The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and subsequent Transportation Equity Act for the 21st Century (TEA-21) have expanded modal choice in transportation funding by providing the substantial flexibility that allows transfers among program funding categories. The result has been a aignificant increase in funding available to the nation's transit systems and projects. The importance of the flexible funding provisions can be seen in recipients' abilities to more fully meet overall transit investment needs, increase investment in critical basic services and advanced technologies, and in the more rapid advancement of pipeline projects, as well as projects without alternative sources of funding. From the onset of ISTEA in 1991 through September 2000, a total of $6.5 billion, made available through the FHWA has been transferred to the FTA for transit purposes. More than 90 percent of the transfers originated from the Congestion Mitigation and Air Quality Improvement program and the Surface Transportation Program. In the first 3 years of TEA-21, a total $3 billion in transfers reflected an increase of more than one-third (or 35 percent) of the total $8.6 billion authorization of the three FTA programs that are eligible to receive those funds: (1) the Urbanized Area Formula Program, (2) the Nonurbanized Area Formula Program, and (3) the Elderly and Persons with Disabilities Program. As a share of FTA authorizations for all transit programs in the same 3-year period, the transfers reflect a 17 percent increase. In addition to information obtained from the FTA on transfer amounts and flexible funding provisions, the current study has gathered qualitative impressions from telephone interviews and survey respondents that provide a deeper understanding of the process and experience of flexing funds to transit. The main findings of the survey suggest that the flexible funding provisions of ISTEA and TEA-21 remain a key element in increasing transit investment and providing a direct means for local officials to better tailor federal resources to meet local needs. Survey results and seven brief "project profiles" revealed that flexible funds are being constructively employed in a wide variety of projects, and will be counted on to serve identified future needs. Collaborative relationships with external stakeholders and proactive long-range planning were touted as successful strategies to taking advantage of flexible funding provisions, while reported barriers included timeliness in awarding grants, agency attitudes that were perceived to be unfavorable to transit, and variations between the FHWA and FTA procedures for project implementation. Notwithstanding the well-recognized and articulated value of flexible funding provisions for transit, some continuing signs of resistance, instability, variability, and procedural difficulties in exercising fleible funding provisions point to needed research to more fully examine the factors that foster a positive fleible funding climate across all groups. A stronger outreach effort, as well as dissemination of promotional materials to increase knowledge and spur success in applying these flexible provisions, may be warranted. Likewise, it may be worthwhile to examine administrative procedures for flexing and to enhance the monitoring of flexible funding flows. (A)
Samenvatting