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Frequently Asked Questions

View frequently asked questions on this topic below. Perform a word search to narrow your content or, if this topic has sub-categories, select based on your interest from the drop-down list. Answers to frequently asked questions are provided as guidance.

Answer:

Yes. Remanufactured vehicles are vehicles that have undergone substantial structural, mechanical or electrical rebuilding, restoration or updating by a third party and then are sold or leased to a transit agency.

If an applicant includes remanufactured vehicles in the application, whether as a partnership with a remanufacturer or through a proposed competitive procurement, the application must address how the project will meet the remanufactured vehicle requirements identified in FTA Circular C.5010.1E --Award Management Requirements. This information should be addressed as a part of the project implementation plan and includes the following:

  • Procurement. The recipient must identify in their application and procurement their intent to purchase previously-owned and/or remanufactured vehicles.  As part of the bid or proposal the recipient must obtain certification and documentation ascertaining that applicable Bus Testing and Buy America requirements have been met by the original owner or remanufacturer.
  • Useful Life. The grant application and procurement of a previously-owned vehicle must identify the applicable useful life for the vehicle.
  • Bus Testing. The original vehicles must have met the Bus Testing Requirements in place at the time of acquisition by the original owner. 
  • Buy America. The original vehicles must have met the Buy America requirements in place at the time of acquisition by the original owner.  Remanufactured vehicles must meet the applicable Buy America requirements for rolling stock for all new components and subcomponents added or replaced on the vehicle. 
  • DBE Requirements. When a remanufacturer responds to a solicitation for new, or remanufactured vehicles, with a vehicle that has post-production alterations or retro-fitting to provide a “like new” vehicle, the remanufacturer is considered a transit vehicle manufacturer and must comply with the DOT DBE regulations.
Answer:

Yes. “Revenue service” means carrying passengers. Fare-free transit is included in revenue service. However, the service must be public transportation and open to all.

Answer:

Before receiving a grant the designated recipient must certify that: 1) the projects selected by the recipient are included in a locally developed, coordinated public transit-human services transportation plan; 2) the plan was developed and approved through a process that included participation by seniors, individuals with disabilities, representatives of public, private, and nonprofit transportation and human services providers and other members of the pubic; and 3) to the maximum extent feasible, the services funded will be coordinated with transportation services assisted by other Federal departments and agencies, including any transportation activities carried out by a recipient of a grant from the Department of Health and Human Services. Please also review in detail FTA C 9070.1G page V-1 through V-4.

Answer:

No, if you have registered and are up to date you should be able to apply for this opportunity.

Answer:

Yes. Projects selected for Section 5310 funding must be included in a coordinated public transit-human services transportation plan (“coordinated plan”). This was a requirement under SAFETEA-LU and is still a requirement under MAP-21.

Answer:

Yes, this is allowable as projects will be evaluated individually. An applicant must submit a SF-424 form for each supplemental form.

Answer:

FTA maintains flexibility in how projects appear in the coordinated plan. For example, for the purposes of the coordinated plan, a project is a strategy, activity or specific action addressing an identified service gap or transportation coordination objective articulated and prioritized within the plan. For example, a coordinated plan may identify a service gap, such as the absence of accessible transportation service after 10:00 p.m., when the transit system’s fixed route service ends. Examples of strategies to address this service gap may be non-specific, such as adding late-night service options; or may be more specific, such as contracting for accessible taxi service or extending ADA complementary paratransit hours past the fixed route service end time. The level of specificity in the coordinated plan is a local decision.

Answer:

Possibly. MAP-21 specifically requires that the coordinated plan is developed and approved through a process that includes participation by seniors, individuals with disabilities, representatives of public, private and nonprofit transportation and human services providers, and other member of the public. So, if the previous plan did not have participation from representatives from each of these stakeholder groups and some process where the stakeholders approved the plan, then the existing plan would need to be updated.

Additionally, since the program now includes apportionments to urbanized areas, we expect several urbanized areas will need to develop or amend existing coordinated plans to reflect Section 5310 program needs. For urbanized areas over 200,000 in population, coordinated plans from Section 5316/JARC and Section 5317/New Freedom, both of which have been repealed, may be used/updated to reflect 5310 program needs and to help develop the program of projects in large urbanized areas. States should also lend assistance to areas over 200,000 that will be administering the program for the first time.

Answer:

Both the SF-424 and Program Supplemental forms can be downloaded from Grants.gov under the program opportunity tab.

Answer:

In addition to the coordinated planning requirements, to be eligible for funding, section 5310 projects in UZA’s must be included in the metropolitan transportation plan (MTP) prepared and approved by the metropolitan planning organization (MPO) and the governor, and the statewide transportation improvement program (STIP) developed by a state or jointly approved by FTA and FHWA. Projects outside UZA’s must be included in, or be consistent with the statewide long-range transportation plan, as developed by the state, and must be included in the STIP. With limited exceptions, all federally-funded highway or transit projects must be included in the applicable plan and program documents according to state and local procedures. For more information on 5310 planning requirements, please see Chapter V in circular FTA C9070.G.

Answer:

An applicant must use the pdf supplemental form that is provided at Grants.gov or on FTA’s website.  Any other format will not be accepted.

Answer:

There is no requirement for a Statewide plan. The communities may define “locally-developed” and in some cases the planning area may be defined as statewide. Please reference Chapter V in circular FTA C9070.G.

Answer:

Any supporting documentation must be described and referenced by file name in the appropriate section of the supplemental form. Applicants may also include page numbers if the attachment is a multi-page document.  All supporting documents must be attached to the SF-424 Mandatory Form.  FTA does not have any specific guidelines regarding the sequence of files or naming conventions. 

Please note: documentation that is not cited in the narrative may not be reviewed.

Answer:

No. Designated Recipients are not required to competitively select projects. They must, however, have a process by which projects are selected and ensure this is explained in a program/state management plan. Additionally, a program of projects will be required at the time of grant application. For more information on these two requirements, please see Chapters III and V of FTA Circular 9070.1G.

Answer:

Although there isn’t a page limit for supporting documentation, applicants should only include information that specifically supports the statements made in the narrative. Applicants may include just the pertinent excerpts from a larger document.  For example, an applicant may attach a document that includes only the cover page and the pages referenced in the narrative. File sizes cannot be larger than 3 MB.

Answer:

No. FTA will grant States the flexibility of having a single (State) management plan if the States are the designated recipient for large urbanized areas as well as rural and small urbanized areas, so long as it is clear how the program is being managed for the respective population areas The intent of the management plan is to explain to both interested stakeholders as well as FTA how the program will be managed, including how to apply for funding. Therefore, it will be critical for the State, as the large urbanized areas Designated Recipient, to explain this for the respective large urbanized areas for which it has this role.

Answer:

Applications will be evaluated based on the responses provided in the supplemental form and the attached documentation. Content that is not included in the application package will not be reviewed. 

Answer:

Once management plans are developed, the designated recipient must submit the plan to the appropriate FTA Regional office for approval. The FTA Regional office will provide the designated recipient with an approval letter, which must be maintained on file with the designated recipient.

Answer:

If the project is within the planning boundary of a Metropolitan Planning Organization (MPO), the project has to be in both the TIP and STIP. Projects in rural areas only have to be in the STIP. Depending on State or local requirements, the projects may show on the aggregate (program level) or be listed on the individual project level listing. TIP and STIP listings must be consistent with the metropolitan and statewide transportation plans.

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