Beginning the Dialogue - Report on SGR - Federal Transit ...

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excess capacity on <strong>the</strong> shoulders of <strong>the</strong> peak hours. n Congestion Pricing: Charging higher fares during periods of peak congestion can shift demand, particularly non-time-critical trips, to periods of excess capacity. The ability to do this will depend on <strong>the</strong> method of fare collection, and on some systems this may require a major investment in upgrading or replacing <strong>the</strong> fare collection system. n Redirected Development: Land use and zoning policies could encourage additional development at locations where <strong>the</strong> increased transit demand should occur. This would require origin and destination demand modeling of <strong>the</strong> network to determine <strong>the</strong> impact of <strong>the</strong> redirected growth in demand on o<strong>the</strong>r parts of <strong>the</strong> system that may be at or near core capacity. r OBSERVATIONS FROM SGR WORKSHOP The SGR Workshop yielded a number of observations and valuable perspectives with respect to core capacity needs and <strong>the</strong> issue of state of good repair. Core Capacity Needs: Workshop participants generally acknowledged that <strong>the</strong>ir rail and bus systems have significant unmet core capacity needs, with <strong>the</strong> level of need depending on local/regional circumstances. The size of <strong>the</strong> vehicle fleet, <strong>the</strong> capacity of <strong>the</strong> traction power system, and <strong>the</strong> condition and capacity of signal systems were frequently cited as <strong>the</strong> primary infrastructure constraints to expanding system throughput. All observers expressed <strong>the</strong> need to balance <strong>the</strong>ir SGR reinvestment needs with <strong>the</strong> need to accommodate ongoing ridership growth (with <strong>the</strong> later need exacerbated by <strong>the</strong> recent increase in fuel prices and consequent increase in transit ridership). Core Capacity and SGR: At <strong>the</strong> same time, because capacity-constrained systems also have SGR reinvestment needs, many agencies reported that 39 <strong>the</strong>ir existing SGR reinvestment plans also include some (often minor) core capacity improvement elements. For example, <strong>the</strong> aging signal and traction power systems are typically replaced with new technology equipment capable of supporting higher passenger throughput. As noted in o<strong>the</strong>r sessions, few asset replacements are made on an “in-kind” basis. Ra<strong>the</strong>r, asset replacement typically involves replacement with assets of larger size, newer technologies and better materials that support higher throughput, improved service quality, and sometimes greater core capacity. Increased Funding Flexibility: The participants’ reactions to <strong>the</strong> question of whe<strong>the</strong>r agencies would benefit from more flexible Federal funding (e.g., more flexible between SGR and capacity improvement uses) was mixed. Some participants felt that increased flexibility would permit better resource allocation towards <strong>the</strong> highest priority needs. However, o<strong>the</strong>rs expressed concern that this change may result in a loss of SGR funding for agencies that receive <strong>the</strong>ir Federal funding through a regional reallocation process (i.e., where federal funds do not flow directly to <strong>the</strong> final recipient agencies). Limited Funding Availability: As with SGR needs, workshop participants cited a lack of sufficient funding as <strong>the</strong> largest obstacle to meeting core capacity investment needs. Once again, this limited funding and significant needs for both core capacity and SGR investments have resulted in <strong>the</strong> need for agencies to prioritize between <strong>the</strong>se two investment types. However, few agencies cited make use of a clear, objective process (e.g., benefit-cost comparisons) to prioritize between <strong>the</strong>se differing investment types. r ISSUES REMAINING Following are additional questions for <strong>the</strong> industry to consider with respect to core capacity needs and <strong>the</strong>ir relation to <strong>the</strong> attainment of state of good repair: n Is it useful to determine <strong>the</strong> difference between meeting increased demand and state of good
Core Capacity repair? What are <strong>the</strong> ramifications of treating n How do systems balance/prioritize <strong>the</strong>se core <strong>the</strong>m differently? capacity issues with o<strong>the</strong>r recapitalization n How should Federal funding be provided to issues? maximize existing infrastructure capacity? n How can capital investment in core capacity enhancements be balanced with maintenance of <strong>the</strong> system? 40
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Page 11 and 12: FTA State of Good Repair Workshop r
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Page 15 and 16: Conditions of Transit Infrastructur
Page 21 and 22: Defining and Measuring SGR r OVERVI
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Page 27 and 28: Transit Asset Management system exp
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Page 35 and 36: Preventive Maintenance Number of ma
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Page 51 and 52: Research Needs r OVERVIEW What kind
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