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While the spreadsheets are provided to make the submission easier for recipients, recipients may provide alternative documentation containing the same information. (See Circular Sections 2.2.4 and 2.2.6).
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. For the purposes of the Low-No Program, remanufactured vehicles include vehicles that have been converted from a traditional power source to a low or no emission power source. 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.
It depends on the source and use of funding. Ride-sourcing services that provide exclusive-ride service for a single passenger or group are not considered public transportation and are not eligible as a public transportation expense. However, exclusive-ride services may be eligible as an alternative to public transportation in the 5310 program or as a job access and reverse commute project. For example, a transit agency may use FTA funds to provide vouchers for individuals to use an exclusive-ride service.
It depends. Capital projects may not have a useful life of less than one year. “Resiliency projects” are defined as capital projects designed and built to reduce the vulnerabilities of a public transportation facility or system to future emergencies or major disasters likely to occur in the geographic area in which the public transportation system is located; or to projected changes in development patterns, demographics, or extreme weather or other climate patterns.All resiliency projects must comply with FTA’s useful life requirements for capital assets. FTA’s useful life requirements state that a recipient must reimburse FTA for the remaining useful life of any asset that is disposed of prior to the end of its useful life.Useful life is determined in accordance with the purpose of the project as well as the type of asset acquired. Since the purpose of a resiliency project is to protect other assets, the useful life of a resiliency project is tied to the lesser of the length of time that an asset (or its replacement) needs protection or the standard useful life of the purchased asset. For example, the useful life of a concrete flood barrier around a substation that is projected to be moved in five years is equal to five years. The useful life of movable equipment, such as modular flood barriers, should be determined by the grantee based on guidance in FTA Circular 5010.
A State DOT is required to submit an FTA EEO Program if it meets the two-prong threshold requirement in Circular Section 1.4. If the State DOT does not meet the threshold, it is not required to submit an FTA EEO Program.
See each detailed course listing/registration forms for this information.
No. The only required reports are Federal Financial and Milestone Reports. These reports are submitted electronically using FTA’s electronic grants management system. FTA encourages recipients to continually evaluate performance of electric vehicles and to share information on their operation and performance within the transit industry.
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.
FTA will apply the same oversight and grant management/administration requirements that apply to recovery and local priority resilience projects, once awarded. Resilience projects must comply with all Federal planning requirements, including the TIP/STIP requirement; however, they will not require prior FTA approval or to be submitted as part of a program of recovery projects, as required for Hurricane Sandy recovery and local priority resilience work. As projects were evaluated and selected based on the submitted application, projects should be delivered in accordance with the schedule and scope identified in the application.
As the specific purpose of a resiliency project is to add protective features to existing infrastructure to minimize damage from future emergencies or major disasters, a resiliency project typically includes a “substantial functional, location or capacity change." As such, FTA expects project sponsors to ensure such resiliency projects are included or appropriately referenced in the MPO’s metropolitan transportation plan as well as the TIP and STIP prior to incurring costs. Please reference FHWA and FTA’s joint planning rule (23 CFR 450.324) for TIP/STIP requirements. Project sponsors are also reminded they must comply with other applicable pre-award requirements (unless specifically waived), before incurring costs for these projects.While 23 CFR 450.324 contains an exception for "emergency relief projects" that do not involve substantial functional, locational, or capacity changes be included in the TIP/STIP, FTA does not expect resiliency projects, particularly those funded from the local priority resiliency allocations and future competitive resiliency allocations, to qualify for the reason noted above and given most are not "emergency" in nature.However, there may be some integrated resiliency elements or projects specifically tied to a recovery project and funded from a grantee's recovery allocation that do not include "substantial functional, location, or capacity changes". Project sponsors should review the additional planning FAQs for more information about this exception and the process for certifying if a project qualifies. What appropriate funding assumptions can be made to include projects funded under FTA’s Emergency Relief Program (ERP) in a TIP/STIP? Per FHWA/FTA’s joint planning rule, a project must be fully funded from “reasonably anticipated” fund sources to be included in the TIP/STIP. To meet the requirement of anticipated full funding, sponsors of ERP projects must identify all the funding sources for the ERP project including the federal funds that FTA has allocated from the ERP to individual project, any required non-federal match plus any other funds required to meet the total cost of the project. Project sponsors should not assume the availability of ERP funds for a specific project if Congress has not appropriated those funds to the ERP, or if FTA has not specifically allocated ERP funds to the specific project. Projects that have been allocated ERP funds from the Disaster Relief Appropriations Act by the Notice of Availability published May 29, 2013 can assume the ERP funds to be “reasonably available” to the project so that the project can be included in the TIP/STIP.However, project sponsors cannot assume that any future funds that have not yet been allocated, particularly those that may be awarded on a competitive basis, are “ reasonably anticipated to be available” until FTA makes an allocation to a project. Once FTA makes an allocation, the project sponsor should work with the MPO and/or State to amend the TIP/STIP to include the ERP project, identifying all federal and other funds required to meet the full cost of the project. Project sponsors are urged to work closely with the MPO and States early to understand and plan for any TIP/STIP amendment procedures for project inclusion once FTA has allocated ERP funds.
FTA’s EJ circular defines low-income population as “any readily identifiable group of low-income persons who live in geographic proximity, and, if circumstances warrant, geographically dispersed or transient persons who will be similarly affected by a proposed DOT program, policy, or activity.” Environmental Justice considerations apply to transient populations (homeless, migrant workers legally working in the U.S., etc.), or dispersed populations (Native Americans). The transitory nature of a transient population makes it more difficult to collect and access reliable data about their presence and movement. In order to consider transient populations, who may also have limited English proficiency, be sure to consult a variety of resources such as planning offices, NGO service providers like churches, homeless shelters, medical clinics, and food banks, as well as local job centers and school districts. HUD also maintains a Homelessness Data Exchange.
Yes, however each state administers its own HMGP funds and determines how those funds are spent, in accordance with FEMA requirements.
No. Under Department of Transportation (DOT) Americans with Disabilities Act (ADA) regulations at 49 C.F.R. Section 37.167(d), transit entities are only required to allow service animals to accompany individuals with disabilities in vehicles and facilities. DOT ADA regulations at 49 C.F.R. Section 37.3 define a service animal as an animal “individually trained to work or perform tasks for an individual with a disability.” If an animal’s only function is to provide emotional support or comfort for the rider, that animal would not fall under the regulatory training-based definition of a service animal. Simply providing comfort is something that animal does passively, by its nature or through the perception of the owner. However, the ADA does not prohibit a transit agency from choosing to accommodate pets and comfort animals, which would be a local decision.
Yes, under Department of Transportation (DOT) Americans with Disabilities Act (ADA) regulations at 49 C.F.R. Section 37.167(f), a transportation entity must make communications and information available, using accessible formats and technology (e.g., Braille, large print, TDDs) to obtain information about transportation services. Someone cannot adequately use the bus system if schedule and route information is not available in a form he or she can use. A lack of adequate information in accessible formats for fixed route service may lead to an over-reliance on paratransit service, and a lack of adequate accessible information on paratransit services could constitute a prohibited capacity constraint.
Under 49 U.S.C. Section 5307(d)(1)(D) of the Federal Transit Act, federally subsidized transit providers may not charge more than half of the peak fare for fixed route transit during off-peak hours for seniors, people with disabilities, and Medicare cardholders. This is not an Americans with Disabilities Act (ADA) requirement. Rather, this is a general condition placed upon those receiving federal funding for transit from the Federal Transit Administration (FTA). The discount does not apply for purposes of determining the fare for ADA complementary paratransit, which, under 49 C.F.R. Section 37.131(c), would be calculated without regard to discounts such as this. To learn more about this program, please visit the following link. Further questions may be answered by submitting a question online at http://ftawebprod.fta.dot.gov/ContactUsTool/Public/NewRequest.aspx.
Yes. Under Department of Transportation (DOT) Americans with Disabilities Act (ADA) regulations at 49 C.F.R. Section 37.131(b), paratransit reservation service must be available during at least all normal business hours of the entity’s administrative offices, as well as during times, comparable to normal business hours, on a day when the entity's offices are not open before a service day (e.g., on a Sunday).
When made available for transportation purposes, CDBG funds may be used as the local match for FTA ER funds. HUD has received a supplemental appropriation of CDBG Disaster Relief funds and has awarded those funds to Florida, Puerto Rico, Texas, and the US Virgin Islands. Restoration of infrastructure is an eligible use of such funds. For more information on HUD’s awards, please see HUD’s notice of allocation here. For information on the availability of CDBG funds, please contact the recipients of the CDBG funds, listed here.
Yes. The spare ratio policy applies to all buses in an agency’s fleet. However, FTA will permit agencies to include vehicles that have met their minimum useful life in their contingency fleet if the agency is introducing zero-emission vehicles into its fleet. Contingency fleet vehicles are not included in the calculation of spare ratio.
No. The DOT ADA regulations cover transportation provided by both public and private entities, whether or not they are primarily engaged in the provision of transportation service.
For example, if a hotel wants to provide shuttle service to its guests along a fixed route serving local attractions, because hotels are not primarily engaged in transportation, the vehicles used may not need to be accessible as long as equivalent service is provided for persons with disabilities, including wheelchair users.
For rail transit agencies, General Directive 17-1 would require to:
- Complete a safety risk evaluation of the potential consequences of hazards related to stop signal overruns within 90 days of the issuance of a final General Directive 17-1;
- Evaluate the current safety performance monitoring activities in place to assess the effectiveness of stop signal overrun mitigations within 90 days of the issuance of a final General Directive 17-1; and
- Develop and submit a corrective action plan, as necessary to its State Safety Oversight Agency within 150 days of the issuance of a final General Directive 17-1.
For State Safety Oversight Agencies, General Directive 17-1 would require:
- Participating in the safety risk evaluation conducted by the rail transit agency;
- Reviewing and approving the evaluation within 60 days after its completion;
- Reviewing and approving any needed corrective action plan within 60 days of its receipt; and
- Reporting the status of the corrective action plan to FTA, as part of the SSO Program Annual Report to FTA (per 49 CFR 674.39).