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Frequently Asked Questions

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Answer: Under Department of Transportation (DOT) Americans with Disabilities Act (ADA) regulations at 49 C.F.R. Section 37.121(a), “each public entity operating a fixed route system shall provide paratransit or other special service to individuals with disabilities that is comparable to the level of service provided to individuals without disabilities who use the fixed route system.” Paratransit service is by nature a shared-ride service. The standard of service is not intended to reflect that of a taxi service, which typically transports passengers directly to their destination. A paratransit trip should be comparable in length to an identical trip on the fixed route system, including the time necessary to travel to the bus stop, wait for the bus, actual riding time, transfers, and travel from the final stop to the person’s ultimate destination.
Answer: Yes, in the case of projects with scalable options or multiple independent sub-projects, it is permissible for an applicant to reallocate the funds associated with one or more specific sub-projects.  The remaining resilience funded sub-projects must have independent resilience utility, and may be identified based on their location or the specific proposed activity. Recipients are encouraged to identify why the particular sub-project has been chosen for reallocation, for example, if it has a lower benefit-cost balance than the remaining projects.
Answer: Yes, as noted in the previous answer, it is permissible for a recipient to request the reallocation of a portion of a project’s proposed scope, provided that the remaining scope results in a viable project with an independent resilience benefit. In this case, the recipient should submit a revised project budget breakdown reflecting the reduced scope. 
Answer: Eligible applicants include designated recipients, states, local governmental authorities, and Indian tribes. Eligible subrecipients may partner with eligible recipients but cannot be the primary applicant.
Answer: An eligible recipient may partner with other entities that will assist in implementing the project. If an application that includes a partnership is awarded, then the competition itself fulfills the competitive procurement requirement. This provision only applies to the Low-No Program. Please refer to the Eligible Applicants and Project Implementation Strategy sections in the NOFO for additional information.
Answer: States may apply for an amount that is less than what is available under the SSO Formula Grant Program. States may ask FTA to later amend the grant to add all or a portion of the remaining available funds until the end of the period of availability, which is one year from the end of the fiscal year that the grant funds are apportioned.
Answer: Yes. At least until one year after the effective date of a final rule to require public transportation agency safety plans (PTASP) (49 U.S.C. § 5329(d)), a state may use SSO formula grant funding to comply with security requirements under 49 U.S.C. part 659. FTA will issue further guidance on this issue after publication of the final PTASP rule.
Answer: Yes. At least until one year after the effective date of a final rule to require public transportation agency safety plans (PTASP) (49 U.S.C. § 5329(d)), a state may use SSO formula grant funding to comply with security requirements under 49 U.S.C. part 659. FTA will issue further guidance on this issue after publication of the final Public Transportation Agency Safety Plan (PTASP) rule.
Answer: Yes. It’s important to remember, though, that all ADA paratransit service criteria apply: Origin-to-destination service Service area (at least ¾-mile on either side of a fixed route) Response time (next-day, with advance reservation and real-time scheduling permitted) Fares (not more than twice the regular fixed-route fare for a comparable trip) No restrictions on trip purpose Hours and days of service (at least the same as fixed route) No capacity constraints
Answer: No, the HMCE analysis should always reflect the total project cost, as the analysis is based on the costs and benefits of the project to society, not to the Federal government. The application should clearly identify both the total project cost and the requested Federal funding amount.
Answer: Yes, this is allowable. Projects will be evaluated on a project by project basis regardless of how they are submitted to grants.gov.
Answer: Yes, this is allowable. Projects will be evaluated on a project by project basis regardless of how they are submitted to grants.gov.
Answer: No. Environmental justice stems from an executive order from the President of the United States to Federal agencies and is intended to improve the internal management of the Federal government; therefore, it does not create legal rights enforceable by a party against the United States.
Answer: CNG vehicles are eligible, but CNG-powered vehicles may not be rated as highly as other alternative fuel projects that have lower emission than CNG. Propane-powered vehicles are also eligible. Please refer to Eligible Projects section in the NOFO. Proposed vehicles must make greater reductions in energy consumption and harmful emissions, including direct carbon emissions, than comparable standard buses or other low or no emission buses (49 USC 5339(c)(5)(A).
Answer: No. Operating expenses are not eligible under this program and cannot be counted toward the total project cost in determining the local cost share. Eligible sources of local match include the following: Cash from non-government sources of that revenues from providing public transportation services; revenues derived from the sale of advertising and concessions; amounts received under a service agreement with a state or local social service agency or private social service organization; revenues generated from value capture financing mechanisms; or funds from an undistributed cash surplus; replacement or depreciation cash fund or reserve; new capital; or allowable in-kind contributions.
Answer: No. Operating expenses are not eligible under this program and cannot be counted toward the total project cost in determining the local cost share. Eligible sources of local match include the following: Cash from non-government sources of that revenues from providing public transportation services; revenues derived from the sale of advertising and concessions; amounts received under a service agreement with a state or local social service agency or private social service organization; revenues generated from value capture financing mechanisms; or funds from an undistributed cash surplus; replacement or depreciation cash fund or reserve; new capital; or allowable in-kind contributions.
Answer: It depends. FTA grant recipients are responsible for ensuring FTA funds are used for eligible expenses. The eligibility of shared mobility services will depend largely on the specific contracts entered into between FTA recipients and third parties, such as shared mobility operators.  When structuring such contracts, grantees should consider whether the terms of service will meet the legal definition of public transportation, for example, or whether such service may be permitted as an alternative to public transportation within several of FTA’s grant programs.  FTA funds may be used to reimburse recipients for expenses associated with public transportation capital projects, and in some cases, for the costs of operating transit service. The statutory definition (49 U.S.C. § 5302) of public transportation is “regular, continuing shared-ride surface transportation services that are open to the general public or a segment of the general public defined by age, disability or low-income.”   Examples of eligible public transportation capital projects include constructing waiting or pick-up/drop off areas at a transit facility, or providing information technology (IT) systems that support the use of shared mobility services. When federal public transportation law allows funding for transit operating expenses, such as in small urban and rural areas, or for job access and reverse commute activities and ADA paratransit services, FTA may reimburse a transit agency for the costs of contracting with a shared mobility operator to provide shared ride service to the general public. This may be an option for off-peak services or first-mile/last-mile transportation. Where contract services are used, the transit agency must ensure that civil rights obligations continue to be met, as noted in the Americans with Disabilities Act FAQs. In addition, FTA funds may also be used to support operating or capital costs for alternatives to public transportation, particularly under the Enhanced Mobility of Seniors and Individuals with Disabilities (Section 5310) program or as a job access and reverse commute project under FTA’s rural and urban formula programs. Such costs may include the costs of contracting with a taxi company or shared mobility operator to provide exclusive ride service or for voucher programs.
Answer: No. The only Federal funds that can be used in place of local share for the FTA Emergency Relief Program are funds, which by statute lose their federal identity and can be used as match for other Federal programs, such as Community Development Block Grant funds.
Answer: 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.

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