HomeMy WebLinkAboutGEORGIA TRANSIT ASSOCIATIONS 2009 LEGISLATIVE AGENDA RESOLUTION
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A RESOLUTION SUPPORTING
THE GEORGIA TRANSIT ASSOCIATION'S
2009 LEGISLATIVE AGENDA
WHEREAS, increased pubic investment in transit services provides the potential to 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 (GT A) 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. The Georgia Transit Association (GT A) is
an active member of the Get Georgia Moving Coalition (GGM) and joins GGM in making the following policy
statement:
"There is a need to create a new, coherent, and consistent transportation funding policy in Georgia. The
promotion of economic development, environmental sustainability, air quality and safety underpin any
successful policy."
The 2008 Georgia General Assembly built upon the work of the Joint House-Senate Transportation Funding
Study Committee and came very close to passage of legislation which would allow Georgians on a regional
basis to impose a sales tax upon themselves for "all transportation purposes." In the past year GT A has joined
GGM and others in advocating for some and proposing analysis of others of the following ways to provide
alternative and other revenue sources for all modes of transportation. Some of these include:
· A new sales tax funding mechanism that would be dedicated to providing congestion relief, improving air
quality and promoting environmentally responsible economic development for all regions of the state.
· Optimization of current revenue sources
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o Allocation of the fourth percent of the state sales tax user fee on motor fuel to all transportation
purposes, including operating expenses for transit.
o Examination of agreements governing the use of state-owned transportation facilities (e.g.
existing leases) and dedication of revenue to appropriate transportation uses.
. Innovative funding programs like concession/privatization of transportation facilities and public-private
initiatives (PPI). GT A notes that while PPIs may be an option for some transit projects, they are but one
of many approaches which could be employed in addressing overall transportation needs. In addition,
some aspects ofthe PPI law do not allow transit as much flexibility as other transportation sectors.
It is crucial that any new funding source for transportation be consistent with the following principles
established by the Georgia Transit Association:
· Purpose (use of proceeds) should include all modes oftransportation, including transit;
. Allow for funding of existing operations;
· Supplement, not replace, existing funding; and
. Provide flexibility for regions of the state to address their transportation needs
GTA also joins GGM in advocating that new revenue sources have a multi-year funding basis, be able to be
implemented in the short-term, and be based on a fair system of geographical return on investment.
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 which supplement but do not replace current funding should be considered, and
current financing laws should be reviewed to remove any barriers to the facilitation of transit projects.
2. Transit Operating Assistance: Georgia is one of nine states that do not partner with local and federal
governments to support the operation of public transportation systems. In addition, Georgia is the only one of
the ten most populous states that does not provide such support. While Georgia's transit buses and vans travel
on a road system supported by the motor fuel tax, local transit systems do not have access to dedicated
revenues. They must rely on local government operating subsidies, which typically are provided through local
property taxes or general funds.
Both urban and rural Georgia transit systems would benefit greatly from state-provided general operating
assistance. Rural areas in particular would benefit from this assistance, as the rural governments often do not
have the resources to provide the local operating match for general public trips. As a result, rural public health
transit services are generally available only to human service agency clients.
Urban transit systems- as is the case with rural transit- are struggling under the burden of the highest fuel
prices ever experienced, and they 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.
GT A recommends that the General Assembly appropriate a permanent source of funds for operating
assistance to Georgia's rural and urban transit systems.
3. Tax Exemption from Motor Fuel Purchases by Transit Systems: Local governments in Georgia have
few alternatives to the property tax for funding transit systems for capital or operational purposes. In
passing HB 1035 in 2008 the General Assembly extended current law granting an exemption from taxes on
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motor fuel purchases by transit systems until June 30, 20 10. This exemption is likewise authorized in 22
other states, thus helping transit systems to lower their operating costs. However, it would be helpful ifthe
MFT exemption allowed Georgia's transit systems did not "sunset" every two years. This approach would
be similar to that applied to other governmental entities in Georgia (e.g. counties, municipalities and the
university system) whose sales tax exemptions do not have to be periodically extended by the General
Assembly.
GTA requests that the General Assembly enact legislation authorizing the long-term exemption from taxes
paid on motor fuel purchases by transit systems.
4. Rural and Human Services Transportation Services Coordination and Funding: Presently, local
governments and at least four state agencies have a role in health and social services transportation service
delivery (including transit). 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 program, riders may be transported for such purposes
as accessing medical appointments; going to senior centers and community mental health centers; and
participating in job-training activities. This lack of coordination spurred the introduction and consideration of
SB 402 in the 2008 General Assembly, and it is one ofthe reasons the governor has shown interest in creating
a rural and human services transportation coordinating council.
Despite increased demand on local government and human services transportation providers, there has not
been a real increase in funding for human services transportation programs in Georgia since FY 200 I.
Because of heavy demand and escalating costs, including high fuel prices, consumers in these programs are
being encouraged to use public transit, paying regular fares, thereby putting increased pressure on transit
providers. An appropriation to address the significant increase in demand and operating costs would enable
human services transportation providers to better deliver the transportation services needed by their clients.
GTA applauds the governor's interest in creation of a State Rural and Human Services Transportation
Coordinating Council. If the governor declines to create a Council, GTA urges the General Assembly to again
introduce and to pass legislation along the lines of that considered in 2008. No matter the genesis of such an
entity, GTA recommends the Council review and make recommendations on a number of issues, including the
delivery and coordination of transportation services; sharing of federal funding, vehicles and facilities; allowing
human service transportation contractors to apply for state insurance; and determining the feasibility of a
statewide specialized transportation assistance program to relieve the pressure on local transit systems and
provide human services transportation to clients who are not eligible under existing programs.
GTA also urges the General Assembly to appropriate additional funds to state agencies operating human
services transportation programs to assist in coping with the increasing cost of providing human services
transportation, such as the increased cost of motor fuel, vehicles, insurance, and growing trip demand
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. There is no such incentive for other employees-like government workers-
to increase their use of transit. HB 307, which was introduced in the 2007 General Assembly, would have
allowed an individual to claim a maximum of $300 as a credit on his or her individual income tax for "qualified
personal mass transportation expenses." The Get Georgia Moving Coalition has joined GT A in supporting this
concept.
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GTA urges the reintroduction and General Assembly passage of legislation allowing a state individual
income tax credit of up to $300 for persons who purchase their own transit fare cards or have other qualified
personal mass transportation expenses.
6. 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 regionalization of transit services
across the state. This is evidenced by the creation of the Transit Planning Board (TPB) in the metropolitan
Atlanta area and the establishment of a regional approach to transit in some rural areas of the state by partnering
with regional development centers. provide examples of how regional planning can be accomplished statewide.
This regionalization of public transportation services has occurred with little to no overarching organizational
framework or statewide strategy. The establishment of regional transportation planning organizations or transit
districts would permit the continued beneficial trend toward regionalization in a more coordinated and
organized fashion.
GTA applauds the creation of the metro Atlanta Transit Planning Board and recommends that the state
move toward a comprehensive, regionalized transportation planning process with the establishment of regional
planning districts statewide.
7. SAFETEA-LU: Federal Appropriations for Transit: The Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users (SAFETEA-LU) was signed in 2005 and is now in effect. Its
reauthorization will be considered in 2009 by Congress. A number of states, including Georgia, continue to
seek federal appropriations 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. In addition,
several smaller urban transit systems, including some in Georgia, have transitioned into a new category serving
populations of 200,000 or more and as a result, are now precluded from using federal funds for operational
purposes. The reauthorization ofSAFETEA-LU should address all of these issues
GTA urges the Georgia Congressional Delegation to support reauthorization ofSAFETEA-LU and to
work for continued increases in "guaranteed funding" for transit formula programs and earmarks for Georgia
transit providers in both urban and rural areas of our state. GTA also requests that the delegation support
which allows smaller transit systems to use SAFETEA-LU funds for operational purposes.
NOW, THEREFORE BE IT RESOLVED by the Augusta-Richmond County Commission that
Augusta, Georgia, supports The 2009 Georgia Transit Association Legislative Agenda.
Duly adopted this ~ :L
day ofJanuary, 2009.
The Augusta Richmond County Commission
BY:
(a~ fr
( Deke Copenhaver, Mayor
By:
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