HomeMy WebLinkAboutGEORGIA TRANSIT ASSOCIATIONS 2007 LEGISLATIVE AGENDA
A RESOLUTION SUPPORTING
THE GEORGIA TRANSIT ASSOCIATION'S
2007 LEGISLATIVE AGENDA
WHEREAS, increased pubic investment in transit services provides the potentialto create jobs
and enhance business prosperity; and
WHEREAS, the nation, our communities and our citizens face the risk to health and the
environment that are brought on by automobile exhaust emissions; and
WHEREAS, transportation is vital to the quality of life and economic well-being of the citizens
of Augusta, Georgia and the State of Georgia; and
WHEREAS, workers, school children, senior citizens, people with disabilities, and those unable
to afford an automobile use public transportation to gain access to jobs, schools, medical facilities and
other fundamental services; and
WHEREAS, traffic congestion which wastes productive time can be alleviated through the
increased availability and use of public transportation to gain access to jobs, schools, medical facilities
and other fundamental services.
WHEREAS, the Georgia Transit Association (GTA) has prepared a legislative agenda that
recommends the following:
1. Alternative Transportation Revenue Sources: The need for additional financial resources for
transit and other modes of transportation in Georgia remains greater than ever. Georgia
Department of Transportation (GDOT) figures continue to show that only a small portion of the
state's transportation needs, including those of transit, are funded.
Federal funding for transportation has attempted to move the nation toward a more balanced
transportation policy. Georgia lags behind, in part because the state constitution currently restricts
the use of motor fuel taxes to roads and bridges. Nationally, the ten largest states, other than
Georgia, display a "mix" of transit funding by providing significant amounts of state resources,
thus decreasing the pressure on local funding of transit, whether through property taxes or other
means.
There have been several options for new revenue sources for transportation discussed in recent
years. Some ofthe more promising possibilities, provided that they present opportunities to fund
a variety of modes of transportation, include:
Transportation Infrastructure Fee -One way to increase funding for Georgia's transportation
system is the imposition of a transportation infrastructure fee (TIF) on motor fuel tax purchases.
A TIF is a fee that can be used for any transportation related investment. Research has shown that
substantial funds could be raised by a TIF; Georgia's dependence upon resources from motor fuel
purchases is among the lowest in the nation; a TIF could be used for various purposes, including
local roads, transit, federal matching funds and a state transportation infrastructure bank; and such
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a measure could be made revenue neutral by returning funds to the taxpayer by way of a TIF
income tax credit.
Local Sales Taxes -If authorized by the General Assembly, voters in local jurisdictions could by
referendum choose to pass a local option sales tax to fund various modes of transportation,
including both operating and capital support of transit systems. At the present time only one
transit system in Georgia (MARTA) is financed with local funds other than local property taxes.
Local governments are left with few alternative financing options. However, many jurisdictions
already have both a local option (LOST) and a special local option sales tax (SPLOST) in place
and therefore have reached the 2% cap on local sales taxes. In order to make this a viable option it
is necessary both to amend the statutory 2% local cap and to pass a constitutional amendment
stating that the establishment, operation, and administration of a public transportation system is
an essential function of local government and authorizing the creation of public corporations or
authorities for transit purposes.
Regional Sales Tax -Several groups have suggested consideration of a regional sales tax to be
approved by voters to meet the comprehensive transportation needs in affected areas, and in fact
legislation to allow this approach was introduced in the 2006 Georgia General Assembly.
State Transportation Infrastructure Bank -One way for state and local government to bolster
capital funding for all forms of transportation is the creation of a state transportation
infrastructure bank (STill). A STill would allow state government to work with local
jurisdictions making available lower interest rate financing than many local governments can
access. Legislation was introduced in the 2005 General Assembly to create a STill. It is critical
that this or any new legislation be broad and flexible enough both to allow financial support of all
modes of transportation and to supplement, not supplant, curreht funding. Also, to ensure.
consistency with federal law, transit projects eligible for funding by the STill should utilize the
current state and federal definition of "capital project."
GT A urges the General Assembly to seek alternative sources of revenue to increase funding for
all modes of transportation, including capital and operating support of public transit systems,
both .urban and rural. All necessary options, (including a constitutional amendment and the
exemption of a local sales tax for transit purposes from the 2% ceiling on local sales taxes)
should be considered.
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2. Transit Operating Assistance: Georgia is one of seven states that does not partner with the local
governments and the federal government to support the operation of public transportation
systems, and it is also only one of the ten most populous states that do not proyide such support.
Local transit systems that do not have access to dedicated local tax revenues must rely on local
government operating subsidies, which typically are provided through local property tax levies or
general funds.
Local transit systems, both urban and rural, would benefit greatly from state-provided general
operating assistance, including in rural areas where the local governments often do not have the
resources to provide the local operating match for general public trips, with the result that
available rural public transit services are often generally available only to human service agency
clients whose trips are funded by the Departments of Human Resources (DHR) or Community
Health (DCH), or other state agencies. In many cases mobility is hampered because these agency
trips are restricted by trip purpose and/or client eligibility, so that general transportation needs
(such as a trip to the bank, the hairdresser, the doctor, e.g.) go unmet, even if the customer is able
to pay a fare.
Although Georgia has rural public transportation, funded in part by Federal Transit
Administration Section 5311 in 95 of the 159 counties, due to the above-cited problems every
year a few drop out ofthe program, even as a few enter. In addition, urban transit systems
continue to face funding challenges, including homeland security concerns. If Georgia were to
provide operating assistance to local transit systems, it would join several southeastern states that
provide such assistance including Florida, North Carolina, South Carolina, Virginia and
Tennessee.
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GT A recommends that the General Assembly appropriate funds for operating assistance to
Georgia's rural and urban transit systems.
3. Health and Social Services Transportation Service Coordination: Presently local
governments and at least four state agencies have a role in heath and social services transportation
(including transit) service delivery. These agencies -the Georgia Departments of Community
Health, Human Resources, Labor, and Transportation -receive nearly $200 million per year in
federal grants to transport individuals who have no other means of accessing services. Currently
coordination among these agencies is primarily on an ad hoc basis. The programs under which the
state agencies operate are based largely on classifications of riders, which are established by the
federal agency providing the federal funds. Depending upon the pro- gram, riders may be
transported for such purposes as accessing mediCal appointments, senior centers, community
mental health centers, job training activities, or for general transportation purposes.
GTA recommends that the General Assembly create a Study Committee on Human Services
Transportation. The Committee should review and make recommendations on a number of issues,
including how transportation services are delivered; how to share federal funding, vehicles, and
facilities; the needs of transportation program clients and rural transit riders; the need to
allocate increasedfundingfor human services transportation including the cost effectiveness of
providing transportation service providers a fuel price supplement appropriation to address the
growing cost of motor fuel; and the feasibility of creating a statewide specialized transportation
assistance program to relieve the pressure on local transit systems by providing human services
transportation to clients who are not eligible under exisJing programs. The Study Committee
. should also consider the efficacy of creating a state human services and rural transportation
coordinating council whose membership should include state agencies and representatives of
local governments, regional entities, and other service providers involved in these transportation
programs.
4. Additional Funding for Human Services Transportation Programs: Despite increasing
demand on local government and human service transportation providers, there has not been an
increase in funding for these transportation programs in Georgia since FY 2001. These services,
operated pursuant to progranis ofthe Departments of Human Resources, Community Health, and
Labor, are heavy purchasers of service on public transit programs. Because of heavy demand and
decreasing options, consumers under these programs are being encouraged to become publi9
passengers of transit systems, paying only the fare box fees, thereby putting increasingpressure
on transit providers. An appropriation to address the significant increase in fuel costs since 2001-
2002, especially in the last year, would enable clients in need of human services transportation to
access the services they need.
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Gr A urges the General Assembly to appropriate additional funds to state agencies operating
human services transportation programs to supplement the increased cost of motor fuel.
5. State Individual Income Tax Credit: In 1999, legislation was passed to give state corporate
income tax credits to companies that provide certain qualified transportation fringe benefits,
including the purchase of transit fare cards, to their employees. The state credit took effect on
January 1,2001, and encourages employers to financially assist their employees to use mass
transit. While some employers pay a portion of the cost of employee transit passes, many do not.
Thus, some employees, through their employers, receive a tax-free benefit, while others do not.
For example, since governmental employers do not receive tax breaks through transit fare
subsidies given to their employees, there is little tangible incentive for these employees to
increase their use of transit.
GTA recommends that the General Assembly pass legislation allowing a state individual income
tax credit for persons who purchase their own transit fare cards or have other qualified personal
mass transportation expenses. This credit should be available only to the extent that employer
subsidies for transit ridership do not cover the costs of purchasing transit fare cards, and only to
the extent that such a credit is consistent with federal law.
6. Transportation Planning: A comprehensive land use and transportation plan that maintains a
clean environment fosters orderly development, and preserves natural and historic resources is
essential to the quality of life in our communities. The use of minimum standards and procedures
for coordinated and comprehensive planning and the establishment of incentives for developers to
emphasize public transportation connectivity with adjacent subdivisions and/or commercial
developments in the layout of new developments will minimize congestion, maximize
accessibility to transportation options and enhance quality of life.
GT A urges that efficient transportation layouts be a part of the coordinated and comprehensive
planning process required of local governments. To this end, GTA requests that the Georgia
Department of Community Affairs (DCA) establish park and ride facilities, bus shelters,
accessible bus stops and sidewalks, and existing or proposed bus routes as minimum elements to
be included in the coordinated and comprehensive planning process required by state law and
that these elements be a part of DCAS "Advanced Planning Level" category, especially with
regard to all new residential, commercial and retail development.
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7. Regional Transportation Planning and Coordination: In recent years, there has been a
growing recognition of the needs of rural transit systems as well as a movement toward
regionaltzation of transit services across the state. The Metropolitan Atlanta area has an active
Transit Planning Board, and other rural areas of the state have established a regional approach to
human services transportation by partnering with regional development centers in such areas.
This regionalization of public transportation services has occurred with little to no overarching
organizational framework or statewide strategy. The establishment of regional planning
organizations (RPOs) or of regional transit districts (possibly along RDC boundaries) would
permit the continued beneficial trend toward rationalization in a more coordinated and organized
fashion.
GTA applauds the creatiq~and urges General Assembly support of the work of the Transit
Planning Board, in order to en$ure the most cost effective and efficient delivery of transit service
to the entire Atlanta region. GTA also recommends that the state move toward a comprehensive,
regionalized transportation planning process with the establishment of regional planning
districts on a statewide basis.
8. Rural Transit Operator Training: The increased involvement of local government in less
populous areas with the provision of transit services points to the need for comprehensive training
in transit planning and operation for rural providers. Several organizations, including the
Community Transportation Association of America and the National Transit Institute (NTI), have
training expertise which could be used in partnership with Georgia Department of Transportation
(GDOT) staff.
GT A requests that the Georgia Department of Transportation work with interested parties such
as GTA, CTAA, and NT! to provide annual trainingfor rural transit operators.
9. SAFETEA-LU: Federal Appropriations for Transit -The Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which was signed in 2005, is
now in effect. A number of states, including Georgia, continue to seek federal appropriations
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earmarks for bus acquisition. Statewide earmarks especially benefit smaller systems that have not
been able to obtain federal discretionary bus money on their own on a regular basis.
GTA commends the Georgia Congressional Delegation for its work to pass SAFETEA-LU, and
encouragesfullfundingfor "guarantees"for transit for the life of this legislation. GTA also
recommends that the Georgia Department of Transportation continue to seek and increase a bus
"earmark" on behalf of the states smaller transit systems, which are not annually included in
SAFETEA-LUs ''guarantees,'' so that all Georgia transit systems can receive the federal support
they need to provide transportation alternatives to all Georgians.
NOW, THEREFORE BE IT RESOLVED by the Augusta-Richmond County Commission that
Augusta, Georgia, supports The Transit System Flexibility Protection Act.
Duly adopted this
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day of January, 2007.
The Augusta Richmond County Commission
BY: C Y ~ ~OPenhaver. Mayor
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lerk of CormmSSlOn
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