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An applicant must use the pdf supplemental form that is provided at Grants.gov or on FTA’s website. Other formats will not be accepted.
Sure. We are always looking for transit system experts who have a desire to share their important knowledge with others in the industry. Contact Ruth Lyons.
No. Local priority resilience funds cannot be used to design projects that will be submitted as part of the competitive process.However, the grantee has the following options for paying for these costs:
FTA will extend pre-award authority for environmental work (to comply with NEPA) and design costs for these activities, permitting them to be eligible for reimbursement OR count towards your local match if the competitive resiliency project is selected.
A grantee can use their FTA formula funds such as the Section 5307 funds to pay for these costs.
In most cases, yes.
If a joint development involves the use of property previously acquired with the assistance of an FTA award for which the period of performance has ended, the project sponsor can use the revenue as program income and apply it to any transit capital or operating expense, or as local match for any FTA capital grant.
If FTA is funding the joint development through a new award or the joint development uses property recently acquired with the assistance of an FTA award for which the period of performance has not ended, the revenue a project sponsor earns during the period of performance of the award is treated as “program income,” as defined in FTA C 5010.1E. Program income may be used towards eligible transit capital or operating expenses, or as local match for a future FTA award. However, program income may not be used as local match for the same award from which it was earned, or the award that assisted the joint development project.
For more on this, see “Program Income” in FTA C 5010.1E.
No. Local funds used to match FTA funds may be spent only on eligible expenses.
No. Resilience projects must be designed to reduce damages and losses from extreme weather events and other disasters, not to protect assets from exposure to typical weather patterns and other environmental factors. If a project protects against a disaster, but also provides benefits in typical conditions, the application may present these and other ongoing benefits as reduced operations and maintenance costs over the project’s lifespan.
States and other eligible applicants may submit consolidated proposals for projects in urbanized areas. Proposals may contain projects to be implemented by recipients or sub-recipients. If a single project proposal involves multiple providers, the proposal must include a detailed statement regarding the role of each provider in implementing the project.
Yes, based on the period of availability, FY 13 grant funds can be obligated through September 30, 2015 and FY 14 grant funds through September 30, 2016. FTA, however, encourages you to submit as soon as you possibly can, to ensure that your state's program, and the rail transit agency's safety oversight, receives the benefits of federal funding.
Project administration costs are considered to be those necessary and reasonable administrative costs associated with the implementation of specific FTA approved capital project activities. Such costs may be direct or indirect. Direct costs must be supported with documentation to show the nature and amount of cost including time and attendance records for actual staff time charged to the activity. Indirect costs must be supported with a federally approved indirect cost allocation plan. Project administration costs should be budgeted separately or included in related capital activity line item budgets. Project administration costs are funded as capital costs. While project administration is an eligible capital cost, general program administration is not.Project team resources may be funded up to a reasonable amount, which generally does not exceed 10 percent of the total capital costs of the project.
For projects that FTA determines require an EJ analysis (i.e., those for which impacts rise above a certain threshold such that there is a potential for EJ impacts), a qualitative assessment alone is not sufficient to demonstrate that a proposed investment (strategy) would not have a disproportionately high and adverse impact. Any qualitative assessment should be accompanied by complementary quantitative analysis. No single analysis activity tells the entire story. FTA encourages grantees to use a variety of tools to develop a more realistic understanding of the benefits and burdens of the transportation system and any disproportionately high and adverse impacts on EJ populations. Data collection to get to know one’s community, to articulate needs and priorities, and to consider possible impacts should be corroborated through the public involvement process. Analytical tools are an important component for creating a baseline to work from, to inform decision-making, and to monitor progress over time.
No. School buses are not eligible.
No. School buses are not eligible.
Yes. Expenditures for equipment that is directly related to the SSO program are allowable. Such equipment may include, for example, two-way radios, cellular phones, digital cameras, accident investigation kits, electronic tablets, personal protective equipment, as well as office equipment, including computers, servers, printers, and other durable goods or equipment. Items with a unit cost of $5000 or more must have prior FTA approval. If equipment is shared with non-SSO functions, please follow 2 C.F.R. Part 225 for guidance on how to calculate the appropriate reimbursement amount for the equipment’s use in support of SSO activities.
Yes. The services paid for must be to develop or carry out SSO programs under MAP-21.
Yes. States may use such grant funds for in-state or out-of-state travel or training under this program. Meetings and conferences are eligible if the primary purpose is the dissemination of technical information. For more information, see section 27 of Appendix B of 2 C.F.R. Part 225.
Yes. Costs associated with membership in business, technical and professional organizations directly incurred as a result of one’s SSO job functions are allowable. Note that membership in organizations substantially engaged in lobbying are unallowable. Please see section 28 in Appendix B of 2 C.F.R. Part 225 for more information.
Yes. States may use SSO Formula Grant Program funds to pay reasonable compensation to employees who are working on the SSO program. All labor must be identified in a staffing plan shared with FTA. You may pay the following types of employees, as identified in the staffing plan:
Full or partial wages for all SSO personnel.
Overtime wages for SSO employees who perform activities such as accident investigation or corrective plan verification.
Partial wages for State employees who support the SSO program.
Refer to section 8 of Appendix B to 2 C.F.R. Part 225 for specific information, and speak to your Regional Office for additional assistance.
Yes. Vehicles purchases and vehicle operating costs to develop or carry out the SSO program are eligible, but may require prior FTA approval.
Yes, an SSO agency may use existing federal grant funds for reimbursement of operational and administrative costs incurred during the development of its SSO Program. Since 2013, FTA has provided approximately $90 million in SSO formula grant funds to help states develop and implement an SSO Program that meets federal requirements.
No. These funds may only be used to support MAP-21 compliant State Safety Oversight Program activities.