[Federal Register Volume 84, Number 68 (Tuesday, April 9, 2019)]
[Notices]
[Pages 14189-14194]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-06943]
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DEPARTMENT OF TRANSPORTATION
Federal Transit Administration
[Docket No. FTA-2018-0010]
National Transit Database Reporting Changes and Clarifications
AGENCY: Federal Transit Administration, DOT.
ACTION: Notice; request for comments.
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SUMMARY: This notice provides information on proposed changes and
clarifications to the National Transit Database (NTD) reporting
requirements. All proposed changes and clarifications will be effective
for report year 2019 (beginning September 2019).
DATES: Comments are due by June 10, 2019. FTA will consider late
comments to the extent practicable.
ADDRESSES: Please identify your submission by Docket Number (FTA-
[[Page 14190]]
2018-0010) through one of the following methods:
Federal eRulemaking Portal: Submit electronic comments and
other data to http://www.regulations.gov.
U.S. Mail: Send comments to Docket Management Facility;
U.S. Department of Transportation, 1200 New Jersey Avenue SE, West
Building Ground Floor, Room W12-140, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Management Facility, in Room W12-140 of the West Building, Ground
Floor, at 1200 New Jersey Avenue SE, Washington, DC, between 9:00 a.m.
and 5:00 p.m. E.T., Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Management Facility, U.S.
Department of Transportation, at (202) 493-2251.
Instructions: You must include the agency name (Federal Transit
Administration) and Docket Number (FTA-2018-0010) for this notice, at
the beginning of your comments. If sent by mail, submit two copies of
your comments. You may review U.S. DOT's complete Privacy Act Statement
published in the Federal Register on April 11, 2000, at 65 FR 19477-8
or http://DocketsInfo.dot.gov.
Electronic Access and Filing: This document and all comments
received may be viewed online through the Federal rulemaking portal at
http://www.regulations.gov or at the street address listed above.
Electronic submission and retrieval help and guidelines are available
on the website. It is available 24 hours each day, 365 days a year.
Please follow the instructions. An electronic copy of this document may
also be downloaded from the Office of the Federal Register's home page
at https://www.federalregister.gov.
FOR FURTHER INFORMATION CONTACT: Maggie Schilling, National Transit
Database Program Manager, FTA Office of Budget and Policy, (202) 366-
2054 or [email protected].
SUPPLEMENTARY INFORMATION:
Table of Contents
A. Background and Overview
B. Additional Types of Service
a. New Type of Service Classification for Demand Responsive
Service Provided by Transportation Network Companies
b. New Type of Service To Distinguish Demand Response Taxi
Service
C. Changes to the A-30 Revenue Vehicle Asset forms
a. Add New Data Element To Identify Automated Vehicles
b. New Reporting on Safety Equipment on Rail Transit Vehicles
D. Changes to the A-20--Adjust the Reporting Categories for Special
Track Work
E. Changes to the D-10--New Reporting on the Use of Automatic
Passenger Counters
F. Changes to the FFA-10--New Reporting on Vehicle Revenue Miles by
State for Urbanized Area Reporters
G. Changes to Safety Event Reporting
a. Clarification of Reportable Suicide Attempts
b. Modify Data Collection on Vehicles Involved in Reportable
Safety Events
c. Add information on Drug and Alcohol Post-Accident Testing
H. Clarification on Reporting Service Information on a Temporary Bus
Bridge
I. Clarification of Incidental Use for Transit Asset Reporting
J. Allow Separate Mode Reporting for Geographically and Resource
Separated Modes
K. Clarification on Commuter Service Survey Standards
L. Clarification on Reporting Linear Miles and Track Miles to the
Asset Inventory
M. Clarification of Rural Financial Data Reporting Requirement.
A. Background and Overview
The National Transit Database (NTD) was established by Congress to
be the Nation's primary source for information and statistics on the
transit systems of the United States. Recipients and beneficiaries of
Federal Transit Administration (FTA) grants under either the Urbanized
Area Formula Program (49 U.S.C. 5307) or Rural Area Formula Program (49
U.S.C. 5311) are required by law to report to the NTD.
Based on feedback from NTD stakeholders and the transit industry,
FTA is proposing to make a number of reporting changes and
clarifications to NTD reporting requirements. FTA seeks comment on the
proposed changes and clarifications described below. Anticipated
industry burden estimates and proposed implementation timelines are
included in the discussion of each item.
B. Additional Types of Service
The NTD currently collects financial and service information by
mode (e.g., heavy rail, light rail, motorbus, commuter bus, etc.) and
type of service (purchased transportation and directly operated
transportation). Reporters must report separate service and financial
information for each mode and type of service they operate. There are
two types of service reported to the NTD: Directly operated (DO) and
purchased transportation (PT). FTA is proposing the addition of two new
types of service described below: Taxi (TX) and transportation network
company (TN).
FTA proposes implementing these new types of service for the 2019
report year.
a. New Type of Service for Reportable Taxi Service
49 U.S.C. 5302 states that public transportation must be ``regular,
continuing shared-ride surface transportation services that are open to
the general public . . .''. FTA uses this definition to consider
whether service is eligible to be reported to the NTD for inclusion in
the data sets used by FTA to apportion formula grants.
Under this definition, taxi service is not considered public
transportation; however, some agencies may contract with a taxi company
to provide overflow capacity for their demand response service. In
these arrangements, the request for the ride is dispatched through the
agency's demand response service and the taxi company simply provides
the vehicle for the demand response ride(s). These trips are reported
to the NTD using the Demand Response Taxi (DT) mode.
FTA is proposing to eliminate the Demand Response Taxi (DT) mode
and replace it with a type of service designation. Agencies would
report current Demand Response Taxi (DT) rides as Demand Response (DR)
rides with the type of service designation of Taxi (TX) defined as
follows: The Taxi type of service is demand response transportation
service provided by a private taxi company on behalf of a public
transportation agency using a non-dedicated fleet. Services are
directly dispatched by the agency and provided using the taxi company's
drivers and vehicles.
Although this represents a change to the way the data would be
captured in the system, it does not impact the reporting burden. Data
that is reported to the NTD as ``Demand Response Taxi--Purchased
Transportation'' would simply be relabeled as ``Demand Response--
Taxi,'' with no change to the reporting requirements. FTA believes that
this change will more precisely reflect that trips provided by this
service are still demand response trips coordinated through a transit
agency's dispatch system, but delivered by a taxi company.
b. New Type of Service for Demand Responsive Service Provided by
Transportation Network Companies
A growing number of transit agencies are establishing formal
arrangements with transportation network companies (TNCs) to support
first mile/last mile and/or demand responsive services to their riders.
Reporters have asked for clarification on how to report these services
to meet their NTD reporting obligations and to include data from
[[Page 14191]]
these services in the annual apportionment of formula funds. In
addition, industry stakeholders have expressed a desire to use NTD data
to identify these types of arrangements. In response to these needs,
FTA is proposing the addition of a new type of service that would
identify eligible public transportation provided by TNCs.
In assessing the best way to collect this information for both
reporters and stakeholders, FTA considered two options: (1) The
creation of a new mode of service, or (2) the creation of a new type of
service for public transportation provided by TNCs. The burden for
reporters would be identical in both cases. The creation of a new mode
or type of service would require agencies reporting on public
transportation provided by TNCs to separate the financial and operating
information for these services from their other modes or types of
service for NTD reporting.
While both approaches would allow agencies to report their services
separately and provide transparency to stakeholders, FTA proposes to
distinguish these services by type of service rather than mode because
of the reporting flexibility provided by this option. While many of the
current service agreements between transit agencies and TNCs are
similar in nature to the Demand Response or Demand Response Taxi modes
currently collected by the NTD, providing the flexibility for agencies
to expand these types of arrangements into other modes of service would
be possible by organizing the data by type of service rather than mode.
The FTA proposes a new type of service to collect information on
transit provided by TNCs defined as follows: The Transportation Network
Company (TN) type of service is for demand response transportation
service provided by a transportation network company on behalf of a
public transportation agency using a non-dedicated fleet. Services are
open to the general public and are dispatched by the transportation
network company using a mobile application. The FTA notes that several
partnerships between TNCs and transit systems are currently funded as
pilot programs through the Mobility on Demand Sandbox Program. As pilot
programs are not ``regular and continuing,'' they are not currently
reportable to the NTD. The new ``TN'' type of service, however, will be
available for use for any partnership agreements that advance beyond
the pilot stage, and which meet the definition of public
transportation, including potential pilot projects originally funded
through the FTA Mobility on Demand (MOD) Sandbox Program.
C. Changes to the A-30 Revenue Vehicle Asset Forms
a. Add New Data Element To Identify Automated Vehicles
In response to the growth in automated vehicle technology, FTA
proposes adding a new data element to the A-30 Revenue Vehicle
Inventory form to identify automated or autonomous vehicles. This
information would be collected through a check box available by fleet
to indicate if the vehicle fleet is comprised of automated vehicles.
Agencies operating an automated or autonomous fleet of vehicles, be
they rail or roadway vehicles, would check the box to indicate the
fleet as such. If the fleet is not automated or autonomous, reporters
would leave this box empty.
In addition, FTA proposes the following definition, which aligns
with level 4 of the SAE International standard of automation, for
inclusion in the NTD glossary to clarify this new requirement: A
vehicle that is capable of performing all driving functions without
human input under certain conditions.
The FTA estimates that the burden for this additional data element
is negligible and proposes implementing this change in report year
2019.
The FTA considered proposing a new mode for either autonomous rail
or autonomous roadway shuttle operations, but did not believe that this
would benefit NTD stakeholders. The FTA welcomes comments, however, on
whether it should reconsider creating a separate mode for autonomous
vehicles, rather than simply recording autonomous vehicles on the asset
inventory. Currently, autonomous rail vehicles, commonly called
``people movers'' are classified in the monorail/automated guideway
(mode ``MG'') mode within the NTD. This mode also includes the
Morgantown (West Virginia) personal rapid transit system as well as the
Seattle Monorail System, which does not operate autonomously. A transit
agency deploying an autonomous train in the future would classify those
operations in the relevant mode, e.g. the heavy rail (mode ``HR'')
mode. Likewise, under current policy, a transit system operating an
autonomous roadway vehicle with a fixed route would generally be
classified in the existing bus (mode ``MB'') mode. The FTA currently
proposes to only collect whether autonomous vehicles capable of level 4
operations are in the fleet, and seeks comment on whether it should
begin collecting data on the duration of autonomous operations either
within the various existing modes, or as one more separate mode.
b. New Reporting on Safety Equipment on Rail Transit Vehicles
The FTA proposes the collection of the following new data elements
on the A-30 Revenue Vehicle Inventory form for rail transit vehicle
types, unless otherwise specified below:
A. Number of fleet vehicles with event data recorders based on IEEE
1482.1 standard;
B. Number of fleet vehicles with emergency Lighting System Design
based on APTA RT-S-VIM-20-10 standard;
C. Number of fleet vehicles with emergency signage based on APTA
RT-S-VIM-021-10 standard;
D. Number of fleet vehicles with low-location Emergency Path
Marking based on APTA RT-S-VIM-022-10 standard.
These safety equipment standards are identified for inclusion in
the National Safety Program Plan requirements of the MAP-21 and FAST
Act legislation. As such, they are also included in FTA's National
Safety Plan. These standards also address National Transportation
Safety Board (NTSB) open recommendations to FTA. The FTA would use this
additional data to assess industry risk levels and to inform accident
investigations.
This new reporting would apply to all rail transit vehicle types.
The FTA currently recognizes 11 rail transit vehicle types: Automated
guideway vehicle (AG); cable car (CC); heavy rail passenger car (HR);
light rail vehicle (LR); inclined plane vehicle (IP); monorail/
automated guideway (MO); commuter rail locomotive (RL); commuter rail
passenger coach (RP); commuter rail, self-propelled passenger car (RS);
streetcar (SR) and, vintage trolley (VT).
The FTA estimates that the burden to report this information is
minimal, as FTA believes that rail fleet maintenance departments
already track this information as part of their overall maintenance
programs. The FTA welcomes comments on whether reporting these data for
rail fleets would in fact be a de minimis burden. The FTA emphasizes
that it is not proposing to collect these data for roadway vehicle
fleets.
D. Changes to the A-20--Adjust the Reporting Categories for Special
Trackwork
In report year 2018, transit agencies must begin reporting expanded
asset data to the NTD. The new asset forms were open in the NTD system
for
[[Page 14192]]
optional reporting in report year 2017. Approximately 14% of rail
agencies reported their track and guideway assets on a voluntary basis
in the optional reporting year.
After completing the optional report year, FTA received several
requests from rail agencies to change the special track work categories
available on the A-20 form. Agencies felt the current categories did
not allow them to properly report their special trackwork to the NTD.
In response to these requests, FTA is proposing to remove one category,
add three new categories, and rename an existing category.
The A-20 form currently collects the following special track work
categories: Half grand union, single turnout, single crossover, and
double diamond crossover. The FTA is proposing the following
modifications (1) remove half grand union, (2) rename double diamond
crossover to double crossover, and (3) include three new special track
work categories: Slip switch, lapped turnout, and rail crossing.
Proposed definitions and illustrations of the proposed category
changes can be viewed on the NTD website at https://www.transit.dot.gov/ntd/ntd-asset-inventory-module.
E. Reporting on the Use of Automatic Passenger Counters
The FTA is proposing the inclusion of a new data element on the D-
10 CEO Certification form to collect information on the use of
Automatic Passenger Counters (APC). The proposed reporting would be
yes/no selection inquiring whether agencies currently use APC equipment
on their transit fleet. Reporters using APC equipment to report
ridership and passenger miles travelled information to the NTD are
currently required to certify their equipment with the FTA once every 3
years. The FTA is also proposing a new data field on the D-10 to record
the date of the agency's last APC certification approval. This field
would be populated by the FTA for record keeping and would not require
additional data input from the reporter.
F. New Reporting on Vehicle Revenue Miles by State for Urbanized Area
Reporters
The FTA receives frequent requests from policy makers to identify
the amount of transit service provided in each state. NTD currently
collects the breakdown of vehicle revenue miles (VRM) provided in each
state for rural agencies operating across state lines. However, urban
reporters that operate in two or more states do not provide the same
breakdown. The FTA is proposing an amendment to the FFA-10 that would
allow reporters to provide their VRM to allocate their VRM by mode and
state on the FFA-10.
G. Changes to Safety Event Reporting
a. Clarification of Reportable Attempted Suicides
The FTA has identified inconsistencies in the way agencies report
an attempted suicide to the NTD. To improve data quality, FTA is
providing a clarification of a reportable attempted suicide.
Attempted suicides are reported to the NTD as a security event.
Current guidance on how to report this information can be found in the
2018 Safety Manual located on the NTD website: www.transit.dot.gov/ntd.
However, if an attempted suicide results in an injury requiring
immediate medical transport away from the transit property, it is
reportable as a major event.
In some cases, an agency is reporting an incident as an attempted
suicide when an individual notifies transit personnel that they are
having suicidal thoughts and medical personnel are called to assist the
individual. The majority of reporters, however, are not reporting this
type of incident to the NTD as an attempted suicide. This difference in
understanding leads to discrepancies in the data reported to the NTD.
To address these differing interpretations, FTA proposes the
following definition of attempted suicide: Self-inflicted harm where
death does not occur, but the intention of the person was to cause a
fatal outcome. The attempt and intent must be accounted for by a third
party in the form of police reports, security personnel reports, or
other eyewitness statements.
The FTA further proposes including the following reporting note to
the 2019 Safety and Security reporting manual to clarify the proposed
definition: If there was no documented suicide attempt and the
individual was transported only for a mental health evaluation, the
event is to be reported on the Non-Major Monthly Summary report.
b. Modify Data Collection on Vehicles Involved in Reportable Safety
Events
The NTD currently captures detailed reports for major safety
events--events that meet one or more of FTA's major reporting
thresholds. Data collected include information about the impacts of the
event (injuries, fatalities, damages), the conditions at the time of
the event, and the specifics of the vehicles involved (speed, action,
manufacturer).
The NTD also captures detailed asset data for each agency's vehicle
fleets through the annual reporting process. These fleet records
include details on vehicle length, fuel type, age, manufacturer, and
more.
Although both streams of data are available in the NTD, these two
data sets (major safety events and vehicle fleets) are not currently
linked in the system. This means that a data user cannot identify the
vehicle fleet information for a vehicle involved in a major safety
event.
The current data structure limits FTA's and the industry's ability
to identify safety concerns, assess risk, and develop and monitor
mitigations. To improve the usability of the NTD data, FTA proposes
modifying the NTD's safety event forms to require reporters to identify
the vehicle fleet information from their annual report through a menu
of their active fleets.
FTA anticipates that this change will reduce reporting burden. By
linking the existing vehicle inventory to the safety forms, agencies
will no longer have to enter redundant information on a vehicle
involved in a safety event. They will now be able to select the fleet
from a drop-down menu and all data will be autopopulated from their
inventory to the safety form. This change would be applicable to all
major events involving a revenue vehicle.
c. Add Information on Drug and Alcohol Post-Accident Testing
The NTD does not currently capture information on whether a major
incident required drug and alcohol post-accident testing per 49 CFR
655.44--Post-accident testing. It would be useful for both the FTA and/
or State Safety Oversight Agencies to track this information at the
incident level to support accident investigations and evaluate agency
compliance with this requirement.
The FTA proposes including the following questions to all NTD major
event reporting: (1) Was FTA Drug and Alcohol Post-Accident Testing
required? If agencies answer yes to the first question, they will be
prompted to answer the second question: (2) Was FTA Drug and Alcohol
Post-Accident Testing completed? Agencies would provide answers to each
question via a yes/no check box.
The estimated burden to report this information to the NTD is
minimal as agencies already have obligations regarding documenting
post-accident testing and providing records to FTA upon request.
[[Page 14193]]
H. Clarification on Reporting a Temporary Bus Bridge Service
Information
The FTA has received a request to clarify when mode-level service
is reportable for a temporary bus bridge. Several agencies have
expressed a concern that the cost of tracking the detailed information
necessary to report a temporary bus bridge as a new mode to the NTD
outweighs the benefits of the potential funds generated through the FTA
formula apportionment programs from these temporary services.
The FTA proposes the following clarification: In cases where a
temporary bus bridge, using a new mode or type of service, is put into
place in response to a capital project or emergency repair, the
reporting agency is not required to create a new mode in the NTD
reporting system to report service and financial information to NTD. In
these cases, the cost of the service should be reported in the
appropriate operating cost functions (if due to an emergency situation)
or capital costs functions (if due to a capital project).
If grantees would like to receive credit for the service provided
by a temporary bus bridge using a new mode in the FTA formula
apportionment programs, the grantee may opt to create a new mode in the
NTD. Service provided via a bus bridge for a rail mode is not
reportable to the NTD under the rail mode. Reporters may not include
the vehicle revenue miles, vehicle revenue hours, unlinked passenger
trips, and passenger miles from the temporary bus bridge in their
reported rail mode. They must create a new mode to report this service
to the NTD.
Agencies implementing a temporary bus bridge through an existing
mode (i.e., a mode they currently report to the NTD) should report the
temporary bus bridge cost and service information to the NTD as part of
their existing mode reporting.
I. Clarification of Incidental Use for Transit Asset Reporting
The FTA has begun collecting additional information on transit
assets in report year 2018. Current guidance for reporting inventory
and condition information on administrative and maintenance facilities
states that an agency must report detailed asset and condition
information if they have capital replacement responsibility, with an
exemption for facilities where the use by transit providers is
considered incidental. An example of this type of arrangement would be
a city department of transportation that uses a single office or small
suite within a large city hall building or a county-owned maintenance
facility that services a large number of county maintenance vehicles
including a very small number of vehicles used for transit. In these
instances, FTA would consider the transit provider's use of the
facility to be incidental and would not require reporting of inventory
or condition information to the NTD.
NTD reporters have asked for a clarification of the term incidental
use for the purposes of reporting. The FTA seeks comment on its
proposal to clarify that incidental use applies when 50 percent or less
of the facility's physical space is dedicated to the provision of
public transportation service.
J. Allow for Separate Mode Reporting for Geographically and Resource
Separated Modes
In a few cases, a transit agency may run two geographically and/or
resource separated services that share the same mode. For example, an
agency might run two light rail systems that are physically located on
opposite sides of the state and have a separate vehicle fleet and
workforce. Under current NTD reporting guidance, these services would
be reported as a single mode if they are run by a single agency. Thus,
despite the fact that they are geographically separated and do not
share resources, their financial and service data is captured in the
NTD in a single mode.
The intent of collecting NTD data by mode and type of service is to
provide a clear presentation of the resources necessary to run a single
mode of service. The current data structure obscures this presentation
for systems that run two geographically and resource separated
services. Combining this information in the data set reduces the
usability of the data for stakeholders.
The FTA proposes requiring agencies with geographically or resource
separated modes of service to report them as two separate modes in the
NTD. Under this requirement, agencies would report the financial,
service, and asset information separately to the NTD rather than
combining the information to report as a single mode. The FTA
anticipates that the additional reporting burden of this proposal would
be small, as FTA is only aware of one case where two resource-separated
services are not already being reported separately. Reporters currently
maintain separate internal records for resource-separated services, so
this proposal would allow grantees to report to the NTD in a way that
more closely matches their internal records.
K. Clarification on Commuter Service Survey Standards
Current FTA policy requires an agency to provide a passenger survey
of new commuter service to the NTD to establish that it meets the
criteria for reportable commuter rail, bus, or ferry service. The FTA
considers service to be commuter service if at least 50 percent of
passengers make a return trip on the same day across all service runs
for one year. The FTA proposes to update this policy so that the survey
must meet the following criteria:
1. The agency must conduct the survey over a 12-month period, to
account for seasonal variations in passenger behavior.
2. The agency must include the entire length of each route in the
survey, including all times of day, and all days of the year.
3. If sampling by passengers, each passenger for the entire year
must be given an equal chance of selection. If sampling by vehicle
operations, each vehicle operation for the entire year must be given an
equal chance of selection, weighted by the anticipated passenger count
on each vehicle. If any other strata are used in the sample design,
each strata must meet FTA's requirements.
4. For the purpose of calculating return trips, a passenger making
a single round trip in a given day cannot be surveyed twice for
inclusion in the final calculation. The calculation establishing
whether 50 percent of riders make a same-day round trip must be
calculated as: (total unique passengers making same-day return trip)/
((total unique passengers making same-day return trip) + (total unique
passengers making an overnight trip)).
5. A person may be counted as making a same-day return trip if the
person makes one leg of the trip by another means of transportation.
6. The survey must determine that at least 50 percent of passengers
on each route make a return trip on the same day, with 95 percent
confidence.
7. A qualified statistician must approve the survey methodology,
the sample size, and the sampling methodology and certify that the
results give the required level of confidence.
If at least 50 percent of all passengers surveyed on a route made a
return trip on the same day, or reported their intention to do so, then
FTA will permit the agency to report that route to the NTD as a
commuter service.
Eligible commuter service is fully attributable to an urbanized
area if at least 50 percent of passengers are making a return trip on
the same day.
[[Page 14194]]
If the service does not meet this threshold, it would be considered
intercity service. On intercity ferry and rail services that meet the
definition of public transportation, all portions of the service
located outside the boundaries of the urbanized area would be
attributable at a rate of 27 percent per 49 U.S.C. 5336.
L. Clarification on Reporting Linear Miles and Track Miles to the Asset
Inventory
The guidance published with the final reporting requirements for
guideway infrastructure did not clearly state definitions and reporting
requirements for linear miles and track miles. The FTA proposes the
following definitions of linear miles and track miles as referenced in
the NTD Policy Manual. Linear miles is defined as ``the length in miles
of the route path of track--regardless of multiple track railways over
the same area'' and track miles is defined as the ``cumulative length
in miles of all track--including multiple track railways over the same
area. This should represent the total length of all laid track.''
Earlier guidance appeared to imply that agencies must report both
linear miles and track miles for guideway infrastructure. The FTA
proposes to clarify that agencies may report either linear miles, or
track miles, or both for the purposes of asset condition and
performance reporting of guideway infrastructure to the NTD.
M. Clarification on Rural Financial Data Reporting Requirement
The updated Uniform System of Accounts (USOA), effective beginning
Fiscal Year 2018, states that to report the total costs of delivering
each mode of transit service, transit agencies must calculate both
direct and shared costs of providing service. Agencies may continue to
allocate shared costs based on approved cost allocation methods. This
is consistent with Generally Accepted Accounting Principles.
The FTA clarifies that recipients of Rural Area Formula Program (49
U.S.C. 5311) funding must report operating expenses and fare revenues
by mode and type of service. State DOT recipients must report this data
for each Section 5311 subrecipient beginning in Fiscal Year 2019.
Issued in Washington, DC.
K. Jane Williams,
Acting Administrator.
[FR Doc. 2019-06943 Filed 4-8-19; 8:45 am]
BILLING CODE 4910-57-P