HomeMy WebLinkAboutBOARD STANDING COMMITTEES - 06082020 - TWIC Agenda PktTRANSPORTATION,
WATER &
INFRASTRUCTURE
COMMITTEE
June 8, 2020 09:00 AM Pacific Time (US and
Canada)
To slow the spread of COVID-19, the Health Officer’s Shelter Order of April 29, 2020,
prevents public gatherings (Health Officer Order). In lieu of a public gathering, the
Transportation, Water & Infrastructure meeting will be available via remote access per
Governor’s Executive Order N29-20.
Supervisor Candace Andersen, Chair
Supervisor Karen Mitchoff, Vice Chair
Meeting
Process:
Items may be taken out of order based on the business of the day and preference of
the Committee
Persons who wish to address the TWI Committee during public comment or with
respect to an item that is on the agenda may submit public comments before or
during the meeting by email, voicemail or online participation as described below:
1)Email to transportation@dcd.cccounty.us In the subject line, please include
"TWIC" and enter the agenda item number and description.
2)Voicemail at (925) 674-7833. The caller should start the message by stating
“TWIC public comments – not on the agenda” or “TWIC public comments – agenda
item #”, followed by the caller’s name and comments.
3)To participate directly in the meeting please click the following link:
https://zoom.us/j/92146895572
Request to speak by using the "raise hand" function.
4)To participate directly in the meeting by phone call: 888-278-0254 (US Toll Free)
Enter code: 198675, request to speak by dialing #2.
*Commenters will be limited to three (3) minutes each;
*Comments submitted by email or voicemail will be included in the record of the
meeting but will not be read or played along during the meeting.
Transportation, Water, and Infrastructure Committee Agenda
Please click the link to join the webinar: https://zoom.us/j/92146895572
Or by Telephone, dial: USA 888-278-0254 (US Toll Free) Conference code: 198675
1.Introductions
2.Public comment on any item under the jurisdiction of the Committee and not on this
agenda (speakers may be limited to three minutes).
3.REVIEW record of meeting for February 10, 2020, Transportation, Water and
Infrastructure Committee Meeting. This record was prepared pursuant to the Better
Government Ordinance 95-6, Article 25-205 (d) of the Contra Costa County Ordinance
Code. Any handouts or printed copies of testimony distributed at the meeting will be
attached to this meeting record. (John Cunningham, Department of Conservation and
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Development).
4.RECEIVE staff report and RECOMMEND that the Board of Supervisors
authorize the Public Works Director, or designee, to submit grant applications to
the State Department of Transportation and the Metropolitan Transportation
Commission under the Active Transportation Program. (Jeff Valeros, Public Works
Department)
5.CONSIDER report on Local, State, Regional, and Federal Transportation Related
Legislative Issues and take ACTION as appropriate. (John Cunningham, Department
of Conservation and Development)
6.RECEIVE Communication, News, Miscellaneous Items of Interest to the
Committee and DIRECT staff as appropriate. (John Cunningham, Department of
Conservation and Development)
7.The next meeting is currently scheduled for July 13, 2020, 9:00 a.m.
8.Adjourn
The Transportation, Water & Infrastructure Committee (TWIC) will provide reasonable
accommodations for persons with disabilities planning to attend TWIC meetings. Contact the staff
person listed below at least 72 hours before the meeting.
Any disclosable public records related to an open session item on a regular meeting agenda and
distributed by the County to a majority of members of the TWIC less than 96 hours prior to that
meeting are available for public inspection at the County Department of Conservation and
Development, 30 Muir Road, Martinez during normal business hours.
Public comment may be submitted via electronic mail on agenda items at least one full work day
prior to the published meeting time.
For Additional Information Contact:
John Cunningham, Committee Staff
Phone (925) 674-7833
john.cunningham@dcd.cccounty.us
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Glossary of Acronyms, Abbreviations, and other Terms (in alphabetical order): Contra Costa County
has a policy of making limited use of acronyms, abbreviations, and industry-specific language in meetings of its
Board of Supervisors and Committees. Following is a list of commonly used abbreviations that may appear in
presentations and written materials at meetings of the Transportation, Water and Infrastructure Committee:
AB Assembly Bill
ABAG Association of Bay Area Governments
ACA Assembly Constitutional Amendment
ADA Americans with Disabilities Act of 1990
ALUC Airport Land Use Commission
AOB Area of Benefit
BAAQMD Bay Area Air Quality Management District
BART Bay Area Rapid Transit District
BATA Bay Area Toll Authority
BCDC Bay Conservation & Development Commission
BDCP Bay-Delta Conservation Plan
BGO Better Government Ordinance (Contra Costa County)
BOS Board of Supervisors
CALTRANS California Department of Transportation
CalWIN California Works Information Network
CalWORKS California Work Opportunity and Responsibility
to Kids
CAER Community Awareness Emergency Response
CAO County Administrative Officer or Office
CCTA Contra Costa Transportation Authority
CCWD Contra Costa Water District
CDBG Community Development Block Grant
CEQA California Environmental Quality Act
CFS Cubic Feet per Second (of water)
CPI Consumer Price Index
CSA County Service Area
CSAC California State Association of Counties
CTC California Transportation Commission
DCC Delta Counties Coalition
DCD Contra Costa County Dept. of Conservation & Development
DPC Delta Protection Commission
DSC Delta Stewardship Council
DWR California Department of Water Resources
EBMUD East Bay Municipal Utility District
EIR Environmental Impact Report (a state requirement)
EIS Environmental Impact Statement (a federal requirement)
EPA Environmental Protection Agency
FAA Federal Aviation Administration
FEMA Federal Emergency Management Agency
FTE Full Time Equivalent
FY Fiscal Year
GHAD Geologic Hazard Abatement District
GIS Geographic Information System
HBRR Highway Bridge Replacement and Rehabilitation
HOT High-Occupancy/Toll
HOV High-Occupancy-Vehicle
HSD Contra Costa County Health Services Department
HUD United States Department of Housing and Urban
Development
IPM Integrated Pest Management
ISO Industrial Safety Ordinance
JPA/JEPA Joint (Exercise of) Powers Authority or Agreement
Lamorinda Lafayette-Moraga-Orinda Area
LAFCo Local Agency Formation Commission
LCC League of California Cities
LTMS Long-Term Management Strategy
MAC Municipal Advisory Council
MAF Million Acre Feet (of water)
MBE Minority Business Enterprise
MOA Memorandum of Agreement
MOE Maintenance of Effort
MOU Memorandum of Understanding
MTC Metropolitan Transportation Commission
NACo National Association of Counties
NEPA National Environmental Protection Act
OES-EOC Office of Emergency Services-Emergency
Operations Center
PDA Priority Development Area
PWD Contra Costa County Public Works Department
RCRC Regional Council of Rural Counties
RDA Redevelopment Agency or Area
RFI Request For Information
RFP Request For Proposals
RFQ Request For Qualifications
SB Senate Bill
SBE Small Business Enterprise
SR2S Safe Routes to Schools
STIP State Transportation Improvement Program
SWAT Southwest Area Transportation Committee
TRANSPAC Transportation Partnership & Cooperation (Central)
TRANSPLAN Transportation Planning Committee (East County)
TWIC Transportation, Water and Infrastructure Committee
USACE United States Army Corps of Engineers
WBE Women-Owned Business Enterprise
WCCTAC West Contra Costa Transportation Advisory
Committee
WETA Water Emergency Transportation Authority
WRDA Water Resources Development Act
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TRANSPORTATION, WATER &
INFRASTRUCTURE COMMITTEE 3.
Meeting Date:06/08/2020
Subject:REVIEW record of meeting for February 10, 2020, Transportation,
Water and Infrastructure Meeting.
Submitted For: TRANSPORTATION, WATER & INFRASTRUCTURE
COMMITTEE,
Department:Conservation & Development
Referral No.: N/A
Referral Name: N/A
Presenter: John Cunningham, DCD Contact: John Cunningham
(925)674-7833
Referral History:
County Ordinance (Better Government Ordinance 95-6, Article 25-205, [d]) requires that each
County Body keep a record of its meetings. Though the record need not be verbatim, it must
accurately reflect the agenda and the decisions made in the meeting.
Referral Update:
Any handouts or printed copies of testimony distributed at the meeting will be attached to this
meeting record. Links to the agenda and minutes will be available at the TWI Committee web
page: http://www.cccounty.us/4327/Transportation-Water-Infrastructure
Recommendation(s)/Next Step(s):
Staff recommends approval of the attached Record of Action for the February 10, 2020,
Committee Meeting with any necessary corrections.
Fiscal Impact (if any):
N/A
Attachments
2-10-20 TWIC Sign In Sheet
AIA Letter Re: Iron Horse Trail
DRAFT Meeting Record: Feb 2020 TWIC
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D R A F T
TRANSPORTATION, WATER & INFRASTRUCTURE
COMMITTEE
RECORD OF ACTION FOR
February 10, 2020
Supervisor Candace Andersen, Chair
Supervisor Karen Mitchoff , Vice Chair
Present: Candace Andersen, Chair
Karen Mitchoff, Vice Chair
Attendees:Smitty Schmidt; Sandra Fink; Bruce Carrier; MIchael Gibson, Alamo Improvement
Assoc.; Jill Ray, BOS; Chris Lau, PWD; Wade Finlinson, PWD; Mark Watts, TWIC;
John Cunningham, TWIC/DCD
1.Introductions
2.Public comment on any item under the jurisdiction of the Committee and not
on this agenda (speakers may be limited to three minutes).
3.Staff recommends approval of the attached Record of Action for the November
14, 2019 Committee Meeting with any necessary corrections.
The Committee unanimously APPROVED the meeting record.
4.REVIEW, REVISE as appropriate, and ADOPT the 2019 Calendar.
The Committee unanimously approved the 2020 Committee calendar.
Staff Note: After the February meeting staff was informed of a conflict with
the April meeting date and is working to establish a new day/time.
5.CONSIDER recommendations on referrals to the Committee for 2020, REVISE
as necessary, and DIRECT staff to bring the list to the full Board of Supervisors
for approval.
The Committee unanimously approved the TWIC referral list.
6.CONSIDER report on Local, Regional, State, and Federal Transportation
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6.CONSIDER report on Local, Regional, State, and Federal Transportation
Related Legislative Issues and take ACTION as appropriate.
The Committee RECEIVED the report from the County's transportation
advocate.
7.CONSIDER the report, provide COMMENT and DIRECT staff as appropriate
including.
The Committee RECEIVED the report and DIRECTED staff to continue
implementation of SB 743 as described and consistent with state
requirements, and bring it to the Board of Supervisors prior to the
statutory deadline.
8.RECEIVE update on the Iron Horse Corridor Active Transportation Study,
CONSIDER the report, provide COMMENT and DIRECT staff as appropriate
including 1) bringing the Iron Horse Corridor Active Transportation Study to the
full Board of Supervisors for consideration, and 2) coordinate with Corridor
stakeholders to pursue funding opportunities for implementation, as directed by
the Committee.
The Committee RECEIVED the update, APPROVED the staff
recommendations, and further DIRECTED staff to distribute a link to the
draft study through the Supervisor newsletters, distribute the letter
from the Alamo Improvement Association, bring the item to the March
Municipal Advisory Committee meeting, and then bring the study to the
full Board of Supervisors.
The following members of the public testified (Letter from the Alamo
Improvement Association is attached):
Smitty Schmidt, Sandra Fink, Bruce Carrier, Michael Gibson
9.ACCEPT Integrated Pest Management report, and take ACTION as
appropriate.
The Committee RECEIVED the report and provided feedback to staff.
10.The next meeting is currently scheduled for March 9, 2020.
11.Adjourn
For Additional Information Contact:
John Cunningham, Committee Staff
Phone (925) 674-7833, Fax (925) 674-7250
john.cunningham@dcd.cccounty.us
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TRANSPORTATION, WATER &
INFRASTRUCTURE COMMITTEE 4.
Meeting Date:06/08/2020
Subject:Grant applications to the State Department of Transportation and the
Metropolitan Transportation Commission under the Active Transportation
Program.
Submitted For: Brian M. Balbas, Public Works Director/Chief Engineer
Department:Public Works
Referral No.: 2
Referral Name: REVIEW applications for transportation, water and infrastructure grants to be
prepared by the Public Works and Conservation and Development
Departments.
Presenter: Jeff Valeros, PWD (925)313-2031 Contact: Mary Halle, PWD
(925)313-2327
Referral History:
The Public Works Department has historically submitted grant applications for the State
Department of Transportation (Caltrans) Active Transportation Program (ATP).
Referral Update:
The Board of Supervisors authorized submission of applications to the State Department of
Transportation (Caltrans) and Metropolitan Transportation Commission (MTC) for the Active
Transportation Program (ATP) in 2014, 2015, 2017, and 2018 for Cycles 1, 2, 3, and 4
respectively. Similar to past years, the Public Works Department (PWD) provides the following
staff report with recommendations for candidate projects and requests authorization to submit
these applications to compete for both Statewide and Regional funding awards.
The call for projects for ATP was released on March 26, 2020, for Cycle 5 funding, with
applications due on June 15, 2020. On April 29, 2020, the California Transportation Commission
approved the amendment to the ATP schedule to move the applications deadline to July 15, 2020,
for quick-build projects and September 15, 2020, for all other project types in light of the
COVID-19 State of Emergency.
Cycle 1 of this program was highly competitive with 771 applications submitted statewide with
less than 20% awarded funding. The County was awarded $800,000 in Cycle 1 funds. Cycle 2
was competitive with over 600 applications. Approximately 20% of the applications in Cycle 2
were awarded funding with the County receiving $4,700,000 in Cycle 2 funds. Cycle 3 had 447
submitted applications with the County receiving $3,917,000 in Cycle 3 funds. Cycle 4 had 554
submitted applications with the County not receiving any funds.
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The competitive rating criteria for the ATP program emphasizes the following goals:
Increase proportion of trips accomplished through walking and biking;
Increase safety and mobility for non-motorized users;
Advance active transportation efforts to achieve green-house gas reduction goals as
established pursuant to Senate Bill 375 (Chapter 728, Statutes of 2008) and Senate Bill 391
(Chapter 585, Statutes of 2009);
Enhance public health, including reduction of childhood obesity through the use of programs
including, but not limited to, project eligible for Safe Routes to School Program funding;
Ensure that disadvantage communities fully share in the benefits of the program; and
Provide a broad spectrum of projects to benefit many types of active transportation users.
Competitive projects must also demonstrate the ability to deliver the project within the required
time constraints and must provide the California Conservation Corps with an opportunity to
partner on the project during the construction phase.
RECOMMENDED CANDIDATE PROJECTS:
Staff recommends the following candidate projects be submitted for ATP funding consideration.
These projects are recommended based upon their competitiveness, project readiness, available
funding source to provide the local match, and staff availability to complete each application. The
projects recommended below are all within disadvantaged communities or provide a benefit to a
service population within a disadvantaged community to assure competitiveness. The following
projects are being resubmitted from the 2018 call for projects: Appian Way Complete Streets,
Bailey Road Bicycle and Pedestrian Improvements, Market Avenue Complete Streets, and San
Pablo Avenue Complete Streets. Although these previous applications were not awarded in the
previous cycle, staff has received feedback from the review committee and has improved the
applications accordingly. A description of each project is included below.
Appian Way Complete Streets – El Sobrante
Staff has worked with the El Sobrante community and City of Pinole staff on planning studies for
Appian Way over the past six years. Staff has developed the complete streets concept for Appian
Way that was first identified in a study conducted by the Contra Costa Transportation Authority
(CCTA) in collaboration with the County and the City of Pinole. This study was approved by the
Board in December 2013, which included adoption of the Complete Streets Alternative as the
preferred alternative. This planning study was an initial step towards implementation of the El
Sobrante General Plan Amendment. Preliminary layouts have been prepared to identify the scope
and location of proposed bicycle and pedestrian improvements on Appian Way. The plans were
presented at two public workshops and to the El Sobrante Municipal Advisory Council. During
the most recent workshop, community members identified a priority for improvements at the
intersection of Appian Way at Valley View Road as well as the segment of Appian Way from
Valley View Road to San Pablo Dam Road.
The planning efforts included the full extent of Appian Way from San Pablo Dam Road to the
City of Pinole; however, this grant application is focused on improvements from the Appian Way
and Valley View Road intersection to San Pablo Dam Road. The project scope is to construct a
roundabout at the intersection of Appian Way and Valley View Road, which includes pedestrian
crossings with refuge islands, sidewalks, and striping for bicycle lanes. The proposed
enhancements along Appian Way between Valley View to San Pablo Dam Road include
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sidewalk-related ADA improvements, traffic calming bulb-outs, and crosswalk safety flashing
beacons. This project is located adjacent to a Priority Development Area. Staff will continue to
work with the El Sobrante Municipal Advisory Council in moving these efforts forward.
Bailey Road Bicycle and Pedestrian Improvements – Bay Point
The goal of the Bailey Road Bicycle and Pedestrian Improvement Project is to improve the
pedestrian and bicycle environment along Bailey Road in Bay Point in accordance with the 2010
Bailey Road Pedestrian and Bicycle Improvement Plan (Plan). The Plan provides design concepts
that fulfill the community’s desire for Bailey Road to be safer and more walkable, bikeable, and
transit-oriented. The Plan is the result of numerous meetings and community discussions. Various
stakeholders were involved with the creation of the Plan, including the Bay Point Municipal
Advisory Council, Contra Costa County, City of Pittsburg, Caltrans, East Bay Regional Park
District (EBRPD), Tri-Delta Transit, BART, and other concerned individuals.
This project proposes to narrow the four travel lanes and median to accommodate Class II bicycle
lanes and expanded sidewalks with a buffer zone for enhanced pedestrian safety. Americans with
Disabilities Act (ADA)-compliant curb ramps, expanded sidewalks, crosswalk enhancements, and
Class II bicycle lanes will improve accessibility for all modes of active transportation.
This project is preceded by three complementary projects. The completed Delta-De Anza Trail
Gap Closure/Crossing Signalization project installed signalized improvements at the Bailey Road
crossing to provide a safer crossing for pedestrians and bicyclists. The Bay Point Utility
Undergrounding project, which began construction in 2019, includes relocation of utilities and
removes joint poles that are barriers to mobility. The State Route 4 and Bailey Road Interchange
project, located immediately south of this project and funded through a previous ATP cycle, will
begin construction in 2021 and will install ADA pedestrian access, Class II bicycle lanes, and
remove an off ramp to reduce conflict points for bicyclists or pedestrians.
Carquinez Middle School Trail Connection – Crockett
The Public Works Department is partnering with the John Swett Unified School District (JSUSD),
to close a 1,000-foot gap on the multi-use Carquinez Strait Scenic Loop Trail (CSSLT). This trail
connection will provide safe access for pedestrians along the west side of Crockett Boulevard
from Pomona Street to Carquinez Middle School, Willow High School, and beyond to the East
Bay Regional Park District (EBRPD) Crockett Hills Regional trail.
The trail connection will serve residents of the community of Crockett, regional visitors, and
students who attend either of the two schools. Currently, students who attend Carquinez Middle
School access the campus from the southwest corner of Pomona Street and Crockett Boulevard
down a staircase. The school site is located approximately twenty feet below the elevation of the
roadway. There is currently no direct access for mobility-impaired individuals. In addition, the
students of Willow High School who depart the Regional transit bus at the intersection of
Crockett Boulevard and Pomona Street must walk 1,200 feet along the roadway shoulder of
Crockett Boulevard to access their school.
The project will include grading and paving an ADA-compliant separated path that runs parallel
to Crockett Boulevard through Carquinez Middle School to Willow High School and beyond to
the EBRPD staging area. The JSUSD will maintain the trail, potentially in partnership with the
EBRPD. Since this project serves students of Carquinez Middle School and Willow High School
as well as closes a gap in a regional trail, this project is expected to be competitive.
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Market Avenue Complete Streets – North Richmond
The Market Avenue Complete Streets project is located along Market Avenue between Fred
Jackson Way and 7th Street. Market Avenue is a minor arterial commonly utilized to travel
between residences, community facilities, Verde Elementary school, and the neighboring City of
San Pablo. The existing condition of Market Avenue includes wide travel lanes, substandard
sidewalk conditions, and substandard curb ramps. The overall purpose of the project is to increase
accessibility and support safer routes for users of active transportation. In July 2018, staff from
the Public Works Department presented multiple multi-modal alternatives for Market Avenue
between Fred Jackson Way and 7th Street to the North Richmond Municipal Advisory Council,
and there was overwhelming support for widened, ADA-accessible sidewalks.
The proposed project includes construction of ADA-compliant curb ramps, bulb-outs, sidewalk
widening, and Class III shared-lane markings for bicyclists. The ADA-compliant curb ramps and
sidewalk widening will improve accessibility for people with disabilities. The bulb-outs will
reduce the crosswalk travel distance at the intersection of Market Avenue and Giaramita Street,
where students typically cross on their commute to Verde Elementary School. The addition of
shared-lane markings is intended to alert drivers to share the road with bicyclists and encourage
the use of active modes of transportation.
The improvements to Market Avenue will connect to nearby similar improvement projects. Wider
sidewalks and buffered Class II bicycle lanes are planned for Fred Jackson Way between Grove
Avenue and Pittsburg Avenue. Wider sidewalks have already been constructed on both sides of
Giaramita Street, from Market Avenue to Verde Elementary School and on Market Avenue, from
7th Street to 300 feet past Soto Street. The Market Avenue Complete Streets project will connect
to these adjacent improvement projects to establish a multi-modal corridor for the local
community. This project is anticipated to be competitive for funding due to the location within a
Community of Concern and a Priority Development Area.
San Pablo Avenue Complete Streets – Rodeo/Crockett
The San Pablo Avenue corridor between Rodeo and Crockett has been recognized in numerous
prior planning documents as a key route and targeted for multi-modal improvements. The
County’s 2005 General Plan designates this portion of the corridor as a Scenic Route, given its
surrounding landscape and views of San Pablo Bay, the Carquinez Strait, and the Briones Hills.
The 2009 Countywide Bicycle and Pedestrian Plan proposes a Class II bicycle facility on this
portion of San Pablo Avenue and noted that this facility is part of the county’s larger bicycle and
pedestrian network. The West Contra Costa Transportation Advisory Committee 2017 Action
Plan designated the San Pablo Avenue corridor as a Route of Regional Significance and has
identified an action to implement a complete streets/Bay Trail project connecting Rodeo and
Crockett.
In 2014, a feasibility study was commissioned by the County through a Priority Development
Area planning grant from MTC and CCTA for this segment of San Pablo Avenue to identify a
preferred complete street alternative and set of improvements for the roadway. The study
incorporated a series of technical studies, field work, public outreach, and engineering analysis,
which provided the basis for the recommended alternative. A shared use path on the northern side
with a road diet was determined as this recommended alternative. On June 5, 2018, the Board of
Supervisors approved the feasibility report for the San Pablo Avenue Complete Streets Study and
authorized the Public Works Director to seek funding.
This project aims to provide a shared bicycle and pedestrian path on the northern side of the
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This project aims to provide a shared bicycle and pedestrian path on the northern side of the
corridor, separated by a physical barrier. This will be accomplished by reducing the existing four
travel lanes to one travel lane in each direction with center left-turn lanes, dedicated left-turn
pockets, and truck climbing lanes. The addition of a shared bicycle and pedestrian path will close
a 3-mile gap of the San Francisco Bay Trail, further connecting these two towns as well as the
other amenities tied to the San Francisco Bay Trail. The anticipated benefits are numerous as the
new infrastructure will not only provide an option for local residents to use an active mode of
transportation for their commute but also extends well beyond these two towns to provide to the
existing San Francisco Bay Trail, a 29-mile connection between Vallejo and Oakland.
San Pablo Dam Road Pedestrian Crossing – El Sobrante
San Pablo Dam Road is a route of regional significance, as it connects West County to Central
County, and it experiences high volume and high-speed traffic. In the two-mile section between
May Road and Castro Ranch Road, there is only one pedestrian crossing along this four-lane
segment. The lone crossing creates a challenge for pedestrians to access the many businesses,
schools, and bus stops on either side of the street. Due to high average daily traffic (ADT), and
high vehicle speeds, pedestrian safety enhancements are proposed at two locations and will
include Pedestrian Hybrid Beacons (PHB). PHBs are proposed to address this barrier to
accessibility that many residents face. Both PHB crossings would include advanced warning
signs, overhead mast arms with signal lights over each lane, yield markings, and a marked
crosswalk. Providing the community with these two PHBs will create a safer environment for
residents of all levels of mobility.
This project originated with several request from residents who identified this as a primary need
for their community, which includes a number of multi-family residential developments. The
implementation of two PHBs will provide the residents with the desired crossing points to reach
their destinations in a safer and more efficient way. The first site for installation is located east of
Leisure Lane in front of Creekside Terrace Apartments. This location is an ideal spot for a
pedestrian crossing due to multi-family complexes and bus stops on both sides of the street. The
second site identified for a PBH is located approximately 0.4 miles east of Valley View Road,
linking together four bus stops and multiple residential communities.
NEXT STEPS:
If authorized to proceed, staff will submit the recommended projects to the State and MTC for
potential funding.
Recommendation(s)/Next Step(s):
RECEIVE staff report and RECOMMEND that the Board of Supervisors authorize the Public
Works Director, or designee, to submit grant applications to the State Department of
Transportation and the Metropolitan Transportation Commission under the Active Transportation
Program.
Fiscal Impact (if any):
The ATP program does not require a local match for funding; however, one of the scoring
categories is based upon leverage of local funds. In order to be competitive, the County should
consider pledging local funds in the range of 10-15%, using Area of Benefit Funds when
applicable. During preparation of the grant application, staff will determine the appropriate local
match that can be financially supported by the road fund account to create a competitive
application package. In the event that a candidate project is awarded ATP Cycle 5 funds but local
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road fund revenue has been severely impacted due to COVID-19, the County may not be able to
accept the grant award as we may not be able to satisfy the pledge to leverage local dollars.
Attachments
No file(s) attached.
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TRANSPORTATION, WATER &
INFRASTRUCTURE COMMITTEE 5.
Meeting Date:06/08/2020
Subject:CONSIDER report: Local, Regional, State, and Federal Transportation
Issues: Legislation, Studies, Miscellaneous Updates, take ACTION as
Appropriate
Department:Conservation & Development
Referral No.: 1
Referral Name: REVIEW legislative matters on transportation, water, and infrastructure.
Presenter: John Cunningham, DCD Contact: John Cunningham
(925)674-7883
Referral History:
This is a standing item on the Transportation, Water, and Infrastructure Committee referral list
and meeting agenda.
Referral Update:
In developing transportation related issues and proposals to bring forward for consideration by
TWIC, staff receives input from the Board of Supervisors (BOS), references the County's adopted
Legislative Platforms, coordinates with our legislative advocates, partner agencies and
organizations, and consults with the Committee itself.
This report includes four sections, 1: LOCAL, 2: REGIONAL, 3: STATE, and 4: FEDERAL .
1. LOCAL
Bike Share Ordinance
During 2018-2019 the Committee provided direction to staff to develop and adopt an ordinance to govern how bike
and scooter share vendors would operate in the County. Staff was prepared to bring the ordinance to the Board just
prior to the COVID related shelter in place. Recently, CCTA began developing a model ordinance for the entire
County and agreed to use the County's draft as a starting point.
Staff is recommending that we suspend our adoption effort until CCTA completes their model ordinance
development project and then adopt their final version. This consistency may be critical as we work maximize
usage of the Iron Horse and other multi-use corridors in the County. CCTA staff has raised concerns about the
negative impact on attempts to implement micromobility solutions if individual jurisidictions along a corridor has
different rules.
However, TWIC has previously directed staff to move to adoption of the County's ordinance, we are seeking a
suspension of that direction for the reasons cited above.
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Measure J Revenue Reduction
The COVID-19 pandemic and ensuing “Shelter-in-Place” Order will have an impact on Measure J sales tax
revenues. The Contra Costa Transportation Authority is implementing a series of actions to ensure financial
stability and cash flow over the life of Measure J. The actions are detailed in the attached staff report, some
measures include suspension of new appropriations of Measure J funds to start new capital projects, retain projected
Measure J savings on completed and/or ongoing capital projects, delay programming of Transportation for Livable
Communities and Ped/Bike/Trail Facilities funds, among others.
2. REGIONAL
The Metropolitan Transportation Commission has convened the "Blue Ribbon Task Force to
Guide Recovery Of Bay Area Transit Network in Post-Pandemic Future". The Task Force has
numerous charges:
Assist MTC in understanding the scale of the crisis facing all Bay Area transit systems as a
result of the COVID-19 pandemic,
Guide MTC in an effort to expedite distribution of CARES Act Phase 2 funds.
By mid-2021, the Task Force shall submit a Bay Area Public Transit Transformation Action
Plan to the Commission for its consideration and possible adoption. The Plan should identify
actions needed to re-shape the region’s transit system into a more connected, more efficient,
and more user-focused mobility network across the entire Bay Area and beyond.
Discussion: TWIC doesn't typically weigh in on regional transit issues, staff assumes that some of
these issues are addressed at the Contra Costa Transportation Authority. This item is being
provided for the following reasons:
To inform the Committee, and potentially the Board of Supervisors if warranted.
Provide TWIC the opportunity to weigh in if they wish.
Rick Ramacier (County Connection General Manager) recommended that the Task Force
reach out to local elected officials to get their input.
Discussions include references to consolidating "suburban operators" which staff assumes
will include Contra Costa County's three local transit districts.
A significant amount of comments were related to service to vulnerable populations, see the
attached welcome packet. Staff recommends sending a letter on this particular point.
3. STATE
Mr. Watts will attend the June Committee meeting to provide a verbal report. Two written reports
are attached, the typical broad legislative report and a second report received just prior to posting
of this packet which details actions by the state to shore up transit operations.
4. FEDERAL
On June 3rd, just prior to posting this packet, the Transportation & Infrastructure Committee of
the United States House of Representatives released the text for the transportation reauthorization
act, the "Investing in a New Vision for the Environment and Surface Transportation in America
(INVEST in America) Act. A, overall summary, a section by section summary and a fact sheet are
attached.
Recommendation(s)/Next Step(s):
CONSIDER report on Local, Regional, State, and Federal Transportation Related Legislative
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CONSIDER report on Local, Regional, State, and Federal Transportation Related Legislative
Issues and take ACTION as appropriate.
Fiscal Impact (if any):
There is no fiscal impact.
Attachments
M.Watts: June 2020 Leg Report
M.Watts: Leg Report: TRANSIT Supplement
CCTA Staff Report: Measure J Reduction Strategy
Blue Ribbon Transit Task Force: Welcome Packet
INVEST Summary
INVEST Section by Section Summary
INVEST Fact Sheet
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June 2, 2020
TO: Transportation, Water, and Infrastructure Committee
FROM: Mark Watts
SUBJECT: Legislative Report – June TWIC Meeting
This report provides a brief status update on legislative or specific state budget activities.
Legislature
The Assembly reconvened following their shelter-based recess on May 4. Upon their return, they
conducted a series of modest policy committee hearings, with several more to go by the end of
the month. The Transportation committee has rescheduled a long-awaited hearing to later this
month that will cover the High-speed Rail Business Plan Update.
The Senate reconvened from its similar recess on May 11 and proceeded to conduct policy
hearings, as well.
In both instances, each house has had their chairs work with bill authors to pare down the
workload greatly; the intent is to leave time to focus work on COVI-19 response and recovery
matters as a high priority.
Governor Newsom
The Governor released his new, updated state budget proposal on Thursday, May 14. The new
budget reflects his plan for dealing with the $54.3 billion budget deficit created by the ongoing
pandemic crisis.
Overview
While the January 2020-21 State Budget was built on a nearly $6 billion budget surplus with
more than $16 billion in the Rainy-Day Fund, the pandemic response has significantly reduced
California’s three main sources of revenue – sales tax, personal income, and corporate.
The Governor’s May Revision proposes to close the gap between revenues and expenditures by
(1) drawing down on reserves, (2) canceling new budget initiatives proposed as part of the
January Budget, (3) reducing spending in the current year, and (4) borrowing from special funds
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and temporary revenue increases (but not transportation special funds, as emphasized by recent
email communications from the Department of Finance).
.
Transportation Funding
The gasoline excise and other transportation taxes have been impacted by the reduced travel by
motorists responding to strict stay at home orders. The May Revise reports that gas tax receipts
will be reduced by $1.8 billion in total over the next five years (budget year through 2024 -25).
The Department of Finance reports the following more specific revenue and program impacts,
over the January Budget:
• Gasoline excise taxes are projected to generate $1.108 billion less during the remainder
of the current year and 2020-21 and that is for all three increments of gas tax including
the base, the sales tax replacement, and the SB 1 increment.
• Transportation Improvement Fee (TIF) levied by SB 1 is projected to increase over
January estimates by $275 million.
• In terms of programmatic impacts, the State Highway Operations and Protection Program
(SHOPP) will see a reduction of $556 million, cities and counties will lose $282 million in
local streets and roads revenues, and the State Transportation Improvement Program
(STIP) which funds state highway improvements, intercity rail, and regional highway and
transit improvements will see a reduction of $91 million over the current and 2020-21
fiscal years.
Finally, it is worth noting that during a call with CalSTA after the release of the May Revision,
agency staff reported that the proposal does assume $160 million from supposedly, non-Article
XIX-protected transportation funds are to be transferred to the General Fund. This specific
proposal consisted of $130million in State Highway Account (SHA) interest earnings, and $30
million from unallocated TCRP funds.
In a most positive development regarding this proposed diversion of SHA interest earnings, the
budget subcommittees found this to be an unpopular alternative revenue source and ultimately
both Assembly Sub #3 and Senate Sub #2 took action to reject the proposal.
Transportation Tax Rate Increases
As a reminder, as a result of the special adjustment language in SB 1, beginning in 2020-21, any
estimated decreases in fuel consumption will be partially offset by CPI-based increases in the
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fuel excise tax rates and the TIF, as required by SB 1. The projected increases, which will go into
effect on July 1, and which have been revised slightly upward since January, are as follows:
Gasoline Excise Tax (3.2-cent increase)
• 12 cents added by SB 1 increases to 12.8 cents
• 17.3-cent increment increases to 18.5 cents
• 18-cent base increases to 19.2 cents
Cap and Trade
Given the reduction in economic activity and vehicle miles traveled related to the responses to the
pandemic, it is quite possible that cap-and-trade revenues will be lower than assumed in the May
Revision.
Additionally, the administration in the May Revision has withdrawn January proposals to (1) send to
voters a $4.8 billion climate bond and (2) provide $250 million from the General Fund for a new Climate
Catalyst Fund.
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1
John Cunningham
From:Mark Watts <mark@whstrat.com>
Sent:Tuesday, June 2, 2020 9:51 AM
To:Linsey Willis; John Cunningham
Subject:Budget transit language
Good morning,
Attached is the language that is intended to proceed in the budget process.
I did review the document circulated by CTA on this issue, and the first three proposals are what is included in the
language summarized here:
1 ‐ Institute hold harmless provision for calculation and allocation of State Transit Assistance Program, STA‐State of
Good Repair and Low Carbon Transit Operations Program allocations (Local Revenue Basis Only).
This proposal provides transit agencies predictability, by directing the State Controller to: “freeze” for the budget year
and the year after that the local revenue allocation factors used most recently before the pandemic; and, to allocate to
transit agencies funds under these three programs using those exact same allocation factors (i.e. as opposed to updating
the factors each year, which would redistribute the funds in unanticipated ways).
2 ‐ Temporarily suspend the financial penalties associated with the Transportation Development Act’s requirements
that transit agencies obtain specified fixed percentages of their operating budgets from passenger fares. PUC 99268.9,
amended.
Given the COVID‐19 pandemic, this requirement, which was originally established to ensure transit agencies deliver cost‐
effective transit service, will instead penalize transit agencies that are experiencing – through no fault of their own –
unprecedented declines in transit ridership and fare revenue or that are eliminating fares entirely to facilitate social
distancing between transit operators and riders.
3 ‐ Temporarily suspend the financial penalties associated with the State Transit Assistance Program’s requirement that
transit agencies’ operating cost per revenue vehicle hour may not exceed operating cost per revenue vehicle hour
adjusted by regional CPI, year over year. PUC 99314.6, amended.
Given the COVID‐19 pandemic, this requirement, which was originally established to ensure transit agencies deliver cost‐
effective transit service, will instead penalize transit agencies that are experiencing – through no fault of their own –
sudden increases in maintenance and sanitation costs for transit vehicles to protect public health
Mark Watts
925 L Street, Suite 220
Mobile: 916‐813‐1107
Office: 916‐446‐5508
Sent from Mail for Windows 10
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Administration and Projects Committee STAFF REPORT
Meeting Date: May 07, 2020
Subject Proposed Interim Measures to Prepare for Measure J Sales Tax
Revenue Reduction Due to the COVID-19 Pandemic
Summary of Issues The COVID-19 pandemic and ensuing “Shelter-in-Place” Order
No. HO-COVID19-03 will likely have a significant impact on
Measure J sale tax revenues, beyond the anticipated
slowdown assumed in the 2019 Measure J Strategic Plan. Staff
proposes a series of interim actions to ensure the Authority
has the financial resources to meet its commitments over the
life of Measure J, while maintaining positive cash flow.
Recommendations Staff seeks approval of Resolution 20-09-P, which will adopt
the proposed interim measures to address the impacts of
anticipated reduction in Measure J revenues.
Financial Implications Measure J sales tax revenues were estimated to total $2.588
billion over the life of Measure J in the adopted 2019 Measure
J Strategic Plan. However, due to the COVID-19 pandemic
Measure J revenues will likely be less. Proposed actions in
Resolution 20-09-P would reduce appropriations of Measure J
funds in Fiscal Year (FY) 2020-21.
Options The Authority Board could defer any action pending further
deliberations.
Attachments (See APC
Packet dated 5/7/20)
A. Resolution 20-09-P
Changes from Committee None
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Administration and Projects Committee STAFF REPORT
May 07, 2020
Page 2 of 5
1
1
3
6
Background
Measure J – a continuation of the half-percent countywide sales tax for transportation was
passed by the Contra Costa County voters in November 2004. The Measure started on April
1, 2009 and will be in effect through March 31, 2034. The Measure J Strategic Plan guides the
timing of Measure J expenditures based on assumptions about future sales tax revenues,
debt service costs on proposed bonds, and project schedules. The underlying assumptions in
the financial plan and the resultant cash flow estimates are critical to ensuring that the
Authority will have the financial resources to deliver its project and program commitments.
The 2019 Measure J Strategic Plan anticipated a slowdown in economic activities in the next
24 months, by adopting a lower new sales tax revenue forecast that projects no growth for
the next three years. Measure J sales tax revenues were estimated in the 2019 Measure J
Strategic Plan to total $2.588 billion over the life of Measure J. This was approximately $136
million less than the revenue projection used in the 2016 Measure J Strategic Plan.
The majority of the reductions were absorbed by savings on completed projects such as the
State Route 4 (SR4) widening and Caldecott Tunnel Fourth Bore, unused construction
reserves programmed in Southwest County and East County, and future reserves in East
County set aside for unidentified projects under the East County Corridors, Major Streets,
and Transportation for Livable Communities (TLC) funding categories. In addition, Measure J
funding set aside for unidentified projects under the Bay Area Rapid Transit (BART) Parking,
Access and Other Improvements category in Southwest, Central and West County were
reduced.
The 2019 Measure J Strategic Plan projected a constrained cash flow period in three to four
years due to the revenue reduction. To address this issue, the Authority planned to develop a
new policy to allow for internal borrowing from Measure J programs that have sufficient
reserves. In addition, the programming of the next cycle of TLC and the Pedestrian, Bicycle
and Trail Facilities (PBTF) programs were proposed to be delayed until the completion of the
next update to the strategic plan when the revenue forecast is reviewed again.
Recommended Interim Measures
The COVID-19 pandemic and ensuing “Shelter-in-Place” Order will likely have a significant
impact on Measure J sales tax revenues, beyond the anticipated slowdown assumed in the
2019 Measure J Strategic Plan. Staff proposes a series of interim actions and funding
principles, listed below, to ensure the Authority has the financial resources to meet its
commitments over the life of Measure J while maintaining a positive cash flow.
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Administration and Projects Committee STAFF REPORT
May 07, 2020
Page 3 of 5
1
1
3
6
Suspend new appropriations of Measure J funds to start new capital projects in the
Measure J Strategic Plan. New capital projects are referred to as projects that have
not received any Measure J appropriations to date. Exceptions will be considered on a
case-by-case basis, considering factors such as potential loss of other funding sources
if Measure J funds are not appropriated, ability to leverage federal stimulus funds, etc.
The suspension will apply to capital projects, part of the Program of Projects in the
2019 Measure J Strategic Plan, as well as all programmed TLC and PBTF projects.
Retain all projected Measure J savings on completed and/or ongoing capital projects
in the Measure J reserve to soften the impact of revenue reductions.
Manage allocations for operating programs, in accordance with the voter-approved
Transportation Expenditure Plan (TEP), to maximize fund flow to operators as-needed
while protecting the Authority’s cash flow. This would apply to the following Measure
J Programs:
o Program 14 – Bus Transit
o Program 15 – Countywide Transportation Programs for Seniors and People
with Disabilities
o Program 16 – Countywide Express Bus
o Program 17 – Commute Alternatives
o Program 19 – Subregional Additional Bus Services
o Program 20 – Subregional Additional Transportation Programs for Seniors and
People with Disabilities
o Program 21 – Subregional Safe Transportation for Children Programs
o Program 22 – West County Ferry
Continue to delay the programming of the next cycle of TLC and PBTF programs until
the completion of the next update to the 2019 Measure J Strategic Plan, when a new
revenue forecast is developed.
Increase frequency of reimbursement requests for State and Federal funds, as delays
in processing the invoices by our partner funding agencies will place additional
demand on Measure J cash flow.
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Administration and Projects Committee STAFF REPORT
May 07, 2020
Page 4 of 5
1
1
3
6
In addition, staff is taking the following actions:
Urge our funding partners to accept electronic invoices in lieu of hard copies and
expedite payment of invoices.
Request Federal Highway Administration (FHWA) to waive and/or reduce the local
match requirement on the Mobility-On-Demand (MOD) Grant received by the
Authority.
Request that pre-award costs be eligible for reimbursement for the Automated
Driving System (ADS) Grant.
Monitor opportunities to refinance issued bonds and reduce interest costs.
Monitor opportunities to secure a subordinate line of credit to the outstanding sales
tax bonds up to the necessary amount to maintain positive cash flow.
Identify any grant opportunities including future State and Federal stimulus funds to
supplant Measure J funds programmed for projects and programs.
Advocate for Federal and State stimulus funding for transportation projects.
Potential Future Actions
Additional actions may be taken by the Authority if the “Shelter-in-Place” Order remains in
effect for an extended time. These actions include the development of an “allocation plan”
and “fund exchange program”, as described below:
Measure J Funds Allocation Plan
Staff may develop an allocation plan to preserve remaining Measure J funds and prioritize
projects for potential stimulus funding. The allocation plan could include one or more of the
following actions:
Identify potential Authority-sponsored Measure J projects and/or contracts that can
be suspended or delayed.
Review with project sponsors all appropriation requests approved by the Authority
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Administration and Projects Committee STAFF REPORT
May 07, 2020
Page 5 of 5
1
1
3
6
Board for on-going Measure J projects that are not in the right-of-way or construction
stage to identify if reductions can be implemented.
Develop a prioritized list of projects for future Measure J fund appropriations based
on readiness, leveraging, ability to utilize federal stimulus funds, and other factors.
Review non-project related contracts approved by the Authority Board to determine if
they can be suspended, terminated, or reduced.
Fund Exchange Program
Staff can also begin working with project sponsors and funding partners to develop a fund
exchange program. The goal of such a program is to ensure better utilization of limited
Measure J funds by reducing project costs and maximizing the use of other fund sources in a
timely manner. For example, should federal stimulus funds become available, the Authority
could decide to prioritize programming federal funds to bundled projects (e.g. pavement
rehabilitation projects) in return for an agreed upon reduction in participating jurisdictions
Measure J return to source funds (to cover match requirements and administration cost of
the program). In addition, opportunities may present themselves to exchange State
Transportation Improvement Program (STIP) funds programmed for future Authority-
sponsored project(s) with flexible local funds from other jurisdictions or counties. Other fund
exchange opportunities might arise in the future if State and/or Federal stimulus funds
become available.
Staff seeks approval of Resolution 20-09-P, which will adopt the proposed interim measures
to address the impacts of anticipated reduction in Measure J revenues. These measures will
allow accumulation of Measure J funds to address short-term cash flow needs and ensure the
Authority has the financial resources to meet its commitments over the life of Measure J,
while maintaining a positive cash flow. Staff will continue to monitor the COVID-19 dynamic
situation and recommend additional measures if needed.
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May 27, 2020
Dear Task Force members:
Please accept my appreciation for your willingness to serve as a member of MTC’s Blue Ribbon Transit
Recovery Task Force. I expect our Task Force’s work to be carried out over the next year, so each of
you has made a serious commitment of time and energy that deserves recognition right from the start.
Before I see you on May 29 at 1:30 pm, I encourage you to review the attached background
information and Task Force meeting materials. These and additional resources will be posted for you
and the public on the MTC website at: https://mtc.ca.gov/blue-ribbon-transit-recovery-task-force. The
material for Friday’s meeting includes interview summaries, Bay Area transit financial background,
service status, and transit demographic profiles. We have also provided some preliminary safety survey
information which will be used by operators and MTC staff to prepare a full discussion of that critical
priority issue in our second meeting. Please review ahead of time as we do not plan to formally present
the materials during our short time together on Friday -- but sharing these resources now will help to
develop the mutual understanding that is the foundation of our work.
In the meantime, allow me to share some initial thoughts about our upcoming journey together.
The COVID-19 pandemic and its associated economic disruption have created the most serious and
complex crisis the Bay Area has had to face during my 34 years as an elected official. The Task Force’s
work will be both significant and complicated.
To break things down into manageable chunks, I see our journey consisting of three separate stages.
First will be the immediate challenge of developing and recommending to the Commission a fair and
thoughtful distribution of the Bay Area’s remaining federal CARES Act dollars to transit agencies. This is
something our Task Force needs to complete by the end of June so that the Commission can act,
ideally in July. This will be the central focus of our next two meetings. During those meetings, I will be
eager to hear what you think should be the most important consideration s for the Commission in this
Phase 2 allocation; and if and how you see these allocations influencing transit agencies’ recovery
strategies.
Our second stage, which will overlap in timing with the first stage, will center on the transit agencies’
near-term recovery strategies. Their strategies will form the public transit system we will have for the
next year or more. As Task Force members, we will all learn about the difficult trade-offs and different
approaches taken by various operators and assess whether their individual strategies reflect a safe,
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connected, financially sustainable, and equitable system as we transition back to a new and different
reality. These recovery plans will be critical to bringing Bay Area residents safely back onto our transit
systems. The Task Force priority in this stage will be to recommend regional priorities and collaborative
practices transit providers should incorporate into a cohesive recovery effort, beginning with robust
safety measures.
The final stage of our journey is where the Task Force has a unique opportunity to foster long -term
improvements in the Bay Area transit network despite the very ser ious funding shortages that transit
operators will be facing for years to come. The future of Bay Area transit necessarily will be
different. Let’s seize this opportunity to make it better: leaner, cleaner, faster, easier, friendlier, better
connected, and more affordable. Members of the state Legislature—including some Task Force
members—are highly interested in the future of Bay Area transit as well, and we will welcome
partnering with them to turn our planning into action.
I very much look forward to (virtually) seeing each of you on Friday afternoon as the Task Force
assembles for the first time, and to working in partnership with each of you during the months to
come.
Sincerely,
Jim Spering
Chair, Blue Ribbon Transit Recovery Task Force
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TASK FORCE MEMBERS
May 29, 2020
Commisioners
Jim Spering
Task Force Chair
Scott Haggerty
MTC Chair
Alfredo Pedroza
MTC Vice Chair
Dave Cortese
Nick Josefowitz
Gina Papan
David Rabbitt
Amy Worth
Therese W. McMillan
MTC Executive Director
Operators
Nuria Fernandez, VTA
Jim Hartnett, SMCTD
Michael Hursh, AC Transit
Denis Mulligan, GGBHTD
Robert Powers, BART
Rick Ramacier, CCCTA
Michael Tree, LAVTA
Jeffrey Tumlin, SFMTA
Nancy Whelan, Marin Transit
State Representatives
State Senator Jim Beall
Assemblymember David Chiu
CalSTA Secretary David S. Kim
Stakeholders
Hayley Currier, TransForm
John Ford, Commute.org
Ian Griffiths, Seamless Bay Area
Carl Guardino, SVLG
Daryl Halls, BACTA Chair
Randi Kinman, MTC Policy
Advisory Council
James Lindsay, ATU
Stacy Murphy, Teamsters
Susan Rotchy, Independent
Resource Center
Ellen Wu, Urban Habitat
Jim Wunderman, Bay Area Council
TRANSIT RECOVERY
TASK FORCE
BLUE RIBBON
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MTC
TransitOperators Transit Agency Near-TermRecovery Strategies
CommunityStakeholders
CARESPhase 1 CARESPhase 2 Action Plan ImplementationBay Area Public TransitTransformation Action Plan
Legislation
Commission Policies
New Funding
Governance
Transit RecoveryTask Force
2020 20252021
May - JuneJuly - August
Stage 1 Stage 2 Stage 3 Release Action Plan
PURPOSE + TIMELINE
The Commission appointed the Blue Ribbon Transit Recovery Task Force to immediately assist MTC in
understanding the scale of the crisis facing all Bay Area transit systems as a result of the COVID-19
pandemic, and to guide its regional support through expedited distribution of CARES Act Phase 2
funds. Safety, network connectivity, financial sustainability, and transportation system equity will be
important considerations.
Additionally, by mid-2021, the Task Force shall submit a Bay Area Public Transit Transformation Action
Plan to the Commission for its consideration and possible adoption. The Plan should identify actions
needed to re-shape the region’s transit system into a more connected, more efficient, and more
user-focused mobility network across the entire Bay Area and beyond.
TASK FORCE PURPOSE
May 29, 2020
TRANSIT RECOVERY
TASK FORCE
BLUE RIBBON
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•Create a more understandable, more connected,
and more efficient user-focused system.
• Make agency governance changes that achieve
improved performance and cost efficiencies.
• Provide the right mix of mobility options to serve
both choice and transit dependent users.
• Transit’s future should include unified, affordable
fare policies and digital access technologies.
INTERVIEWS SUMMARY
NEAR-TERM PRIORITIES NEAR TERM CONCERNS
• Simultaneous loss of both revenues and ridership
has created an unprecedented challenge.
• CARES Act funding will not cover all revenue
losses. Smaller agencies may not survive.
• Riders will not return unless uniform, high quality
safety and cleanliness standards are evident.
• Sufficient attention will not be given to vulnerable
transit riders’ needs and operator security.
• Phase 1 distribution concerns need to be
addressed in CARES Act Phase 2 fund
distribution.
• Immediately achieve uniform, high operational
standards of cleanliness and disinfection.
• Prioritize the needs of vulnerable and transit
dependent riders in Recovery-based changes.
• Collaboratively develop and deliver a
comprehensive, consistent, confidence-building
transit message.
• Act with great urgency to distribute remaining
CARES Act funds.
• Ensure accountability and transparency of
allocations.
TRANSFORMATION PRIORITIES TRANSFORMATION CONCERNS
• Entrenched, parochial governance structure will
be difficult to change.
• Near-term service reductions will make it harder
to rebuild ridership.
• Transit advocates lack adequate understanding of
transit’s regulatory and labor constraints
• The decision making process will not adequately
reflect the needs of vulnerable riders.
May 29, 2020
TRANSIT RECOVERY
TASK FORCE
BLUE RIBBON
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This is a permanent disruptor. There’s lots of uncertainty and no one has a crystal ball.
Each stage has importance, but if we don't deal with survivival there won't be a final stage.
I’m concerned we won’t think big enough. We’ll get stuck in turf wars.
There’s not enough funding. How do we fight over it without fighting?
We need to shape what we can and monitor what we can’t.
Seniors and the most vulnerable are the ones who are relying on
transit right now. We have to be ready to serve that constituency.
Be bold and move beyond obstruction to a better future for us all.
INTERVIEW QUOTES I
May 29, 2020
TRANSIT RECOVERY
TASK FORCE
BLUE RIBBON
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INTERVIEW QUOTES II
May 29, 2020
Safety needs haven’t been met, and that is critical for getting riders to return.
Urban areas cannot come back without transit, one won’t work without the other.
How do we serve people who rely on transit
most to fulfill their life and economic duties?
Drivers are afraid, and have already experienced violence over safety enforcement.
We cannot act independently in a conversation this large.
We can’t go back to the institutional and operational norms that were in place.
TRANSIT RECOVERY
TASK FORCE
BLUE RIBBON
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May 2020HOW IS TRANSIT FUNDED?
Transit Operations Funding
$3.5 Billion to Operate pre-COVID-19 Service Levels
The Bay Area’s 25 Federal Transit Administration-eligible
transit operators budgeted approximately $3.5 billion in Fiscal
Year 2019-20 to operate nearly 14 million hours of transit
service.
SFMTA,
$956 million
BART,
$807 million
AC Transit,
$471 million
VTA,
$435 million
All Other Operators (18),
$350 million
SamTrans,
$187 million
Caltrain,
$156 million Golden Gate Transit + Ferry,
$127 million
$3.5 Billion
Transit Operator
FY 2019-20
Operating Budgets
Source: Transportation Development Act Claims to MTC
Fare Revenue,
$1,143 million
County/Transit Operator
Sales Tax,
$865 million
Transportation Development Act
1/4 ¢ Sales Tax ,
$427 million
State Transit Assistance
Diesel Sales Tax,
$254 million
Property Tax,
$181 million
Non-Farebox Revenue,
$132 million
Other,
$587 million Federal Transit Grants,
$68 million
$3.7 Billion
Pre-COVID-19
Anticipated FY 2019-20
Operating Revenue
Source: Transportation Development Act Claims to MTC
MTC Fund Estimate, State Budget
Outlined revenue
sources will see a
reduction due to
COVID-19
Note: Operating revenue exceeds operating budgets due to fund transfers to capital state of good repair needs.
.
Revenue Heavily Reliant on Fares and Sales Taxes
For Fiscal Year 2019-20 approximately 74% of transit
operating revenues were expected to come from
fares and sales taxes, the two revenue sources likely
to be most severely impacted by COVID-19.
CARES Act,
$1.3 billion
is equal to 37% of
total budgeted for
FY 2019-20
Putting the CARES Act in Context
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May 2020OPERATOR BUDGETS
FY 2019-20 Operating Revenue Sources
Each Operator Has a Unique Funding Mix
The Bay Area’s 25 Federal Transit Administration-eligible transit operators receive their revenue from a wide
range of sources. While fare revenue and sales tax revenue are the most important sources of funding for
operations, the importance of an individual fund source varies dramatically from operator to operator.
Operators dependent on fare or parking revenue have been hit hardest to date by the impacts of COVID-19
and the resulting collapse of ridership and traffic. The impact of declines in sales tax revenue and other tax-
based revenue streams will be begin to be felt over the coming months.
Fares
Non-Farebox
Revenue [1]
Property Tax
County Sales
Tax
TDA
STA
Federal
Transit
Grants
Other [2]
[1] Advertising, interest, other.[2] Supplementary service, general fund, AB 1107, bridge tolls.
$471 million
AC Transit
Fares
Non-Farebox
Revenue
Property Tax
Sales Tax
STA Other
$807 million
BART
Fares
Non-Fare
Revenue [1]
STA
Other [2]
Federal
Transit
Grants
[1] Parking and shuttle revenue.[2] Subsidy from member agencies, rental income, interest and other.
$156 million
Caltrain
Fares
Non-Farebox [1]TDA
STA
Other [2]
$127 million
Golden Gate Transit + Ferry
Fares
Other [1]
County
Sales Tax
TDASTA
Federal
Transit
Grants
City & County of
SF/Other [2]
[1] Charter service, advertising, ADA reimbursement.[2] General fund, parking/traffic/garage/taxi, AB 1107, RM2, other.
$956 million
Muni (SFMTA)
Fares
Non-Farebox
Revenue [1]
County Sales
TaxTDA
STA
Federal Transit
Grants
Other [2]
$187 million
SamTrans
[1] Advertising, rent leases, parking fees.[2] Tolls, grant revenues.
[1] Employer shuttle subsidies, parking, advertising, rental income[2] SMCTA funds, TFCA, other.
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May 2020OPERATOR BUDGETS (con’t.)
Fares
Non-Farebox
Revenue [1]
County Sales
Tax
TDA
STA
Federal Transit
Grants
Other [2]
[1] Advertising.[2] TFCA, investments, other.
$494 million
Santa Clara VTA
Fares
County Sales
Tax
TDA
STA
Federal
Transit
Grants
$28 million
Altamont Corridor Express (ACE)
Fares Non-Farebox
Revenue [1]
County Sales
Tax
TDA
STA
Federal Transit
Grants
Other
[1] Advertising, feeder bus funds.
$42 million
County Connection (CCCTA)
Fares
TDA
STA
Federal Transit
Grants
Other
$1 million
Readi-Ride (City of Dixon)
Fares Non-Farebox
Revenue [1]
County
Sales Tax
TDA
STA
Other [2]
[1] Advertising, ADA reimbursement.[2] Interest/other, bridge tolls.
$23 million
Tri Delta Transit (ECCTA)
Fares
TDA
Federal
Transit Grants
STA
Other [1]
$12 million
FAST (City of Fairfield)
[1] Advertising, rent leases, parking fees.[2] Tolls, grant revenues.
[1] Interest, lease income, RM2, other.
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Fares Non-Farebox
Revenue [1]
County Sales
Tax
TDA
STA
Federal Transit
Grants
Other [2]
[1] Advertising, concessions.[2] Interest, other.
$15 million
Wheels (LAVTA)
Fares
Non-Farebox
Property TaxCounty Sales
Tax
TDA
STA
Federal Transit Grants
Other
$31 million
Marin Transit
Fares
TDASTA
Federal Transit
Grants
Other
$16 million
Napa Vine (NVTA)
Fares
County
Sales Tax
TDA
STA
Federal Transit
Grants
Other
$3 million
Petaluma Transit
Fares Non-Fare
Revenue
TDA
STA
Federal Transit
Grants
Other
$515,000
Delta Breeze (City of Rio Vista)
Fares
Non-Farebox
Revenue
Sales Tax
State Rail
Assistance
STA Other
$54 million
SMART
[1] Advertising, rent leases, parking fees.[2] Tolls, grant revenues.
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Fares
TDA
STA
Federal Transit
Grants
$21 million
Santa Rosa CityBus
Fares
Non-Farebox
Revenue [1]
TDA
STA
Federal
Transit
Grants
Other [2]
$15 million
Soltrans
Fares Non-Farebox
Revenue
County
Sales Tax
TDA
Other
Federal
Transit
Grants
Other
$18 million
Sonoma County Transit
Fares
Non-Farebox
Revenue
County
Sales Tax
TDA
STA
$5 million
Union City Transit
Fares
TDA
Federal
Transit Grant
$3 million
Vacaville City Coach
Fares
Non-Farebox
Revenue [1]
County
Sales Tax
TDA
STA
Federal
Transit Grants
Other [2]
$13 million
WestCAT (WCCTA)
[1] Advertising, rent leases, parking fees.[2] Bridge tolls, grant revenues.
[1] WETA reimbursement.[2] Interest, bridge tolls, other.
[1] Advertising.[2] Interest, bridge tolls.
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Fares
Bridge
Tolls/Other [1]
$43 million
SF Bay Ferry (WETA)
[1] Bridge tolls (Regional Measure 2), local sales tax, local property tax.
Sources: Transportation Development Act Claims to MTC, Operator Budgets
OPERATOR BUDGETS (con’t.)
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CARES Act
.
$1.3 Billion for the Bay Area
On March 27, 2020 the CARES Act became law and appropriated
$25 billion in supplemental Federal Transit Administration (FTA)
Urbanized Area Formula (Section 5307) and Rural Area Formula
(Section 5311) program fund apportionments to support transit
agency operations impacted by COVID-19. Approximately $1.3
billion was appropriated to the Bay Area.
.
$507 Million of CARES Act Funds Remain
In April MTC programmed 60.6% of the Bay Area’s
CARES Act funds, totaling $781 million, to operators.
$507 million of CARES Act funds remain to be
programmed in a future phase(s) this summer. In total the
CARES Act provided funds equal to approximately 37% of
FY 2019-20 transit operating costs.
Unprecedented Federal Support for Transit Operations
CARES Act Bay Area Total = $1.3 billionCARES Act Phase 1 Distribution
$781 million
April 2020 (MTC Res. 4420)
Future CARES Act Distribution(s)
$507 million
TBD
Distribution Formula: 33% Based on %
Share of FY 2020-21 STA Revenue-Based
Formula (Inc. AB 1107 sales tax), 33%
Based on % Share of Farebox Revenue,
33% Based on % Share of FY 2019-20
Operating Costs
Distribution Formula: TBD
CARES Act in the Bay Area
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COVID-19 Emergency Transit
Safety Coordination
Paratransit: Different Needs
Paratransit serves people with disabilities who are typically
reliant on public transit. Drivers are in closer contact with riders.
Paratransit protocols continue to evolve as agencies seek to
protect the well-being of riders and drivers.
-Some have eliminated shared rides, extended paratransit
rider eligibility, and eliminated fares
-Some are providing face shields to drivers when social
distancing is not possible, such as when securing
wheelchairs.
-Some paratransit programs are providing different types of
service such as meal or grocery delivery and transporting
homeless residents to shelters.
CDC Guidelines
•Public Services & Infrastructure
Worker Safety Guidance:
•Maintenance Worker
•Bus Worker
•Station Worker
•Rail Operator
https://www.cdc.gov/coronavirus/2019-
ncov/community/index.html
Health & Safety Guidelines
EMERGENCY OPERATIONS CENTER (EOC)
On March 16, 2020, MTC partially activated a virtual Emergency Operations Center (EOC) to assist with regional coordination
amidst the COVID-19 national emergency. The EOC was activated relatively early in the pandemic in light of the rapidly changing
environment and in anticipation of coming transit service adjustments.
Safety for Employees and Riders
Regional conference calls with transit agencies provided
opportunity to review and discuss:
-Evolving safety mandates and published guidance
-How and where to procure PPE and safety equipment.
-Sanitation protocols and employee training.
Transit Operators are in direct regular communication with
their respective County EOC(s) and Public Health Officials
REGIONAL COORDINATION
Meetings
•Convene EOC calls (Daily initially, now weekly)
•Convene Regional Joint Information Center (JIC) –
Public Information Officers (PIO) Coordination
•Convene weekly paratransit information gathering
and sharing
Roles
•Information Clearinghouse -Producing
transportation summary reports that are distributed
to our transportation partners, the county
Departments of Emergency Management, California
Office of Emergency Services (CalOES), and
federal transportation agencies
•County public health officials have participated in
EOC calls to provide insight and directly respond to
transit operator questions.
Communicating with the Public
•EOC responsible for disseminating rapidly changing
transit service changes through 511.org.
•Bus Transit Rider Safety Communication Poster to
promote transit rider safety is anticipated to be
distributed in Summer 2020.
APTA Guidelines
Riders and Employees
April 13, 2020
https://www.apta.com/wp-
content/uploads/COVID-
19_Transit_Guide_FINAL_04132020.pdf
California Guidelines
Public Transit and
Intercity Passenger Rail
May 12, 2020
https://covid19.ca.gov/pdf/guidance-
transit-rail.pdf
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Transit Operator Safety Practices
MTC conducted a transit agency safety protocols survey (Distributed on April 29, 2020 and
updated on May 22, 2020).
•Information Collected: safety guidelines, procurement and distribution of Personal
Protective Equipment (PPE), and plans for future safety procedures.
•What we heard:
•Most agencies distribute face coverings (surgical or N95), gloves, and hand sanitizer
to drivers and frontline staff.
•Most agency staff are required to wear PPE.
•Recommending passenger physical distancing and face coverings.
•Agencies have been coordinating their pandemic response with County EOCs and
County Health Departments
•Enhancing short-term improvements to safety measures such as driver barriers,
passenger load limits, and line-queue pavement markings at transit centers
100%100%100%
88%88%
75%71%
63%63%
50%
33%
21%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
Percent of Transit Agencies with Covid-19 Safety Procedures in
Place (as of May 22, 2020)
COVID-19 Emergency Transit
Safety Coordination
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Safety Efforts: Survey of Transit Operators
As of 5/22/2020
Preliminary Data Page 1 of 2
Survey Question AC Transit ACE BART CCCTA Delta
Breeze
ECCTA
(Tri Delta)FAST GGBHTD LAVTA Marin
Transit
NVTA
(Vine)
Petaluma
Transit
SamTrans/
Caltrain
Santa Rosa
City Bus
SFMTA:
Bus & Rail
SFMTA:
Paratransit SMART SolTrans Son Co
Transit
Union City
Transit
Vacaville
City Coach VTA WestCAT WETA
Date Submitted 05/13/20 05/21/20 04/30/20 05/04/20 05/06/20 04/30/20 05/04/20 05/04/20 05/05/20 05/05/20 05/22/20 05/08/20 05/15/20 05/05/20 05/04/20 05/04/20 05/03/20 05/06/20 05/01/20 05/20/20 05/06/20 05/20/20 05/20/20 04/30/20
1. What other measures have you put into place to
reduce transmission of the Coronavirus?
Vehicle sanitizing x x x x x x x x x x x x x x x x x x x x x x x x
Barriers for drivers x x x x x x x x x x x x x
Rear door boarding x x x x x x x x x x x x x x x
Suspend fare collection x x x x x x x x x x x x x x x
New wheelchair securement policy x x x x x
Maximum passengers per vehickle x x x x x x x x x x x x x x x x x
Mandatory face coverings x x x x x x x x x x x x x x x x x x x x x
Employee health checks x x x x x x x x x x x
Provide employee Personal Protective Equipment
(PPE)x x x x x x x x x x x x x x x x x x x x x
Mandatory face coverings for riders x x x x x x x x x x x x x x x x x x x
Providing hand sanitizer for riders x x x x x x x x
Social distancing measures x x x x x x x x x x x x x x x x x x x x x x x x
Other( See notes tab)x x x x x x x x x x x
2. Describe the PPE your agency or contractor is
providing to drivers and other front-line staff
Face Masks:-----------------
Cloth face covering x x x x x x x x x x x x x x x x x
Surgical x x x x x x x x x x x x x x x x x x
KN95 x x x x
N95 x x x x x x x x x x x x x
P98
Gloves x x x x x x x x x x x x x x x x x x x x x x x
Hand sanitizer x x x x x x x x x x x x x x x x x x x x x x x x
Eye protection x x x x x x x x x x
Plastic face shields x x x x x x x x x x x
Coveralls x x x x x x x
Other
Disinfecting
wipes
Considering cloth
mask options
Antibac-
terial wipes
All PPE necessary
required by any
circumstance
Disinfectant
cleansers &
wipes
Disposable apron
Bleach wipes,
disposable barber
capes
3. If applicable, describe the PPE that your agency
or contractor is providing to drivers for your
paratransit service
Face Masks:-----------------
Cloth face covering x x x x x x x x x x x x x x x
Surgical x x x x x x x x x x x x x x
KN95 x x x
N95 x x x x x x x x
P98
Gloves x x x x x x x x x x x x x x x x x x
Hand sanitizer x x x x x x x x x x x x x x x x x x
Eye protection x x x x
Plastic face shields x x x x x
Coveralls x x x
Other
N/A Disinfecting
wipes
N/A Antibac-
terial wipes
Disinfectant
cleansers &
wipes
Disinfectant
cleansers &
wipes
4. Do you have a shortage of or challenges
procuring PPE or safety suppplies?
Face Masks:-----------------
Cloth face covering x
Surgical x x x x x
KN95 x x x
N95 x x x x x x x x x
P98
Gloves x x x x
Hand sanitizer x x x x x x x x
Eye protection x x x
Plastic face shields x x x
Coveralls x x x
Disinfectant x x x x x
Other
N/A Electrostatic
sprayers Disinfecting
wipes
Thermo-
meters
Electrostatic
sprayers for
vehicle & bldg
decon-
tamination
Antibac-
terial Wipes,
Electrostatic
Sprayer
N9 Disinfectant
wipes Bleach wipes
Comments (See notes tab)x x x x x x x x x x x x x x
Note: Information contained here are responses to MTC's safety protocols survey (distributed on April 29, 2020 and updated May 22, 2020). The information is to the best of the agency's
knowledge at the time of surveying. Actual practices and conditions may differ from the data represented here.
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Metropolitan Transportation Commission
Transit Operator
Average Weekday Ridership
% Decrease
(estimated as of April 22, 2020)
Status of Operations/Service Collecting Fares
(yes/no)Workforce Impacts
AC Transit -83%Service: Operating a modified
service schedule in response to the
COVID-19 pandemic. Although
similar to the existing Sunday
service, arrival times will differ
from it.
Hours of operation: Monday -
Sunday - 24 hours (varies by line)
No Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Passengers boarding through rear doors
on buses. Passenger limits on buses are as
follows: (30ft: 6 passengers, 40ft: 10
passengers, 60ft articulated: 16
passengers, Double-decker: 24 passengers)
No furloughs are planned.
BART -92%Service: Weekday service is
running every 30 minutes
systemwide all day between 5:00
AM and 9:00 PM with 3-line
service beginning earlier in the
evening. Single tracking will take
place in San Francisco starting at
around 8:00 PM. The extra
commute trains that run during
the AM and PM commute on the
Yellow (Antioch-SFO) line have
been suspended.
Hours of operation: Monday -
Friday - 5:00 am - 9:00 pm;
Saturday - Sunday - 8:00 am - 9:00
pm
Yes Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Have not changed capacity limitations
and still running 10 car trains. As ridership
increases, will look further into capacity
restrictions to maintain social distancing.
No staffing shortages or furloughs
planned.
Caltrain -98%Service: Caltrain is running a
modified weekday schedule
operating 42 trains per day, rather
than the usual 92. Trains will make
all local weekday stops between
San Jose and San Francisco every
30-60 minutes, depending on time
of day. Caltrain will continue
operating two Gilroy service trains
during the morning and afternoon
peak commute. Limited and Baby
Bullet service will be suspended
until further notice. Weekend
service will operate normally.
Hours of operation: Monday -
Friday - 4:30 am - 1:40 am;
Saturday - 7:00 am -10:30 pm;
Sunday - 8:00 am - 10:00 pm
Yes Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Furloughing train crews on service that
has been cut.
Ridership on Caltrain is so low, it is easy to
keep 6+ feet apart. Therefore, there are no
publicly listed specific caps on passengers.
Bay Area Transit Operator Status
As of May 22, 2020
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Metropolitan Transportation Commission
Transit Operator
Average Weekday Ridership
% Decrease
(estimated as of April 22, 2020)
Status of Operations/Service Collecting Fares
(yes/no)Workforce Impacts
Bay Area Transit Operator Status
As of May 22, 2020
Golden Gate
Transit + Ferry
Bus: -85%
Ferry: -96%
Service: Bus: Operating a reduced
service on most routes. Permitting
local bus rides within San
Francisco in an effort to help
SFMTA; Ferry: Operating reduced
service on all ferry routes,
suspended weekend and Chase
Center/Oracle Park ferry service.
Have restored service on several
routes since beginning of May.
Hours of operation: Monday -
Sunday - 4:00 am - 12:00 am
Yes Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
The staffing shortage of bus operators have
improved but there remains a shortage on
the ferry system. This is not significantly
impacting operations due to the reduced
ferry service.
SF Bay Ferry/WETA -85%Service: Operating very limited
service to Oakland/Alameda and
Vallejo. Alameda Harbor Bay,
Richmond, and South SF service
suspended. No weekend service.
Hours of operation: Monday -
Friday - 6:00 am - 7:00 pm;
Saturday - Sunday - Closed
Yes Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Staff are wiping down every seat used by a
passenger after each use and fogging each
boat daily.
Have limited capacity to 25% on vessels
but ridership is so low it is not an issue.
Have committed to keep contractors
whole until the end of the fiscal year.
SFMTA -83%Service: All rail service suspended.
Bus service has increased on May
16th. Using a phased approach,
the SFMTA is developing service
plans in response to anticipated
demand changes as San Francisco
gradually comes out of the shelter-
in-place order.
Hours of operation: Regular
service - 5:00 am - 10:00 pm; Owl
service - 10:00 pm - 5:00 am
Yes Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Passengers boarding through rear doors
on buses.
To minimize risk to operators and to
promote social distancing among riders
on our most heavily used routes, the
frequency of service has been improved to
under 10 minutes.
SamTrans -75%Service: Implemented a modified
schedule with service reductions
on 31 routes. Most routes are
operating on their Saturday
schedules during the weekday.
Weekend service is unchanged.
Hours of operation: Regular
service - 4:00 am - 12:00 am; Owl
service - 12:00 am - 4:00 am
No Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Passengers boarding through rear doors
on buses.
To ensure social distancing, SamTrans will
be monitoring ridership levels route-by-
route, and will make adjustments as
needed. The passenger cap for our 60-foot
articulated buses is 10 passengers and 40-
foot buses have a cap of 6 passengers.
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Metropolitan Transportation Commission
Transit Operator
Average Weekday Ridership
% Decrease
(estimated as of April 22, 2020)
Status of Operations/Service Collecting Fares
(yes/no)Workforce Impacts
Bay Area Transit Operator Status
As of May 22, 2020
VTA Bus: -76%
Light Rail: - 87%
Service: Bus: Operating a reduced
service, with 14 lines and school
service suspended. Light rail:
Trains operate every 30 minutes.
Hours of operation: Bus: Monday -
Sunday - 5:00 am - 9:00 pm; Light
rail: Monday - Friday - 6:00 am -
6:00 pm; Saturday - Sunday -
Closed
No Providing personal protective equipment
(PPE) to all frontline staff. Face coverings
are now required for all passengers and
employees.
Vehicles and facilities are disinfected
daily.
Passengers boarding through rear doors
on buses.
Small/Medium Transit
Operators
Average weekday ridership has
declined between -70% and -
98%.
Ridership declines have been
greatest on services focused on
peak commute trips and the
least on services targeted to
lifeline riders.
Most operators have reduced
service significantly with many
operating a modified weekend
schedule every day.
Operators like NVTA and Santa
Rosa CityBus have suspended some
fixed route service and replaced it
with on-demand app or telephone
based dial-a-ride service
SMART has suspended weekend
service.
Numerous operators are providing
meals on wheels deliveries and
assisting with transporting
unhoused people to hotels.
Fare collection
suspended for most,
but not all, bus
operators.
Providing personal protective equipment
(PPE) to all frontline staff.
Several operators including SolTrans and
WestCAT are regularly fogging their buses
to disinfect them.
Passengers boarding through rear doors
on buses when possible. Passenger
capacity limitations are in place at some
agencies.
Passengers are not required to wear face
coverings on all systems, but it is generally
recommended.
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TRANSIT RECOVERY
TASK FORCE
BLUE RIBBON
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-
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
18,000
20,000
February March April February March April February March April February March April February March April February March April February March April February March April
SFMTA*BART AC Transit VTA Caltrain SamTrans Golden Gate Transit Other OperatorsMonthly Ridership (1,000s)February -April Monthly Ridership, Comparison of 2020 to 2019
2019 2020
March: -32%
April: -70%
March: -33%
April: -75%
*April 2020 ridership data is estimated, and will be updat ed w hen actual data available from operator.
March: -39%
April: -90%
March: -59%
April: -94%
March: -12%
April: -97%March: -38%
April: -78%March: -58%
April: -92%
March: -37%
April: -80%
Source: 2020 NTD Monthly Ridership Reports Raw Data and Operator self-reported April 2020 ridership.
Region-wide Ridership
March: -42%
April: -87%
TRA NSIT RECOVE RY
TASK FORCE
BLUE RIBBON
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Transit Ridership Demographics from Plan Bay Area 2050
The following charts summarize household income and race/ethnicity characteristics of transit riders
who used Bay Area transit between 2012 and 2017. It is important to note that the charts show the
percentage of riders with particular household income and race/ethnicity characteristics; these
percentages can be applied to pre-pandemic ridership counts to estimate the number of riders within
each income or race/ethnicity category.
This information was collected from on-board surveys of riders conducted as part of the Regional
Onboard Survey Program managed by MTC. Data is collected from approximately five percent of
passengers riding the Bay Area’s buses, trains, and ferries. Survey data collected from passengers
includes trip location information, connecting transportation modes from origins and to destinations,
fare payment information, and demographic characteristics of riders and their households.
Survey data is collected from transit operators on a rolling basis, with surveys conducted for a few
operators every year and a full survey cycle completed every five to seven years. The first data
collection cycle was completed in 2017. The data collected from the transit passenger survey are used
to support federal Title VI equity reporting requirements for transit riders, to refine regional analytical
planning tools, and to perform other MTC transit passenger and equity analyses.
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Transit Ridership by Household Income:
varies by mode and transit operator
1
0%10%20%30%40%50%60%70%80%90%100%
Sonoma Bus Operators
Napa Vine
SamTrans
Solano Bus Operators
AC Transit
Alameda Bus Operators
Contra Costa Bus Operators
VTA
Marin Transit
SFMTA
BART
SMART
Caltrain
Golden Gate Bus/Ferry
WETA
ACE
<$25K $25-50K $50-75K $75-100K >$100K
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Transit Ridership by Race/Ethnicity:
also varies significantly
2
0%10%20%30%40%50%60%70%80%90%100%
SamTrans
AC Transit
Solano Bus Operators
VTA
Alameda Bus Operators
Marin Transit
Contra Costa Bus Operators
Napa Vine
BART
SFMTA
ACE
Caltrain
Sonoma Bus Operators
WETA
Golden Gate Bus/Ferry
SMART
Hispanic Black, Not Hispanic Asian, Not Hispanic Other, Not Hispanic White, Not Hispanic
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SUMMARY OF THE “INVESTING IN A NEW VISION FOR THE ENVIRONMENT
AND SURFACE TRANSPORTATION IN AMERICA” ACT
Provides $494 billion over five years to make transformative infrastructure investments in surface and rail
transportation. Provides $411 billion over five years out of the Highway Trust Fund (HTF) for highway,
transit, safety, and research programs, a 46 percent increase over current investment levels.
Provides $319 billion for the Federal-aid highway program under the Federal Highway Administration, $105
billion for transit programs under the Federal Transit Administration, $5.3 billion for highway safety
programs under the National Highway Traffic Safety Administration, $4.6 billion for motor carrier safety
programs under the Federal Motor Carrier Safety Administration , and $60 billion for rail programs.
Division A – COVID-19 Response and Recovery
Provides $83.1 billion in fiscal year (FY) 2021 to ensure States, cities, tribes, territories, and transit agencies
can administer programs, advance projects, and preserve jobs in the aftermath of the COVID -19 crisis.
Highway, transit, and safety funds are made available at 100 percent Federal share to eliminate the need for a
match in FY21. In addition, $22 billion of the total FY21 amount is available for additional eligibilities
including State, local, transit agency, and tribal transportation agency salaries and operating expenses. Current
Capital Investment Grant (CIG) projects are authorized to receive an increased Federal cost share to help
ensure projects can move forward despite a decrease in local and State rev enues designated to cover the local
cost share of projects.
Division B – Surface Transportation Authorization
Title I – Federal-Aid Highways
FORMULA GRANTS
Fix It First
• Requires National Highway Performance Program (NHPP) funds to focus on state of good repair and
operational improvements to existing facilities before building new highway capacity.
Bridge Investment
• Requires States to spend 20 percent of their NHPP and Surface Transportation Program (STP) any
area dollars on bridge repair and rehabilitation projects, supporting approximately $28 billion in fix -it-
first bridge investments in FY 2022-2025. Increases the off-system bridge set-aside to over $1 billion
per year from approximately $770 million in current law.
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Climate
• Requires DOT to establish a new greenhouse gas (GHG) emissions performance measure.
• Includes a new apportioned program ($8.35b for FY22-25) to support carbon pollution
reduction. Gives States broad eligibility to invest in highway, transit, and rail projects, as well as
support operating costs, and holds States accountable by measuring their annual progress. Provides
benefits for States that make the most progress and requires low-performing States to invest 10
percent of their STP any area funds in additional projects to help reduce carbon pollution.
Resilience
• Creates a new apportioned program ($6.25b for FY22-25) to fund resilience and emergency
evacuation needs. Requires States and metropolitan planning organizations (MPOs) to develop an
infrastructure vulnerability assessment to guide investments under the program. Makes resilien ce a
core part of the Federal-aid highway program, with expanded eligibilities in other apportioned
programs and Emergency Relief (ER).
CMAQ
• Modifies eligibility for operating assistance to include all State -supported passenger rail lines and
allows operating assistance for longer than three years if the project demonstrates net air quality
benefits.
Safety for All Road Users
• Requires States with the highest levels of pedestrian and bicyclist fatalities to set aside funds to
address these safety needs. Requires the Federal Highway Administration (FHWA) to adopt context
sensitive design principles to provide for complete streets in urban areas and ensure the safety of all
road users.
• Boosts safety funding by approximately 30 percent over current investments and boosts
Transportation Alternatives Program (TAP) investments by more than 60 percent over current law.
Makes safety funds available to expend on safety improvements beyond infrastructure projects.
• Removes the ability for States to set regressive safety targets. Strengthens emphasis on high risk rural
roads, while providing for more certainty and flexibility for States that trigger the special rule.
• Codifies and expands eligibilities for safe routes to schools.
Local Control
• Provides almost $49 billion over five years in dedicated funding to address local transportation needs.
• Makes reforms to strengthen the State-local relationship, enhance coordination, improve the flow of
funds to communities of all sizes, and increase transparency.
Freight
• Makes the freight formula program fully multimodal and expands environmental considerations in
freight planning.
• Allows States to designate additional rural and urban freight corridors and provides more flexibility
for States to expend funds across the National Highway Freight Network.
Tribes, Territories, and Federal Lands
• Significantly increases funding for tribes, territories, and Federal Land Management Agencies
(FLMA):
o Tribes: Provides $750 million in formula funds per year, a nearly 70% increase over current
levels.
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o Territories: Provides $100 million per year, a nearly 140% increase over current levels.
o Puerto Rico: Provides $210 million per year, a 33% increase over current levels.
o FLMAs: Provides $895 million in formula funds per year, a nearly 40% increase over current
investments, and makes changes to the program to ensure FLMAs can obligate funds for
projects on the first day of the fiscal year.
DISCRETIONARY GRANTS
• Projects of National and Regional Significance. Provides more than $9 billion over the life of the
bill for large highway, transit, and freight pr ojects that cannot be funded through annual
apportionments or other discretionary sources.
• Community Transportation Investment Grants. Provides $600 million per year for local
government applicants. Includes broad eligibility for highway and transit proje cts, with project
evaluation done in a manner that will limit political decision -making.
• Federal Lands and Tribal Major Projects Program. Provides $400 million per year and requires a
50/50 split of grant funds among tribes and Federal lands agencies. Provides more flexibility through
a smaller project size, higher Federal share, and a broader set of funding eligibilities. Funds the
program out of the HTF so funding is guaranteed.
• Tribal High Priority Projects. Provides $50 million per year on a discretionary basis, for grants of a
maximum size of $5 million, for the highest priority project for tribes whose annual apportionment is
insufficient. Provides emergency relief to tribes who can’t access other ER funds. Funds the program
out of the HTF so funding is guaranteed.
• Electric Vehicle Charging and Hydrogen Fueling Infrastructure Grants. Provides $350 million
per year for grants for electric vehicle charging and hydrogen fueling infrastructure. Focuses funding
on designated Alternative Fuel Corridors and projects that demonstrate the most effective emissions
reductions.
• Community Climate Innovation Grants. Provides $250 million per year to non-State applicants for
highway, transit, and rail projects, provided they reduce GHGs.
• Metro Performance Program. Provides a total of $750 million over the life of the bill for funding
allocations directly to MPOs to carry out projects selected by the MPO. The Secretary selects
applicants to be accepted into the program based on their technical capacity to manage Federal funds.
SINGLE-YEAR GRANTS
• Gridlock Reduction Grants. Provides $250 million, of which half is set aside for freight grants.
Grants will be awarded for reducing urban congestion in large metro areas, with an emphasis on
operational, technological, and mode shift strategies.
• Rebuild Rural Grants. Provides $250 million for rural communities to address needs on and off the
Federal-aid system. Focuses funding on safety, state of good repair, and access to jobs and services.
• Active Transportation Connectivity Grants. Provides $250 million for pedestrian and bicycle
networks and spines and related planning, including complete streets planning.
• Commercial Motor Vehicle Parking Grants. Provides $250 million to construct and improve truck
parking facilities.
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ADDITIONAL PROVISIONS
Transportation System Performance and Access
• Establishes a new performance measure for transportation access that leverages modern data tools to
improve the way States and MPOs assess the level of safe, reliable, and convenient access to jobs and
services (including shopping, healthcare, childcare, education and workforce training, and financial
institutions). Considers the level of access for various travel modes.
Increased Accountability
• Requires FHWA to develop a website that shows all active Federal-aid highway projects over $5
million in the country. Establishes strong accountability and reporting measures for discretionary
grants and other program authorities.
Tolling Reform
• Reestablishes the requirement that FHWA enter into a toll agreement before allowing tolling on a
Federal-aid highway.
• Establishes additional guardrails around tolling to ensure that any adverse impacts both on and off the
facility are evaluated and addressed. Authorizes congestion pricing with the additional guardrails.
Buy America
• Requires DOT to reevaluate standing nationwide waivers for manufactured products.
Workforce Development
• Creates a Task Force on Developing a 21st Century Surface Transportati on Workforce to evaluate
current and future workforce needs and develop recommendations.
• Establishes transparency and reporting requirements for the On the Job Training and Supportive
Services program. Requires States to develop annual statewide workforce plans to identify and address
workforce gaps and underrepresentation of women and minorit ies.
Title II – Public Transportation
Substantially increases transit funding out of the Highway Trust Fund over current investment levels. Funding
for buses and zero emission buses see significant funding increases to make up for cuts to bus funding in the
last two reauthorization cycles.
Frequency and Ridership
• Reframes the Federal transit program to boost frequency and ridership .
• Modifies the urban and bus formulas to incentivize frequent rail and bus service instead of low
operating costs.
• Provides $100 million in annual grants to tackle larger city street congestion that slows down buses
through support of items like bus only lanes and priority signaling. The program is structured to
require a partnership between transit agencies and local/State roadway agencies.
• Establishes new flexible Federal rules for Mobility on Demand that integrate new technologies with
transit as the backbone. Retains basic requirements for safety, Buy America, and labor protections.
Includes restrictions on single p assenger trips and carbon and particulate emissions. Requires a
negotiated rulemaking on data sharing between transit agencies, cities, and the private sector.
• Modifies rural formula grants to distribute a greater percentage of funds based on actual transi t service
provided.
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• Provides additional funds to the STIC program for small transit agencies that run more service than
comparable agencies.
Buy America and other Procurement Reforms
• Closes loopholes and adds incentives to boost domestic jobs while stream lining compliance and
leveling the playing field, with a 5-year phase in period to allow the industry time to adjust.
• Closes loopholes that allow waived components and components exceeding 70 percent domestic
content to receive credit for 100 percent domestic content.
• Incentivizes higher domestic content by providing a bonus of an additional 10 percent of domestic
content for any component that exceeds 70 percent and providing a bonus of an additional 15 percent
of domestic content for any component that exceeds 75 perc ent.
• Allows final assembly costs to count in the domestic content calculation to disincentivize minimizing
final assembly in the United States.
• Creates a new 2.5 percent bonus for any electric bus that uses domestic battery cells.
• Requires FTA to conduct rolling stock certifications to remove the burden from transit agencies. This
will enable rolling stock to be certified once, rather than every single contract, and removes variation
in Buy America compliance. Requires annual DOT IG audits.
Bus Grant Reforms
• Increases bus funding by 150 percent to reverse the MAP-21 bus cuts.
• Narrows the competitive bus grants to focus on bus facilities and fleet expansions.
• Increases zero emission bus competitive grants fivefold.
• Creates a new state of good repair formula subgrant to push additional formula dollars to transit
agencies with the oldest buses.
Supporting All Riders
• Doubles the set-aside of the low-income factor in the urban formula and uses a measure of deep
poverty by census tract to target the poorest urban neighborhoods.
• Sets aside $50 million a year for rural persistent poverty counties, defined as a county with a poverty
rate above 20 percent since 1990.
• Establishes a reduced fare pilot project to enable transit agencies to experiment with reduced fares for
low-income riders.
Supporting Frontline Workers
• Requires a new focus on operator assault in transit agency safety plans, including a joint management
labor committee that must certify the safety plans.
• Requires transit agencies with poor safety metrics to direct up to 10 percent of Federal funds to safety
for each poor metric.
• Creates a frontline workforce training center with $12 million in dedicated funds.
• Prohibits Federal funds for autonomous transit vehicles that replace service and requires advanced
worker notice and retraining plans for agencies deploying AVs beyond small demonstrations.
Transit-Supportive Communities
• Strengthens the link between housing density and transit ridership
• Creates the Office of Transit-Supportive Communities to coordinate Federal incentives to foster this
link between Federal, State, and local planning policies.
• Doubles to $20 million the Transit Oriented Development Planning Grants.
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• Incentivizes affordable housing in the excess property disposition rules and the CIG rating process.
Streamlining Capital Investment Grants (CIG)
• Reforms Capital Investment Grants by streamlining the approval process, raising the cost share back
to the traditional 80 percent, in centivizing lower cost share with an easier approval process, and
providing transparency measures so applicants know where they stand in the process.
Title III – Highway Traffic Safety
State Highway Safety
• Provides $1.9 billion over five years to States for traffic safety. Strengthens traffic safety requirements
for States and increases transparency of States’ performance in meeting annual safety goals and use of
program funds.
• Requires States who have legalized marijuana to consider ways of increa sing public awareness over the
dangers of drugged driving and ways to reduce injuries and fatalities resulting from driving under the
influence of marijuana.
• Creates a new discretionary grant program ($35 million per year) for States to implement top -rated
traffic safety law enforcement measures.
National Highway Safety
• Provides $300 million over five years to nationwide high -visibility traffic safety enforcement
campaigns.
• Doubles the number of national traffic safety enforcement campaigns from three to six each year.
• Creates new campaigns for distracted driving and violations of ‘move over laws’ which protect road -
side first responders and law enforcement.
Priority Safety Programs
• Provides $2 billion over five year for grants to improve traffic safety in critical areas. Makes targeted
improvements to certain Section 405 grants which have been underutilized. Reforms will increase
State participation while still maintaining strong safety standards for the following areas:
o Impaired driving;
o Distracted driving; and
o Graduated driver’s licensing laws.
• Creates a new grant program for training drivers and law enforcement on proper traffic stop
procedure.
Title IV – Motor Carrier Safety
Motor Carrier Safety Grants
• Authorizes significantly higher funding levels for the Motor Carrier Safety Assistance Program, High
Priority grants, and Commercial Driver’s License Program Implementation grants to assist States in
truck and bus safety oversight and enforcement activitie s, commercial driver licensing, and technology
improvements to support those efforts.
• Extends the grant period of performance to ensure funds do not lapse and allows the Secretary to
redistribute unobligated funds.
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Compliance, Safety, Accountability
• Directs the Secretary to complete the revisions required by the FAST Act to its carrier oversight and
intervention model, to prioritize reinstating the public display of safety data, and to finalize a safety
fitness determination rule to rate the safety of carriers.
Commercial Motor Vehicles
• Directs the Secretary to complete a rulemaking to require Automatic Emergency Braking systems in
newly-manufactured commercial motor vehicles.
• Directs the Secretary to strengthen rear underride guard standards in newly -manufactured trailers and
semi-trailers, to further research and consider the feasibility, benefits, and costs associated with
installing side underride guards, and creates an Advisory Committee on Underride Protection.
School Buses
• Requires the Secretary to conduct a comprehensive review of efforts to prevent illegal passing of
school buses, issue recommendations, and create a public safety messaging campaign.
• Directs the Secretary to review the costs and benefits of requiring lap/shoulder belts in large school
buses and consider requiring them in newly manufactured buses.
• Requires newly manufactured school buses to be equipped with automatic emergency braking and
electronic stability control systems.
• Directs the Secretary to conduct research and testing of fire prevention and mitigation standards for
large school buses and consider issuing updated standards if they are needed.
Driver Safety
• Requires the Secretary to report on delays with implementation of entry-level driver training.
• Applies commercial driver licensing requirements to vehicles carrying 9-15 passengers.
• Creates a Truck Leasing Task Force to examine lease and lease -purchase agreements commonly made
available to truck drivers and the impacts of these captive leases on driver pay.
• Requires the Secretary to collect and use data on driver detention to determine the link between
detention and safety outcomes.
• Requires the Secretary to evaluate the impacts of exemp tions before finalizing changes to hours of
service rules and establishes stronger reporting requirements for carriers utilizing exemptions.
Title V – Innovation
Technology and Innovation
• More than doubles funding for technology deployment to expand t he implementation of innovations
in the surface transportation system.
• Focuses on transformative technologies by increasing funding to the Intelligent Transportation
Systems Program and expanding smart infrastructure investment in local communities.
• Creates a new grant program to fund green materials research at universitie s and focuses deployment
programs on green construction materials and practices.
• Increases funding for the University Transportation Centers program.
• Establishes a multimodal freight transportation research program to find innovative ways to make
freight movement greener, safer, and more efficient.
• Expands the Federal role in providing State and local governments with critical datasets and tools that
will improve performance-based investments and access to jobs and essential services.
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• Establishes a new Highly Automated Vehicle and Mobility Innovation Clearinghouse to study the
societal impacts of automated vehicles and Mobility on Demand.
• Authorizes automated vehicle research on improving safety for all road users and expanding
accessibility in an equitable manner.
• Authorizes new FTA research to enhance transit worker safety and expand Mobility on Demand.
Vehicle-Miles Traveled (VMT) Pilots
• Nearly doubles funding for VMT pilots across the country, encouraging States to begin implementing
successful VMT programs.
• Establishes a national VMT pilot program, including both passenger and commercial vehicles in all 50
States, to invest in developing a sustainable funding mechanism for the surface transportation system.
Title VI – Multimodal Transportation
• Revises the National Multimodal Freight Policy, the National Strategic Freight Plan, and the
requirements for State Freight Plans to include fu rther consideration of environmental and equity
impacts.
• Establishes a new deadline for the Secretary to designate a final National Multimodal Freight Network
and requires the Secretary to report to Congress on the resources that will be used to meet this
deadline.
• Establishes a joint task force between the Dep artment of Transportation and the Internal Revenue
Service to study the establishment and administration of a fee on multimodal freight surface
transportation services.
• Authorizes pilot program to allow FHWA or FTA grantees, including States, local recipie nts, and
subrecipients, to utilize local or other geographic labor hiring preferences, economic -based labor
hiring preferences, and labor hiring preferences for veterans.
Title VII –Transportation Infrastructure Finance and Innovation Act
• Streamlines the program by raising the threshold above which projects are required to secure multiple
credit rating agency opinions.
• Further clarifies that the proceeds of a secured loan under TIFIA shall be considered part of the non -
Federal share of a project under title 23 or chapter 53 of title 49 if the loan is repayable from non -
Federal funds.
• Allows territories to use funds made available under this section for the non -Federal match under the
TIFIA program.
• Clarifies the criteria under which projects are eligible for the streamlined application process.
• Provides additional funding to allow the Department to waive fees for small projects.
• Modifies reporting requirements to include information on whether a TIFIA project is located in a
metropolitan or micropolitan area.
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Division C – Improving Hazardous Materials Safety Act of 2020
The Improving Hazardous Materials Safety Act protects the safety of individuals and communities by
repealing the current prohibition on the Federal Aviation Administration from establishing lithium battery
safety standards for aircraft, and requiring the Department of Transportation to conduct extensive safety
evaluations before allowing railroads to transport liquefied natural gas by rail tank car.
Division D - The Transforming Rail by Accelerating Investment Nationwide (TRAIN) Act
The Transforming Rail by Accelerating Investment Nationwide (TRAIN) Act sets a path to truly transform
rail transportation in the United States. In recent years, the dema nd for environmentally-responsible intercity
and commuter passenger rail transportation has increased substantially. While the current COVID -19
pandemic has reduced ridership, we must invest now to meet passenger demand as our Nation recovers and
new travel patterns emerge. The TRAIN Act increases FAST Act rail investment levels by more than five
times, authorizing $60 billion to address the state of good repair backlog in rail infrastructure, establish new
intercity passenger rail routes, build on Amtrak’s legacy, and expand the opportunities for commuter rail. The
bill also improves railroad safety, studies the impacts of current industry practices, and sets higher safety
standards across the railroad industry to better protect passengers, workers, and the public. Further, the
TRAIN Act renews our commitment to the safe transportation of hazardous materials.
Transformative Investments
• Establishes a new Passenger Rail Improvement, Modernization, and Expansion (PRIME) grant program
devoted entirely to passenger rail improvements and expansion. Authorized at $19 billion over five
years, it will fund capital projects that improve the state of good repair, optimize performance, and
expand intercity rail passenger transpor tation.
• Reauthorizes the Consolidated Rail Infrastructure and Safety Improvements (CRISI) grant program, which
funds passenger and freight rail projects, at $7 billion over five years – an increase of $5.8 billion over
FAST Act levels. It also expands CRISI to new project eligibilities and allows commuter rail
authorities to compete for funds.
• Authorizes $150 million over five years to help pay credit risk premiums for certain borrowers under
the Railroad Rehabilitation and Improvement Financing (RRIF) program and $70 million to refund the credit
risk premiums of certain past loans.
Together, these grant and loan programs will revitalize our rail network while maintaining strong Buy America
and labor standards that maximize the benefits of these investments.
Reinvesting in Amtrak
As America’s national passenger railroad, Amtrak has an important role in our country’s transportation
system. The TRAIN Act demonstrates support for Amtrak’s legacy of serving not just the Northeast Corridor
(NEC), but the entire network of long-distance and state-supported routes that comprise the National
Network and serve as vital connections across the country. The bill authorizes $29.3 billion over five years
($13.1 billion for the NEC and $16.2 billion for the National Network) – more than three times the FAST Act
level of investment. These investments will help Amtrak tackle the state of good repair backlog, support the
development of new state-supported routes, and strengthen the network to revitalize and grow s ervice. The
bill authorizes higher funding levels for fiscal years 2021 and 2022 to help Amtrak and its State partners
recover from decreased ridership and revenues caused by the COVID-19 health crisis.
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The TRAIN Act also gives States a voice in how Amtrak builds its future network and improves transparency
and accountability while strengthening these partnerships. The TRAIN Act makes reforms to improve the
quality and level of passenger service, equips Amtrak with the tools needed to secure access to the entire
system, and helps ensure Amtrak’s continued history of providing quality jobs and employing a skilled
workforce.
Rail Safety
While we renew and grow the national rail network, the safety of passengers, communities where trains travel,
and the railroad workforce must remain a top priority. The TRAIN Act makes numerous safety
improvements and investments to raise the bar on safety. It establishes a new grade separation grant program
at $2.5 billion over five years. The bill also implements National Transportation Safety Board
recommendations issued in response to the December 2017 Amtrak derailment near DuPont, Washington,
addresses blocked crossings, and improves the Federal Railroad Administration waiver and accident
investigation process. It furth er supports safe railroad operations by requiring that freight trains, with limited
exceptions, must have a certified engineer and conductor, and sets high standards for railroad workers
performing train or dispatching service in the United States.
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H.R. _________, “INVESTING IN A NEW VISION FOR THE ENVIRONMENT AND
SURFACE TRANSPORTATION IN AMERICA ACT”
SECTION BY SECTION SUMMARY
June 3, 2020
DIVISION A – COVID-19 RESPONSE AND RECOVERY
Sec. 101. Extension of Federal surface transportation programs.
Extends Fiscal Year (FY) 2020 enacted levels for Federal-aid highway, transit, and safety programs
through FY21. Provides additional administrative expenses out of the Highway Trust Fund for
FHWA and NHTSA and out of the General Fund for FTA.
Sec. 102. Federal Highway Administration.
Authorizes an additional $14.742 billion in contract authority from the Highway Account above
FY20 levels, provides an equal amount of obligation authority to be distributed with these funds,
and distributes these amounts according to existing formulas. Funds made available under this
section may be used for the broadest construction eligibilities under the Federal -aid highway
program, as well as for transportat ion-related administrative expenses, including salaries and
benefits. Allows any highway funds obligated in FY21 to be up to 100 percent Federal share, except
for obligations under the Nationally Significant Freight and Highway Projects (INFRA), the TIFIA
program, or advanced construction. Distributes the funds among States, Tribes, Puerto Rico, the
Territories, and Federal land management agencies in the proportion to their share of total FY20
authorized funds. Suballocates the funds made available to the States in the same proportion as the
total funds apportioned to the States in FY20 were suballocated. Any obligation authority that
remains available at the end of the fiscal year will be redistributed to the States in August
redistribution. Provides additional transparency and oversight for the INFRA program and any
funds obligated on administrative expenses. Exempts funds obligated on administrative expenses
from transportation planning requirements.
Sec. 103. Federal Transit Administration.
Authorizes an additional $5.79 billion in contract authority from the Mass Transit Account above
FY20 levels and allows funds obligated in FY21 to be up to 100 percent Federal share. Distributes
funds through the 5307, 5310, and 5311 programs in the same ratio as su ch funds were provided in
FY20. Allows funds to be used for both capital and operating expenses, including the purchase of
personal protective equipment and paying for administrative leave costs due to reductions in service.
Requires transit agencies to use these funds, to the maximum extent possible, for payroll and
provision of public transit service. Increases the base authorization for the Capital Investment
Grants (CIG) program by $958 million above FY20 levels and provides an additional authorization
for such sums as may be necessary through an emergency CIG authorization to allow project
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sponsors to increase their Federal share to account for lost local revenue sources due to COVID -19.
Provides authority for CIG project sponsors to defer to later year s their local share payments.
Waives the application of the Rostenkowski test to the Mass Transit Account for FY21.
Sec. 104. National Highway Traffic Safety Administration.
Provides an additional $244.5 million in contract authority in FY21 for NHTSA highway safety
programs. Provides that activities carried out in FY21 shall at 100 percent Federal share and extends
the period of availability for funds that would otherwise expire in FY21 by one year.
Sec. 105 Federal Motor Carrier Safety Administration.
Provides an additional $209.9 million in contract authority FY21 for FMCSA motor carrier safety
programs. Allows FMCSA to provide financial assistance to States for carrying out motor carrier
safety activities in FY21 at a Federal share of up to 100 percent, to waive maintenance of effort
requirements in FY21, and to extend the period of availability for grant funds by one year.
Sec. 106. Definitions.
Provides definitions for Division A.
DIVISION B – SURFACE TRANSPORTATION REAUTHORIZATION
TITLE I—FEDERAL-AID HIGHWAYS
Subtitle A—Authorizations and Program Conditions
Sec. 1101. Authorization of appropriations.
Authorizes $257.4 billion in contract authority for FY22 through FY25 for the Federal -aid highway
program. Reauthorizes U.S. DOT’s Disadvantaged Business Enterprise program.
Sec. 1102. Obligation limitation.
Provides obligation authority to match the contract authority authorized for FY22 through FY25.
Makes the Federal Land Transportation Program under 23 USC 203 exempt from obligation
limitation to ensure Federal land management agencies can enter into contracts at the beginning of
the fiscal year. Ensures that Tribes, territories, and Puerto Rico receive a dollar of obligation
authority for every dollar of contract auth ority authorized.
Sec. 1103. Definitions and statement of policy. [23 USC 101]
Adds new definitions to 23 USC 101. Incorporates new Departmental policy goals for safety, climate
change, resilience, and environmental protection.
Sec. 1104. Apportionment. [23 USC 104]
Establishes the distribution formulas for the nine Federal-aid highway programs apportioned to
States– the National Highway Performance Program (NHPP), the Surface Transportation Program
(STP), the Highway Safety Improvement Program (HSIP), the Congestion Mitigation and Air
Quality Improvement Program (CMAQ), the National Highway Freight Program (NHFP),
metropolitan planning, the railway crossing program, the Predisaster Mitigation Program (PDM),
and the Carbon Pollution Reduction Program.
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Sec. 1105. Additional deposits into Highway Trust Fund. [23 USC 105]
Extends a provision to allow any additional sums deposited into the Highway Trust Fund to be
distributed through existing statutory formulas without a need for further authorization and ensures
that set-asides are included in this calculation.
Sec. 1106. Transparency. [23 USC 104(g); 106]
Revises the reporting requirements in 23 USC 104(g) to ensure the Federal Highway Administration
(FHWA) publishes programmatic and project -level information about the Federal-aid highway
program online in a user-friendly format. Project-level information includes detailed data on the
cost, funding source, status, and location of all projects funded under title 23 with a total cost of
over $5 million. In addition, the website must provide an interactive map searchable by project
number, State, and Congressio nal district.
Revises 23 USC 106 to ensure transparency and accountability in the Federal -aid highway program.
Provides additional technical assistance to States and subrecipients to ensure that Federal
requirements are met. Establishes guardrails to ensure that Federal-State funds exchange programs
do not circumvent labor and Buy America requirements. Ensures that major projects carried out
through a public private partnership conduct an analysis demonstrating that the procurement
process provides the best value for money. Establishes additional oversight of “megaprojects” with a
cost of over $2 billion, including the establishment of an independent peer review group to monitor
the progress of the project and provide project reports to the Secretary. Requ ires that all Special
Experimental Projects be subject to public notice, an opportunity to comment, and Congressional
reporting for any activities conducted under this authority.
Significantly strengthens accountability and oversight of discretionary grant programs authorized
under the bill. Requires that project selection be based on data driven determinations, quantified,
and documented. Provides all unsuccessful grant applicants with an opportunity to be debriefed by
the Department. Ensures that Congress receives and is given the opportunity to review the
proposed list of grant awards and the basis of selections prior to award of grant funds.
Sec. 1107. Complete and context sensitive street design. [23 USC 109]
Revises roadway design standards under 23 USC 109 to require consideration of all users of the
transportation facility, including pedestrians, bicyclists, public transit users, children, older
individuals, individuals with disabilities, motorists, and freight vehicles. Instructs project sponsors to
design in a manner that is tailored to the context of that facility, rather than a “one size fits all”
approach.
Ensures that the plans and specifications for all Federal-aid highways take into consideration context
sensitive design principles. Requires the Secretary to publish guidance outlining context sensitive
design, including providing model policies and procedures that States and other project sponsors
can use when adopting their plans to implement context sensitive design principles.
Replaces the requirement that Interstate design accommodate strict 20-year traffic forecasts on the
Interstate, and instead allows States to focus on the existing and future operational performance of
the facility. Requires the Secretary, in consultation with AA SHTO, to approve design standards for
the National Highway System (NHS) that take into consideration context sensitive design principles
and authorizes design flexibility for local governments for Federal-aid projects off the NHS.
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Sec. 1108. Innovative project delivery Federal share. [23 USC 120]
Increases the Federal share for projects that use innovative materials or processes that reduce
greenhouse gas emissions.
Sec. 1109. Transferability of Federal-aid highway funds. [23 USC 126]
Limits the transferability of Transportation Alternatives Program (TAP) funds unless the State runs
a competition and is unable to distribute the suballocated funds. Limits the transferability of railway
crossing program funds unless the State demonstrates that it has met all its needs for the installation
of protective devices at railway highway grade crossings.
Limits transfer out of programs related to carbon pollution reduction and air quality but maintains
flexibility by allowing up to 50 percent of apportioned contract authority per year to be transferred
between the Carbon Pollution Reduction Program and CMAQ.
Sec. 1110. Tolling. [23 USC 129]
Ensures, by reinstating a requirement for tolling agreements with FHWA, that project sponsors
seeking to institute tolls on any Federal-aid highway project or for conversion of any part of the
NHS (including the Interstate) consider the following factors: congestion and air quality impacts on
both the toll facility and non-tolled routes onto which traffic might be diverted; planned investments
to improve public transportation or other non -tolled alternatives in the corridor; environmental
justice and equity impacts; impacts on freight movement; and economic impacts. Ensures that
public transportation vehicles and intercity buses can use new toll facilities without paying a toll.
Requires that any new toll facilities provide for electronic interoperability with other providers in the
region.
Repeals the Value Pricing Pilot and Interstate System Reconstruction and Rehabilitation Pilot
programs, and provides mainstream authority for congestion pricing, subject to the considerations
above, as well as impacts on congestion on the facility, adjacent routes, and the corridor to ensure
that any planned investments in operational improvements or in alternate travel options reduce
congestion in the corridor.
Strengthens the limitations on surplus revenues to ensure that any additional funds must be used
within the corridor to improve operations or capacity of public tr ansportation, operational
improvements, or other alternatives to the tolled facility. Allows toll revenues to be used to fund toll
rebate programs for commuters with no reasonable alternative to the toll facility. Toll revenues may
only be invested outside the corridor if all the needs of both the facility and the corridor have been
met.
Sec. 1111. HOV facilities. [23 USC 166]
Ensures that only low emission single occupancy vehicles can utilize HOV lanes.
Sec. 1112. Buy America. [23 USC 313]
Ensures a transparent public process before waiving Buy America requirements. Strengthens
existing domestic content requirements by requiring the Secretary to reevaluate any standing
nationwide waivers every five years, including the manufactured products waiver, to determine
whether those waivers remain necessary. Codifies longstanding Congressional reporting
requirements.
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Subtitle B—Programmatic Infrastructure Investments
Sec. 1201. National highway performance program. [23 USC 119]
Revises the NHPP to emphasize state of good repair needs identified in the transportation asset
management plan before constructing new highway capacity. States must also consider whether an
operational improvement or transit project would be more cost-effective than a capacity expansion
for single occupancy vehicles. Any new capacity project must support the achievement of the State’s
performance targets.
Adds eligibilities for resilience improvements, natural infrastructure, evacuation routes, reducing
carbon pollution, and wildlife crossings and requires States to consider climate change when
preparing their transportation asset management plans.
Sec. 1202. Increasing the resilience of transportation assets. [new 23 USC 124]
Revises sections 134 and 135 of title 23 to require the Metropolitan Planning Organization (MPO)
and State-prepared long-range transportation plans to include strategies to mitigate and reduce
climate impacts and a vulnerability assessment of critical transportation assets, evacuat ion routes,
and facilities repeatedly damaged by disasters. The MPO and State must identify projects to address
identified vulnerabilities, and these projects are eligible for funding under the newly established pre-
disaster mitigation program.
Establishes a pre-disaster mitigation program under 23 USC 124, which receives $6.25 billion in
apportioned funds over the life of the bill for resilience projects identified in the State and MPO
vulnerability assessments. Construction of resilience improvements, including construction of
natural infrastructure or protective features, are eligible on any existing highway or transit asset
eligible under titles 23 or 49. In addition, funds can be used to relocate or construct alternatives to
transportation infrastructure that are repeatedly damaged by extreme weather events, or to address
current and future vulnerabilities to evacuation routes designated in an MPO or State’s vulnerability
assessment. Projects eligible for funding under this section must be designed to ensure resilience
over the life of the facility and take into consideration current and projected changes in flooding
based on climate science and projected land use.
Sec. 1203. Emergency relief. [23 USC 125]
Clarifies that cost-justified resilience improvements are eligible for Emergency Relief (ER) funding.
Ensures that wildfires are covered under the definition of natural disaster. Gives eligible entities
additional time after a disaster to carry out an ER project.
Sec. 1204. Railway crossings. [23 USC 130]
Establishes a standalone railway crossing program, based on the railway -highway grade crossing set
aside, raising the overall level of investment in safety projects under the bill. Requires railroads to
contribute the share for projects that provide a benefit to the railroad. Expands eligibilities to
include projects to mitigate lost access from a crossing closure and strategies to prevent or reduce
trespasser fatalities and injuries along railroad rights-of-way. Allows railway crossing funds to be
used toward the cost of projects selected for the Federal Railroad Administration’s Consolidated
Rail Infrastructure and Safety Improvements discretionary grant program. Requires the Government
Accountability Office to assess the effectiveness of the railway crossing program. Emphasizes
Congressional intent that U.S. DOT should coordinate Departmental efforts to reduce trespasser
deaths at railroad rights-of-way.
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Sec. 1205. Surface transportation program. [23 USC 133]
Adds eligibilities for resilience improvements, natural infrastructure, reducing carbon pollution, bus
frequency and ridership enhancement projects, and wildlife crossings. In addition to existing off -
system eligibilities, allows for investment on certain local roads and rural minor collectors.
Revises the suballocation to four population bands: 200,000 and above; 50,000-200,000; 50,000-
5,000; and under 5,000. Provides for additional transparency and coordination requirements for
suballocated funds to ensure that local governments receive their equitable share of funds based on
population. Establishes a technical assistance program for areas with a population of 200,000 and
above to ensure efficient project delivery and facilitate compliance with applicabl e requirements.
Such technical assistance can include a State DOT liaison to help local governments carry out
Federal aid highway projects.
Increases the off-system bridge set-aside to 20 percent of STP funds made available in any area of
the State for FY20, which will provide an approximately $1 billion investment annually in off-system
bridges. A State can receive an exemption from this requ irement if it can demonstrate insufficient
off-system bridge rehabilitation needs to justify the expenditure. Amounts expended under the off -
system bridge set-aside can be used to meet a State’s minimum bridge investment requirement under
23 USC 144(l).
Sec. 1206. Transportation alternatives program. [23 USC 133(h)]
Provides funding for the Transportation Alternatives Program (TAP) as a 10 percent set -aside out of
STP. Increases the share of the program’s funds that must be suballocated to areas of the St ate
based on population from 50 percent to 66 percent. A State may suballocate up to 100 percent of its
TAP funding if certain conditions are met and upon approval of the Secretary. Boosts the
recreational trails set-aside in proportion to the increase for TAP.
Lists eligibilities under the program directly in 23 USC 133(h), and adds vulnerable road user safety
planning as an eligibility. Adds metropolitan planning organizations that serve urbanized areas with a
population of 200,000 or fewer as eligible recipients. Allows a State DOT to carry out TAP projects
at the request of any other eligible applicant. Allows a State to set aside up to five percent of the
program’s funds to assist project sponsors with improving their applications and expediting proje ct
delivery.
Allows a State to use HSIP funds to cover the non-Federal share of the cost of a TAP project, and
places restrictions on the ability of the State to transfer TAP funds out of the program. Provides
flexibility for a State to meet the non-Federal match on a multiple-project or programmatic basis.
Sec. 1207. Bridge investment. [23 USC 144]
Streamlines bridge project delivery by removing the prohibition against using multiple sources of
Federal funding for one bundle of bridge projects and allo ws the bundling of bridge resiliency
projects. Creates a new minimum bridge investment requirement that ensures States spend no less
than 20 percent of their two largest apportioned programs on bridge repair and rehabilitation
projects. Provides States with flexibility to meet that goal over the four -year period from FY22
through FY25.
Establishes program goals that include improving state of good repair for bridges; improving the
safety, efficiency, and reliability of bridges; and reducing the number of bridges in poor condition, or
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at risk of falling into poor condition, that do not meet current geometric design standards, or that
are insufficient to meeting load or traffic requirements. Includes projects such as seismic retrofits,
corrosion control, systematic preventative maintenance, bridge inspections, and bridge resiliency and
natural infrastructure as eligible projects towards the minimum bridge investment requirement.
Requires the Secretary to annually issue a bridge investment report detailing State-by-State
expenditure of Federal funding on bridge projects.
Sec. 1208. Construction of ferry boats and ferry terminal facilities. [23 USC 147]
Amends the authorization for ferry boats and related infrastructure, which receives a 50 percent
increase under section 1101.
Sec. 1209. Highway safety improvement program. [23 USC 148]
Revises HSIP to require each State, in consultation with regional and local partners, to establish a
vulnerable road user safety assessment as part of its strategic highway safety plan. This assessment
will identify corridors and hot spots that pose a high risk to bicyclists and pedestrians. It will further
require States to develop a program of projects or strategies to reduce identified safety risks. States
with high levels of bicyclist and pedestrian serious injuries and fatalities per capita will be required to
undertake projects, from their STP funds, to address these identified safety issues. Makes vision zero
planning under section 1601 an eligible HSIP expense.
Amends strategic highway safety plan requirements to take into consideration a multimodal
approach to safety. The plan must take into consideration a “safe system approach” to roadway
design that incorporates the likelihood of human error in order to preve nt fatalities. Requires the
State strategic highway safety plan to take tribal safety planning processes into consideration.
Provides additional flexibility to use a data-driven, multidisciplinary approach to reducing fatalities
and serious injuries and empowers each State to develop a program of projects to address its unique
safety needs. Restores the ability, rescinded in MAP-21, to use up to 10 percent of a State’s HSIP
funds for public awareness, education, and other non -infrastructure efforts.
Ensures that penalties and set-asides do not divert from safety needs identified in the State strategic
highway safety plan. Replaces the railway-highway grade crossing set-aside, which was a 10 percent
takedown of HSIP, with a standalone railway crossing progr am under 23 USC 130. Provides
additional flexibility for States to meet any special rule obligation requirements within a two -year
window, rather than within the fiscal year, to ensure that States have adequate time to plan and
program the best projects.
Strengthens the emphasis on high risk rural roads by increasing total investment in rural roads while
reducing variances among the States that trigger the special rule to provide States with more
certainty when planning these projects. Requires FHWA update guidance on rural road safety.
Sec. 1210. Congestion mitigation and air quality improvement program. [23 USC 149]
Adds eligibility for shared micromobility projects, including bikeshare and shared scooters. Adds
eligibility for projects to mitigate seasonal or temporary traffic congestion from travel or tourism.
Amends the program’s clean vehicle provisions to include hydrogen fueling stations as an eligible
activity. Modifies the eligibility of program funds to be used for operating assistance, including
providing additional assistance for projects that continue to demonstrate net air quality benefits.
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Sec. 1211. Electric vehicle charging stations. [23 USC 155]
Requires electric vehicle charging stations that receive title 23 funds to be usable by the majority of
EV drivers and accessible to all members of the public.
Sec. 1212. National highway freight program. [23 USC 167]
Revises the program’s goals to include further consideration of environmental and equity impacts.
Provides for additional critical rural freight corridor and critical urban freight corridor mileage for
States that have used at least 90 percent of their currently allotted mileage. Eliminates program
eligibility restrictions for States with higher percentages of the primary freight network mileage.
Removes the cap on funding multimodal freight projects, provided that the projects contribu te to
the efficient movement of goods on the National Freight Network.
Sec. 1213. Carbon pollution reduction. [new 23 USC 171]
Creates a new carbon pollution reduction apportionment program. Provides broad flexibility to the
States to fund projects eligible under title 23 or chapter 53 of title 49, provided that the projects
reduce greenhouse gas emissions. Includes eligibility for intercity passenger rail projects that reduce
greenhouse gas emissions and improve mobility on public roads. Allows States to use up to 10
percent of funds for operating costs of public transportation, intercity passenger rail, and
transportation systems management and operations projects. Requires the Secretary to annually
evaluate carbon dioxide emissions per capita on public roads in each State and issue an
accompanying progress report. States that achieve the most significant reductions in carbon dioxide
emissions will receive additional flexibility in project Federal share and program transferability.
States making the least progress in emissions reduction are required to dedicate additional Federal
funds to projects that will reduce emissions. The Secretary, in consultation with the Environmental
Protection Agency, will periodically issue a report detailing which types of projects eligible under this
section prove most effective in reducing carbon pollution.
Sec. 1214. Recreational trails. [23 USC 206]
Allows project sponsors to apply recreational trails program requirements to trails projects funded
with any apportioned program dollars, to facilitate more efficient project delivery.
Sec. 1215. Safe routes to school program. [23 USC 211]
Codifies elements of the Safe Routes to School (SRTS) program enacted in section 1404 of
SAFETEA-LU. Projects under this section are eligible for funding under the Transportation
Alternatives Program and the Highway Safety Improvement Program. Expands eligibility under
SRTS to include high schools. Removes the 30 percent non -infrastructure project cap to provide
additional flexibility to project sponsors.
Sec. 1216. Bicycle transportation and pedestrian walkways. [23 USC 217]
Clarifies that electronic micromobility devices, including scooters, can be used on a bicycle
transportation facility similar to electric bicycles and tricycles, subject to State and local safety
regulations.
Subtitle C—Project Level Investments
Sec. 1301. Projects of national and regional significance. [23 USC 117]
Establishes a Projects of National and Regional Significance (PNRS) program, which provides more
than $9 billion over the life of the bill for large highway, transit, and passenger and freight rail
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projects that reduce congestion on roadways and that cannot be funded through annual
apportionments or other discretionary sources. Includes the authority for the Secretar y to award
large grants over multiple years. Directs the Secretary to make grant selections based on merit
criteria specified in statute, including the extent to which a project contributes to a state of good
repair; cost savings generated by the project o ver the life of the asset; safety, mobility, economic,
resilience, and environmental benefits generated by the project; benefits to all users of the project;
and the average number of people or volume of freight supported by the project. The Secretary is
also directed to consider whether the project serves an area of persistent poverty; the degree to
which the project utilizes innovative technologies or construction techniques; and whether the
project improves connectivity between modes of transportation.
Sec. 1302. Community transportation investment grants. [new 23 USC 173]
Establishes a $600 million per year grant program to support local investments in projects to
improve safety, state of good repair, accessibility, and environmental quality through infrastructure
investments. Sets aside a minimum of 25 percent of program f unds for projects in rural
communities.
Requires the Secretary to evaluate projects on their benefits to transportation safety, including
reductions in traffic fatalities and serious injuries; to state of good repair, including improved
condition of bridges and pavements; to transportation system access, including improved access to
jobs and services; and in reducing greenhouse gas emissions, and to rate each project based on these
criteria. Allows the Secretary to use different weighting of these criter ia based on project type,
population served by the project, and other context -sensitive considerations. Instructs the Secretary
to compare each project’s benefits with its costs, rank projects based on that comparison, and to
select grant recipients from among those projects ranked most highly.
Requires the Secretary to make public information on the evaluation and rating process prior to
issuing a notice of funding opportunity. Requires the Secretary to submit to Congress the ratings
and rankings of all projects, and a list of all projects being considered by the Secretary to receive an
award, prior to making such award.
Sec. 1303. Grants for electric vehicle charging and hydrogen fueling infrastructure to
modernize and reconnect America for the 21st century. [23 USC 151]
Establishes a $350 million annual competitive grant program to deploy electric vehicle charging and
hydrogen fueling infrastructure. The program will prioritize projects that demonstrate the highest
levels of carbon pollution reduction s and that are installed on designated alternative fueling
corridors. Electric vehicle charging stations installed under this section must be usable by the
majority of electric vehicle drivers and accessible to all members of the public. Requires FHWA, in
consultation with the Department of Energy, to provide guidance on the deployment of alternative
fueling infrastructure.
Sec. 1304. Community climate innovation grants. [new 23 USC 172]
Establishes a new $250 million per year competitive grant program to support local investments in
innovative strategies to reduce greenhouse gas emissions. Provides broad flexibility to grantees to
fund projects eligible under title 23 or chapter 53 of tit le 49, provided the project reduces
greenhouse gas emissions. Includes eligibility for intercity passenger rail projects that reduce
greenhouse gas emissions and improve mobility on public roads. Prioritizes projects that show the
most promise in reducing greenhouse gas emissions, and provides further consideration for a
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project’s cost-effectiveness, provision of diverse transportation choices, accessibility, equity and
environmental justice impacts, benefits to low-income communities, and use of innovative materials.
Sec. 1305. Metro performance program.
Provides $750 million over the life of the bill for direct allocations to MPOs to advance locally -
selected projects. Authorizes the Secretary to designate a high-performance tier of MPOs based on
technical capacity to manage Federal-aid highway funds. Provides between $10 and $50 million per
year for the MPOs designated. Projects are subject to all Federal-aid highway requirements,
including environmental laws, labor projections, and Buy America. Particip ating MPOs will report
annually on the status of the program and the projects advanced with program funds to FHWA, and
FHWA will report to Congress on the lessons learned from the program and provide
recommendations on ways to improve suballocation of Fede ral-aid highway funds under STP.
Sec. 1306. Gridlock reduction grants.
Establishes a $250 million grant program to reduce traffic gridlock in large metropolitan areas.
Supports projects to reduce and mitigate the adverse impacts of traffic congestion; ma ke better use
of existing capacity; and employ innovative, integrated, and multimodal solutions to reducing
gridlock. Includes eligibility for intelligent transportation systems, real-time traveler information,
transportation demand management, and multimo dal solutions. Dedicates half of program funds
for freight-specific projects including first-mile and last-mile delivery solutions, use of centralized
delivery points, curb space management, and real-time freight parking and routing. Prioritizes
projects in areas that are experiencing a high degree of recurrent congestion. Requires the Secretary
to report on recommendations and best practices following the implementation of projects.
Sec. 1307. Rebuild rural grants.
Establishes a $250 million grant program to support infrastructure investment in rural communities.
Focuses on projects that will improve transportation safety, including on high -risk rural roads, on
Federal lands, and at vehicle-wildlife crossings; improve state of good repair, including on off-system
bridges; and improve access to jobs and services in support of rural economies. Includes
consideration for projects that coordinate transportation projects in the highway right -of-way with
proposed broadband infrastructure.
Sec. 1308. Parking for Commercial Motor Vehicles.
Establishes a $250 million grant program to address the shortage of parking for commercial motor
vehicles to improve the safety of commercial motor vehicle drivers.
Sec. 1309. Active transportation connectivity grants.
Establishes a $250 million grant program to support infrastructure investment in connected active
transportation networks. Supports the development of active transportation networks to connect
points within a community, and active transportation spines to conn ect communities to one another.
Supports the development of complete streets and the use of safe systems approaches to enhance
safety for vulnerable road users. Includes considerations for the environmental justice and equity
impacts of a project and the extent to which the project improves connectivity to public
transportation.
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Subtitle D—Planning, Performance Management, and Asset Management
Sec. 1401. Metropolitan transportation planning. [23 USC 134]
Requires MPOs to consider carbon pollution and emissions reduction, climate change, resilience,
and hazard mitigation throughout the planning process. Adds additional planning considerations for
accessibility and equity, including a holistic look at housing and land use policies. Consiste nt with
Section 1403, incorporates performance-based planning and transportation system access into
project selection.
Revises the MPO designation and consultation processes to facilitate better regional coordination.
Membership of newly designated or redesignated MPOs must reflect the population of the area,
while ensuring continuity for existing MPOs. Clarifies that MPOs can us e electronic platforms to
solicit public feedback during the planning process. Such electronic outreach is in addition to, not in
lieu of, public meetings.
Sec. 1402. Statewide and nonmetropolitan transportation planning. [23 USC 135]
Makes similar resilience and climate-related changes as detailed under section 1401 to statewide
planning. Requires States to consider carbon pollution and emissions reduction, climate change,
hazard mitigation, and resilience throughout the planning process. Adds additional planning
considerations for accessibility and equity, including a holistic look at housing and land use policies.
Emphasizes the importance of a performance -based project selection approach. Requires U.S. DOT
to submit an updated edition of the performanc e-based planning and programming report to
Congress once every four years to provide recommendations for ways to improve performance -
based planning. Consistent with section 1403, incorporates performance-based planning and
transportation system access into project selection. Clarifies that States can use electronic platforms,
such as social media, to solicit public feedback during the planning process. Such electronic outreach
is in addition to, not in lieu of, public meetings.
Sec. 1403. National goals and performance management measures. [23 USC 150]
Requires U.S. DOT to establish new performance measures for greenhouse gas emissions and
transportation system access. Section 150(d)(3) prohibits States from setting regressive targets
related to safety and carbon pollution reduction.
The transportation system access measure leverages modern data tools to improve the way States
and MPOs assess the level of safe, reliable, and convenient access to jobs and services (including
shopping, healthcare, childcare, education and workforce training, and financial institutions).
Considers the level of access for various modes of travel. Establishes a working group of State, local,
and non-governmental experts to advise U.S. DOT on the establishment of the measure. Requires
the Secretary to acquire, using research funds, transportation system access data sets and analytical
tools to facilitate the implementation of requirements under this section.
Sec. 1404. Transportation demand data and modeling study.
Requires the Secretary to compare observed data to transportation demand forecasts from a
sampling of States and MPOs. These comparisons will examine traffic count, mode share, public
transit ridership, and vehicle occupancy data in order to inform future planning an d forecasting and
evaluate the impacts of transportation investments on transportation demand. Requires the Secretary
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to publish best practices and guidance on forecasting and transportation demand management
strategies that most effectively reduce congestion travel times and carbon pollution.
Subtitle E—Federal Lands, Tribes, and Territories
Sec. 1501. Territorial and Puerto Rico highway program. [23 USC 165]
Significantly increases the amount of funds for the Territorial and Puerto Rico highway program,
providing $100 million per year for territories and $210 million per year for Puerto Rico from the
Highway Trust Fund.
Sec. 1502. Tribal transportation program. [23 USC 202]
Under section 1101, the bill significantly increases funding levels for the Tribal Transportation
Program (TTP), providing $800 million per year for the program out of the Highway Trust Fund.
Expands eligibility under the Tribal Transportation Bridge Program to allow construction of new
bridges. Expands eligibility for safety projects under the TTP to include projects that educate the
public and increase awareness concerning highway safety matters and to better enforce highway
safety laws in tribal nations.
Sec. 1503. Tribal high priority projects.
Provides $50 million annually out of the Highway Trust Fund for a reestablished grant program that
was authorized in MAP-21, but never funded, to award grants to the highest priority project for
tribes whose annual transportation funding is insufficient. Provides emergency relief to tribes who
cannot access other emergency relief funds and sets a maximum grant award of $5 million.
Sec. 1504. Federal lands transportation program. [23 USC 203]
Under section 1101, the bill significantly increases funding levels for the Federal Lands
Transportation Program, providing $550 million per year out of the Highway Trust Fund for the
program. The bill also provides an additional $345 million per year out of the Highway Trust Fund
for the Federal Lands Access Program. Allows the head of a Federal agency that owns a
transportation facility to request assistance from a State in paying the project costs when a high -
commuter corridor (defined as a transportation facility administered by a Federal agency that has
average annual daily traffic of not less than 20,000 vehicles) within that State is in need of repair.
Sec. 1505. Federal lands and tribal major projects program. [23 USC 208]
Transforms the Nationally Significant Federal Lands and Tribal Projects Program into the Federal
Lands and Tribal Major Projects program, codifies it, and provides an annual authorization of $400
million from the Highway Trust Fund under Section 1101. Expands project eligibility and eligible
uses of funds to allow for preconstruction activities. Lowers the minimum project cost threshold to
$12.5 million for Federal lands projects and $5 million for tribal projects. Increases Federal cost
share to 100 percent for tribal projects and requires program funds to be split 50 -50 between tribal
and Federal lands projects.
Sec. 1506. Office of Tribal Government Affairs.
Establishes an Office of Tribal Government Affairs within U.S. DOT and creates a new Assistant
Secretary for Tribal Government Affairs position. The Office and the Assistant Secretary will
oversee administration of the Tribal Transportation Self Governance Program, policies and
programs serving Indian Tribes and Tribal Organizations, and will provide technical assistance to
tribes.
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Sec. 1507. Alternative contracting methods. [23 USC 201]
Allows tribes and Federal land management agencies to use the same alternative contracting
methods available to States.
Sec. 1508. Divestiture of Federally-owned bridges.
Authorizes the transfer of Federally-owned bridges from the Bureau of Reclamation to a State,
provided the State concurs; an agreement from the State to operate and maintain the bridge;
compliance with all applicable Federal laws; and a joint notification by the Bureau and the State to
the Secretary of Transportation prior to the transfer of ownership. Specifies that the Bureau is not
required to transfer ownership of the land on which the bridge is located or any adjacent lands but
requires the Bureau to provide access for the State for the purposes of construction, maintenance,
and bridge inspections.
Subtitle F—Additional Provisions
Sec. 1601. Toward zero deaths.
Provides for the establishment of vision zero plans to significantly reduce or eliminate
transportation related fatalities and serious injuries within a specified timeframe, but not to exceed
20 years. The vision zero plan includes a complete streets prioritization plan to ensure safe,
accessible, and connected active transportation networks. Allows local governments, MPOs, or
regional transportation planning organizations to use HSIP or STP funds for these purposes. A
vision zero plan may include a complete streets prioritization plan that identifies a list of projects to
provide safe and convenient active transportation access to jobs, housing, and other essential
services.
Sec. 1602. Speed limits.
Requires the Secretary to revise the Manual on Uniform Traffic Control Devices (MUTCD) to
require States and local governments to use a “safe systems approach” to setting speed limits,
consistent with NTSB recommendations. Requires the Secretary to update and report on the
implementation progress of the Department’s Speed Management Program Plan.
Sec. 1603. Broadband infrastructure deployment.
Updates the deadline by which U.S. DOT is required to issue regulations to ensure the coordination
of projects within the highway right-of-way with broadband infrastructure deployment projects.
Modifies the content of these regulations to ensure that interested broadband entities are notified of
projects in the highway right-of-way on which Federal funds will be expended in the coming year.
Creates a Dig Once Funding Task Force to estimate the cost of a nationwide “dig once”
requirement, and to propose and evaluate options for funding such a requirement.
Sec 1604. Appalachian Development Highway System funding flexibility.
Allows States with remaining unspent Appalachian Development Highway System program funds to
use those funds for projects eligible under the STP.
Sec. 1605. Stormwater best management practices.
Authorizes U.S. DOT and EPA to commission a Transportation Research Board study of
stormwater runoff best practices and to report to Congress on the results not later than 18 months
after enactment. Requires the Department to update best management practic es on stormwater
runoff.
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Sec. 1606. Pedestrian right-of-way.
Requires the U.S. Access Board to finalize guidelines setting minimum accessibility standards for
pedestrians in the public right-of-way. Requires such guidelines to be substantially similar to the
notice of proposed rulemaking published on July 26, 2011, titled “Accessibility Guidelines for
Pedestrian Facilities in the Public Right -of-Way” and the supplemental notice of proposed
rulemaking published on February 13, 2013, titled “Accessibility Gu idelines for Pedestrian Facilities
in the Public Right-of-Way; Shared Use Paths.” Requires U.S. DOT to issue corresponding
regulations following the issuance of the guidelines.
Sec. 1607. Highway formula modernization report.
Requires FHWA, in consultation with the American Association of State Highway Transportation
Officials, to provide recommendations on how to revise the apportionment methodology under 23
USC 104 to best achieve the goals of the Federal-aid highway program. The report will consider
whether the apportionment factors established in SAFETEA -LU, the performance goals and
measures under 23 USC 150, or any other factors would yield a more data -driven or equitable
apportionment of funding. In addition, FHWA will co nsult with the EPA to determine whether the
CMAQ apportionment formula best achieves the air quality goals under 23 USC 149.
Sec. 1608. Consolidation of programs.
Increases funding for operation lifesaver, work zone safety grants, the national work zon e
information safety clearinghouse, and the public road safety clearinghouse. Clarifies that these
amounts are available at 100 percent Federal cost share.
Sec. 1609. Student outreach report to Congress.
Requires the Secretary to report on U.S DOT’s efforts to encourage students to pursue careers in
the surface transportation sector.
Sec. 1610. Task force on developing a 21st century surface transportation workforce.
Establishes a task force comprised of representatives from surface transportation industry sectors,
labor, and other experts to develop recommendations and strategies to address surface
transportation workforce needs and ways to increase representation of women and minorities in
surface transportation careers.
Sec. 1611. On-the-job training and supportive services. [23 USC 140(b)]
Establishes transparency and reporting requirements for the On -the-Job Training and Supportive
Services program. Requires States to develop annual statewide workforce development plans to
identify and address workforce gaps and underrepresentation of women and minorities and to
establish annual workforce development compacts with State workforce development boards and
other appropriate agencies.
Sec. 1612. Work zone safety. [23 USC 504(e)]
Adds eligibility for States to use apportioned funds dedicated to workforce training and education
on work zone safety training and certification for State and local employees as well as surface
transportation construction workers.
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Sec. 1613. Transportation education development program. [23 USC 504(f)]
Adds transparency and reporting requirements to track the program objectives of grant recipients
and progress made toward developing new curricula and education programs to train individuals at
all levels of the transportation workforce.
Sec. 1614. Working group on construction resources.
Establishes a Working Group consisting of State, local, and tribal o fficials and relevant industry
stakeholders to assess the availability of certain transportation-related construction materials. The
Working Group will report to the Secretary with any findings and recommendations to reduce the
cost and environmental impacts of the transportation construction supply chain.
TITLE II—PUBLIC TRANSPORTATION
Subtitle A—Federal Transit Administration
Sec. 2101. Authorizations.
Authorizes $66.3 billion in contract authority for FY22 through FY25 for the Federal transit
program. Creates a new set aside for administrative costs for Buy America.
Sec. 2102. Chapter 53 Definitions. [49 USC 5302]
Adds definitions for resilience and assault on a transit worker. Includes bike share under the definition
for associated transit improvements. Amends the FTA Joint Development Program to remove the
fair share revenue requirement for transit -oriented development projects that include 50 percent
affordable housing. This is a higher threshold than other programs because FTA provides direct
funding for Joint Development.
Sec. 2103. General Provisions. [49 USC 5323]
Provides transit agencies more flexibility to meet community needs with limited exemptions to the
charter service rule. Requires transit agencies to respond to intercity and charter bus requests for
reasonable access to public transit facilities within 75 days. Restores the ability to incorporate art into
transit facilities. Creates a uniform and customer -friendly ADA complaint process.
Sec. 2104. Miscellaneous Provisions.
Increases Federal cost share to 90 percent for ADA accessibility in state of g ood repair projects.
Treats the District of Columbia as a State in the high density States formula. Authorizes FTA to
provide technical assistance on the impacts of a new census count. Ensures reimbursements
continue in the event of a government shutdown. Requires transit agencies collect data on the
assault of transit workers. Relaxes the phaseout of the Special Bus Rule to provide more flexibility.
Sec. 2105. Policies and Purposes.
Adds reductions in carbon emissions and improvements to resiliency to the purpose of a Federal
transit program
Sec. 2106. Fiscal Year 2022 Formulas.
Ensures that transit data from fiscal year 2020 and impacted by COVID-19 will not be used in the
calculation of transit formula apportionments.
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Subtitle B—Improving Frequency and Ridership
Sec. 2201. Multi-jurisdictional bus frequency and ridership competitive grants. [49 USC
5308]
Creates a new competitive program, funded at $100 million annually, to increase bus frequency,
ridership and total person throughput by redesigning urban streets and corridors to efficiently move
transit vehicles in congested major urban areas. The program is structured to require a partnership
between transit agencies and State or local government agencies responsible for roadways.
Sec. 2202. Incentivizing frequency in the urban formula. [49 USC 5336]
Replaces the current incentive formula based on low operating costs with a formula based on
vehicles per hour during peak service in the highest 25 percent of routes by ridership. This will
incentivize ridership rather than low-cost bus operations. This formula change begins in 2023,
providing time to collect the data and improve frequency on the highest ridership routes.
Sec. 2203. Mobility Innovation. [49 USC 5316]
Creates a new flexible set of Federal rules for mobility on demand services integrated with mobility
as a service. Transit agencies are allowed to shift urban, rural, and seniors and individuals with
disabilities funding to this program to take advantage of the greater flex ibilities and waivers. Retains
basic requirements for safety, Buy America, and labor protections. Includes restrictions on single
passenger trips and carbon and particulate emissions. Requires a negotiated rulemaking to bring the
diverse stakeholders together to negotiate an open data standard necessary to bring the benefits of
mobility on demand to more people.
Sec. 2204. Formula grants for rural areas. [49 USC 5311]
Revises the rural transit formula to increase the funding attributed to actual transit s ervice. Provides
flexibility to States for areas transitioning from rural to urban after a new census designation.
Increases tribal rural funds by 80 percent, with $10 million for competitive grants and $45 million
for tribal formula funds. Provides flexib ility to fund continuous intercity bus service across state
lines and requires public documentation of state certifications to waive the 15 percent of funds for
intercity service. Clarifies that volunteer hours satisfy local cost share requirements for soc ial service
trips.
Sec. 2205. One-stop paratransit program. [49 USC 5310]
Creates a grant program to examine the costs and benefits of allowing flexibility in paratransit trips
that allow one stop for certain needs like dropping children off at daycare or school or stopping
briefly at the pharmacy, grocery store, or bank. The gr ant will cover reporting costs and costs
associated with the extra stops.
Subtitle C—Buy America and Other Procurement Reforms
Sec. 2301. Buy America. [49 USC 5320]
Recodifies Buy America into section 5320, closes loopholes, removes bureaucratic burdens, clarifies
waiver reporting requirements, and provides new incentives to boost domestic job production.
Closes loopholes that allow waived components and components ex ceeding 70 percent domestic
content to receive credit for 100 percent domestic content. Incentivizes higher domestic content by
including final assembly costs into the domestic content calculation, providing an automatic 2.5
percent increase in domestic content if a zero-emission vehicle uses domestic battery cells, providing
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a bonus of 10 percent of domestic content for any component that exceeds 70 percent, and
providing a bonus of 15 percent of domestic content for any component that exceeds 75 percent.
Requires FTA to conduct rolling stock certifications to remove the burden from transit agencies,
allows certifications to be used for multiple procurements, sets a standard for recertifications, and
provides fair competition by ensuring certifications ar e consistently applied. The DOT Inspector
General will provide annual audits of the program. Creates a refined waiver process for passenger
vehicles, allowing automatic waivers for passenger vehicles that are domestically assembled and have
a 60 percent domestic content as measured by the American Automobile Labeling Act. Requires
FTA to review its bus and rail component and final assembly regulations to maximize domestic job
creation and align with modern manufacturing techniques. Phases in the modificatio ns of Buy
America over a 5-year timeframe.
Sec. 2302. Bus Procurement Streamlining. [49 USC 5323(v)]
Requires bus procurements to use performance -based specifications in a procurement instead of
specifying individual components.
Requires a negotiated rulemaking to establish a list of components and subcomponents that are
waived from the performance-based specification requirement.
Sec. 2303. Bus Testing Facility. [49 USC 5318]
Puts the Secretary on a deadline to grant a manufacturer’s request for testin g, requires a public
estimate of the backlog at the testing facility to begin a new bus test, and provides additional funds
to expedite testing.
Subtitle D—Bus Grant Reforms
Sec. 2401. Formula Grants for Buses. [49 USC 5339(a)]
Provides $5 billion for FY22 through FY25. Provides $327 million for FY22 through FY25 to States
for additional rural bus funds.
Sec. 2402. Bus facility and fleet expansion grants. [49 USC 5339(b)]
Provides $1.6 billion for FY22 through FY25. Modifies the competitive bus program t o focus on
large one-time needs for bus garages, bus stations, and fleet expansions. Grant considerations are
limited to age and condition of facilities, resilience, and multimodal connections at stations.
Sec. 2403. Zero-emission bus grants. [49 USC 5339(c)]
Provides $1.7 billion for FY22 through FY25 and an average annual increase of 500 percent over
FAST Act funding. Sets procurement minimums to ensure transit agencies are investing
appropriately in zero-emission bus fleets and the necessary charging infrastructure. Directs the
funding to areas of the largest need to resolve Clean Air Act compliance issues. Requires an agency
plan for long term zero -emission bus needs and a fleet transition study.
Sec. 2404. Restoration to state of good repair formula subgrant. [49 USC 5339(d)]
Creates a subgrant, administered through the bus formula grant, that provides an increase in funding
for transit agencies with the oldest buses. As these buses are replaced, the formula will automatically
allocate funds to the agencies with the next oldest buses, creating a rolling funding increase that
targets the agencies with the oldest buses.
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Subtitle E—Supporting All Riders
Sec. 2501. Low-income urban formula funds. [49 USC 5336(j)]
Doubles the urban formula low-income set aside from 3 to 6 percent. Expands the formula to
include an emphasis on the low-income population in urban census tracts with a poverty rate above
20 percent. Requires transit agencies to ensure they are serving low-income individuals.
Sec. 2502. Rural persistent poverty formula. [49 USC 5311(a)]
Sets aside $50 million a year, administered through the rural formula grant, but based on rural areas
with persistent poverty counties, defined as a county with a poverty rate above 20 percent sinc e
1990. Requires States to distribute these Federal funds to persistent poverty counties.
Sec. 2503. Demonstration grants to support reduced fare transit.
Creates a demonstration grant to provide for a reduced fare for low-income riders to help close
transit equity gaps. Requires collaboration with a University Transportation Research Center to
study the impacts of these demonstration grants.
Subtitle F—Supporting Frontline Workers and Passenger Safety
Sec. 2601. National transit frontline workforce training center. [49 USC 5314(b)]
Creates a training center modeled on the successful National Transit Institute, but with a frontline
employee mandate. Establishes labor-management partnerships to provide standards-based training
in maintenance and operation s occupations. The focus will include developing training standards,
local training partnerships, training for new technologies including zero -emission buses, and training
on safety and emergency preparedness.
Sec. 2602. Public Transportation Safety Program. [49 USC 5329]
Expands the national safety plan to include driver assist technologies and driver protection
infrastructure.
Expands the transit agency safety plan to include a focus on passenger and personnel injuries,
assaults, and fatalities; a joint labor-management safety committee empowered to approve the safety
plan; and a comprehensive frontline workforce training program on safety and de-escalation.
Sec. 2603. Automated vehicle transit workforce standards.
Prevents a transit agency from deploying an automated vehicle that duplicates, eliminates, or reduces
the frequency of existing public transportation service. Requires transit agencies considering transit
automated vehicles to develop a workforce development plan describing how the automated v ehicle
will affect transit workers. Ensures transit workers are given fair notice if their job is jeopardized by
a transit automated vehicle.
Sec. 2604. Performance-based metrics. [49 USC 5329]
Establishes four performance-based safety metrics which can trigger a safety set-aside of up to 10
percent in Federal funds and directs those funds to projects that are likely to reduce injuries and
fatalities.
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Subtitle G—Transit-Supportive Communities
Sec. 2701. Transit-supportive communities. [49 USC 5328]
Establishes an Office of Transit-Supportive Communities to make grants, provide technical
assistance, coordinate transit-housing policies across the Federal government, and incorporate
strategies to promote equity for underrepresented and underserved communities.
The office will make grants available under the Transit Oriented Development Planning grant
program, for eligible grantees who are designing or building a fixed guideway transit line, or serving
an existing fixed guideway transit line, a st ation that is part of a fixed guideway transit system, or the
immediate corridor surrounding a high-frequency transit line.
Sec. 2702. Property disposition for affordable housing. [49 USC 5334(h)]
Allows a grantee to transfer property no longer needed to a local government authority, non-profit,
or other third party for the purpose of transit -oriented development and releases the Federal interest
in that asset. Requires that at least 15 percent of the housing units in such a project be offered as
affordable housing.
Sec. 2703. Affordable housing incentives in capital investment grants. [49 USC 5309]
Provides multiple incentives in the CIG ratings process if the project preserves or encourages higher
density affordable housing near the project. Allows Econo mic Development Administration Public
Works grants and Department of Housing and Urban Development Community Development
Block Grants to be counted as part of the local share, provided that the funds are used in
conjunction with an affordable housing development.
Subtitle H—Innovation
Sec. 2801. Mobility innovation sandbox program. [49 USC 5312(d)]
Authorizes Mobility on Demand research and ties it to the types of projects eligible under Section
5316 - Mobility Innovation.
Sec. 2802. Transit bus operator compartment redesign program. [49 USC 5312(d)]
Authorizes FTA research on redesigning bus driver compartments to improve driver visibility,
expand driver functionality, and reduce driver assault.
Sec. 2803. Federal Transit Administration Every Day C ounts initiative. [49 USC 5312(X)]
Establishes a new FTA Every Day Counts initiative, which currently exists within FHWA as a
successful State DOT deployment program for innovative technologies and practices.
Sec. 2804. Technical corrections. [49 USC 5312]
Replaces research and deployment of “low-no” emission buses with zero-emission buses. Fixes
several clerical errors.
Subtitle I—Other Program Reauthorizations
Sec. 2901. Reauthorization for capital and preventive maintenance projects for Washington
Metropolitan Area Transit Authority. [PL 110-432, Division B, Title IV, Sec. 601]
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Reauthorizes capital and preventive maintenance projects for WMATA and provides greater
independence and a dedicated budget for the WMATA Inspector General.
Sec. 2902. Other Apportionments. [49 USC 5336]
Provides $245 million for FY22 through FY25 for passenger ferries. Increases the Small Transit
Intensive Cities (STIC) program set-aside to 3 percent and provides a 3-year phase out for prior
STIC recipients who no longer qualify under a new census designation.
Subtitle J—Streamlining
Sec. 2911. Fixed guideway capital investment grants. [49 USC 5309]
Reduces the bureaucratic burden within the Capital Investment Grant (CIG) approval process. The
Federal approval process for a new transit project is burdensome in comparison to the Federal
approval process for a new highway project. Modifications to the CIG program include:
• Small Starts: The Federal cost cap for small starts projects increases to $320 million and the
total cost cap increases to $400 million, providing more small projects a streamlined
approval process.
• Core Capacity: Adds station expansion eligibility to core capacity projects. Allows these
projects to start planning additional capacity 10 years be fore the corridor reaches capacity.
• Engineering phase: Increases to 3 years the time projects have to move through the
engineering phase.
• Project Development phase: Cost and risk assessments may not be required in the project
development phase, but applicants may choose to do their own assessments and FTA can
provide technical assistance.
• Federal Cost Share: Reestablishes an 80 percent CIG cost cap for all CIG projects. Replaces
the requirement on FTA to minimize Federal cost share, with an option for a transit agency
to choose a CIG cost share under 60 percent. Transit agencies that remain under 60 percent
cost share are subject to less strenuous requirements for project approval by allowing the
applicant to: determine the amount of the contingency funds; certify that local resources are
available to continue running their current service; and secure only 75 percent of the local
financial commitment to sign the Full Funding Grant Agreement (FFGA), with the
remaining 25 percent budgeted, but not committed.
• Contingency Funds: For projects that seek the higher cost share, FTA will now provide 50
percent of the contingency amount required.
• Project Rating Incentives: Expands the use of incentives (warrants) for projects with a total
cost under $1 billion or projects that selected the lower cost share. This allows more projects
to get automatic ratings when they meet certain criteria.
• Transparency: Provides an opportunity for applicants to seek clarification, at several key
stages of the approval process, of what information FTA still requires from the applicant to
secure project approval. Requires FTA to create a publicly -accessible CIG dashboard to post
monthly updates on the status of each CIG project in the approval process or under
construction including the status of pending approvals.
• Congressional Notification: Reduces the number of days before a project can be signed after
Congressional notification to accelerate project approval.
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• Interrelated Projects: Allows a rating improvement in mobility for project s that have another
related project in the planning process that has secured initial NEPA guidance and will boost
ridership on the current project seeking a rating.
Sec. 2912. Rural and small urban apportionment deadline. [49 USC 5336]
Requires FTA to apportion formula funds made available by appropriation continuing resolutions to
States by December 15th of the fiscal year. States may choose to apply for these funds or wait for the
full-year apportionment. This will provide better access to Federal formula funds to small urban
areas, rural areas, and service providers for seniors or individuals with disab ilities.
Sec. 2913. Disposition of assets beyond useful life. [49 USC 5334]
Establishes a new policy for proceeds from the sale of old equipment. The original Federal share of
the proceeds shall be retained by each transit agency and available for new capital projects following
Federal rules.
Sec. 2914. Innovation coordinated access and mobility. [49 USC 5311]
Expands an existing program designed to streamline the coordination of public transportation
services and non-emergency medical transportation. Creates start-up grants designed to launch a
coordinated approach of delivering better service by reducing duplication of services from different
local, State, and Federal healthcare agencies. Creates incentive grants to capture the savings from the
coordination and reduced health care costs and redirects those savings back into better service.
TITLE III—HIGHWAY TRAFFIC SAFETY
Sec. 3001. Authorization of appropriations.
Authorizes $4.3 billion in contract authority for FY22 through FY25 for National High way Traffic
Safety Administration (NHTSA) programs.
Sec. 3002. Highway safety programs. [23 USC 402]
Creates new State highway safety program requirements to address: the risk of leaving children or
other unattended occupants in vehicles when there is a risk of hyperthermia; the proper use of child
safety seats, including booster seats, with an emphasis on underserved populations; and to reduce
deaths and injuries resulting from violations of State ‘move over laws’ which require drivers to
reduce their speed or change lanes when there is an emergency or other vehicle parked on or near a
roadway. Requires States which have legalized marijuana to consider additional programs to increase
public awareness of the dangers of marijuana-impaired driving and to reduce injuries and fatalities
resulting from marijuana-impaired driving. Allows an exemption from the prohibition on Sec. 402
funds being used for automated traffic enforcement systems if the system is being used in either a
school zone or work zone. Direct s the Secretary to enhance the ability for public review of State
highway safety plans and reports by publishing each State’s plan and report on a public -facing
website which can be easily navigated and searched. The website must have a means for the publi c
to search a plans’ content, including by performance measures, program areas and expenditures, and
additional funding sources.
Sec. 3003. Traffic safety enforcement grants. [23 USC 402(l)]
Establishes a $35 million grant program to increase use of top-rated traffic safety law enforcement
measures which reduce traffic fatalities and injuries. Provides additional resources for up to ten
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States to carry-out countermeasures rated 3, 4, or 5 stars in the most recent edition of the National
Highway Traffic Safety Administration’s Countermeasures That Work highway safety guide. Funds
must be targeted to areas with the highest risk of traffic fatalities and injuries, and States must report
traffic safety data to the Secretary in order to determine effectiveness of the program.
Sec. 3004. Highway Safety Research and Development. [23 USC 403]
Makes technical changes to clarify the Secretary’s authority to use certain funds for a cooperative
program to research and evaluate priority highway safety countermeasures. Removes the set -aside
for the in-vehicle alcohol detection device research program.
Sec. 3004. Grant program to prohibit racial profiling. [23 USC 403(h)]
Reauthorizes $7.5 million grant program to encourage States to enact and enforce a law that
prohibits the use of racial profiling in highway law enforcement and to maintain and allow public
inspection of statistical information for each motor vehicle stop in the State regarding the race and
ethnicity of the driver and any passengers.
Sec. 3005. High visibility and enforcement program. [23 USC 404]
Establishes individual campaigns dedicated to reducing drug-impaired driving and drunk driving.
Expands focus of occupant protection campaigns to include proper use of child restraints. Creates
new campaigns focused on distracted driving and violations of ‘move over laws’ which protect road -
side first responders and law enforcement. Doubles the number of campaigns from three to six per
year and requires drunk driving campaigns to occur twice per year. Improves visibility and education
efforts of campaigns through coordinated use of dynamic highway messaging signs.
Sec. 3006. National priority safety programs. [23 USC 405]
Makes targeted improvements to certain priority safety grant programs which have been previously
underutilized, including programs for: the use of ignition interlocks; enactment and enforcement of
State distracted driving laws; and State graduated driver’s licensing laws. Reforms will increase State
participation while maintaining strong safety standards. Also expands eligibility under the State
traffic safety information system improvements grant to improve data sharing and interoperability
between States’ driver record systems. Creates new grant program which encourages States to
develop and implement driver and law enforcement training programs to educate both groups on
proper traffic stop procedure in order to reduce the potential for conflict during tra ffic stops.
Enables the Secretary to transfer any funds remaining under this section at the end of the fiscal year
to carry out activities under either Sec. 402 or Sec. 405.
Sec. 3007. Minimum Penalties for Repeat Offenders for Driving While Intoxicated or
Driving Under the Influence. [23 USC 164]
Expands eligible uses of penalty funds for States which haven’t enacted or aren’t enforcing a repeat
intoxicated driver law to include ‘poly-substance impaired driving’ in addition to ‘alcohol-impaired
driving’ countermeasures.
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TITLE IV—MOTOR CARRIER SAFETY
Subtitle A – Motor Carrier Safety Grants, Operations, and Programs
Sec 4101. Motor Carrier Safety Grants. [49 USC 31104]
Authorizes $2.2 billion in contract authority for FY22 through FY25 for motor carrier safety grants
under the Federal Motor Carrier Safety Administration (FMCSA) to assist States in truck and bus
safety oversight and enforcement activities, commercial driver licensing, and technology
improvements to support those efforts. Includes $1.6 billion for Motor Carrier Safety Assistance
Program (MCSAP) grants; $300 million for High Priority Activities grants; $232 million for
Commercial Driver’s License Program Imp lementation grants; and $4.3 million for Commercial
Motor Vehicle Operators grants. Authorizes the Administrator to carry out training for State
enforcement personnel in partnership with one or more not -for-profit organizations. Extends the
grant period of performance by one year to ensure program funds do not lapse and allows the
Secretary to redistribute unobligated funds.
Sec 4102. Motor Carrier Safety Operations and Programs. [49 USC 31101]
Authorizes $1.5 billion for FY22 through FY25 for FMCSA’s motor carrier safety operations and
programs. Directs the Administrator to utilize additional program amounts to accelerate investments
to modernize the agency’s information technology and information management systems, complete
any outstanding statutory man dates, and undertake a new Large Truck Causation study.
Subtitle B – Motor Carrier Safety Oversight
Sec 4201. Motor Carrier Safety Advisory Committee.
Extends the authorization for the Motor Carrier Safety Advisory Committee through FY25 and adds
small carriers among those required to be represented on the Committee.
Sec 4202. Compliance, Safety, Accountability.
Requires the Secretary, within one year of enactment, to revise the methodology used to identify and
prioritize motor carriers for safet y interventions under the Compliance, Safety, Accountability (CSA)
program. Requires the Secretary to make safety data publicly available as part of this process.
Requires progress reports to Congress 30 days after enactment, and every 90 days thereafter o n the
status of the development of the revised methodology and related data modifications. Requires the
Secretary to publish regulations to revise the process for issuing safety fitness determinations for
motor carriers no later than 1 year after implement ing the new CSA methodology.
Sec 4203. Terms and Conditions for Exemptions. [49 USC 31315]
Requires the Secretary to establish terms and conditions for carriers and drivers operating under an
exemption from safety rules, including requiring the regular submission of safety data, and for
exemptions related to hours of service rules, participation in a recognized fatigue management plan.
Sec 4204. Safety Fitness of Motor Carriers of Passengers . [49 USC 31144]
Requires the Secretary to review the safety of entities that offer and sell tickets for scheduled
motorcoach transportation, regardless of ownership or control of the vehicles or drivers used to
provide the transportation.
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Subtitle C – Commercial Motor Vehicle Driver Safety
Sec 4301. Commercial Driver’s License for Passenger Carriers. [49 USC 31301]
Requires drivers of passenger vehicles designed or used to transport more than eight passengers, for
compensation, to hold a Commercial Driver’s License.
Sec 4302. Alcohol and Controlled Substances Testing. [49 USC 31306]
Makes a technical change to 49 USC 31306 to ensure that FMCSA has the authority to implement
oral fluids testing if the Department of Transportation amends its drug and alcohol testing
regulations to permit oral fluids testing.
Sec 4303. Entry-Level Driver Training.
Requires progress reports to Congress 30 days after enactment, and every 90 days thereafter until
full implementation of FMCSA’s Entry Level Driver Training rule, including: a schedule and
benchmarks to finalize implementat ion of the requirements; reporting of any anticipated delays in
meeting the benchmarks; progress made in updating FMCSA’s information technology
infrastructure to support the training rule; and progress made by States in implementing the rule.
Sec 4304. Driver Detention Time.
Requires the Secretary to begin collecting data on delays experienced by drivers in the loading and
unloading of goods, or detention time, within 30 days of enactment. Requires such data to be made
publicly available in anonymized manner. Requires a rulemaking, no later than 1 year after
enactment, to establish limits on the amount of time that a driver may be reasonably detained, unless
compensated for the time.
Sec 4305. Truck Leasing Task Force.
Requires the Secretary of Transportation, in consultation with the Secretary of Labor, to establish a
Truck Leasing Task Force to examine common truck leasing agreements, and the terms of such
agreements, available to truck drivers, including port drayage drivers specifically. The Task Force
shall also examine the impact of truck leasing agreements on the net compensation of drivers, and
resources available to assist drivers in assessing the impacts of leasing agreements .
Sec 4306. Hours of Service.
Requires FMCSA to conduct a comprehensive review of the impacts of current hours of service
rules, including exemptions, and prohibits expansions of on -duty time for commercial truck drivers
proposed by the agency from takin g effect until 60 days after the submission of the results of the
review to Congress. The Secretary must document existing exemptions from hours of service rules
and conduct a safety analysis and a driver impact analysis as part of the comprehensive review .
Directs FMCSA to revise the agency’s guidance with respect to the use of a commercial motor
vehicle for personal conveyance, to establish specific mileage or time limits on the use of this
exception.
Sec 4307. Driver Recruitment.
Requires the Department of Transportation Inspector General to examine and report to Congress
on the prevalence of the operation of commercial motor vehicles by drivers admitted to the United
States under temporary business visas, and the safety impacts of such operations.
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Subtitle D – Commercial Motor Vehicle and School Bus Safety
Sec 4401. School Bus Safety Standards.
Directs the Secretary to review the costs and benefits of requiring lap/shoulder belts in large school
buses and to consider requiring seat belts in newly manufactured school buses. Requires newly
manufactured school buses to be equipped with automatic emergency braking and electronic
stability control systems. Directs the Secretary to conduct research and testing on fire prevention
and mitigation standards - including firewalls, fire suppression systems, and interior flammability and
smoke emissions characteristics - for large school buses and consider issuing updated standards.
Sec 4402. Illegal Passing of School Buses.
Requires the Secretary to review State laws prohibiting passing of school buses and barriers to
effective enforcement, and issue recommendations on best practices. Requires the Secretary to carry
out a public messaging campaign to highlight the dangers of illegal passing and educate studen ts and
the public on safe loading and unloading of school buses. Directs the Secretary to conduct an
evaluation of safety technologies surrounding loading zone safety, such as motion activated
detection systems, lighting, cameras, and other technologies. T he Secretary is also required to
research connections between illegal passing of school buses and factors such as distracted driving,
school bus stop locations, and illumination and reach of vehicle headlights. Requires the Secretary to
review State driver education materials on school bus passing and make recommendation to States
on how to improve driver education.
Sec 4403. State Inspection of Passenger-Carrying Commercial Motor Vehicles.
Requires the Secretary to issue final regulations on whether to require State-based vehicle inspection
programs for passenger-carrying commercial motor vehicles, and to consider the impacts of the
Secretary’s current regulations allowing self-inspections to satisfy periodic inspection requirements.
Sec 4404. Automatic Emergency Braking.
Requires the Secretary, no later than one year after enactment, to prescribe a motor vehicle safety
standard and accompanying performance requirements for all newly manufactured commercial
motor vehicles to be equipped with an automatic emergency braking system, and to require that
systems installed in a vehicle be in use during operation. The Secretary is directed to consult with
representatives of commercial motor vehicle drivers regarding their experiences with automatic
emergency braking systems already in use, including malfunctions or unwarranted activations of
such systems.
Sec 4405. Underride protection.
Directs the Secretary to strengthen rear underride guard standards within one year of enactment, and
to conduct additional research on the design and development of rear impact guards to prevent
underride crashes at higher speeds. Requires the Secretary to amend regulations on minimum
periodic inspections to include rear impact guards and rear end protection. Requires the Secretary to
complete additional research on side underride guards and consider the feasibility, benefits, and
costs associated with installing side underride guards, and if warranted, develop performance
standards. Requires the Secretary to report to Congress on the findings of the research and the
analysis that leads to the determination whether to develop performance standards. Creates a n
Advisory Committee on Underride Protection.
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Sec 4406. Transportation of Horses. [49 USC 80502]
Prohibits the interstate transportation of horses in a motor vehicle containing two or more levels
stacked on top of one another and authorizes civil penalt ies of at least $100 but not more than $500
for each violation of this prohibition.
TITLE V—INNOVATION
Sec. 5001. Authorization of appropriations.
Authorizes $2.2 billion in contract authority for FY22 through FY25 for research programs.
Subtitle A – Research and Development
Sec. 5101. Highway research and development program. [23 USC 503(b)]
Increases funding to $144 million for FY22 through FY25 for the Highway Research and
Development Program and removes set -asides that previously took funding away from critical
research activities. Adds greenhouse gas emissions reduction to the objectives of the Highway
Research and Development Program. Adds ferry systems to the Conditions and Performance report.
Directs DOT to develop modeling tools and databases to track highway assets, traffic flows, and
long-distance network connectivity to better inform planning for both passenger and freight travel.
Authorizes FHWA to obtain and develop datasets and tools that enable States, MPOs, and others to
better evaluate performance management and accessibility to jobs and services.
Sec. 5102. Materials to reduce greenhouse gas emissions program. [23 USC 503(d)]
Establishes a new comprehensive research, development, and deployment pipeline to advance the
use of greener construction materials. The program will award grants to universities to research
greener material designs and practices during the production and con struction process, including the
ability for materials to sequester carbon from the atmosphere.
Sec. 5103. Transportation research and development 5-year strategic plan. [49 USC 6503]
Requires the Secretary to issue the Department’s research and developm ent plan every 5 years.
Amends the 5-year plan to include greenhouse gas emissions reduction and workforce issues.
Sec. 5104. University transportation centers program. [49 USC 5505]
Increases funding to $96 million for FY22 through FY25 for the Universi ty Transportation Centers
Program. Adds FTA to the administration of the program. Increases Federal share and increases
maximum grant amounts. Requires that two grantees be Historically Black Colleges and Universities.
Adds focused research on transit, connected and automated vehicles, bicyclist and pedestrian safety,
surface transportation workforce issues, and climate change. Provides flexibility to transfer surplus
funds to support further research in the Unsolicited Research Initiative in section 5105.
Sec. 5105. Unsolicited research initiative. [23 USC 5506]
Establishes a new program through which local governments, universities, and nonprofits may, at
any time, propose research projects to the Secretary. This will expand opportunities for fundamental,
non-applied research in the Department.
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Sec. 5106. National cooperative multimodal freight transportation research program. [49
USC 70205]
Reestablishes the freight transportation cooperative research program in conjunction with the
National Academies. Guides research efforts through an advisory committee consisting of
regulators, industry representatives, labor representatives, environmental experts, and safety groups.
Research will include the effects of growing freight demands on the environment, safety, and
congestion; technological solutions and challenges for freight movement; improving the National
Multimodal Freight Network; truck parking; and planning for the changing nature of freight
movements, including first and last -mile challenges.
Sec. 5107. Wildlife-vehicle collision reduction and habitat connectivity improvement.
Authorizes a study on wildlife-vehicle collisions and habitat connectivity, to update previous FHWA
research. Requires the Secretary to issue voluntary guidance to develop a joint plan for wildlife
crossings among participating States. Directs the Secretary to standardize wildlife -vehicle collisions
and habitat connectivity data. Authorizes additional voluntary guidance to establish a threshold for
determining whether a highway could benefit from wildlife crossing infrastructure.
Sec. 5108. Research activities. [49 USC 330]
Reauthorizes the set-aside for coordination, evaluation, and oversight of research programs.
Subtitle B – Technology Deployment
Sec. 5201. Technology and innovation deployment program. [23 USC 503(c)]
More than doubles funding to $152 million for FY22 through FY25 for the Technology and
Innovation Deployment Program. Adds greenhouse gas emissions reduction to the objectives of the
FHWA Technology and Innovation Deployment Program (TIDP).
Sec. 5202. Accelerated implementation and deployment of pavement technologies. [23 USC
503(c)(3)]
Adds to this program an emphasis on innovative pavement designs, materials, and practices that will
reduce greenhouse gas emissions. Expands program reporting requirements to include extensive
GHG-reducing and resilience factors, such as stormwater management, pavement durability, and
energy efficiency. This program will complement the deployment efforts of the MRGGE program
in section 5102.
Sec. 5203. Federal Highway Administration Every Day Counts initiative [23 USC 520]
Codifies the FHWA Every Day Counts init iative, a successful deployment effort among the
Department and State DOTs.
Subtitle C – Emerging Technologies
Sec. 5301. Safe, efficient mobility through advanced technologies. [23 USC 503(c)(4)]
Renames the ATCMTD program to the Safe, Efficient Mobility through Advanced Technology
(SEMAT) Program. Focuses the program’s objectives on mobility, safety, and greenhouse gas
emissions reduction. Requires the Secretary to prioritize programs that will im prove mobility,
decrease congestion, increase safety, and reduce emissions. Expands eligible uses of funds to include
vehicle-to-pedestrian safety systems, vulnerable road user safety systems, and mobility -on-demand
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activities. Enhances reporting requirements. Increases funding to $70 million per year and expands
the Federal share of the program to 80 percent.
Sec. 5302. Intelligent transportation systems program. [23 USC 513-516]
Adds consideration of greenhouse gas emissions reduction throughout the In telligent
Transportation Systems program. Reauthorizes the ITS Program Advisory Committee. Removes
set-asides that previously took funding away from intelligent transportation activities.
Sec. 5303. National highly automated vehicle and mobility innovatio n clearinghouse. [49
USC 5507]
Establishes a national clearinghouse at a university to research the impacts of highly automated
vehicles and mobility innovation (Mobility on Demand and Mobility as a Service) on land use, urban
design, transportation, real estate, accessibility, municipal budgets, social equity, and the
environment.
Sec. 5304. Study on safe interactions between automated vehicles and road users.
Directs U.S. DOT to study how automated vehicles will safely interact with general road users,
including vulnerable road users such as bicyclists and pedestrians. Includes numerous safety
considerations to ensure that the study accounts for the complexities of the surface transportation
system and its many users. Establishes a working group of road users to guide the study.
Sec. 5305. Non-traditional and emerging transportation technology council. [49 USC 118]
Authorizes the Non-Traditional and Emerging Transportation Technology (NETT) Council to
develop cohesive regulatory practices for novel tran sportation technologies presented to the
Department of Transportation.
Sec. 5306. Hyperloop transportation.
Directs the NETT Council to issue guidance within 18 months of enactment to establish a clear
regulatory framework for hyperloop transportation.
Subtitle D – Surface Transportation Funding Pilot Programs
Sec. 5401. State surface transportation system funding pilots.
Nearly doubles funding for State-level VMT pilot programs and directs program dollars towards
implementation of successful State programs. Adds cybersecurity to the scope of the pilot programs.
Sec. 5402. National surface transportation system funding pilot.
Establishes a new 5-year national VMT pilot program. Directs the Secretary to solicit participants
from all 50 States and the District of Columbia. Incorporates passenger and commercial vehicles,
including vehicle fleets. Provides flexibility for the type of revenue-collection mechanism used in the
pilot, including successful VMT pilots implemented at the State level. Directs collected revenue to
the Highway Trust Fund.
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Subtitle E – Miscellaneous
Sec. 5501. Ergonomic seating working group.
Establishes a working group to improve the musculoskeletal health of transit and commercial
vehicle drivers by developing stronger ergonomic seating standards in transit and commercial
vehicles.
Sec. 5502. Repeal of section 6314 of title 49, United States Code. [49 USC 6314]
Repeals the Port Performance Freight Statistics Program.
Sec. 5503. Reports. [49 USC 308]
Adds public ferry systems to the biannual Conditions and Performance Report.
TITLE VI—MULTIMODAL TRANSPORTATION
Sec. 6001. National multimodal freight policy. [49 USC 70101]
Revises the National Multimodal Freight Policy to include further consideration of environmental
and equity impacts.
Sec. 6002. National freight strategic plan. [49 USC 70102]
Revises the National Freight Strategic Plan to include further consideration of environmental and
equity impacts.
Sec. 6003. National multimodal freight network. [49 USC 70103]
Amends the National Multimodal Freight Network to include ports that have a total annual cargo
value of at least $1 billion. Establishes a new deadline for the Secretary to designate a final National
Multimodal Freight Network and requires the Secretary to report to Congress on the resources that
will be used to meet this deadline. Allows for the establishment of critical urban multimodal freight
corridors in the same manner as the establishment of critical rural multimodal freight corridors.
Sec. 6004. State freight advisory committees. [49 USC 70201]
Provides for the participation of additional stakeholders in State freight advisory committees,
including metropolitan planning organizations, State environmental departments, and State air
quality departments.
Sec. 6005. State freight plans. [49 USC 70202]
Revises the requirements for State Freight Plans to include further consideration of environmental
and equity impacts.
Sec. 6006. Study of freight transportation fee.
Establishes a joint task force between the Department of Transportation and the Internal Revenue
Service to study the establishment and administration of a fee on multimodal freight surface
transportation services. Includes an assessment of the revenue such a fee would generate, the entities
that would be impacted by such a fee, and assessments of related operational and administrative
issues. Requires the Secretary to report to Congress on the outcome of the study.
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Sec. 6007. National Surface Transportation and Innovative Finance Bureau. [49 USC 116]
Modifies the purpose of the Bureau to include proactive outreach to communities located outside of
metropolitan or micropolitan statistical areas and coordinating with the Department of Agriculture’s
Office of Rural Development, the Environmental Protection Agency ’s Office of Community
Revitalization, and any other agencies that provide technical assistance for rural communities.
Sec. 6008. Local hire.
Authorizes pilot program to allow FHWA or FTA grantees, including States, local recipients, and
subrecipients, to utilize local or other geographic labor hiring preferences, economic -based labor
hiring preferences, and labor hiring preferences for veterans.
TITLE VII — TRANSPORTATION INFRASTRUCTURE FINANCE AND
INNOVATION ACT
Sec. 7001. Transportation Infrastructure Finance and Innovation Act. [23 USC Chapter 6]
Streamlines the program by raising the threshold above which projects are required to secure
multiple credit rating agency opinions. Further clarifies that the proceeds of a secured loan under
TIFIA shall be considered part of the non-Federal share of a project under title 23 or chapter 53 of
title 49 if the loan is repayable from non -Federal funds. Allows territories to use funds made
available under this section for the non -Federal match under the TIFIA program. Clarifies the
criteria under which projects are eligible for the streamlined application process. Provides additional
funding to allow the Department to waive fees for small projects. Modifies reporting requirements
to include information on whether a TIFIA project is located in a metropolitan or micropolitan area.
Requires the Department to issue public monthly status reports on TIFIA applications and projects.
DIVISION C – HAZARDOUS MATERIALS TRANSPORTATION
TITLE I—AUTHORIZATIONS
Sec. 8101. Authorization of Appropriations.
Authorizes the Pipeline and Hazardous Materials Safety Administration (PHMSA) hazardous
materials safety program at $347 million over five years.
TITLE II - HAZARDOUS MATERIAL SAFETY AND IMPROVEMENT
Sec. 8201. Repeal of Certain Requirements Related to Lithium Cells and Batteries.
Repeals Section 828 of the FAA Modernization and Reform Act of 2012. That section prohibits
DOT from issuing any regulation ensuring the safety of transporting lithium batteries in air cargo
compartments of passenger and cargo planes if the regulations are more stringent than the lowest
common denominator of international standards. Repealing this provision helps protect the safety
of all passengers flying in the U.S. from safety risks associated with lithium batteries.
Sec. 8202. Transportation of Liquefied Natural Gas by Rail Tank Car.
Requires DOT to rescind any special permit or approval for the transport of liquified natural gas
(LNG) by rail tank car issued before the date of enactment. Also prohibits DOT from issuing a
regulation or special permit to authorize the transport of LNG by rail tank car until DOT conducts a
further safety evaluation. Directs FRA and PHMSA to initiate an evaluation of the safety, security,
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and environmental risks of transporting LNG by rail, which must include performance evaluation of
tank cars, including physical testing of rail tank cars. The evaluation also must examine the impact of
a discharge of LNG from a rail tank car and consider several related issues, including the benefits of
route, speed, and consist restrictions, the needs of first responders to prepare and safely respond to
incidents involving LNG, and the types of safety enhancements required to make tank c ars and
certain rail containers capable of moving LNG by rail safely. GAO must verify that DOT has
complied with this mandate.
Sec. 8203. Hazardous Materials Training Requirements and Grants .
Authorizes the Assistance for Local Em ergency Response Training (ALERT) grant, which promotes
hazmat response training for volunteer or remote emergency responders, at $9 million over five
years.
Sec. 8204. Study on Hazardous Materials Transported by Commercial Motor Vehicle
at Highway-Rail Grade Crossings.
Currently, Federal Motor Carrier Safety Administration (FMCSA) regulations require that all hazmat
cargo tank trucks must stop at rail grade crossings, even when the signal is green. The regulations
exist to prevent hazmat truck-train collisions but can cause inattentive drivers to rear -end the hazmat
trucks. This provision directs Secretary to conduct research on the overall effectiveness and safety
implications of those regulations.
DIVISION D - RAIL
TITLE I – AUTHORIZATIONS
Sec. 9101. Authorization of Appropriations.
Provides $29.3 billion over five years in grants to support Amtrak’s intercity passenger rail service on
the Northeast Corridor (NEC) and the National Network. Provides higher Amtrak funding levels
for FY 2021 and FY 2022 than subsequent years in order to mitigate the effects of the COVID -19
pandemic on its network. Additionally, $2 billion over five years of the National Network grants will
go to offset allocated national costs that Amtrak charges states for state -supported routes.
Authorizes five-year appropriations for the State-Amtrak Intercity Passenger Rail Committee at $15
million and the Northeast Corridor Commission at $30 million. Further, authorizes app ropriations
for the Amtrak Office of Inspector General at $137.5 million over five years.
The Federal Railroad Administration (FRA) Safety and Operations account is authorized at $1.165
billion over five years. This section also specifies certain uses of these funds, such as authorizing
grants for improving Class II and III railroad safety.
FRA’s Railroad Research and Development account is authorized at $230 million over five years.
Funding is specifically provided for research on the safety of liquefied natural gas (LNG) by rail and
to research the feasibility of expanding railroad safety culture assessments and training to include
tourist, passenger, and commuter railroads.
Sec. 9102. Passenger Rail Improvement, Modernization, and Expansion (PRIME) Gra nts.
This new intercity passenger rail funding program authorizes grant funding of $19 billion over five
years for state of good repair projects, service improvement projects, and rail expansion projects.
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High speed rail projects are eligible for the fun ds, and priority is given for projects that incorporate
regional planning and/or have the support of multiple states and to projects that provide
environmental benefits, such as greenhouse gas reduction and other air quality benefits. Within the
grant program, 40% is reserved for NEC projects and 40% is reserved for projects outside the NEC,
with a Federal cost-share of up to 90%.
Sec. 9103. Consolidated Rail Infrastructure and Safety Improvements (CRISI) Grants .
Reauthorizes the FRA’s discretionary grant program, CRISI, at $7 billion over five years. Commuter
rail authorities are newly eligible, and project eligibilities are extended to commuter rail
transportation improvement projects, maintenance and upgrades of railroad safety technology
(including positive train control), and the establishment of new quiet zones. The section reserves
15% of the funding for rural projects, establishes a 50 percent set-aside for projects over $100
million, and removes a preference for projects with a lower percenta ge of Federal funding. Grants
awarded to commuter rail authorities are transferred to the Federal Transit Administration for grant
administration, and commuter railroad authorities must provide protective arrangements to
employees covered by railroad labor and retirement statutes who are adversely affected by grant -
funded projects.
Sec. 9104. Railroad Rehabilitation and Improvement Financing (RRIF).
Through the RRIF program, the Department of Transportation (DOT) provides direct loans and
loan guarantees to finance development of railroad infrastructure. New provisions direct the
Secretary to repay the credit risk premium (CRP) with interest for each loan defined in cohort 3
(made between 2009 and 2015) not later than 60 days after all obligations attached to each such loan
has been satisfied. The section also authorizes $30 million per year for the Secretary to pay the CRP
in whole or in part for loan and loan guarantees for state and local governments, congressionally
consented interstate compacts, and government-sponsored authorities and corporations. Of this,
$25 million per year is reserved for passenger rail projects. The section makes permanent the
authority for transit-oriented development project loans, and it clarifies that RRIF loans may be used
as the non-Federal share of project costs if such loans are repaid from non -Federal funds.
Sec. 9105. Buy America.
Requires the Department of Transportation (DOT) to provide notice and opportunity for public
comment on requests for waivers from FRA’s Buy America standards at least 30 days before making
a finding on such request. Also requires DOT to annually report to Congress on the waivers granted
during the preceding fiscal year.
Sec. 9106. Rail Network Climate Change Vulnerability Assessment .
In light of the risks posed to the passenger and freight rail network from climate change and related
ecological disturbances, this section directs the Secretary of Transportation to sponsor the National
Academies to conduct an assessment and submit a subsequent report on the potential impacts of
climate change on the national rail networ k. The report will also address mitigation strategies to
lessen adverse impacts, including emergency preparedness measures and resiliency best practices for
infrastructure planning.
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TITLE II – AMTRAK REFORMS
Sec. 9201. Amtrak Findings, Mission, and Goals.
Amtrak’s findings, mission, and goals have been revised to r eflect Congressional priorities for
Amtrak. Amtrak must provide reliable national intercity passenger rail service now and, in the future,
reflect the needs of all passengers, and support the U.S. workforce.
Sec. 9202. Amtrak Status.
Clarifies that Amtrak serves the public interest in providing reliable passenger rail service.
Sec. 9203. Amtrak Board of Directors.
Realigns the makeup of Amtrak’s board of directors to better reflect the interests of passengers and
Amtrak-served states. The board must represent the interests of areas served by Amtrak, Amtrak’s
passengers and employees, in addition to the Amtrak president and DOT. A lso clarifies that the
board members provide advice and oversight of Amtrak operations, with consideration for the
travelling public’s safety and interests, and the long-term viability of national passenger rail service.
Sec. 9204. Amtrak Preference Enforcement.
Amtrak’s preferential access to freight -owned corridors dates to Amtrak’s early years and is key to
the future success of intercity passenger rail transportation. This provision p rovides a means for
Amtrak to enforce its statutory right of preference directly in Federal court without intermediaries.
Sec. 9205. Use of Facilities and Providing Services to Amtrak .
Revises the Surface Transportation Board provisions that govern when Amtrak seeks to operate
additional trains over rail lines owned by another carrier by establishing a process for the Board to
determine whether the additional trains unreasonably impair freight transportatio n and initiate a
proceeding to evaluate what additional investments are required.
Sec. 9206. Prohibition on Mandatory Arbitration.
Prohibits Amtrak from imposing mandatory arbitration. This reve rses Amtrak’s recent change to its
ticket policy to include a mandatory arbitration clause that forces passengers who purchase tickets to
waive their right to file a lawsuit or participate in a class action.
Sec. 9207. Amtrak ADA Assessment.
Amtrak’s trains, stations, facilities, policies, and decision -making processes must serve passengers
with disabilities. Existing facilities, including trains, stations, and parking, shou ld be fully accessible
in accordance with the Americans with Disabilities Act (ADA). This provision requires Amtrak to
perform a comprehensive review of all policies, protocols, and guidelines for compliance with the
ADA.
Sec. 9208. Prohibition on Smoking on Amtrak Trains.
Prohibits smoking on Amtrak trains, including electronic cigarettes.
Sec. 9209. State Supported Routes Operated by Amtrak .
Increases transparency of the costs Amtrak assigns to states for state-supported routes and calls for
procedures to improve financial planning. The section directs the State-Amtrak Intercity Passenger
Rail Committee to report on potential improvements to the methodology that would promote
accountability and transparency. Further, the section requires Amtrak to engage in early stakeholder
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engagement when developing new state-supported routes, and Amtrak must receive affirm ative state
permission before initiating such service. The section also allows states and Amtrak to pursue an
alternative cost allocation method to facilitate the development, construction, and operation of new
state-supported routes.
Sec. 9210. Amtrak Police Department.
Requires GAO to study the workforce planning process and deployment of personnel and resources
of the Amtrak Police Department. The GAO will consult with experts and examine whether the
workforce planning process used to allocate Amtrak Police personnel adequately meets the safety
and security needs of the Amtrak network, and assess and evaluate whether the deployment of such
personnel and contractors adequately mitigates risks and ensures the safety and security of Am trak
passengers, employees, trains, stations, facilities, and other infrastructure. GAO must report the
study’s findings and recommendations within 18 months.
Sec. 9211. Amtrak Food and Beverage.
Requires that any individual onboard a train who prepares onboard food and beverage service is an
Amtrak employee. The section also establishes a working group charged with developing
recommendations, and issuing a report within one year, on how to improve onboard food and
beverage services. Amtrak is prohibited from making changes to its food and beverage service until
30 days after issuing a response to the working group recommendations. The provision also requires
Amtrak to ensure that all long-distance passengers traveling overnight have access to hot meals, not
just sleeping car passengers, and it removes statutory language limiting Amtrak’s ability to provide
food and beverage service due to costs.
Sec. 9212. Clarification on Amtrak Contracting Out .
Amends current Amtrak contracting limitations to clarify that Amtrak cannot contract out the work
performed by an employee if such employee has been laid off and has not been recalled to perform
such work. It also clarifies that Amtrak is not authorized to contract out work if prohibited in a
collective bargaining agreement.
Sec. 9213. Amtrak Staffing.
Prevents Amtrak from contracting out work performed at Amtrak call centers. The section also
requires an Amtrak ticket agent to staff each station where there was more than an average of 40
Amtrak passengers boarding or deboarding per day in FY 2019.
Sec. 9214. Special Transportation.
Requires Amtrak to offer reduced fares for certain passenger groups, incl uding veterans, young
children, and members of the military and their families.
Sec. 9215. Amtrak Disaster Relief.
Enables DOT to make grants to Amtrak for capital projects and continued operations during
disruptions due to natural disasters and emergency events.
Sec. 9216. Recreational Trail Access.
Requires Amtrak to report to Congress before implementing a new policy or operation that may
affect recreational trail access.
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TITLE III – INTERCITY PASSENGER RAIL POLICY
Sec. 9301. Northeast Corridor Commission.
Incorporates minor updates to the Northeast Corridor Commission provisions, including
terminology changes and slight modifications to the Commission’s membership provisions.
Sec. 9302. Northeast Corridor Planning.
Requires the Northeast Corridor Commission to submit a strategic development plan that identifies
key state-of-good repair, capacity expansion, and capital improvement projects planned for the
Northeast Corridor.
Sec. 9303. Protective Arrangements.
Directs the FRA Administrator to adhere to current law that requires that applicants seeking FRA
grants for some types of projects agree to comply with protective arrangements that are equivalent
to those established under the Railroad Revitalization and Regulatory Reform Act of 1976. Tho se
protective arrangements are intended to ensure that workers are not harmed as a result of a project
funded by an FRA grant.
Sec. 9304. High Speed Rail Funds.
Directs DOT to re-obligate funds for high speed rail projects back to their intended recipients.
TITLE IV—COMMUTER RAIL POLICY
Sec. 9401. Surface Transportation Board Mediation of Trackage Use Requests .
Requires that a rail carrier must p rovide good faith consideration to a provider of commuter rail
transportation’s reasonable request for access to trackage and provision of related services.
Sec. 9402. Surface Transportation Board Mediation of Rights of Way Use Requests .
Requires that a rail carrier must provide good faith consideration to a provider of commuter rail
transportation’s reasonable request for access to rail right of way.
TITLE V – RAIL SAFETY
Subtitle A – Passenger and Freight Safety
Sec. 9501. National Academies Study on Safety Impact of Trains Longer than 7,500 Feet .
Long trains place different operational demands on the rail network and workforce. This provision
begins a National Academies study on the safety impacts of trains longer than 7,500 feet in a variety
of terrains and conditions. The study will consider safety factors, such as loss of communication
between crew members and train load composition.
Sec. 9502. GAO Study on Changes in Freight Railroad Operating and Schedulin g Practices.
Initiates a GAO report on the industry-wide impacts of the Precision Scheduled Railroading model.
Directs GAO to take a holistic look at the impacts on freight rail shippers, Amtrak, commuter
railroads, and railroad employees.
Sec. 9503. FRA Safety Reporting.
Amends FRA accident report forms to collect information on train length and crew size.
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Sec. 9504. Waiver Notice Requirements.
This section requires FRA to engage in a public process before granting waivers from railroad safety
standards and regulations. FRA must give the public notice of a waiver request, make available a
waiver application and any supporting data, and provide the public with notice and an o pportunity
to comment on waivers before they are finalized.
Sec. 9505. Notice of FRA Comprehensive Safety Assessments.
Requires that, not later than 10 business days after the FRA initiates a comprehensive safety
assessment of an entity providing regularly scheduled intercity or commuter rail transportation, the
FRA must notify the House Transportation and Infrastructure Committee, the Senate Commerce,
Science, and Transportation Committee, and each member of Congre ss representing a state in which
the service that is the subject of the assessment being conducted is located. Additionally, not later
than 90 days after the comprehensive safety assessment is complete, FRA must transmit the findings
of the assessment to such Committees and Members of Congress.
Sec. 9506. FRA Accident and Incident Investigations .
Requires DOT to create a standard process during FRA accident and incident investigations for
gathering information about the accident or incident, and consulting for technical expertise with
railroad carriers, contractors or employees or employee representatives, and other relevant entities.
In developing the process, the Secretary shall factor in ways to main tain confidentiality of such
entities when requested and appropriate.
Sec. 9507. Rail Safety Improvements.
In response to the recommendations the National Transportation Safety Board (NTSB) issued
following the December 2017 Amtrak derailment near DuPont, Washington, this provision directs
DOT to complete a study on how signage can improve rail safety, reevaluate seat securement
mechanisms and identify means to prevent their failure, develop policies for the safe use of child
safety seats, and conduct research to evaluate the causes of passenger injuries in passenger railcar
derailments and overturns, and use such findings to develop occupant protection standards. The
section also directs Amtrak to improve its training and skill proficiency requirements for operating
crewmembers, to ensure that wayside signs and plaques are highly noticeable and strategically
located, to ensure all operating documents are current before starting new or revised operations, to
take measures to improve its system safety plan and conduct risk assessments on all new or
upgraded services. FRA and Amtrak must report on their progress within 18 months.
Sec. 9508. Annual Review of Speed Limit Action Plans.
The FAST Act mandated that railroad carriers providing intercity or commuter rail passenger
transportation survey their systems and develop plans that identify each main track location where a
reduction of more than 20 miles-per-hour exist, ensure compliance with the maximum authorized
speed at each location, describe actions to enable warning and enforcement of maximum authorized
speed, and set milestones for implementing such actions. As recommen ded in the NTSB DuPont
derailment accident report, this section expands the mandate to require that carriers review their
plans annually to ensure they are effective, and that carriers submit revised plans to the Secretary for
approval prior to implementin g any operational or territorial change. New intercity or commuter rail
passenger transportation service must comply with the safety requirement prior to beginning
operation.
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Sec. 9509. Freight Train Crew Size Safety Standards .
Includes a two-person crew requirement that generally requires that freight trains have a certified
engineer and a certified conductor. Limited exemptions are included for short line and small
railroads, but no exemptions are available for trains carrying dange rous hazmat and long trains,
which must be staffed with two crewmembers.
Sec. 9510. Safe Cross Border Operations.
Prohibits the Secretary from granting or modifying a waiver to allow mechanical or brake
inspections of rail cars to be perform ed in Mexico in lieu of complying with the certification
requirements of section 416 of the Rail Safety Improvement Act of 2008. This section also prohibits
railroad employees whose primary reporting point is in Mexico from entering the U.S. to perform
train or dispatching service unless the Secretary certifies that such workers are subject to certain
specific safety standards that apply to U.S.-based crews. If the Secretary certifies that such safety
standards are met, the Secretary must publicly notice, seek public comment, and hold a public
hearing on such certification notice, and notify Congress.
Sec. 9511. Yardmasters Hours of Service.
Makes yardmaster employees subject to FRA’s hours of service protections, defined as individuals
responsible for supervising and coordinating the control of trains and engines operating within a rail
yard.
Sec. 9512. Leaking Brakes.
Directs the FRA to take such actions as are necessary to ensure that certain air brake control valves
are phased out on rail cars operating in cold regions of the United States.
Sec. 9513. Annual Report on PTC System Failures .
Establishes an annual reporting requirement for positive train control (PTC) system failures.
Sec. 9514. Fatigue Reduction Pilot Projects.
Requires the Secretary to conduct fatigue pilot projects mandated in the Rail Safety Improvement
Act of 2008 and directs that the projects be developed and evaluated in coordination with the labor
organizations representing impacted employees. The section also permits the Secretary to reimburse
participating railroads for associated costs and authorize s funds for such purpose. If the pilot
projects have not begun one year after the date of enactment, then the Secreta ry must report to
Congress on the pilot project status, FRA efforts and challenges, and other details associated with
their development.
Sec. 9515. Assault Prevention and Response Plans.
Requires passenger and commuter railroad carriers to implement response plans and employee
training in order to address assaults against both passengers and employees. The section also
requires railroads to report annual assault data to FRA.
Sec. 9516. Critical Incident Stress Plans.
Amends FRA regulations to include assault in the definition of a critical incident, after which
railroad carriers must offer support services to employees who witness or experience such events.
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Sec. 9517. Study on Safety Culture Assessments .
Requires the FRA to conduct a study on the feasibility of expanding the scope of railroad safety
culture assessments and training to include tourist, passenger, and commuter railroads.
Subtitle B – Grade Crossing Safety
Sec. 9551. Grade Crossing Separation Grant.
To reflect the significant demand for funds to support grade separation projects, this section creates
a new grant program authorized at $2.5 billion over five years to build or improve grade crossing
separations. Right-of-way owners must contribute at least 10% of the total project costs. No more
than 50% of the funds can go to projects that cost $100 million or more. For projects over $40
million the cost-share is 65% and for projects under $40 million the cost -share is 85%.
Sec. 9552. Rail Safety Public Awareness Grant.
This section authorizes a new FRA grant program at $30 million over five years with a focus on
reducing rail-related accidents and improving safety along railroad rights-of-way and highway-rail
grade crossings. Eligible programs include public service announcements and media campaigns,
school and driver education safety presentations, and dissemination of safety information to
communities.
Sec. 9553. Establishment of a 10-minute Time Limit for Blocking Public Grade Crossings.
This section mirrors many state laws by prohibiting a stopped freight train from blocking a public
crossing for more than 10 minutes and allows the Secretary to impose penalties. Enforcement of the
blocked crossing regulations may also be delegated to states.
Sec. 9554. National Strategy to Address Blocked Crossing.
Directs DOT to develop a national strategy to address blocked crossings.
Sec. 9555. Railroad Point of Contact for Blocked Crossing Matters .
Adds blocked crossings to the grade crossing problems that the public may report to a railroad
under existing law.
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Fact Sheet
The Investing in a New Vision for the Environment and Surface Transportation in America
(INVEST in America) Act is a 5-year, $494 billion investment to get our existing infrastructure
working again and fund new, transformative projects that will create millions of jobs and support
American manufacturing and ingenuity while reducing carbon pollution, dramatically improving
safety, and spurring economic activity. It’s investing in infrastructure that is smarter, safer, and
made to last.
Highways Investments: $319 Billion
o Delivers better roads and bridges faster by prioritizing fixing the broken, outdated
infrastructure we already have, including 47,000 structurally deficient bridges, before building
new highway capacity.
o Modernizes our infrastructure with bold new funding for addressing gridlock and the most
impactful projects and bottlenecks that affect local regions and the national transportation
network.
o Measures state-by-state greenhouse gas emissions, with incentives for best performers in
carbon pollution reduction, and a new program to fund resilient infrastructure that can
withstand the impacts of climate change.
o Dramatically increases funding for development of charging stations and other alternative
fueling options for electric and zero -emissions vehicles.
o Addresses rising rates of pedestrian and bicyclist deaths by requiring States with the highest
rates to set aside funding to tackle the problem, codifies and expands eligibility for safe
routes to school, provides funding to develop active transportation networks, and
strengthens emphasis on high risk rural roads.
o Doubles funding for technology deploymen t to increase innovation and creates new
program to fund green materials research and to deploy green construction materials and
practices to create smarter, more efficient transportation systems.
Transit Investments: $105 Billion
o Increases funding for transit agencies to add new routes and provide more reliable service,
encouraging viable public transit options and fewer single -occupant cars clogging highways.
o Creates a Mobility Innovation program to permit transit agencies to collaborate on mobility
on demand services.
o Strengthens Buy America provisions to boost domestic jobs in rail and bus manufacturing.
o Increases investment in zero-emission buses to reduce carbon pollution.
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o Streamlines project delivery by reforming the Capital Investment Grants program so that our
investments get shovels in the ground quicker and commuters see results faster.
o Provides the investments needed to address the growing backlog of transit maintenance
needs, making public transit safer and more reliable.
Passenger Vehicle and Commercial Motor Vehicle Safety Investments: $10 billion
o Boosts funding for highway safety programs under the National Highway Traffic Safety
Administration, providing $5.3 billion over five years.
o Increases funding for truck and bus safety programs under the Federal Motor Carrier Safety
Administration, providing $4.6 billion over five years.
Rail Investments: $60 Billion
o Triples funding for Amtrak to $29 billion over five years, allowing for improvement and
expansion of the Nation’s passenger rail network, including the Northeast Corridor (NEC)
and the National Network, giving travelers a reliable, low-carbon option to travel both short
and long distances, including to regions that lack frequent or affordable airport servi ce.
o Invests in Amtrak stations, facilities, services, and modernization of its equipment, while
continuing Amtrak’s legacy of serving long-distance, state-supported, and Northeast
Corridor passengers and ensuring a skilled Amtrak workforce.
o Creates a new $19 billion program, the Passenger Rail Improvement, Modernization and
Expansion (PRIME) grant program, devoted entirely to passenger rail improvements and
expansion, performance optimization, and intercity passenger rail transportation expansion.
o Dramatically increases funding for the Consolidated Rail Infrastructure and Safety
Improvements (CRISI) grant program to $7 billion to fund passenger and freight rail
projects. Expands program eligibilities and allows commuter rail authorities to compete for
funds.
o Helps communities improve safety at rail crossings with a new $2.5 billion grade separation
grant program.
o Addresses “long trains,” trains longer than 7,500 feet, as well as train crossings that are
blocked more than 10 minutes, which impact local traffic and emergency response times.
o Prohibits U.S. DOT from allowing the transport of liquified natural gas by ra il tank car until
extensive safety analysis is performed and additional conditions are met .
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TRANSPORTATION, WATER &
INFRASTRUCTURE COMMITTEE 6.
Meeting Date:06/08/2020
Subject:REVIEW Communication, News, Miscellaneous Items of Interest to the
Committee and DIRECT staff as appropriate.
Submitted For: TRANSPORTATION, WATER & INFRASTRUCTURE
COMMITTEE,
Department:Conservation & Development
Referral No.: N/A
Referral Name: N/A
Presenter: John Cunningham, DCD Contact: John Cunningham
(925)674-7833
Referral History:
This is a standing item on the TWIC agenda.
Referral Update:
Communication Received:
Leland Frayseth - Resident
Email Copy, To California Water Commission Re: Austerity and Demobilization Plan
Email Copy, To California Water Commission Re: Water Storage Investment Program
News/Articles/Editorials/Etc:
East Bay Times Article: It’s back: Bay Area traffic rebounding as coronavirus lockdown eases
Congestion, metering lights and express lane tolls make a comeback
Recommendation(s)/Next Step(s):
RECEIVE information and DIRECT staff as appropriate.
Fiscal Impact (if any):
N/A
Attachments
5-22-20 Email: L. Frayseth to CA Water Commission RE: WSIP
5-14-20 Email: L. Frayseth to CA Water Commission RE: Austerity/Demobilization Plan
6-1-20: East Bay Times Article: It’s back: Bay Area traffic rebounding as coronavirus lockdown eases
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From: Leland Frayseth
Sent: Friday, May 22, 2020 5:41 AM
Subject: Fw: Deny Sites request for increased Water Storage Investment Program (WSIP) early funding
Dear Commissioners, staff and the public,
The image below is the consulting invoice I referenced in the live video -conference where the
Delta Conveyance Design Authority Executive Director Kathryn Mallon is paid $47,250
monthly. As a Contra Costa Water District customer I am painfully aware of what I had to pay
Jerry Brown when he was General Manager and if he is making that as a consultant now as Sites
Executive Director it is a waste of my Prop 1 money. Business conditions have changed in
California we have a $54 Billion budget deficit and are on a trajectory to 24% unemployed
Californians. Unspent Prop 1 money should be returned to the Fina nce Department and used for
the deficit.
I am grateful for the opportunity to finally speak to the Commissioners via the videoconference,
your 3 minute countdown timer as a pop-up was overwhelming my screen and difficult to
minimize to get to my reference documents the speaker before me had a similar issue.
Thank you, Leland
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On Sun, May 17, 2020 at 8:27 AM Leland Frayseth <leland.frayseth@gmail.com> wrote:
Dear Commissioners, staff and the public,
Subject: Deny Sites request for increased Water Storage Investment Program (WSIP)
early funding
This is my 31st letter to the California Water Commission. The following comment is in
response to California Water Commission (CWC) 20 May 2020 meeting agenda item 5
"Executive Officer's Report" letter from Jerry Brown dated 11 May 2020 requesting
increased early funding https://cwc.ca.gov/-/media/CWC-
Website/Files/Documents/2020/05_May/May2020_Item_5_Attach_1_WSIPApplicantsL
etter.pdf?la=en&hash=F3B2FFD527F02A6746D4E9A0372E717CAC1134AA
Half of the Commissioners that participated in the 20 Mar 2019 have quit, for the n ew
Commissioners and as a refresher for staff and the public please watch the following
video excerpts and deny Jerry Brown's Sites request for increased Water Storage
Investment Program (WSIP) early funding.
https://youtu.be/W17RNBSbVx4
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Thank you, Leland Frayseth
Sacramento river salmon fisherman
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From: Leland Frayseth
Sent: Thursday, May 14, 2020 10:30 PM
Subject: What is the Delta Conveyance Design and Construction Authority's austerity plan?
Dear Commissioners, staff and the public,
Subject: What is the Delta Conveyance Design and Construction Authority's austerity and
demobilization plan?
This is my 30th letter to the California Water Commission. The following comment is in
response to California Water Commission (CWC) 20 May 2020 meeting agenda item 10
"Priorities for California Water".
Please implement a 25% pay cut for all Department of Water Resource (DWR)
Managers. Terminate all management (Kathryn Mallon), legal and technical consulting
contracts on the Delta Conveyance Project so you do not get crosswise with Human Resources
laying off DWR direct hires as budgets continue to tighten due to the recession. Cancel Texas
based Jacobs Engineering work on the Delta Conveyance Project because 24% of Californians
will be unemployed here in California through 2021. Cancel the Delta Conveyance design office
space lease it has been unoccupied for 5 months. Californians voted down the peripheral canal
in the 1980s by an overwhelming margin, most Californians do not want the project and your
water contractors are not be able to afford it due to the recession and their lost income.
This is what industry is doing, this is what the governor discussed due to the budget shortfall,
you need an austerity and demobilization plan now and you needed to start implementing it last
month.
Thank you, Leland Frayseth, California Citizen and Taxpayer
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