CCD TRANSPORTATION TASK FORCE

PRIORITIES IN SAFETEA

• New Freedom Initiative.  CCD supports the New Freedom Initiative.  We agree that the funds should be available for purposes beyond the Americans with Disabilities Act, but believe that the proposed legislative language must be much more specific.  Currently, it states that these funds may be used “for new transportation services and transportation alternatives beyond those required by the ADA, including motor vehicle programs that assist persons with disabilities with transportation to and from jobs and employment support services.”  CCD suggests:  “for new or alternative public transportation projects planned and operated to increase community and inter-community accessibility to people with disabilities, particularly with respect to employment and employment services.”  Exemplary projects, such as accessible taxi service, improvements to non-key stations, lift devices for OTRBs, should be described in the preamble or report language.

The motor vehicle program included in the authorizing legislation needs to be explained to the disability community.  If these funds are intended to be used for personal vehicles, the disability community does not support this program with the possible exception of areas in which public transportation is virtually unavailable.  Regardless, this language belongs in preamble or report language rather than as the only stated eligible project.

CCD has concerns that the NFI program will receive very limited, if any, federal oversight.  We suggest that the legislation require that recipients make annual reports to the Secretary for this authorization period, with all supporting  data and outcome measures (e.g., increased ridership).

• Easter Seals Project Action.  Over the last fourteen years, ESPA has proven to be a valuable resource for information on providing and improving accessible transportation for people with disability.  CCD asks that $5.5 million be authorized for its continued work.

·        Section 5310.  Funds authorized under Section 5310 of TEA-21 provide critical transportation services for people with disabilities and senior citizens.  The current funding level of $91 million is grossly insufficient to meet current demand and must be greatly increased.  To increase flexibility and innovation at the local level, funding from any source, including federal funds, should be eligible to be used as matching funds by the local entity.  Also, much § 5310 money is used simply to replace aging vehicles.  To best meet local needs, local entities must also have access to operating assistance.  CCD asks that Section 5310 funding be consistent with other state operated transportation, i.e., JARC and New Freedom Initiative, and changed to make projects eligible for 80/20 share for capital expenses and a 50/50 share for operating expenses.

·         Public Transportation Funding.   People with disabilities rely on accessible public transportation to a great extent. For true accessibility, adequate funding for public transportation is essential.  We support the Administration’s increased funds for Section 5311 non-urbanized transportation, but believe the funds for Section 5307 are inadequate to meet the mobility needs of this country.  CCD supports the APTA proposal calling for transit funding of $8.1 billion in FY 2004, growing to $14.3 billion in FY 2009.

CCD is further concerned about the decrease in guaranteed funding for public transportation. The Administration’s proposal does not continue the current guarantee from the General Fund.  People with disabilities rely too strongly on public transportation to allow uncertainty about funding sources.  This proposal puts formerly guaranteed funding at risk during the annual appropriation process.  CCD asks that the guarantees from the General Fund be re-instated in this reauthorization.

·        Improved Pedestrian Rights of Way.  People with disabilities have found that inaccessible rights of way are a major barrier to using participating in community life, including accessible public transportation.  Without accessible routes throughout a community, people with disabilities will have to rely on costly paratransit.  A safe accessible pedestrian route is wide and level enough to allow wheelchair use and has curbcuts where needed.  Accessible pedestrian signals at intersections provide information about safe crossing to people who are blind or have low vision.  Also, adequate crossing time allows all pedestrians to cross safely. 

Despite the availability of STP and CMAQ funds for pedestrian walkways and transportation enhancements, most states expend little funding to improve sidewalks, crosswalks, signals and curbs.  While 12 percent of all traffic deaths are pedestrians (13.6 percent if bicyclists are included), less than one percent (0.7 percent) of federal transportation construction, operations, and maintenance funds are spent to ensure a safe walking environment.  In addition, states have under-spent the funds available for the Transportation Enhancements program by about $700 million since FY 1998.

TEA-21 reauthorization also should provide $250 million from the Surface Transportation Program Safety Set-aside program to support “Safe Access to Transit”.  CCD also supports a requirement that a percentage of STP Transportation Enhancements program and CMAQ funds be specified to create/ improve an accessible pedestrian environment.  These expenditures would not only increase access, but improve safety for all pedestrians.