchase rolling stock within a system that helps them identify procurement partners.

===Buy America===
The FAST ACT increases domestic percentage content requirements for Buy America through incremental increases. By FY2020, the Buy America requirement for rolling stock will total 70 percent. The FAST Act also makes important changes to the waiver denial process, requiring FTA to certify the availability and quality of the domestic sources for the product in the denied waiver.

===State of Good Repair===
With an estimated 40 percent of buses and 25 percent of U.S. rail transit assets considered to be in marginal or poor condition, helping transit agencies maintain bus and rail systems in a state of good repair remains an FTA priority. The FAST Act increased annual funding for FTA’s State of Good Repair (5337) program for rail from $2.1 billion to $2.5 billion.

===Access and Mobility===
New under the FAST Act, FTA will distribute funding under a pilot program for efforts that improve the coordination of transportation services that link with non-emergency medical care. Funding, intended for organizations that focus on coordinated transportation solutions, begins at $2 million in FY16 and increases incrementally each year, topping out at $3.5 million in FY19 and FY20.

===Research===
The FAST Act renamed FTA’s research program the Public Transportation Innovation Program and authorized it to fund demonstration, deployment and evaluation research projects. The research program features a new Low- and No-Emission Vehicle component testing program funded at $3 million a year.

==Further Reading==
*US House Transportation and Infrastructure Committee FAST Act page http://transportation.house.gov/fast-act/

==References==
<references />

FAST Act (2015)

2019-07-17T17:44:27Z

Ssperoni: Ssperoni moved page FAST Act (2015) to Fixing America's Surface Transportation Act over redirect

#REDIRECT [[Fixing America's Surface Transportation Act]]

Fixing America's Surface Transportation Act

2019-07-17T17:44:27Z

Ssperoni: Ssperoni moved page FAST Act (2015) to Fixing America's Surface Transportation Act over redirect

"On December 4, 2015, President Obama signed the Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) into law—the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintains our focus on safety, keeps intact the established structure of the various highway-related programs we manage, continues efforts to streamline project delivery and, for the first time, provides a dedicated source of federal dollars for freight projects. With the enactment of the FAST Act, states and local governments are now moving forward with critical transportation projects with the confidence that they will have a federal partner over the long term."<ref>FHWA: Fixing America's Surface Transportation Act or "FAST Act" https://www.fhwa.dot.gov/fastact/</ref>

==Transit implications==
The FAST Act has a number of implications specifically for transit. The [[FTA]] offers the following summary of public transportation implications:<ref> FTA:<ref>FTA: FAST Act https://www.transit.dot.gov/FAST ''Accessed 11 Fenraury 2017''</ref>
===Bus and Bus Facilities===
FTA’s Bus and Bus Facilities program received an increase in funding of $268 million over FY15 levels, for a total of $696 million for FY16. This program helps transit agencies fund new buses, replace aging fleets and facilities, and adds a new eligibility to deploy low- or no-emission vehicles.

The FAST Act re-established a Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process. Many of the grants are expected to fund replacements for aging fleets or facilities. In FY16, $268 million in funding will be available. Of that amount, $55 million has been designated for Low- or No- Emission Bus Deployment projects.

Also included in the Bus and Bus facilities program is a new pilot program for Cost-Effective Capital Investment, which encourages states to share bus funding resources among a partnership of recipients.

===Procurement===
Section 3019 of the FAST Act changed purchasing procedures to offer more purchasing options for public transportation systems of varying sizes. Under the Act, multiple states and providers may purchase capital assets through cooperative interstate procurements. The FAST Act also created a pilot program to allow nonprofit organizations to enter into cooperative procurement contracts. Under the new procurement procedures, transit agencies can lease equipment or facilities such as low- or no-emission components. Finally, the FAST Act established a Joint Procurement Clearinghouse to allow grantees to co-purchase rolling stock within a system that helps them identify procurement partners.

===Buy America===
The FAST ACT increases domestic percentage content requirements for Buy America through incremental increases. By FY2020, the Buy America requirement for rolling stock will total 70 percent. The FAST Act also makes important changes to the waiver denial process, requiring FTA to certify the availability and quality of the domestic sources for the product in the denied waiver.

===State of Good Repair===
With an estimated 40 percent of buses and 25 percent of U.S. rail transit assets considered to be in marginal or poor condition, helping transit agencies maintain bus and rail systems in a state of good repair remains an FTA priority. The FAST Act increased annual funding for FTA’s State of Good Repair (5337) program for rail from $2.1 billion to $2.5 billion.

===Access and Mobility===
New under the FAST Act, FTA will distribute funding under a pilot program for efforts that improve the coordination of transportation services that link with non-emergency medical care. Funding, intended for organizations that focus on coordinated transportation solutions, begins at $2 million in FY16 and increases incrementally each year, topping out at $3.5 million in FY19 and FY20.

===Research===
The FAST Act renamed FTA’s research program the Public Transportation Innovation Program and authorized it to fund demonstration, deployment and evaluation research projects. The research program features a new Low- and No-Emission Vehicle component testing program funded at $3 million a year.

==Further Reading==
*US House Transportation and Infrastructure Committee FAST Act page [http://transportation.house.gov/fast-act/ http://transportation.house.gov/fast-act/]

==References==
<references />

Fixing America's Surface Transportation Act

2019-07-17T17:42:07Z

Ssperoni: Ssperoni moved page Fixing America's Surface Transportation Act to FAST Act (2015): Keeps same style as MAP-21

"On December 4, 2015, President Obama signed the Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) into law—the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintains our focus on safety, keeps intact the established structure of the various highway-related programs we manage, continues efforts to streamline project delivery and, for the first time, provides a dedicated source of federal dollars for freight projects. With the enactment of the FAST Act, states and local governments are now moving forward with critical transportation projects with the confidence that they will have a federal partner over the long term."<ref>FHWA: Fixing America's Surface Transportation Act or "FAST Act" https://www.fhwa.dot.gov/fastact/</ref>

==Transit implications==
The FAST Act has a number of implications specifically for transit. The [[FTA]] offers the following summary of public transportation implications:<ref> FTA:<ref>FTA: FAST Act https://www.transit.dot.gov/FAST ''Accessed 11 Fenraury 2017''</ref>
===Bus and Bus Facilities===
FTA’s Bus and Bus Facilities program received an increase in funding of $268 million over FY15 levels, for a total of $696 million for FY16. This program helps transit agencies fund new buses, replace aging fleets and facilities, and adds a new eligibility to deploy low- or no-emission vehicles.

The FAST Act re-established a Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process. Many of the grants are expected to fund replacements for aging fleets or facilities. In FY16, $268 million in funding will be available. Of that amount, $55 million has been designated for Low- or No- Emission Bus Deployment projects.

Also included in the Bus and Bus facilities program is a new pilot program for Cost-Effective Capital Investment, which encourages states to share bus funding resources among a partnership of recipients.

===Procurement===
Section 3019 of the FAST Act changed purchasing procedures to offer more purchasing options for public transportation systems of varying sizes. Under the Act, multiple states and providers may purchase capital assets through cooperative interstate procurements. The FAST Act also created a pilot program to allow nonprofit organizations to enter into cooperative procurement contracts. Under the new procurement procedures, transit agencies can lease equipment or facilities such as low- or no-emission components. Finally, the FAST Act established a Joint Procurement Clearinghouse to allow grantees to co-purchase rolling stock within a system that helps them identify procurement partners.

===Buy America===
The FAST ACT increases domestic percentage content requirements for Buy America through incremental increases. By FY2020, the Buy America requirement for rolling stock will total 70 percent. The FAST Act also makes important changes to the waiver denial process, requiring FTA to certify the availability and quality of the domestic sources for the product in the denied waiver.

===State of Good Repair===
With an estimated 40 percent of buses and 25 percent of U.S. rail transit assets considered to be in marginal or poor condition, helping transit agencies maintain bus and rail systems in a state of good repair remains an FTA priority. The FAST Act increased annual funding for FTA’s State of Good Repair (5337) program for rail from $2.1 billion to $2.5 billion.

===Access and Mobility===
New under the FAST Act, FTA will distribute funding under a pilot program for efforts that improve the coordination of transportation services that link with non-emergency medical care. Funding, intended for organizations that focus on coordinated transportation solutions, begins at $2 million in FY16 and increases incrementally each year, topping out at $3.5 million in FY19 and FY20.

===Research===
The FAST Act renamed FTA’s research program the Public Transportation Innovation Program and authorized it to fund demonstration, deployment and evaluation research projects. The research program features a new Low- and No-Emission Vehicle component testing program funded at $3 million a year.

==Further Reading==
*US House Transportation and Infrastructure Committee FAST Act page [http://transportation.house.gov/fast-act/ http://transportation.house.gov/fast-act/]

==References==
<references />

Fixing Americas Surface Transportation Act

2019-07-17T17:40:05Z

Ssperoni: Redundant page -- redirected to page with grammatically-correct title

#REDIRECT [[Fixing America's Surface Transportation Act]]"On December 4, 2015, President Obama signed the Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) into law—the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintains our focus on safety, keeps intact the established structure of the various highway-related programs we manage, continues efforts to streamline project delivery and, for the first time, provides a dedicated source of federal dollars for freight projects. With the enactment of the FAST Act, states and local governments are now moving forward with critical transportation projects with the confidence that they will have a federal partner over the long term." <ref>FHWA: Fixing America's Surface Transportation Act or "FAST Act" https://www.fhwa.dot.gov/fastact/ ''Accessed 11 February 2017''</ref>

==Transit Implications==
The FAST Act has a number of public transportation specific implications. The [[FTA]] offers the following summary:<ref>FTA: FAST Act https://www.transit.dot.gov/FAST ''Accessed 11Febraury 2017''</ref>

====Bus and Bus Facilities====
FTA’s Bus and Bus Facilities program received an increase in funding of $268 million over FY15 levels, for a total of $696 million for FY16. This program helps transit agencies fund new buses, replace aging fleets and facilities, and adds a new eligibility to deploy low- or no-emission vehicles.

The FAST Act re-established a Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process. Many of the grants are expected to fund replacements for aging fleets or facilities. In FY16, $268 million in funding will be available. Of that amount, $55 million has been designated for Low- or No- Emission Bus Deployment projects.

Also included in the Bus and Bus facilities program is a new pilot program for Cost-Effective Capital Investment, which encourages states to share bus funding resources among a partnership of recipients.

====Procurement====
Section 3019 of the FAST Act changed purchasing procedures to offer more purchasing options for public transportation systems of varying sizes. Under the Act, multiple states and providers may purchase capital assets through cooperative interstate procurements. The FAST Act also created a pilot program to allow nonprofit organizations to enter into cooperative procurement contracts. Under the new procurement procedures, transit agencies can lease equipment or facilities such as low- or no-emission components. Finally, the FAST Act established a Joint Procurement Clearinghouse to allow grantees to co-purchase rolling stock within a system that helps them identify procurement partners.

====Buy America====
The FAST ACT increases domestic percentage content requirements for Buy America through incremental increases. By FY2020, the Buy America requirement for rolling stock will total 70 percent. The FAST Act also makes important changes to the waiver denial process, requiring FTA to certify the availability and quality of the domestic sources for the product in the denied waiver.

====State of Good Repair====
With an estimated 40 percent of buses and 25 percent of U.S. rail transit assets considered to be in marginal or poor condition, helping transit agencies maintain bus and rail systems in a state of good repair remains an FTA priority. The FAST Act increased annual funding for FTA’s State of Good Repair (5337) program for rail from $2.1 billion to $2.5 billion.

====Access and Mobility====
New under the FAST Act, FTA will distribute funding under a pilot program for efforts that improve the coordination of transportation services that link with non-emergency medical care. Funding, intended for organizations that focus on coordinated transportation solutions, begins at $2 million in FY16 and increases incrementally each year, topping out at $3.5 million in FY19 and FY20.

====Research====
The FAST Act renamed FTA’s research program the Public Transportation Innovation Program and authorized it to fund demonstration, deployment and evaluation research projects. The research program features a new Low- and No-Emission Vehicle component testing program funded at $3 million a year.

==Further Reading==
*US House Transportation and Infrastructure Committee: FAST Act http://transportation.house.gov/fast-act/ ''Accessed 11 February 2017''

==References==
<references />
[[Category:Finance and revenue]]

FAST Act

2019-07-17T17:38:56Z

Ssperoni: Redirected to existing page

#REDIRECT [[Fixing America's Surface Transportation Act]]

Fixing Americas Surface Transportation Act

2019-07-17T17:36:15Z

Ssperoni: Added category

"On December 4, 2015, President Obama signed the Fixing America’s Surface Transportation (FAST) Act (Pub. L. No. 114-94) into law—the first federal law in over a decade to provide long-term funding certainty for surface transportation infrastructure planning and investment. The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for highway, highway and motor vehicle safety, public transportation, motor carrier safety, hazardous materials safety, rail, and research, technology, and statistics programs. The FAST Act maintains our focus on safety, keeps intact the established structure of the various highway-related programs we manage, continues efforts to streamline project delivery and, for the first time, provides a dedicated source of federal dollars for freight projects. With the enactment of the FAST Act, states and local governments are now moving forward with critical transportation projects with the confidence that they will have a federal partner over the long term." <ref>FHWA: Fixing America's Surface Transportation Act or "FAST Act" https://www.fhwa.dot.gov/fastact/ ''Accessed 11 February 2017''</ref>

==Transit Implications==
The FAST Act has a number of public transportation specific implications. The [[FTA]] offers the following summary:<ref>FTA: FAST Act https://www.transit.dot.gov/FAST ''Accessed 11Febraury 2017''</ref>

====Bus and Bus Facilities====
FTA’s Bus and Bus Facilities program received an increase in funding of $268 million over FY15 levels, for a total of $696 million for FY16. This program helps transit agencies fund new buses, replace aging fleets and facilities, and adds a new eligibility to deploy low- or no-emission vehicles.

The FAST Act re-established a Bus Discretionary Program that allows states to apply for project-specific funding via a competitive process. Many of the grants are expected to fund replacements for aging fleets or facilities. In FY16, $268 million in funding will be available. Of that amount, $55 million has been designated for Low- or No- Emission Bus Deployment projects.

Also included in the Bus and Bus facilities program is a new pilot program for Cost-Effective Capital Investment, which encourages states to share bus funding resources among a partnership of recipients.

====Procurement====
Section 3019 of the FAST Act changed purchasing procedures to offer more purchasing options for public transportation systems of varying sizes. Under the Act, multiple states and providers may purchase capital assets through cooperative interstate procurements. The FAST Act also created a pilot program to allow nonprofit organizations to enter into cooperative procurement contracts. Under the new procurement procedures, transit agencies can lease equipment or facilities such as low- or no-emission components. Finally, the FAST Act established a Joint Procurement Clearinghouse to allow grantees to co-purchase rolling stock within a system that helps them identify procurement partners.

====Buy America====
The FAST ACT increases domestic percentage content requirements for Buy America through incremental increases. By FY2020, the Buy America requirement for rolling stock will total 70 percent. The FAST Act also makes important changes to the waiver denial process, requiring FTA to certify the availability and quality of the domestic sources for the product in the denied waiver.

====State of Good Repair====
With an estimated 40 percent of buses and 25 percent of U.S. rail transit assets considered to be in marginal or poor condition, helping transit agencies maintain bus and rail systems in a state of good repair remains an FTA priority. The FAST Act increased annual funding for FTA’s State of Good Repair (5337) program for rail from $2.1 billion to $2.5 billion.

====Access and Mobility====
New under the FAST Act, FTA will distribute funding under a pilot program for efforts that improve the coordination of transportation services that link with non-emergency medical care. Funding, intended for organizations that focus on coordinated transportation solutions, begins at $2 million in FY16 and increases incrementally each year, topping out at $3.5 million in FY19 and FY20.

====Research====
The FAST Act renamed FTA’s research program the Public Transportation Innovation Program and authorized it to fund demonstration, deployment and evaluation research projects. The research program features a new Low- and No-Emission Vehicle component testing program funded at $3 million a year.

==Further Reading==
*US House Transportation and Infrastructure Committee: FAST Act http://transportation.house.gov/fast-act/ ''Accessed 11 February 2017''

==References==
<references />
[[Category:Finance and revenue]]

TIGER Grants

2019-07-17T17:34:31Z

Ssperoni:

Beginning with Fiscal Year 2018, the United States Department of Transportation renamed the Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grants program as the [[BUILD Grants|Better Utilizing Investments to Leverage Development (BUILD) Transportation Discretionary Grants]] program.

TIGER Grants

2019-07-17T17:10:51Z

Ssperoni:

TIGER Grants

2019-07-17T17:07:15Z

Ssperoni: Created blank page

MAP-21

2019-07-16T22:50:55Z

Ssperoni: Updated

[[File:MAP21logo.png|thumb|right|300px|]]
[[Category:Finance and revenue]]
==Introduction==
In July 2012, Congress enacted a surface transportation law, Moving Ahead for Progress in the 21st Century (MAP-21), providing federal transportation funding for the fiscal years 2013 and 2014.

Major policy changes include:

*Major increase in federally backed [[Transportation Infrastructure Finance and Innovation Act (TIFIA)]] loans, which could help regions speed up transit plans. Projects are now evaluated only on creditworthiness and a first-come, first-served basis <ref>Urban Land Institute. [http://www.uli.org/infrastructure-initiative/the-promises-and-perils-of-map-21/. "The Promises ad Perils of MAP-21".] 2012. </ref>
*Consolidation of 90 highway and transit programs into roughly 30 programs. Earmarks for specific projects were eliminated, as well as many discretionary programs; nearly all the money is apportioned under the new overarching programs.
*Modifications of definitions, such as Bus Rapid Transit (Section 5302), which now allows it to be become eligible for funding that was previously only allowed for fixed guideway systems.
*New performance measures, with an emphasis on performance measurement implementation, rather than performance-based funding; MAP-21 imposes no financial penalty for states and MPOs that fail to make progress toward performance goals, and funding decisions for any given project are not explicitly tied to performance criteria. The USDOT will establish measures for goals that include interstate highway performance, pavement conditions, fatalities and injuries, and transit safety. Under current law, there is no requirement for transit agencies to evaluate or report on the state of their infrastructure. Under MAP-21, transit agencies are required to develop asset management plans, which include capital asset inventories, condition assessments, decision support tools, and investment prioritization. <ref>Chicago Metropolitan Agency for Planning. [http://www.cmap.illinois.gov/policy-updates/-/blogs/map-21-performance-measures-and-performance-based-funding. "MAP-21, Performance Measures, and Performance-Based Funding".] 2012. </ref>

Additionally, the bill cut some discretionary funding programs. Historically, formulas funneling money to states and transit agencies have distributed 80 percent of federal highway and transit money, but MAP-21 boosts that percentage to over 92%, leaving less than eight percent of funds to be spent under the direction of USDOT <ref>Urban Land Institute. [http://www.uli.org/infrastructure-initiative/usdot-talks-map-21-with-uli/. "USDOT Talks MAP-21 with ULI".] 2012.</ref> This change will make funding more predictable, but will limit the amount available for transit agencies.

The [[FAST Act|Fixing America's Surface Transportation (FAST) Act]] replaced MAP-21 in 2015.

==Transit Programs==
Overall, MAP-21 slightly increased formula funds for transit agencies and slightly reduced funds for new construction. The bill provides $10.578 billion for transit in FY2013 and $10.695 billion in FY2014. Transit programs include formula funding and competitive funding.

===Formula Funding===
*Urbanized Area Formula Grants (Section 5307): Can be used for new capital projects and to cover operating costs.
*Enhanced Mobility of Seniors and Persons with Disabilities (Section 5310): Grants for capital and operating expenses that support transportation to meet the special needs of older adults and persons with disabilities.
*State of Good Repair Grants (Section 5337): New program focusing on maintenance projects for existing fixed-guideway rail and bus systems, including vehicles, track, structures, communications, etc. Projects are limited to replacement and rehabilitation, or capital projects required to maintain public transportation systems in a state of good repair
*Bus and Bus Facilities (Section 5339): New grant program that replaces the old competitive bus funding program. Grants will be for purchase, rehabilitation, and repair of buses and bus facilities. Each year, $65.5 million will be allocated with each State receiving $1.25 million and each territory (including DC and Puerto Rico) receiving $500,000. The remaining funding will be distributed by formula based on population, vehicle revenue miles and passenger miles. This program requires a 20 percent local match <ref>Federal Transit Administration. [http://www.fta.dot.gov/documents/MAP21_essay_style_summary_v5_MASTER.pdf "A Summary of Public Transportation Provisions"]. </ref>

===Competitive Funding===
*New Starts: Traditional New Starts program funding has been for projects with fixed guideawys, but MAP-21 now allows [[bus rapid transit]] (BRT) projects to qualify for funding as long as the buses have their own travel lane for the majority of the route (compared to the entirety of the route, as in previous requirements). Additionally, grants can be used to expand rail or BRT capacity, by increasing existing passenger capacity by at least ten percent. These "core capacity" projects are capital improvements that address issues such as overcrowding by adding station entrances, double-tracking, or lengthening platforms.

===TOD Pilot Program===
This is a new discretionary funding program for transit-oriented development. The bill establishes a national policy “encouraging mixed use, transit-oriented development”; while having little immediate effect, it can help promote TOD. <ref>Transportation for America. [http://t4america.org/wp-content/uploads/2012/03/MAP-21-external-summary-FINAL-03-26-12.pdf "Summary of MAP-21 Provisions".] 2012. </ref> Only communities with new projects are eligible to apply. Eligible projects include comprehensive planning in corridors with new rail, bus rapid transit, or core capacity projects. The comprehensive plans should seek to enhance ridership, facilitate multimodal connectivity and accessibility, increase access to transit hubs for pedestrian and bicycle traffic, enable mixed-use development, etc.

==References==
<references />

==Additional Reading==
[http://www.federalbriefing.com/pdfs/legislation/map%2021%20nswg%20transit%20summary.pdf. "Summary of MAP-21 Transit Title."]

: This document provides a quick overview of changes under the MAP-21 program.

[http://t4america.org/wp-content/uploads/2012/03/MAP-21-external-summary-FINAL-03-26-12.pdf Transportation for America. (2012). "Summary of MAP-21 Provisions."]

: This summary provides a slightly more detailed introduction to MAP-21.

[http://t4america.org/wp-content/uploads/2012/11/MAP-21-Handbook-Web.pdf Goldberg, D. (ed.). "Making the Most of MAP-21." Transportation for America.]

: This handbook provides a detailed guide to the program.

Congestion pricing

2019-07-16T22:49:07Z

Ssperoni: /* Case Studies */

[[Category:Investment and planning]]
[[Category:Finance and revenue]]

[[Image:hotlane.jpg|right|thumb|500px|High-occupancy toll lanes are one form of congestion pricing seen in the US. Source: [https://commons.wikimedia.org/w/index.php?curid=47400327 Famartin (CC BY-SA 4.0)]]]
==Introduction==
Most roads are completely free to use. This leads to high demand and, as a result, traffic congestion. Congestion pricing attempts to reduce congestion, decrease travel times, and increase reliability by forcing drivers to pay for using roads. Rather that simply levying flat tolls, congestion pricing works by varying the cost of driving depending on traffic levels. When traffic is high prices rise in an attempt to curb demand. Drivers unwilling to pay the high price will potentially adjust their travel behavior to avoid the congestion, leading to more efficient use of road space.

While congestion pricing is meant to reduce traffic, it also generates revenue. This money can be used put towards improving public transportation so that people have a realistic alternative to driving.

==Congestion Pricing Basics==
Congestion pricing encompasses several different strategies for applying a price to heavily traveled road networks. The basic concept is to raise the price of travel as the number of travelers increases, especially when the level of traffic begins to decrease the time and reliability of travel. In the United States, the "high occupancy toll" (HOT) lane is one of the most common forms of congestion pricing<ref>[http://ops.fhwa.dot.gov/publications/fhwahop08039/cp_prim1_00.htm Federal Highway Administration. (2008). "Congestion Pricing: A Primer."]</ref>. HOT lanes are typically converted from existing high-occupancy vehicle (HOV) lanes, retaining the basic concept of free travel by carpools and buses while adding the option for solo drivers to pay to use the lane. This strategy allows motorists who value a faster and more reliable trip on the highway to pay for such an alternative. HOT lanes do not replace general travel lanes, meaning people can continue to drive for free on the same roadway. True congestion pricing on HOT lanes requires that the price paid by solo drivers increases as the volume of cars increases. If so many vehicles are buying into the HOT lanes that traffic begins to back up, the price may climb significantly, or in some cases, the HOT lanes may revert temporarily back to HOV-only.

Other congestion pricing tools besides HOT lanes include zone pricing, tolls across an entire roadway, and area-wide driving charges.
* '''Zone pricing''' - In a zone pricing system, motorists must pay to drive into a certain area. This has never been implemented in North America, but can be seen in some European cities. It was introduced in London in 2003; most motorists entering the central city between 7:00am and 6:30pm Monday through Friday must pay a fee to do so<ref>[http://www.vtpi.org/london.pdf Litman, T. (2011). "London Congestion Pricing: Implications for Other Cities."]</ref>. The revenues from the zone pricing have been directed towards improved public transport, and together have reduced traffic by as much as 15% without significant increases on surrounding local roads.
* '''Tolls across an entire roadway''' - The concept of a toll road is not unfamiliar to Americans, but these tolled facilities usually have a fixed fee. More modern systems adjust the charge to meet demand, which can encourage off-peak travel.
* '''Area-wide charges''' - The most experimental system of congestion pricing involves charging drivers on a per-mile basis for all driving within a certain area. Oregon is currently piloting a project that would use this sort of pricing to replace the fuel tax, which is becoming less and less effective as a funding mechanism as fuel efficiency increases.

Of all the strategies for congestion pricing, converting HOV lanes to HOT lanes is by far the most common and best-studied. As such, it is was the one we will focus on going forward.

==Implementing HOT Lanes==
Getting a HOT lane project off the ground can be difficult. Motorists are used to driving for free, so any new plan to charge them for it is likely to be challenged. Starting a project requires strong leadership that can carry implementation through setbacks. The organization pushing for the lane needs to find allies in three groups: the legislature, other organizations, and the public.
* '''Legislature''' - Because HOT lanes are relatively new, they are vulnerable to legal challenges. Working with the legislature to build trust is an important step to getting permission to move ahead. This can be done by clearly outline the authority structure and goals of the project.
* '''Other organizations''' - Plans for HOT lanes generally have multiple stakeholders. Successful implementation requires clear coordination, often in the form of legal agency agreements.
* '''Public''' - In order for the public to accept any congestion pricing plan, they need to know what the money is going towards. Educational campaigns can help explain the benefits of the program. In addition, pledging to use money for public transit or other improvements can be beneficial.

Once a project has been approved, it is time to actually implement it. It’s important to have a thorough plan in place at this step, as any issues can be very costly and eliminate forward momentum. Pilot projects are a low-risk way to start. Before the full project begins, make sure to clarify what vehicles are exempt (emergency, transit, HOV, etc.) and coordinate with law enforcement on their responsibilities. If using mitigation strategies like improved transit, roll them out before tolling starts. Once the project is moving, constant monitoring is necessary to keep it on the right track.

===HOT Lane Technology===
Unlike traditional toll roads, HOT lanes typically do not involve tollbooth payment. Instead, drivers pay the toll with electronic transponders placed in their cars. The transponders are loaded with money (online, over the phone, or at an office) and communicate with overhead electronic scanners on the roadway. Cameras are often used alongside the scanners in order to record the license plate numbers of drivers trying to use the lanes without paying.

===Equity questions===
One of the most frequent arguments against HOT lanes is that they disproportionately hurt low-income motorists; the term “Lexus lanes” has been used to paint the lanes as being only for the rich. While it is true that the lanes can be expensive to use, studies have shown that drivers of all income levels use them. And because HOT lanes do not replace general travel lanes, they should not have a negative impact on free traffic. Lastly, road pricing is a less regressive way to pay for road maintenance than fuel taxes, vehicle registration fees, or sales taxes<ref>[https://ops.fhwa.dot.gov/publications/fhwahop08040/fhwahop08040.pdf “Income-Based Equity Impacts of Congestion Pricing.” Federal Highway Administration.]</ref>.

This is not to dismiss equity concerns, however. There are certainly equity issues that must be addressed. Credit card-based transponders are inaccessible to the unbanked, so some programs are starting to accept cash payment. In cases where pricing is deemed to be unreasonable for low-income drivers, toll exemptions and rebates have been enacted<ref>[http://media.metro.net/projects_studies/expresslanes/images/low_income_draft_final_report.pdf LACMTA. (2010). "Metro ExpressLanes Project: Final Low-Income Assessment."]</ref>. Lower tolls for low-income drivers are especially important if entire roadways are tolled and easy alternatives do not exist, such as in the case of a toll bridge.

Congestion pricing is fundamentally aimed at reducing demand for driving. Some of this reduction comes from eliminating trips, but people do still need to get around. One way to deal with some of the equity problems arising from HOT lanes is to use a portion of the revenue to fund transit improvement.

==Case Studies==
* '''San Diego''' - San Diego’s I-15 moved to a congestion pricing system in 1998. City of Poway Mayor Jan Goldsmith championed the project, rallying support in the region. The toll varies as often as every six minutes and raises about $2 million a year, half of which is spent on transit. Bus ridership along the corridor has risen 25% since the program started.
*[[File:LA HOT Lanes.jpg|thumb|Map of Los Angeles County HOT Lanes, existing and programmed. (Data source: Caltrans, Map: Sam Speroni)]]'''Los Angeles''' - Metro initially struggled to get legislative approval for HOT lanes on I-10/110, but succeeded with the support of State Senator Mark Ridley-Thomas. The project got off the ground when Metro promised to study the effect on low-income commuters and closely monitor the program.
* '''Orange County''' - Four variably priced express lanes were opened on State Route 91 in 1995. The tolls are changed every three months to account for traffic volumes. Average peak-hour speeds on the express lanes is 60-65 miles per hour, as opposed to 15-20 miles per hour in the general lanes. Not only has the project been financially successful, but it has allowed drivers to travel much more quickly.
* '''New York City (Manhattan) -''' In March 2019, New York Governor Andrew Cuomo approved a state budget that included the approval of congestion pricing in Manhattan, with an expected start date in 2021. New York City will use a cordon pricing scheme that will charge drivers to enter Manhattan below 60th Street. Governor Cuomo deferred decision on many of the other details, including the pricing scheme, to the Triborough Bridge and Tunnel Authority, which is part of the Metropolitan Transportation Administration (MTA).<ref>Hu, W. (2019, April 2). [https://www.nytimes.com/2019/03/26/nyregion/what-is-congestion-pricing.html "Over $10 to Drive in Manhattan? What We Know About the Congestion Pricing Plan]." ''The New York Times''.</ref> Revenue generated from the program will go 80 percent to the MTA's subway and bus network, and 10 percent each to the Long Island Railroad and the Metro-North Railroad.<ref>McKinley, J. and V. Wang. (2019 March 31) "[https://www.nytimes.com/2019/03/31/nyregion/budget-new-york-congestion-pricing.html?module=inline New York State Budget Deal Brings Congestion Pricing, Plastic Bag Ban and Mansion Tax]." The New York Times.</ref>

==References==
<references />

==Additional Reading==
[https://ops.fhwa.dot.gov/publications/fhwahop13007/fhwahop13007.pdf Perez, B.G., Fuhs, C., Gants, C., Giordano, R., & Ungemah, D.H. (2012). "Priced Managed Lane Guide." Federal Highway Administration]
: This document provides an extensive guide to the details of all the stages of implementing a lane pricing program.

File:LA HOT Lanes.jpg

2019-07-16T22:47:31Z

Ssperoni:

LA HOT Lanes from GIS

FAST Act

2019-07-16T22:42:18Z

Ssperoni: Created page, initial wording, formatting.

== Introduction ==
The Fixing America's Surface Transportation (FAST) Act authorized $305 billion over fiscal years 2016 through 2020. President Obama signed it into law on December 4, 2015, replacing the 2012 [[MAP-21|Moving Ahead for Progress in the 21st Century (MAP-21) Act]].

== Transit Programs ==

== Inclusion of Passenger Rail ==
The FAST Act was the first time Congress has included Amtrak's reauthorization in surface transportation legislation. This inclusion has allowed Amtrak to plan for new trainsets in 2021, station upgrades, and improvements to track capacity and ride quality.<ref>Amtrak. [https://media.amtrak.com/2016/08/amtrak-invests-2-4-billion-for-next-gen-high-speed-trainsets-infrastructure-upgrades/ "Amtrak Invests $2.4 billion for Next-Gen High-Speed Trainsets and Infrastructure Upgrades."] 26 August 2016.</ref>

== References ==
<references />

Transportation Infrastructure Finance and Innovation Act (TIFIA)

2019-07-16T22:30:51Z

Ssperoni:

[[Image:Tifia.gif|right|thumb|350px|TIFIA logo from Federal Highway Administration]]
[[Category:Finance and revenue]]
==Introduction==
The Transportation Infrastructure Finance and Innovation Act (TIFIA) program was authorized in 1998. The program was created because state and local governments that sought to finance large-scale transportation projects with tolls and other forms of user-backed revenue often had difficulty obtaining financing at reasonable rates due to the uncertainties associated with these revenue streams. <ref>Federal Highway Administration. [http://www.fhwa.dot.gov/ipd/tifia/ "TIFIA Defined."] </ref> TIFIA provides federal credit assistance with fixed rates that are often lower than what most borrowers can obtain in the private market. By providing greater access to capital, TIFIA can help advance qualified, large-scale projects that might otherwise be delayed because of size, complexity, or uncertainty over the timing of revenues.

===Changes Under MAP-21===
[[MAP-21]] greatly expanded TIFIA's lending capacity, when Congress authorized $1.75 billion in budget authority for the program. Each dollar of federal funds can provide up to $10 in TIFIA credit assistance; under the new MAP-21 funding level, the USDOT expects to be able to offer about $17 billion in credit assistance. That in turn could leverage $20-$30 billion in transportation infrastructure investment. <ref>Department of Transportation. [http://nacto.org/wp-content/uploads/2012/10/BertramChris_TIFIA-NACTO.pdf “MAP-21 and Transportation Financing Under the TIFIA Credit Program.”]2012.</ref>

Most eligible project types and project costs retain their previous TIFIA eligibility. There are new provisions for "rural infrastructure projects", which include a reduced interest rate as well as lowering the minimum project cost from $50 million to $25 million. The maximum loan amount has been increased. Other changes include a rolling admissions process and removal of discretionary selection criteria.

One change to the TIFIA program allows the loans to be subordinated to pre-existing debt in some cases. This has been criticized by some, since it exposes the federal government to more risk, but it could help transit agencies by making it easier to attract private capital for the matching dollars <ref>DC Streetsblog. [http://usa.streetsblog.org/2012/07/03/americas-transpo-loan-program-to-reward-punctuality-not-innovation "Under New Bill, America’s Transpo Loan Program Ignores National Goals."] 2012 </ref>

=== Changes Under FAST ===
The [[FAST Act]] continued the TIFIA Program similar to its capacity under MAP-21, including types of financial assistance, master credit agreements, and federal share provisions. It also continued all prior TIFIA-eligible activities and adds two new activities: [[transit-oriented development (TOD)]] projects and the capitalization of a rural projects fund within a [[Infrastructure Banks|State infrastructure bank]]. The FAST Act also eliminated the MAP-21 requirement that DOT annually distribute among states any remaining unobligated and uncommitted TIFIA balance.

The minimum project cost returned to $50 million, unless the costs are "1/3 of the most recently-completed fiscal year's formula apportionment for the state in which the project is located."<ref>[https://www.fhwa.dot.gov/fastact/factsheets/tifiafs.cfm USDOT Fact Sheet]. Transportation Infrastructure Finance and Innovation Act (TIFIA), under Fixing America's Surface Transportation (FAST) Act. February 2016. </ref> Other project types can qualify despite being below those thresholds: intelligent transportation systems (ITS) projects ($15 million), TOD projects ($10 million), rural infrastructure project ($10 million, but not exceeding $100 million), and local infrastructure projects ($10 million).

The application process remained the same as under MAP-21.

==Credit Assistance and Benefits==
The TIFIA program offers three types of financial assistance.

* '''Direct Loan''' - Offers flexible repayment terms and provides combined construction and permanent financing of capital costs. Maximum term of 35 years from substantial completion. Repayments can start up to five years after substantial completion to allow time for facility construction and ramp-up. Up to 49% of total cost.

* '''Loan Guarantee''' - Provides full-faith-and-credit guarantees by the Federal Government and guarantees a borrower's repayments to non-Federal lender. Loan repayments to lender must commence no later than five years after substantial completion of project.

* '''Standby Line of Credit''' - Represents a secondary source of funding in the form of a contingent Federal loan to supplement project revenues, if needed, during the first 10 years of project operations, available up to 10 years after substantial completion of project. Up to 33% of total cost.

TIFIA loans are negotiated between the USDOT and the borrower and are based on the project's economics and characteristics. The amount of credit assistance cannot exceed 33% of total anticipated eligible project costs.

==Program Eligibility and Requirements==

Any project eligible for federal assistance through existing surface transportation programs is also eligible for the TIFIA program. Examples of eligible projects include:
* Transit
* Rail
* Highways
* International bridges and tunnels
* Freight rail facilities
* Intelligent transportation systems (ITS)
* Intermodal projects, including those that facilitate access into and out of a port
* Projects eligible for assistance under title 23 or chapter 53 of title 49

Cost requirements include a minimum capital cost of $50 million (or 33.3% of a state's annual apportionment of federal-aid funds), $25 million for "rural infrastructure projects", or $15 million for ITS. Also, the project must be supported by user charges or other non-federal funding sources.

==Examples of TIFIA Funded Projects==
*The Staten Island Ferries and Ferry Terminals project consisted of construction and acquisition of three ferry boats and redevelopment of two ferry terminals. The project received $159.2 million in direct loans, which was paid off in 2006, 27 years ahead of schedule. This project introduced to transportation finance the structure of scheduled and mandatory debt service. It was the first time such a structure was used for a transportation project and has since become a standard provision of many TIFIA loans that have uncertain revenues pledged, such as toll road revenue. <ref>Federal Highway Administration. [http://www.fhwa.dot.gov/ipd/project_profiles/ny_staten_island.htm "Project Profiles. Staten Island Ferries and Terminals"] </ref>

*In 2010, the Transbay Joint Powers Authority (TJPA) in the Bay Area secured $171 million from the TIFIA program to build a new Transbay Transit Center, a multimodal transportation hub that houses 11 transportation systems, including BART, Caltrain, and Greyhound. <ref>Transbay Joint Powers Authority. [http://transbaycenter.org/project/program-overview "Transbay Transit Center"] </ref> Sources for repayment of the TIFIA loan include tax increment from state-owned parcels (98% of revenues) and passenger facility charges (PFCs) from AC Transit (2% of revenues). This is the first TIFIA loan secured by [[Value-capture finance|value capture]] revenues from real estate taxes on surrounding transit oriented development. <ref>Federal Highway Administration. [http://www.fhwa.dot.gov/ipd/project_profiles/ca_transbay_transit.htm "Project Profiles. Transbay Transit Center"] </ref>

*Since the passage of MAP-21, the Los Angeles Metropolitan Transportation Authority (LACMTA) has made plans to use the TIFIA program to expedite twelve important transportation projects. By using TIFIA funds in conjunction with Measure R funds, LACTMA expects to complete the twelve Measure R projects within 10 years, as opposed to 30. <ref>Northridge-Chatsworth Patch. [http://northridge.patch.com/articles/congress-oks-transportation-bill-expected-to-speed-up-l-a-projects "Congress OKs Transportation Bill Expected to Speed Up L.A. Projects"] </ref> Currently, Metro is seeking for TIFIA funds to pay for the first phase of the Westside Subway Extension to La Cienega Boulevard and also the Regional Connector. <ref>The Source. [http://thesource.metro.net/2012/12/11/metro-sends-inquiry-to-washington-about-use-of-tifia-loans-for-two-projects/ “Metro sends inquiry to Washington about use of TIFIA loans for two projects.”]2012.</ref>

==References==
<references />

==Additional Reading==

[http://www.dot.gov/tifia DOT's TIFIA Program Page.] Contains additional information in transit project eligibility, financing structure, and sample transit projects.

[http://www.fhwa.dot.gov/map21/tifia.cfm USDOT Federal Highway Administration] Fact Sheet. The FHWA provides a fact sheet containing the basics of the TIFIA program.

[http://www.fhwa.dot.gov/ipd/tifia/ Direct Loan Current Interest Rate] Website provides the up-to-date interest rate for a 35-year loan.

[http://www.fhwa.dot.gov/ipd/tifia/guidance_applications/tifia_applications.htm TIFIA Guidance and Application Forms] Innovative Program Delivery website provides the TIFIA program guide, letter of interest form, and application forms.

Transportation Infrastructure Finance and Innovation Act (TIFIA)

2019-07-16T22:30:32Z

Ssperoni: Added FAST Act information

[[Image:Tifia.gif|right|thumb|350px|TIFIA logo from Federal Highway Administration]]
[[Category:Finance and revenue]]
==Introduction==
The Transportation Infrastructure Finance and Innovation Act (TIFIA) program was authorized in 1998. The program was created because state and local governments that sought to finance large-scale transportation projects with tolls and other forms of user-backed revenue often had difficulty obtaining financing at reasonable rates due to the uncertainties associated with these revenue streams. <ref>Federal Highway Administration. [http://www.fhwa.dot.gov/ipd/tifia/ "TIFIA Defined."] </ref> TIFIA provides federal credit assistance with fixed rates that are often lower than what most borrowers can obtain in the private market. By providing greater access to capital, TIFIA can help advance qualified, large-scale projects that might otherwise be delayed because of size, complexity, or uncertainty over the timing of revenues.

===Changes Under MAP-21===
[[MAP-21]] greatly expanded TIFIA's lending capacity, when Congress authorized $1.75 billion in budget authority for the program. Each dollar of federal funds can provide up to $10 in TIFIA credit assistance; under the new MAP-21 funding level, the USDOT expects to be able to offer about $17 billion in credit assistance. That in turn could leverage $20-$30 billion in transportation infrastructure investment. <ref>Department of Transportation. [http://nacto.org/wp-content/uploads/2012/10/BertramChris_TIFIA-NACTO.pdf “MAP-21 and Transportation Financing Under the TIFIA Credit Program.”]2012.</ref>

Most eligible project types and project costs retain their previous TIFIA eligibility. There are new provisions for "rural infrastructure projects", which include a reduced interest rate as well as lowering the minimum project cost from $50 million to $25 million. The maximum loan amount has been increased. Other changes include a rolling admissions process and removal of discretionary selection criteria.

One change to the TIFIA program allows the loans to be subordinated to pre-existing debt in some cases. This has been criticized by some, since it exposes the federal government to more risk, but it could help transit agencies by making it easier to attract private capital for the matching dollars <ref>DC Streetsblog. [http://usa.streetsblog.org/2012/07/03/americas-transpo-loan-program-to-reward-punctuality-not-innovation "Under New Bill, America’s Transpo Loan Program Ignores National Goals."] 2012 </ref>

=== Changes Under FAST ===
The FAST Act continued the TIFIA Program similar to its capacity under MAP-21, including types of financial assistance, master credit agreements, and federal share provisions. It also continued all prior TIFIA-eligible activities and adds two new activities: [[transit-oriented development (TOD)]] projects and the capitalization of a rural projects fund within a [[Infrastructure Banks|State infrastructure bank]]. The FAST Act also eliminated the MAP-21 requirement that DOT annually distribute among states any remaining unobligated and uncommitted TIFIA balance.

The minimum project cost returned to $50 million, unless the costs are "1/3 of the most recently-completed fiscal year's formula apportionment for the state in which the project is located."<ref>[https://www.fhwa.dot.gov/fastact/factsheets/tifiafs.cfm USDOT Fact Sheet]. Transportation Infrastructure Finance and Innovation Act (TIFIA), under Fixing America's Surface Transportation (FAST) Act. February 2016. </ref> Other project types can qualify despite being below those thresholds: intelligent transportation systems (ITS) projects ($15 million), TOD projects ($10 million), rural infrastructure project ($10 million, but not exceeding $100 million), and local infrastructure projects ($10 million).

The application process remained the same as under MAP-21.

==Credit Assistance and Benefits==
The TIFIA program offers three types of financial assistance.

* '''Direct Loan''' - Offers flexible repayment terms and provides combined construction and permanent financing of capital costs. Maximum term of 35 years from substantial completion. Repayments can start up to five years after substantial completion to allow time for facility construction and ramp-up. Up to 49% of total cost.

* '''Loan Guarantee''' - Provides full-faith-and-credit guarantees by the Federal Government and guarantees a borrower's repayments to non-Federal lender. Loan repayments to lender must commence no later than five years after substantial completion of project.

* '''Standby Line of Credit''' - Represents a secondary source of funding in the form of a contingent Federal loan to supplement project revenues, if needed, during the first 10 years of project operations, available up to 10 years after substantial completion of project. Up to 33% of total cost.

TIFIA loans are negotiated between the USDOT and the borrower and are based on the project's economics and characteristics. The amount of credit assistance cannot exceed 33% of total anticipated eligible project costs.

==Program Eligibility and Requirements==

Any project eligible for federal assistance through existing surface transportation programs is also eligible for the TIFIA program. Examples of eligible projects include:
* Transit
* Rail
* Highways
* International bridges and tunnels
* Freight rail facilities
* Intelligent transportation systems (ITS)
* Intermodal projects, including those that facilitate access into and out of a port
* Projects eligible for assistance under title 23 or chapter 53 of title 49

Cost requirements include a minimum capital cost of $50 million (or 33.3% of a state's annual apportionment of federal-aid funds), $25 million for "rural infrastructure projects", or $15 million for ITS. Also, the project must be supported by user charges or other non-federal funding sources.

==Examples of TIFIA Funded Projects==
*The Staten Island Ferries and Ferry Terminals project consisted of construction and acquisition of three ferry boats and redevelopment of two ferry terminals. The project received $159.2 million in direct loans, which was paid off in 2006, 27 years ahead of schedule. This project introduced to transportation finance the structure of scheduled and mandatory debt service. It was the first time such a structure was used for a transportation project and has since become a standard provision of many TIFIA loans that have uncertain revenues pledged, such as toll road revenue. <ref>Federal Highway Administration. [http://www.fhwa.dot.gov/ipd/project_profiles/ny_staten_island.htm "Project Profiles. Staten Island Ferries and Terminals"] </ref>

*In 2010, the Transbay Joint Powers Authority (TJPA) in the Bay Area secured $171 million from the TIFIA program to build a new Transbay Transit Center, a multimodal transportation hub that houses 11 transportation systems, including BART, Caltrain, and Greyhound. <ref>Transbay Joint Powers Authority. [http://transbaycenter.org/project/program-overview "Transbay Transit Center"] </ref> Sources for repayment of the TIFIA loan include tax increment from state-owned parcels (98% of revenues) and passenger facility charges (PFCs) from AC Transit (2% of revenues). This is the first TIFIA loan secured by [[Value-capture finance|value capture]] revenues from real estate taxes on surrounding transit oriented development. <ref>Federal Highway Administration. [http://www.fhwa.dot.gov/ipd/project_profiles/ca_transbay_transit.htm "Project Profiles. Transbay Transit Center"] </ref>

*Since the passage of MAP-21, the Los Angeles Metropolitan Transportation Authority (LACMTA) has made plans to use the TIFIA program to expedite twelve important transportation projects. By using TIFIA funds in conjunction with Measure R funds, LACTMA expects to complete the twelve Measure R projects within 10 years, as opposed to 30. <ref>Northridge-Chatsworth Patch. [http://northridge.patch.com/articles/congress-oks-transportation-bill-expected-to-speed-up-l-a-projects "Congress OKs Transportation Bill Expected to Speed Up L.A. Projects"] </ref> Currently, Metro is seeking for TIFIA funds to pay for the first phase of the Westside Subway Extension to La Cienega Boulevard and also the Regional Connector. <ref>The Source. [http://thesource.metro.net/2012/12/11/metro-sends-inquiry-to-washington-about-use-of-tifia-loans-for-two-projects/ “Metro sends inquiry to Washington about use of TIFIA loans for two projects.”]2012.</ref>

==References==
<references />

==Additional Reading==

[http://www.dot.gov/tifia DOT's TIFIA Program Page.] Contains additional information in transit project eligibility, financing structure, and sample transit projects.

[http://www.fhwa.dot.gov/map21/tifia.cfm USDOT Federal Highway Administration] Fact Sheet. The FHWA provides a fact sheet containing the basics of the TIFIA program.

[http://www.fhwa.dot.gov/ipd/tifia/ Direct Loan Current Interest Rate] Website provides the up-to-date interest rate for a 35-year loan.

[http://www.fhwa.dot.gov/ipd/tifia/guidance_applications/tifia_applications.htm TIFIA Guidance and Application Forms] Innovative Program Delivery website provides the TIFIA program guide, letter of interest form, and application forms.

BUILD Grants

2019-07-16T22:07:52Z

Ssperoni:

[[File:BUILD jpg.jpg|thumb|USDOT's BUILD Grants program logo (Source: USDOT<ref name=":0">USDOT. "About BUILD Grants." https://www.transportation.gov/BUILDgrants/about</ref>)]]
== Introduction ==
The Better Utilizing Investments to Leverage Development (BUILD) Transportation Discretionary Grants program is a means by which the United States Department of Transportation (USDOT) invests in road, rail, transit, and port projects that contribute to national objectives. Grants are awarded through a competitive application process. In contrast to most federal programs, which provide funding only to specific groups of applicants (usually state departments of transportation and local/regional transit agencies), BUILD grants can provide funding directly to any public entity. Applications are typically due in mid-July. In Fiscal Year 2019, the USDOT will award $900 million in BUILD Grants, down $600 million from the previous year.<ref name=":0" />
== Program History ==
[[File:TIGER.png|thumb|Previous program logo, when it was known as the TIGER Grant program, 2009-2017. (Source: Federal Transit Administration<ref>Federal Transit Administration. [https://www.transit.dot.gov/regulations-and-guidance/legislation/arra/arratiger-logos]</ref>)]]
The BUILD Grant program was previously known as the Transportation Investment Generating Economic Recovery (TIGER) Discretionary Grants program. Since its inception in 2009, through this program Congress has provided $7.1 billion to 554 projects. The program has awarded projects to all 50 states, the District of Columbia, Puerto Rico, Guam, and the US Virgin Islands. In its history, the program has awarded approximately $2.4 billion to 223 rural projects.<ref name=":0" />
{| class="wikitable sortable"
|+TIGER/BUILD Grants by Year
!Year
!Program
!Total Amount Awarded
!Number of Projects
|-
|2009
|TIGER I
|$1.5 billion
|51
|-
|2010
|TIGER II
|$600 million
|42
|-
|2011
|TIGER III
|$527 million
|46
|-
|2012
|TIGER IV
|$500 million
|47
|-
|2013
|TIGER V
|$474 million
|52
|-
|2014
|TIGER VI
|$600 million
|41
|-
|2015
|TIGER VII
|$500 million
|39
|-
|2016
|TIGER VIII
|$500 million
|39
|-
|2017
|TIGER IX
|$500 million
|40
|-
|2018
|BUILD
|$1.5 billion
|91
|-
|2019
|BUILD
|$900 million
|TBD
|}

== Eligibility ==

==== Applicants ====
According to USDOT, "State, local, and tribal governments, including U.S. territories, transit agencies, port authorities, metropolitan planning organizations (MPOs), and other political subdivisions of State or local governments" are all eligible to apply for BUILD Grants. Each lead applicant may submit no more than three applications per application period.

==== Projects ====
The Federal Notice of Funding Opportunity (NOFO) for the BUILD Grant program lists the following surface transportation capital projects as possible examples:
* Highway, bridge, or other road projects
* Public transportation projects
* Passenger and freight rail transportation projects
* Port infrastructure investments
* Intermodal projects
Improvements to federally-owned facilities are ineligible, and pilot/research/demonstration projects are only eligible if they will "result in long-term, permanent surface transportation infrastructure that has independent utility."<ref>Office of the Secretary of Transportation, DOT. Notice of Funding Opportunity for the Department of Transportation's National Infrastructure Investments Under the Consolidated Appropriations Act, 2019. Federal Register, Vol. 84, No. 78. 23 April, 2019. p. 16933. https://www.transportation.gov/sites/dot.gov/files/docs/subdoc/391/fy-2019-build-nofo-fr.pdf</ref>

==== Rural/Urban ====
Exactly half of the funds provided must be spent each on rural and urban projects. For the purposes of this program, the USDOT considers an area urban if its Census-designated urbanized area had a population of greater than 200,000 in the 2010 Census. In the FY 2019 program, $900 million in BUILD Grants will be awarded; $450 million of the funds will be used for rural projects, and $450 million of the funds will be used for urban projects.

==== Cost Sharing or Matching ====
The Federal share of costs for a project receiving any BUILD Grant funding may not exceed 80 percent for a project located in an urban area. The Secretary of Transportation may allow the Federal share of costs to exceed 80 percent for rural projects.

== Examples of Projects ==

=== California<ref name=":1">2009-2017 Awarded Projects map. USDOT. https://www.transportation.gov/BUILDgrants/all-projects-map</ref> ===
* '''Crenshaw/LAX Transit Line:''' LA Metro won a $20 million TIGER Grant in 2010 for this project.
* '''Port of Los Angeles West Basin Railyard:''' The Port of LA won a $16 million TIGER Grant in 2010 for this project.
* '''Hollister Avenue Complete Streets Corridor Plan:''' The City of Goleta won a $236,000 TIGER Grant in 2014 to conduct engineering and traffic studies on a 0.8-mile complete street in the Old Town Goleta neighborhood.
* '''Mission Bay / UCSF Hospital Multimodal Transportation Infrastructure:''' The City and County of San Francisco and the SFMTA jointly won a 2012 TIGER Grant of $10 million to "fill critical gaps in the transportation infrastructure" by transforming a former railyard into a mixed-use, [[transit-oriented development (TOD)]].
* '''Sacramento Valley Station:''' The City of Sacramento won $15 million through a TIGER 2012 grant to rehabilitate a 1926 railroad station.

=== Examples from Other States<ref name=":1" /> ===
* '''Rhode Island (RIDOT):''' $10 million TIGER 2012 grant to help replace the rapidly-deteriorating I-95 viaduct through Providence.
* '''Texas (North Central Texas Council of Governments):''' $210,000 TIGER 2014 grant for Land Use-Transportation Connections to Sustainable Schools.
* '''Washington (Sound Transit):''' $14 million TIGER 2013 grant to add HOV lanes on the floating I-90 bridge.

== References ==
<references />
[[Category:Finance and revenue]]

2019-05-30T18:16:26Z

Ssperoni: /* Introduction */

[[File:Publicprivatepartnershipvenn.jpg|right|thumb|350px|A Venn Diagram of a Public Private Partnership (PPP)]]

==Introduction==
Most transit agencies engage in some form of public-private partnerships. An agency that engages with a private-sector firm to design or construct a transit plaza is engaging in a simple public-private partnership that distributes risk and responsibility between itself and private sectors to accomplish a project with a public benefit. Recently, as government has tightened its fiscal belt, transit agencies and other stakeholders have become interested in public-private partnerships as a means of attracting additional funding or accelerating project completion. However, public private-partnerships are often misunderstood. A public-private partnership must confer some benefit (usually a rate of return on capital) to the private sector partner.

== Potential Benefits of PPPs ==

===Risk transfer===
One argument in favor of a public-private partnership is that the arrangement allows the public sector to offload some risk related to project design, finance, construction, operations, and maintenance. Design-build contracts are popular because the structure allows a single party to manage risks related to designing and constructing an infrastructure project. Risks related to costs of constructing a specific design element or certain design flaws can be reduced. A design-build-operate-maintain contract can allow a single party to manage design and construction elements that may impact operation or maintenance costs, rather than allowing parties to transfer risk and costs to other parties. Public-private partnerships can create incentives for early project delivery or penalize late project delivery and transfer risk that fare revenues or other fees are less than expected due to lower than forecast ridership. Under certain arrangements where no revenue guarantee exists, the entity responsible for operating the transit facility will bear the risk of any shortfall in funds from operations.

===Additionality===
Public private partnerships can lead to investments in infrastructure that would have otherwise been delayed or not made at all. In these cases, the partnership provides an additional investment that would not be possible if the public sector were to rely solely on its own support. Engaging in a public private partnership that produces additional investment is not a choice between exclusive public support and a partnership with private support, but rather a choice between pursuing the investment under a private-sector partnership and not pursuing the investment at all.

===Flexibility===
Certain contracting arrangements better accommodate necessary adaptations to deal with unforeseen circumstances. Multi-year projects can face conditions that were not expected during the project planning and onset phases. For example, a multi-year subway construction project using a public-private partnership may be better able to take advantage of new tunnel boring technology than a contract in which the builder is restricted by certain design criteria.

== Potential Concerns and Controversies of PPPs ==

=== Loss of Public Control ===

=== Loss of Future Revenue ===

=== Accountability and Transparency ===

==Public-private partnership structures==
Several permutations are possible to transfer tasks, responsibilities, risks, and ownership from the public to the private sector. These include:
* '''BOT''' - Build Operate Transfer
* '''BOOT''' - Build Own Operate Transfer
* '''BOO''' - Build Own Operate
* '''BLT''' - Build Lease Transfer
* '''DB''' - Design Build
* '''DBB''' - Design Bid Build
* '''DBFO''' - Design Build Finance Operate
* '''DBFMO''' - Design Build Finance Maintain Operate
* '''DCMF''' - Design Construct Manage Finance

==Types of PPPs for Transit Agencies==
In transportation, a public private partnership "involves one or more aspects of the funding, financing, planning, design, construction, operation and maintenance of a transportation facility" <ref>[http://www.fta.dot.gov/documents/apta_ppp_white_paper_final.pdf "Public-Private Partnerships in Public Transportation: Policies and Principles for the Transit Industry."] American Public Transportation Association Task Force on Public Private Partnerships. 2008.</ref> In practice, this can take several forms.

===Contracting===
Agencies use private sector contractors to provide some or all ancillary and core services. Contracting may range from purchasing (using an external printing company to print schedules), to contracting ancillary services (e.g. using an outside payroll company), to [[contracting transit operations]] - their core service. Agencies must evaluate ancillary and core service outsourcing on a case-by-case basis to understand what may gained and what may be lost.

===Tolling===
Although transit already levies a toll-for-service, many automobile facilities do not. Imposing a toll on a previously free facility used by automobiles can both generate revenues and demand for transit. Tolling is typically not politically popular, though providing something new in return for the toll can reduce opposition. Tolling can be used in a BOT, BOOT, DBFO, or DCMF arrangement to provide payments to a private-sector partner which contributed capital and expertise to develop the transportation facility. Tolling generates new revenues, and new revenues are often required to make a public private partnership feasible.

===Financing===
Private capital typically requires a higher rate of return than public capital. This is because dividends paid on municipal bonds are usually untaxed, and the private sector requires a profit margin while the public sector does not. Nevertheless, public private partnerships can bring new investment capital to a project that will produce new revenues or will increase the public entity's capacity to service debt or pay fees to the private sector partner. Using private financing can be a way for the public sector to move long-term liabilities off of their balance sheet.

===Real Estate===
Real estate developers can support transit indirectly through development projects that are supportive of transit. Such transit-oriented development bring not only additional ridership, but also additional political support for the transit system. Under a joint-development scenario, a transit agency works with the private sector to develop a publicly-owned parcel. See more information on joint-development and related strategies at the [[value-capture finance#Joint development|article on value-capture finance]]

==Public Perception of Public-Private Partnerships==
Members of the public will likely perceive that the partnership grant profits to the private sector at the public's expense. A public relations strategy from an early stage should focus on how the partnership enables the project to be built more quickly or more completely under a partnership.

Early brownfield tollroad PPPs have dominated the public perception of PPPs. Two early such partnerships were the Chicago Skyway tollroad in 2005 and the Indiana Toll Road in 2006.<ref name=":0">National Conference of State Legislators, ''Public-Private Partnerships: A ToolKit for Legislators'', October 2010. http://www.ncsl.org/documents/transportation/PPPTOOLKIT.pdf</ref> Both projects have been met with public skepticism, and this perception is not indicative of most PPPs, which are usually greenfield projects.

== Principles for State Legislators Considering PPPs ==
The National Council of State Legislatures (NCSL) published a "Toolkit for Legislators" regarding Public-Private Partnerships for Transportation in 2010. The NCSL provided nine principles for state legislators who are considering PPPs in financing their transportation projects<ref name=":0" />:
# '''Be informed.'''
# '''Separate the debates.''' Most private citizens still consider PPPs to be exclusively brownfield tollroads. Tolling previously-free roads is a controversial issue in and of itself. To effectively bring PPPs to the public, the debates between tolling and between PPPs must be separate. All PPPs needn't be toll roads (and in fact the vast majority are not), and toll roads needn't all be PPPs.
# '''Consider the public interests for all stakeholders.''' The private sector's profit motive in a PPP must be tied to the public interest.
# '''Involve and educate the stakeholders.''' Although the private sector is largely charged with a PPP project's completion, it is important that the community continue to be engaged in the planning process.
# '''Take the long-term perspective.''' PPPs may be alluring to inject short-term revenue into a budget, but its benefits are only realized in the long-term. Long-term investments should be kept to long-term projects.
# '''Let the transportation planning program drive PPP projects.''' PPPs allow for the monetization of existing assets, but they should not enable projects that are not already part of the Long Range Transportation Plan.
# '''Support comprehensive project analyses.''' Bids should be evaluated in an extensive, public process that includes a traditional publicly-built option.
# '''Be clear about financial issues.''' Contracts should be well-written and protect the public financial interest.
# '''Set good ground rules for bidding and negotiation.''' Bidding processes should be transparent and should be backed by a technical evaluation process.

==References==
<references />
==Additional Reading==
American Public Transportation Association Task Force on Public Private Partnerships. [http://www.fta.dot.gov/documents/apta_ppp_white_paper_final.pdf "Public-Private Partnerships in Public Transportation: Policies and Principles for the Transit Industry."] 2008.

: This short resource is one of few transit-specific sources available on public private partnerships. The eight page publication contains common issues to consider as well as principles that should guide transit agencies considering public private partnerships.

E. R. Yescombe. ''Public Private Partnerships: Principles of Policy and Finance''. Elsevier Finance. 2007. ([http://www.worldcat.org/title/public-private-partnerships-principles-of-policy-and-finance/oclc/124066063 find in a library or purchase])

: This postgraduate-level textbook is an in-depth resource for evaluating and entering into public private partnerships. It's a useful resource for someone with prior knowledge of transit capital project management or project finance who is considering various PPP structures and is seeking to evaluate risk transfer and rates of return. Many portions of this book will not be accessible to the general reader. [[Category:Managing transit]] [[Category:Finance and revenue]]

Public private partnership

2019-05-30T18:02:55Z

Ssperoni: /* Public Perception of Public-Private Partnerships */

[[File:Publicprivatepartnershipvenn.jpg|right|thumb|350px|A Venn Diagram of a Public Private Partnership (PPP)]]

==Introduction==
Most transit agencies engage in some form of public-private partnerships. An agency that engages with a private-sector firm to design or construct a transit plaza is engaging in a simple public-private partnership that distributes risk and responsibility between itself and private sectors to accomplish a project with a public benefit. Recently, as government has tightened its fiscal belt, transit agencies and other stakeholders have become interested in public-private partnerships as a means of attracting additional funding or accelerating project completion. However, public private-partnerships are often misunderstood. A public-private partnership must confer some benefit (usually a rate of return on capital) to the private sector partner.

===Risk transfer===
One argument in favor of a public-private partnership is that the arrangement allows the public sector to offload some risk related to project design, finance, construction, operations, and maintenance. Design-build contracts are popular because the structure allows a single party to manage risks related to designing and constructing an infrastructure project. Risks related to costs of constructing a specific design element or certain design flaws can be reduced. A design-build-operate-maintain contract can allow a single party to manage design and construction elements that may impact operation or maintenance costs, rather than allowing parties to transfer risk and costs to other parties. Public-private partnerships can create incentives for early project delivery or penalize late project delivery and transfer risk that fare revenues or other fees are less than expected due to lower than forecast ridership. Under certain arrangements where no revenue guarantee exists, the entity responsible for operating the transit facility will bear the risk of any shortfall in funds from operations.

===Additionality===
Public private partnerships can lead to investments in infrastructure that would have otherwise been delayed or not made at all. In these cases, the partnership provides an additional investment that would not be possible if the public sector were to rely solely on its own support. Engaging in a public private partnership that produces additional investment is not a choice between exclusive public support and a partnership with private support, but rather a choice between pursuing the investment under a private-sector partnership and not pursuing the investment at all.

===Flexibility===
Certain contracting arrangements better accommodate necessary adaptations to deal with unforeseen circumstances. Multi-year projects can face conditions that were not expected during the project planning and onset phases. For example, a multi-year subway construction project using a public-private partnership may be better able to take advantage of new tunnel boring technology than a contract in which the builder is restricted by certain design criteria.

==Public-private partnership structures==
Several permutations are possible to transfer tasks, responsibilities, risks, and ownership from the public to the private sector. These include:
* '''BOT''' - Build Operate Transfer
* '''BOOT''' - Build Own Operate Transfer
* '''BOO''' - Build Own Operate
* '''BLT''' - Build Lease Transfer
* '''DB''' - Design Build
* '''DBB''' - Design Bid Build
* '''DBFO''' - Design Build Finance Operate
* '''DBFMO''' - Design Build Finance Maintain Operate
* '''DCMF''' - Design Construct Manage Finance

==Types of PPPs for Transit Agencies==
In transportation, a public private partnership "involves one or more aspects of the funding, financing, planning, design, construction, operation and maintenance of a transportation facility" <ref>[http://www.fta.dot.gov/documents/apta_ppp_white_paper_final.pdf "Public-Private Partnerships in Public Transportation: Policies and Principles for the Transit Industry."] American Public Transportation Association Task Force on Public Private Partnerships. 2008.</ref> In practice, this can take several forms.

===Contracting===
Agencies use private sector contractors to provide some or all ancillary and core services. Contracting may range from purchasing (using an external printing company to print schedules), to contracting ancillary services (e.g. using an outside payroll company), to [[contracting transit operations]] - their core service. Agencies must evaluate ancillary and core service outsourcing on a case-by-case basis to understand what may gained and what may be lost.

===Tolling===
Although transit already levies a toll-for-service, many automobile facilities do not. Imposing a toll on a previously free facility used by automobiles can both generate revenues and demand for transit. Tolling is typically not politically popular, though providing something new in return for the toll can reduce opposition. Tolling can be used in a BOT, BOOT, DBFO, or DCMF arrangement to provide payments to a private-sector partner which contributed capital and expertise to develop the transportation facility. Tolling generates new revenues, and new revenues are often required to make a public private partnership feasible.

===Financing===
Private capital typically requires a higher rate of return than public capital. This is because dividends paid on municipal bonds are usually untaxed, and the private sector requires a profit margin while the public sector does not. Nevertheless, public private partnerships can bring new investment capital to a project that will produce new revenues or will increase the public entity's capacity to service debt or pay fees to the private sector partner. Using private financing can be a way for the public sector to move long-term liabilities off of their balance sheet.

===Real Estate===
Real estate developers can support transit indirectly through development projects that are supportive of transit. Such transit-oriented development bring not only additional ridership, but also additional political support for the transit system. Under a joint-development scenario, a transit agency works with the private sector to develop a publicly-owned parcel. See more information on joint-development and related strategies at the [[value-capture finance#Joint development|article on value-capture finance]]

==Public Perception of Public-Private Partnerships==
Members of the public will likely perceive that the partnership grant profits to the private sector at the public's expense. A public relations strategy from an early stage should focus on how the partnership enables the project to be built more quickly or more completely under a partnership.

Early brownfield tollroad PPPs have dominated the public perception of PPPs. Two early such partnerships were the Chicago Skyway tollroad in 2005 and the Indiana Toll Road in 2006.<ref>National Conference of State Legislators, ''Public-Private Partnerships: A ToolKit for Legislators'', October 2010. http://www.ncsl.org/documents/transportation/PPPTOOLKIT.pdf</ref> Both projects have been met with public skepticism, and this perception is not indicative of most PPPs, which are usually greenfield projects.

==References==
<references />
==Additional Reading==
American Public Transportation Association Task Force on Public Private Partnerships. [http://www.fta.dot.gov/documents/apta_ppp_white_paper_final.pdf "Public-Private Partnerships in Public Transportation: Policies and Principles for the Transit Industry."] 2008.

: This short resource is one of few transit-specific sources available on public private partnerships. The eight page publication contains common issues to consider as well as principles that should guide transit agencies considering public private partnerships.

E. R. Yescombe. ''Public Private Partnerships: Principles of Policy and Finance''. Elsevier Finance. 2007. ([http://www.worldcat.org/title/public-private-partnerships-principles-of-policy-and-finance/oclc/124066063 find in a library or purchase])

: This postgraduate-level textbook is an in-depth resource for evaluating and entering into public private partnerships. It's a useful resource for someone with prior knowledge of transit capital project management or project finance who is considering various PPP structures and is seeking to evaluate risk transfer and rates of return. Many portions of this book will not be accessible to the general reader. [[Category:Managing transit]] [[Category:Finance and revenue]]

Public private partnership

2019-05-30T17:54:11Z

Ssperoni: /* Public-private partnership structures */

Paratransit Services

2019-05-30T17:53:27Z

Ssperoni:

[[Image: paratransit.jpg|right|thumb|350px|Man alighting a SEPTA paratransit vehicle. Source: http://ow.ly/KjL8O]]

==Introduction==
Paratransit services are special transportation services that are distinct from the conventional transportation choices in a given area. The prefix “para-” literally translates to mean “alongside of” in Greek. <ref>[http://dictionary.reference.com/browse/paratransit Dictionary.com: Paratransit Definition.]</ref> In the context of public transportation, paratransit services are typically flexible services that don’t conform to a fixed schedule or route. They are utilized for the purposes of transporting people with disabilities directly from their origin to their destination.<ref name="ada">[http://www.aarp.org/content/dam/aarp/research/public_policy_institute/liv_com/2012/public-transportation-ada-paratransit-AARP-ppi-liv-com.pdf Public Transportation and ADA Paratransit.] AARP. 2012.</ref> This is a supplemental service to the fixed-route, fixed-schedule services of transit agencies.

== Background ==
Paratransit first emerged in response to the the Federal Rehabilitation Act of 1973, which required transportation agencies that receive federal funding to either make their systems accessible to disabled persons or provide complementary mobility services. Most agencies opted for the complementary services, as it was the less expensive of the two options. In 1990, the Americans with Disabilities Act (ADA) expanded this mandate to all public transportation systems, regardless of their funding sources. It also required any new public transit projects to be accessible to disabled individuals, while also mandating complementary mobility services for destinations that fell within ¾ miles of all existing routes.

== Funding ==

==== Unfunded Mandate ====
Paratransit service is an unfunded mandate in the American Disabilities Act. <ref>[http://www.gda.state.mn.us/resource.html?Id=313 "Next Day Transportation Services for Disabled Mandated by Federal Judge."] Minnesota Department of Administration. March 1, 2001.</ref> Therefore, while it is required for transit agencies to provide these services, there is no federal funding source for agencies to pay for them. Additionally, the ADA mandates that paratransit ride costs do not exceed twice the amount of the agency’s fixed-route system. In 2008, the average cost of a paratransit trip was $2.26 per customer, while agencies were spending an average of $29.95 per customer per trip.<ref name="ada" /> This discrepancy presents a major challenge for transit operators as they struggle to keep up with rider demand.

==== Contracted Service ====
After the ADA's passing in 1990, many transit agencies looked to the private sector to provide Paratransit services by contracting demand-response transportation, mostly using vans or small buses. Demand-response Paratransit carries only about 3 percent of transit riders, but it represents about 14 percent of operating costs for the ten largest transit agencies and about 18 percent for other agencies. Of the service contracts that transit agencies have issued across the United States, approximately 60 percent are for Paratransit.<ref>Transit Center, Eno Center for Transportation (2017). "[https://www.enotrans.org/etl-material/bid-better-transit-improving-service-contracted-operations/ A Bid for Better Transit: Improving Service with Contracted Operations]."</ref>

==References==
<references />

==Additional Reading==

[http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_119.pdf Improving ADA Complementary Paratransit Demand Estimation.] TCRP Report 119. 2007.

[http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_158.pdf Improving ADA Paratransit Demand Estimation: Regional Modeling.] TCRP Report 158. 2007.

[http://transitexec.com Scheduling and Dispatching Software Complex for Paratransit Companies.]

[http://www.fta.dot.gov/12325_3892.html Paratransit Requirements for §5311-Funded Fixed-Route Service Operated by Private Entities.] US Department of Transportation Federal Transit Administration. September 1, 2005.

Trimble, Faith [http://www.bettertransport.info/cascadia/Trimble-EmbracingParatransit.pdf ''Embracing Paratransit Transportation: A Coordinated, Community Approach''] FLT Consulting, Inc. Sound Transit, Seattle, Washington. 2005

[[Category:Investment and planning]]

2019-05-22T23:42:05Z

Ssperoni: Created page

== Introduction ==

== Route Replacements ==

== First-/Last-Mile Partnerships ==

== Payment Partnerships ==

== References ==