...the Money

Show Me... Show Me...

A Decision-Maker's Funding Compendium 

for Transportation Systems Management and Operations
Notice

This document is disseminated under the sponsorship of the Department of 

Transportation in the interest of information exchange. 

The United States Government assumes no liability for its contents or use thereof.
1. Report No. FHWA-HOP-06-003 2. Government Accession No. 3. Recipients Catalog No.

4. Title and Subtitle 5. Report Date

Show Me the Money: A Decision-Maker’s Funding Compendium for Transportation Systems December 2005

Management and Operations 6. Performing Organization Code

7. Author(s) 8. Performing Organization Report No.

Public Technology, Inc.

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)

Public Technology Institute

1301 Pennsylvania Avenue, N.W. 11. Contract or Grant No.

Washington, D.C. 20005-1793 DTFH61-00-X-0016

12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered

Federal Highway Administration – Office of Operations

U.S. Department of Transportation

400 Seventh Street, S.W., Room 3404 

Washington, D.C. 20590

15. Supplementary Notes

16. Abstract

State and local government transportation professionals and decision-makers represented by the associations that serve as members of the National

Transportation Operations Coalition (NTOC) proposed the development of this publication to increase the awareness of the funding options that support

transportation operations among state, local and regional decision-makers. The compendium includes an overview of existing transportation and nontransportation federal funding sources and provides real-world examples of innovative funding strategies states and local governments have used to fund

transportation operations projects.

17. Key Words 18. Distribution Statement

No restrictions. This document is available to the public from:

The PTI website: www.pti.org and The National Technical 

Information Service, Springfield, Virginia 22161

19. Security Classification (of this report) 20. Security Classification (of this page) 21. No. of Pages 22. Price

Technical report Documentation Page

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized

14. FHWA, HOP-1

Show Me......

...the Money

A Decision-Maker's Funding Compendium 

for Transportation Systems Management 

and Operations
Show Me the Money: The Decision-Maker’s Funding Compendium for

Transportation Systems Management and Operations was produced

by Public Technology Institute (PTI) with funding from the U.S.

Department of Transportation’s Federal Highway Administration.

Local government advocates of the National Transportation

Operations Coalition (NTOC) proposed creating a document to

increase the awareness of the funding options that support

transportation operations among state, regional and local

decision–makers. The scope of the compendium would include

existing transportation and non-transportation federal funding

sources and provide success story examples on non-federal funding

sources.

Special thanks to members of the PTI Transportation Council and

others who contributed success stories and photos.

At PTI, Robert Hicks, Dale Bowen, and Laura Goodwin led the

development of this publication. The NTOC action team, in particular

Zia Burleigh and Jeff Lindley, FHWA, Valerie Kalhammer, AASHTO,

Shelley Row, ITE and Joe Stapleton, URS Corp. provided valuable

input and guidance. Bruce Schaller, who participated in the research

and wrote the compendium. Walsh Graphics provided copyediting

and design services. 

PTI is the nonprofit technology R&D organization created by and for

cities and counties. Since 1971, PTI has tapped the collective

knowledge of its member jurisdictions and partnerships with private

industry to create and advance technology-based products, services,

and enterprises in cities and counties nationwide.

The Transportation Council guides PTI’s Local Government

Transportation Operations Outreach and Technology Transfer

Program, which ties advanced transportation technology

research, planning and implementation activities to the needs 

of local governments.

ii

A CKNOWLEDGMENTS

PATTI BOEKAMP, CHAIR

DIRECTOR, ENGINEERING &

CAPITAL PROJECTS

DEPARTMENT

CITY OF SAN DIEGO, CA

ALBUQUERQUE, NM

AUSTIN, TX

BELLEVUE, WA

CORPUS CHRISTI, TX

DALLAS, TX

DENVER, CO

FAIRFAX COUNTY, VA

FORT WORTH, TX

HAMPTON, VA

HENNEPIN COUNTY, MN

HILLSBOROUGH COUNTY, FL

HOUSTON, TX

LINCOLN, NE

MIAMI-DADE COUNTY, FL

MONTGOMERY COUNTY, MD

NEW YORK, NY

PHOENIX, AZ

PINELLAS COUNTY, FL

PORTLAND, OR

ROCKVILLE, MD

SAN ANTONIO, TX

SAN DIEGO, CA

SEATTLE, WA

SEDGWICK COUNTY, KS

TALLAHASSEE, FL

TUCSON, AZ

WASHINGTON, DC

PTI TRANSPORTATION COUNCIL
DEAR OFFICIAL

iii

Dear Local Government Official,

Are you aware of the different funding options and innovative ways to fund the management and operations of your transportation system?

Show Me the Money: The Decision-Maker’s Funding Compendium for Transportation Systems Management and Operations is a

document that will help you answer these and other questions related to identifying resources for your jurisdiction, state

or region. This compendium was designed with the intent of educating decision-makers like you at the highest level within

your organization.

We will introduce and demystify what is meant by the term “transportations systems management and operations” and

provide examples of how this concept relates to maximizing operational capacity, minimizing impact of incidents,

integrating elements of a multimodal system, maximizing safety, integrating the transportation system with attractive,

livable communities and strategies that bring it all into being.

The compendium also offers helpful information on existing federal funding sources and provides examples of programs

that are eligible to receive these funds.

After that, we will reveal some creative non-federal funding approaches to transportation funding being used across the

nation.

And finally, this compendium highlights twenty-two case studies citing how state and local governments combine different

funding resources to meet the needs of diverse transportation programs.

We hope you enjoy reading this compendium and that it may serve as a model for your agency.

Sincerely,

Dr. Alan R. Shark, Executive Director

Public Technology Institute
iv
v

C ONTENTS

Acknowledgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ii

Dear Official . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Section I: Federal Transportation Funding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Section II. Creative Approaches to Transportation Funding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

Section III. Project Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Anchorage Intersection Operational and Safety Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Capital Beltway HOT Lanes PPTA Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Clearwater North Greenwood Corridor Enhancement Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Caltrans Mobility Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Fort Smith, Ark. 5307 Urbanized Formula Transportation Grant and 3037 Job Access Grant. . . . . . . . . . .25

Frankfort, Ky. Transportation Operations Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Illinois Commercial Vehicle Pre-clearance for Weigh Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Los Angeles Automated Traffic Surveillance and Control Center (ATSAC) . . . . . . . . . . . . . . . . . . . . . . . .28

Los Angeles Developer Impact Mitigation Fees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

Los Angeles Special Parking Revenue Fund . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Massachusetts CaresVan Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

Minnesota/PASS 394 HOT Lane Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Mississippi DOT/ Norfolk Southern Rail Crossings Corridor Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Montgomery County Transportation Impact Tax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

New Jersey Turnpike Authority’s Traffic Operations Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Portland, Ore. Traffic Signal Retiming Using Climate Trust Funding via CO2 Offset Credits. . . . . . . . . . . .36

Schuylkill Expressway Corridor Transportation System Management (TSM) Development Program . . . . .37

Seattle City Center ITS Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Spokane Regional Transportation Management Center and Associated ITS Infrastructure. . . . . . . . . . . . .39

Texarkana Urban Transit District . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Tucson Regional Transportation Control Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Vancouver Area Smart Trek Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
vi
WHAT IS “MANAGEMENT AND OPERATIONS”?

During the post-World War II era of interstate construction and suburbanization, transportation activities were viewed

as falling into two categories: “construction” and “operations and maintenance.” Construction brought highly visible

improvements to the public’s transportation experience. The interstate system, new bridges and widening and

improvement of major arterial roads made auto travel faster, easier and more convenient. 

“Operations and maintenance” during this period referred to the routine work necessary for day-to-day use of highways, roads and bridges – work such as pothole repair, street repaving, snow and ice removal, toll collection, traffic

signal maintenance. These activities were and are vital to keeping the transportation network functioning smoothly, but

were not thought of as improving personal mobility or the ease or convenience of auto travel. The solution to traffic

congestion and delay was found in construction, rather than operations.

Of necessity, this prevailing assumption has proven to be false as construction of new highways spans years while

Americans are using their cars more than ever. The average person traveled 8,323 miles per motor vehicle in 2001, an

increase from 7,081 miles per person in 1990. This 16% increase from 1990 to 2001 followed a 15% increase in vehicle miles traveled per person from 1977 to 1990.1

Meanwhile, highway construction has lagged far behind traffic growth. The number of highway lane miles increased by

only 1.3 percent from 1993 to 2000, while total vehicle miles traveled on U.S. highways increased by 20.5 percent.2

This imbalance has generated predictable results. “Freeways” no longer evoke the allure of wide-open roads but rather

the delays, inconvenience, and uncertainty of interminable traffic congestion. The Texas Transportation Institute esti1

1 U.S. Department of Transportation, “Summary Statistics on Demographic Characteristics and Total Travel, 1969, 1977, 1983, 1990, and 1995 NPTS, and 2001 NHTS,”

available: http://nhts.ornl.gov/2001/html_files/trends_ver6.shtml

2 Federal Highway Administration, 2002 Status of the Nation’s Highways, Bridges, and Transit: Conditions & Performance, page 2-11.

I NTRODUCTION
mates that a trip that would take 20 minutes during non-peak, non-congested conditions typically requires 27 minutes

during the peak period of travel. Two-thirds of all peak-period auto travel in metropolitan areas takes place under congested conditions, compared with one-third of peak-period travel twenty years ago.3

Congestion is no longer restricted to the traditional “rush hour” nor to large metropolitan areas. In big cities, rush hour

has extended from two or three hours per day to five or six hours as commuters attempt to avoid rush-hour congestion. Congestion levels in medium-size metropolitan areas now resemble the congestion once experienced only in large

metro areas, while small cities now have sizeable rush hours of their own.

The concept of transportation operations has changed to meet these new circumstances. Federal transportation legislation incorporates the concept of Transportation Systems Management and Operations (TSM&O), which focuses on

“operating” highways and roadways so as to move the most number of people as quickly as possible. 

So what does it mean to “operate” a highway or bridge, aside from collecting tolls or removing snow? Figure 1 summarizes six operational goals focused on enhancing mobility and the value of the transportation system in the community. 

The first two mobility goals focus on maximizing the functional capacity of the existing physical infrastructure.

Maximizing operational capacity focuses on reducing the impact of “recurring” delays – congestion that occurs at the

same time and place, day in and day out. Traffic signal coordination, ramp metering and traveler information systems

and other programs listed in Figure 1 can increase vehicle throughput without expanding the number of lanes of traffic.

Minimizing impact of incidents focuses on “non-recurring” or “incident” delays – congestion produced from accidents,

vehicular breakdowns, debris in the road and other abnormal occurrences that cause a temporary blockage or otherwise affect traffic flow. Incident management systems, traveler information and other activities can minimize the length

of the blockage and its impact on traffic flow.

2

3 Texas A&M University System, Texas Transportation Institute, The 2004 Urban Mobility Report, page 1.
1>>MAXIMIZING OPERATIONAL CAPACITY

> Traffic signal coordination and timing

> Traffic signal priority

> Transit signal priority

> Ramp metering

> Intersection design

> High Occupancy Vehicle lanes

> High Occupancy Toll lanes

> Bus Rapid Transit

> Traveler information systems

> Freight management

> Traffic management centers

> Transit management centers

2>>MINIMIZING IMPACT OF INCIDENTS

> Traveler information systems

> Incident management systems

> Special events management

> Emergency response management

3>>INTEGRATING ELEMENTS OF A MULTIMODAL SYSTEM > Integrated deployment of Intelligent Transportation Systems 

4>>MAXIMIZING SAFETY > Work zone safety

5>>INTEGRATING THE TRANSPORTATION SYSTEM 

WITH ATTRACTIVE, LIVABLE COMMUNITIES

> Traffic calming

> Street design

> Context-sensitive design

> Transit-oriented design

> Parking management

> Curbside delivery management

> Smart growth

6>>BRINGING IT ALL INTO BEING

> Planning

> Performance measurement

> Interagency coordination and collaboration

3

MOBILITY GOAL | EXAMPLES

FIGURE 1

SIX OPERATIONAL

GOALS AND ASSOCIATED

EXAMPLES
A landmark feature of the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) was its new focus on intermodalism, the concept that auto, transit, ferry and other modes should be viewed as an integrated, multimodal transportation system. Integrated deployment of Intelligent Transportation Systems (ITS) technologies is vital to integrated

operation and use across modes.

The importance of maximizing safety speaks for itself, for both travelers and workers. The importance of safety has

grown as more of the transportation infrastructure increasingly requires repair, rehabilitation, or replacement while in

continuous 24/7 operation.

ISTEA also brought increased recognition and intensified focus on integrating the transportation system with attractive,

livable communities, with relevant activities listed in Figure 1.

Finally, operating a transportation system that is integrated across modes and integrated into the community, and that

is operated with real-time responsiveness to changing traffic, weather and other conditions, requires a high level of

interagency planning, coordination and collaboration.

Transportation operations is clearly vital to the ability of the transportation system to meet the public’s mobility needs.

Transportation operations has a direct and visible impact on the speed and reliability of travel, and thus on people’s

ability to get where they want to go, when they want to arrive. Adequate funding for transportation operations is

increasingly important in an intensively time-sensitive society, yet money is often scarce, and locating and obtaining

funding is a major challenge for local and state governments. This report is aimed at providing information and illustrations of successful approaches to funding transportation operations.

4
This section offers helpful information on several sources of federal funding that exist for local governments.

Explanations of purpose, eligibility and process for each program should be helpful in determining which programs are

most appropriate given the situation and need at hand. Examples and websites are also provided.

1. NATIONAL HIGHWAY SYSTEM (NHS)

PURPOSE: Funding for improvements to rural and urban roads that are

part of the NHS, including the Interstate System and designated connections to major intermodal terminals. Under certain circumstances, NHS

funds may also be used to fund transit improvements in NHS corridors.

ELIGIBILITY FOR OPERATIONS: Operating costs for traffic monitoring, management, and control systems, such as integrated traffic control systems,

incident management programs, and traffic control centers, are eligible

for Federal reimbursement from National Highway System and Surface

Transportation Program funding.

Operating costs include labor costs, administrative costs, costs of utilities

and rent, and other costs, including system maintenance costs, associated with the continuous operation of the system.

PROCESS TO OBTAIN FUNDING: Projects are identified and prioritized by

MPOs and state DOTs. Projects must be included in the Transportation

Improvement Program (TIP) developed by each MPO and the statewide

TIP approved by the state DOT.

CONTACT: http://ops.fhwa.dot.gov/travel/Ops-guide.htm

5

I . F EDERAL T RANSPORTATION F UNDING

>> Installation and integration of the

Intelligent Transportation Systems

Infrastructure

>> Operating cost and expenses for

traffic monitoring, management,

and control

>> Routine maintenance items that

are not critical to the successful

operation of the system, such as

the painting of traffic signal controller cabinets, would normally fall

outside of eligible operating costs

EXAMPLES
2. SURFACE TRANSPORTATION PROGRAM (STP)

PURPOSE: Flexible funding that may be used by states and localities for projects on any Federal-aid highway, including

the NHS, bridge projects on any public road, transit capital projects, and intracity and intercity bus terminals and facilities. A portion of funds reserved for rural areas may be spent on rural minor collectors.

ELIGIBILITY FOR OPERATIONS: Operating costs for traffic monitoring, management, and control systems, such as integrated traffic control systems,

incident management programs, and traffic control centers, are eligible

for Federal reimbursement from National Highway System and Surface

Transportation Program funding.

Operating costs include labor costs, administrative costs, costs of utilities and rent, and other costs, including system maintenance costs,

associated with the continuous operation of the system.

PROCESS TO OBTAIN FUNDING: Projects are identified and prioritized by

MPOs and state DOTs. Projects must be included in the Transportation

Improvement Program (TIP) developed by each MPO and the statewide

TIP approved by the state DOT.

CONTACT: http://ops.fhwa.dot.gov/travel/Ops-guide.htm

6

EXAMPLES: SEE P. 5
Some of the types of Federal-aid projects that may be

funded include the installation and integration of the

Intelligent Transportation Systems Infrastructure such as:

>> Planning for regional management and operations

programs

>> Traffic signal control systems

>> Freeway management systems

>> Incident management systems

>> Multimodal traveler information systems

>> Transit management systems

>> Electronic toll collection systems

>> Electronic fare payment systems

>> Railroad grade crossing systems

>> Emergency services

>> Implementation of the national ITS architecture for

metropolitan and rural areas

>> Development of regional ITS architecture

EXAMPLES

Some examples of typical Federal-aid capital improvement

projects that may include eligible operating costs include:

>> System integration

>> Telecommunications

>> Reconstruction of buildings or structures that house

system components

>> Control/management center (construction) and system hardware and software for the projects

>> Infrastructure-based Intelligent Transportation

System capital improvements to link systems to

improve transportation and public safety services

>> Dynamic/Variable message signs

>> Traffic signals

EXAMPLES

7
8

Some examples of typical eligible operating cost and

expenses for traffic monitoring, management, and control

include:

>> Labor costs

>> Administrative costs

>> Costs of utilities and rent

>> Other costs associated with the continuous 

operation of the above-mentioned facilities and 

systems

>> System maintenance (activities to assure peak 

performance)

>> Replacement of defective or damaged computer

components and other traffic management system

hardware (including street-side hardware).

>> Computer hardware and software upgrades to 

remedy Year 2000 (Y2K) problems.

EXAMPLES
3. CONGESTION MITIGATION AND AIR QUALITY (CMAQ) IMPROVEMENT PROGRAM

PURPOSE: Funds transportation projects or programs that will contribute to attainment or maintenance of the national

ambient air quality standards (NAAQS) for ozone and carbon monoxide (CO). TEA-21 also allows CMAQ funding to be

expended in particulate matter (PM) nonattainment and maintenance areas.

ELIGIBILITY FOR OPERATIONS: For projects located in air quality non-attainment and maintenance areas, CMAQ funds

may be used for operating costs for a 3-year period, so long as those systems measurably demonstrate reductions in

traffic delays. 

Operating costs include labor costs, administrative costs, costs of utilities

and rent, and other costs, including system maintenance costs, associated

with the continuous operation of the system.

PROCESS TO OBTAIN FUNDING: CMAQ funds are controlled by the MPO and

the State DOT. Funds are available to government and non-profit organizations and private entities contributing to public/private partnerships.

All projects must come from the latest air-quality conformance plan and TIP.

The project proposal must document how the project will provide emissions

benefits before CMAQ eligibility is determined. Wherever possible, a quantitative emissions reduction estimate should be presented, although certain

project categories, such as public education, marketing, or other outreach

efforts are not easy to assess quantitatively. Instead, for these projects, a

logical explanation of the emission reduction contribution and air quality

benefit may be acceptable.

CONTACT: http://www.fhwa.dot.gov/environment/cmaqpgs/ 

and especially http://www.ops.fhwa.dot.gov/travel/Ops-guide.htm

9

>> Transit and public transportation

programs

>> Traffic flow improvements

>> Travel demand management

strategies

>> Ride sharing programs

>> Pedestrian and bicycle programs

>> Education and outreach

>> Inspection and maintenance programs

>> Extreme cold start programs

>> Alternative “clean” fuels

EXAMPLES
4. ENHANCEMENT PROGRAM

PURPOSE: Federally funded, community-based projects that expand travel choices and enhance the transportation

experience by improving the cultural, historic, aesthetic and environmental aspects of the transportation infrastructure 

ELIGIBILITY FOR OPERATIONS: Includes pedestrian and bicycle safety and educational activities. 

PROCESS TO OBTAIN FUNDING: Apply to state department of transportation. State, county, city and municipal governing

bodies with authority to tax are eligible applicants.

CONTACT: http://www.enhancements.org/

10

>> Bicycle Awareness Campaign

>> Bicycle and Pedestrian Injury

Prevention Program

EXAMPLES
5. FTA – URBANIZED AREA FORMULA GRANTS (SECTION 5307 —

URBANIZED)

PURPOSE: Funding for transit capital and operating assistance in urbanized areas and for transportation-related planning. An urbanized area is

an incorporated area with a population of 50,000 or more that is designated as such by the Bureau of the Census.

ELIGIBILITY FOR OPERATIONS: For urbanized areas with populations under

200,000, funds may be used to finance transit operating costs. In general,

operating assistance is no longer available to urbanized areas with populations of 200,000 and over. However, funds may be used for maintenance

(as well as acquisition, construction, improvement) of equipment and

facilities for use in transit. Funds may also be used for the operating cost

of providing ADA complementary paratransit service.

PROCESS TO OBTAIN FUNDING: Projects and operating expenses must be

included in an urbanized area’s transportation improvement program (TIP),

and in the Statewide transportation improvement program (STIP)

approved by FTA and FHWA.

For urbanized areas with 200,000 in population and over, Urbanized Area

Formula Program funds are apportioned and flow directly to a designated

recipient(s) selected locally to apply for and receive Federal funds. For

urbanized areas under 200,000 in population, the funds are apportioned

to the Governor of each state for distribution.

CONTACT: http://www.fta.dot.gov/937_ENG_HTML.htm

11

>> Maintenance of transit facilities

and equipment

>> Operating costs of ADA complementary paratransit services

EXAMPLES
12 >> Maintenance and other operating

expenses

EXAMPLE

6. FTA – NONURBANIZED AREA FORMULA GRANTS (SECTION 5311)

PURPOSE: To enhance the access of people in nonurbanized areas to health care, shopping, education, employment,

public services and recreation; to assist in the maintenance, development, improvement, and use of public transportation systems in rural and small urban areas.

ELIGIBILITY FOR OPERATIONS: May be used for operating expenses including maintenance.

PROCESS TO OBTAIN FUNDING: Projects and operating expenses must be included in an urbanized area’s transportation

improvement program (TIP), and in the Statewide transportation improvement program (STIP) approved by FTA and

FHWA.

CONTACT: http://www.fta.dot.gov/941_ENG_HTML.htm
7. FTA – ELDERLY AND PERSONS WITH DISABILITIES PROGRAM

(SECTION 5310)

PURPOSE: Improve mobility for the elderly and persons with disabilities

throughout the country.

ELIGIBILITY FOR OPERATIONS: Most funds are used to purchase vehicles,

but acquisition of transportation services under contract, lease or other

arrangements and state program administration are also eligible

expenses. Examples of such eligible public bodies are a county agency

on aging or a public transit provider which that state has identified as the

lead agency to coordinate transportation services funded by multiple

Federal or state human service programs.

PROCESS TO OBTAIN FUNDING: States apply for funds on behalf of local

private non-profit agencies, public bodies that certify to the governor that

no nonprofit corporations or associations are readily available in an area

to provide the service, and public bodies approved by the state to

coordinate services for elderly persons and persons with disabilities.

CONTACT: http://www.fta.dot.gov/grant_programs/specific_grant_programs/4226_ENG_HTML.htm

13

>> Preventive maintenance, defined

as all maintenance costs

>> Microcomputer hardware and

software

>> Lease of equipment when lease

is more cost effective than purchase 

>> Acquisition of transportation

services under a contract, lease,

or other arrangement

EXAMPLES
8. FTA – JOB ACCESS/REVERSE COMMUTE (SECTION 3037)

PURPOSE: To develop transportation services to connect welfare recipients and low-income persons to employment and support services.

ELIGIBILITY FOR OPERATIONS: Job Access grants may be used to finance

operating costs of equipment, facilities and associated support costs

related to providing access to jobs. The Reverse Commute grants assist

in funding the costs associated with adding reverse commute bus, train,

or carpool service from urban, rural and other suburban locations to suburban work places.

PROCESS TO OBTAIN FUNDING: Applications are submitted to the appropriate FTA Regional Office.

CONTACT: http://www.fta.dot.gov/grant_programs/specific_grant_programs/4339_ENG_HTML.htm 14

>> Job Access grants

>Capital and operating costs of

equipment, facilities, and associated capital maintenance items

related to providing access to

jobs

>Costs of promoting the use of

transit by workers with nontraditional work schedules, promoting

the use of transit vouchers, and

promoting the use of employerprovided transportation including

the transit benefits. 

>> Reverse Commute grants

>Operating costs, capital costs

and other costs associated with

reverse commute by bus, train,

carpool, vans or other transit

service

EXAMPLES
15

I I . C REATIVE A PPROACHES TO

T RANSPORTATION F UNDING

SOURCE OF FUNDS CASE STUDY PROJECT CITATION

TRUCK FEES Illinois DOT uses user fees to pay for preclearance system for weigh

stations

Illinois Commercial Vehicle Pre-clearance for

Weigh Stations Case Study – page 27

PARKING METERS AND

PUBLIC OFF-STREET

PARKING FACILITIES

Los Angeles Special Parking Revenue Fund is used for maintenance

and operation of parking meters and facilities

Los Angeles Special Parking Revenue Fund Case

Study – page 30

SURPLUS PARKING

GARAGE REVENUE

Minnesota/PASS 394 HOT Lane Project used surplus parking garage

revenue from facilities associated with this corridor, among other

funds, to convert HOV lanes to variable toll lanes for single-occupant

vehicles

Minn./PASS 394 HOT Lane Project Case Study –

page 32

TURNPIKE TOLLS NJ Turnpike Authority's Traffic Operations Center is financed through

the collection of tolls

New Jersey Turnpike Authority's Traffic

Operations Center Case Study – page 35

USER FEES AND TOLLS

Through a scan of the various sources of funds offered in this section, readers can explore ways that other jurisdictions have used creative approaches to transportation funding. More helpful details on the case studies that are cited

here are listed in the next section.
16

SOURCE OF FUNDS CASE STUDY PROJECT CITATION

DEVELOPMENT FEES

Developers pay fees into Developer Impact Mitigation Fee Trust Fund.

Los Angeles DOT uses revenue for traffic signal system design and

construction, transit and other projects.

Los Angeles Developer Impact Mitigation Fees

Case Study – page 29

DEVELOPMENT FEES New developments pay their pro rata share of the costs of transportation improvements necessitated by that development.

Montgomery County Transportation Impact

Tax – page 34

TRANSPORTATION

UTILITY FEES

Ten Oregon cities and counties have adopted fees based on an allocation of recurring roadway maintenance costs to all development located within the jurisdiction. Costs are assigned based on road usage,

trip intensity or estimated vehicle-miles.

Carl D. Springer and John Ghilarducci,

“Transportation Utility Fee: The Oregon

Experience,” paper presented at

Transportation Research Board Annual

Meetings, January 2004

THE CLIMATE TRUST

(CO2 OFFSET BANK)

Portland Traffic Signal Retiming used CO2 offset credits, created based

on the amount of CO2 saved due to signal retiming, to fund traffic signal retiming projects. Portland is paid for the CO2 offset credits by The

Climate Trust, a non-profit organization that banks CO2 offset credits

for power plant programs.

Portland (Ore.) Traffic Signal Retiming Case

Study – page 36

TOLL REVENUE BONDS

AND OTHER SOURCES

Proposal to build two high-occupancy toll (HOT) lanes in each direction on a 14-mile segment of the Capital Beltway, using toll revenue

bond issuance, a loan from USDOT under the TIFIA program, and a

contribution from the governmental sponsors.

Capital Beltway HOT lanes PPTA Project Case

Study – page 22
17

SOURCE OF FUNDS CASE STUDY PROJECT CITATION

TRAFFIC REPORTING

COMPANY

Tucson Regional Transportation Control Center receives personnel

services and advertising time from Metro Networks in exchange for

traffic information.

Tucson Regional Transportation Control Center

Case Study - page 41

OFFICE SPACE PROVIDED

BY BASEBALL CLUB

S.F. Giants club provides space inside ballpark for Transportation

Management Center that is used to manage ballpark traffic.

Bruce Schaller, “Building Effective

Relationships Between Central Cities and

Regional, State and Federal Agencies,”

(Washington: Transportation Research Board.

2001) National Cooperative Highway Research

Program Synthesis Report 297. Available:

http://gulliver.trb.org/bookstore/

TRAFFIC REPORTING

COMPANY

Private vendor gains access to State Freeway right of way to install

vehicle detection system and, in exchange, provides traveler information to Caltrans.

Caltrans Mobility Technologies Case Study -

page 24

CITIZENS BANK

Citizens Bank co-promotion with SEPTA was tied to the bank's opening

of several hundred new branch offices in Philadelphia. Citizens Bank

underwrote free rides and paid SEPTA $355,000 in exchange for access

to SEPTA stations and promotional activity. 

Bruce Schaller, “Transit Advertising Sales

Agreements,” (Washington: Transportation

Research Board. 2004) Transit Cooperative

Research Program Synthesis Report 51.

Available: www.tcrponline.org

INDIAN TRIBE Wintun Tribe in Yolo County, California, funds over 30 percent of welfare-to-work transit service to the Cache Creek Indian Casino.

Robert Cervero and Yu-Hsin Tsai, “Job Access

and Reverse Commute Initiatives in California:

A Review and Assessment,” paper presented

at Transportation Research Board Annual

Meetings, January 2003

PUBLIC/PRIVATE PAYMENT OR IN-KIND SUPPORT IN EXCHANGE FOR SERVICES OR INFORMATION
18

SOURCE OF FUNDS CASE STUDY PROJECT CITATION

ADVERTISING REVENUE Texarkana Urban Transit District receives uses revenue from advertising

on buses and vans for vehicle purchasing and operations expenses.

Texarkana Urban Transit District Case Study -

page 40

NORFOLK SOUTHERN

RAILROAD

Mississippi DOT/ Norfolk Southern Rail Crossings Corridor Project, to

signalize public highway/rail grade crossings in Mississippi, was funded jointly by MS DOT and Norfolk Southern Railroad.

Mississippi DOT/ Norfolk Southern Rail

Crossings Corridor Project Case Study - 

page 33

UTILITY COMPANY Local utilities defrayed event costs for New York City 

Clean Fuels Forums.

Bruce Schaller, “Building Effective

Relationships Between Central Cities and

Regional, State and Federal Agencies,”

(Washington: Transportation Research Board.

2001) National Cooperative Highway Research

Program Synthesis Report 297. Available:

http://gulliver.trb.org/bookstore/

WILLIAM PENN

FOUNDATION

William Penn Foundation provided grant to develop Walk Philadelphia

signage system.

Bruce Schaller, “Building Effective

Relationships Between Central Cities and

Regional, State and Federal Agencies,”

(Washington: Transportation Research Board.

2001) National Cooperative Highway Research

Program Synthesis Report 297. Available:

http://gulliver.trb.org/bookstore/

INSURANCE COMPANY

Commerce Insurance Company has sponsored Mass. CaresVan

motorist assistance program, with funds to be used for expansion of

the program.

Massachusetts CaresVan Program Case 

Study - page 31

INSURANCE COMPANY Intersection improvements funded by grant from insurance company. Anchorage Intersection Operational and Safety

Studies Case Study - page 21
SOURCE OF FUNDS CASE STUDY PROJECT CITATION

PORT OF SEATTLE Seattle City Center ITS Project received funding from the Port of

Seattle.

Seattle City Center ITS Project Case Study –

page 38

CMAQ

CMAQ funds were obtained to help fund the Frankfort, Ky

Transportation Operations Center, based on the percentage of vehicle

miles traveled (VMT) in Kentucky that are in non-attainment areas.

Frankfort, Ky. Transportation Operations

Center Case Study – page 26

STP, CMAQ AND STATE

FUNDS

The Spokane Regional Transportation Management Center is a partnership venture of transportation agencies in the region. The project

involves the construction and operation of a regional TMC, shared by

the partner agencies, a communication backbone, and field devices.

Spokane Regional Transportation Management

Center Case Study – page 39

CMAQ

The Vancouver Area Smart Trek (VAST) program is a cooperative

effort by transportation agencies in Clark County that developed and

is cooperating to fund and implement the twenty-year VAST

Implementation Plan.

Vancouver Area Smart Trek Program Case

Study — page 42

WATER MANAGEMENT

GRANTS

Enhanced corridor using Southwest Florida Water Management grant

money and matching funds.

Clearwater North Greenwood Corridor

Enhancement Project Case Study – page 23

DEVELOPER MITIGATION

FUNDS, GENERAL FUND,

GAS TAX, COUNTY FUNDS

Combination of discretionary capital transportation funds (state and

local) used to incrementally build computer-based traffic signal control system.

Los Angeles Automated Traffic Surveillance

and Control Center Case Study – page 28

19

PUBLIC FUNDS
20
DESCRIPTION Conduct intersection operational and safety studies for 5 high-accident intersections.

The studies identified accidents and trends; road engineering safety concerns and

countermeasures; economic evaluation of countermeasure cost/benefits; and recommended immediate and long-term plans of action to be implemented.

INNOVATIVE FINANCING Utilized grant funds awarded by a nation-wide insurance company.

DATES 2002-03 

OPERATIONAL AREAS Traffic Signal Control Systems >> Traffic calming

PARTICIPATING AGENCY Municipality of Anchorage Traffic Department

FEDERAL FUNDING SOURCES Other

S/R/L FUNDING SOURCES Private sector sources

21

III . P ROJECT S UMMARIES

CONTACT

Vivian Underwood

Senior Planner

4700 Bragaw Street

907-343-8406

UnderwoodVR@ci.anchorage.ak.us

ANCHORAGE INTERSECTION OPERATIONAL AND SAFETY STUDIES
DESCRIPTION Fluor Daniel proposes to build two high-occupancy toll (HOT) lanes in each direction

on a 14-mile segment of the Capital Beltway, from north of the Springfield

Interchange to north of the Dulles Toll Road. According to the proposal, HOT lanes

would be free to carpoolers, buses and emergency vehicles; cars carrying only one or

two people would pay a variable toll to use the lanes. Large trucks would not be

allowed to use HOT lanes.

INNOVATIVE FINANCING Preliminary plan of finance relies on a capital markets toll revenue bond issuance, a

loan from USDOT under the TIFIA program, and a contribution from the governmental

sponsors.

DATES As of publication in 2005, in planning stages

OPERATIONAL AREAS Electronic Toll Collection Systems >> HOV lanes >> Carpool, vanpool

PARTICIPATING AGENCIES Virginia DOT >> Metropolitan Washington Council of Governments (MWCOG) >> 

Fairfax County >> Washington Metropolitan Area Transit Authority (WMATA) >> 

FEDERAL FUNDING SOURCES See description

S/R/L FUNDING SOURCES Tolls >> See description

22

CONTACT

Theresa Defore

Project Manager

VDOT 

(703) 383-2150

Theresa.Defore@VirginiaDOT.org

CAPITAL BELTWAY HOT LANES PPTA PROJECT
DESCRIPTION Transformed a corridor with streetscaping, traffic calming and construction of the

Martin Luther King, Jr., Roundabout.

INNOVATIVE FINANCING By moving up the timeframe for bringing reclaimed water to an African-American

community and re-routing the RCW alignment to go down the major street, we used

Southwest Florida Water Management grant money, plus matching money, to obtain

$850,000 to tear up the street, put in the line and restore it. However, instead of

restoring it to the original condition, for an incremental cost we restored it to the

enhanced condition.

DATES 2001/2003

OPERATIONAL AREAS Traffic calming

PARTICIPATING AGENCIES Southwest Florida Water Management >> City of Clearwater

FEDERAL FUNDING SOURCES Other

S/R/L FUNDING SOURCES General fund

23

CONTACT

Ken Sides, PE

Transportation Projects Engineer

City of Clearwater, FL

727 562-4792

ken.sides@myclearwater-fl.com

CLEARWATER NORTH GREENWOOD CORRIDOR ENHANCEMENT PROJECT
DESCRIPTION Private vendor gains access to state freeway right-of-way to install vehicle detection

system.

INNOVATIVE FINANCING State does not own or operate the equipment. We get data that we have agreed not

to share openly. The vendor sells the data to the major media markets to finance the

maintenance and operations of their detection system.

DATES Currently in deployment

OPERATIONAL AREAS Traveler Information Systems

PARTICIPATING AGENCIES Caltrans >> SANDAG

FEDERAL FUNDING SOURCES Other

S/R/L FUNDING SOURCES Gas tax 24

CONTACT

Asif Haq

Assistant State Traffic Engineer

Caltrans

(916) 654-6099

asif_haq@dot.ca.gov

CALTRANS MOBILITY TECHNOLOGIES
DESCRIPTION Fort Smith Transit operates four core fixed routes and 4 paratransit/demand response

routes from 5 am until 7 pm Monday-Friday and from 8 am to 7 pm on Saturday. To

assist the fixed route system during peak hours we provide three expansion routes.

Night service is also available Monday through Friday from 7 pm to 11:20 pm.

INNOVATIVE FINANCING Our base local match funding (21%) comes from a percentage of the city’s allocated

county sales tax apportionment. The city provides more funds to help support the

night service. Through the state we receive 5% of our local match funding through a

rental car sales tax program. The remaining 9% comes from a combination of fares

and other sources including mobile advertising proceeds, gas tax refunds and charters/shuttles.

DATES Our system was new in 1996 with 4 buses. More were added as system demand

grew. In September 2001, we added 5 buses as part of an expansion program; today

we have a fleet of 18 buses.

OPERATIONAL AREAS Development of Regional ITS Architecture >> Bicycle and pedestrian facilities and

programs >> Transit vehicle purchasing >> Transit vehicle maintenance >> Transit

service operating costs >> Electronic Fare Payment Systems >> Emergency Services

PARTICIPATING AGENCIES Arkansas State Highway and Transportation Department >> Bi-State Metropolitan

Planning Organization >> City of Fort Smith >> City of Sebastian >> Fort Smith

Transit >> Bridges To Opportunities

FEDERAL FUNDING SOURCES FTA - Urbanized area formula grants >>

FTA - Job Access/Reverse Commute

S/R/L FUNDING SOURCES General fund >> Specialized taxes (oil

company, mortgage recording, auto rental,

etc.) >> Transit fares >> Gas tax >> County

funds

25

CONTACT

Ken Savage

Transit Director

Fort Smith Transit

470-783-6464

ksavage@fsark.com

FORT SMITH, ARK. 5307 URBANIZED FORMULA TRANSPORTATION GRANT / 3037 JOB ACCESS GRANT
DESCRIPTION The Transportation Operations Center collects and disseminates road condition information statewide for incident management, freeway management, and traveler information. It will also be the central repository for our traffic signal system management

software. Information comes in from our highway districts, the state police, Kentucky

Vehicle Enforcement, our regional operations centers and our road weather information system (RWIS) units. The information goes to the public via the web site, 511,

and kiosks in our rest areas. This information is also shared with the state’s emergency operations center as needed.

INNOVATIVE FINANCING There was no money for this project when the idea was formed. To get some available

Federal Congestion Mitigation and Air Quality (CMAQ) funding to get the project started, Kentucky Transportation Cabinet staff calculated the percentage of vehicle miles

traveled (VMT) in air quality non-attainment areas in Kentucky, versus the statewide

VMT and justified that this percentage (about 25%) of the project was eligible for

CMAQ funds. FHWA agreed and that amount of funding was set up to start the project. The remainder was funded through earmarks, state matches and toll credits.

DATES The project began in 2002. The Transportation Operations Center is now operational

although portions are still being integrated and we are already exploring expansion.

OPERATIONAL AREAS Traffic Signal Control Systems >> Freeway Management Systems >> Incident

Management Systems >> Traveler Information Systems

PARTICIPATING AGENCIES Kentucky Transportation Cabinet

FEDERAL FUNDING SOURCES Federal Aid - CMAQ >> Other

S/R/L FUNDING SOURCES Toll credits >> Gas tax

26

CONTACT

Leon Walden

Transportation Engineer Specialist

Kentucky Transportation Cabinet

859-564-3020

leon.walden@ky.gov

FRANKFORT, KY. TRANSPORTATION OPERATIONS CENTER
DESCRIPTION Commercial vehicle pre-clearance for weigh stations.

INNOVATIVE FINANCING This is a public / private partnership that uses user fees to pay for the installation,

maintenance and management of a preclearance system at truck weigh stations and

uses transponders to pay highway and bridge tolls.

DATES Illinois DOT has been a member of PrePass since October, 2000.

OPERATIONAL AREAS Other (vehicle pre-clearance)

PARTICIPATING AGENCIES 24 state members

S/R/L FUNDING SOURCES Gas tax >> Private sector sources

27

CONTACT

Richard Landis

President

HELP Incorporated

602/412-2240

www.prepass.com

ILLINOIS COMMERCIAL VEHICLE PRE-CLEARANCE FOR WEIGH STATIONS
DESCRIPTION ATSAC is a computer-based traffic signal control system that monitors traffic conditions and system performance (using pavement detectors and closed-circuit television

cameras), selects appropriate signal timing (control) strategies, and performs equipment diagnostics and alert functions. In addition, the program includes a web-based

traveler information system. The program is being implemented at the 4,400 signalized intersections in the City of Los Angeles.

INNOVATIVE FINANCING Through a Call for Projects Program, administered by the Los Angeles County

Metropolitan Transportation Authority (MTA), discretionary capital transportation funds

(state and local) are made available for regionally significant projects.

DATES This program began operation in 1984 and implementation continues today, advancing

in specific geographic stages throughout the city. As of publication in 2005 approximately 70% of the city’s signalized intersections are on-line and functioning with full

ATSAC capability.

OPERATIONAL AREAS Traffic Signal Control Systems >> Traveler Information Systems

PARTICIPATING AGENCIES California Dept. of Transportation (Caltrans) >> Southern California Association of

Governments (SCAG) >> City of Los Angeles >> Los Angeles County Metropolitan

Transportation Authority (MTA)

FEDERAL FUNDING SOURCES Federal Aid - Surface Transportation

Program

S/R/L FUNDING SOURCES Developer Mitigation Funds >> General

fund >> Gas tax >> County funds >>

General sales tax >> Transportation 

sales taxes

28

CONTACT

Glenn Ogura

Principal Transportation Engineer

City of Los Angeles, Dept. of Transportation

110 South Main Street, 10th Floor

Los Angeles, CA 90012

(213) 972-8432

GOgura@dot.lacity.org

LOS ANGELES AUTOMATED TRAFFIC SURVEILLANCE AND CONTROL CENTER (ATSAC)
DESCRIPTION Developers who want to have their development projects approved are required to

pay fees into the Developer Impact Mitigation Fee Trust Fund.

INNOVATIVE FINANCING Funds are used to fund the design and construction of the city’s computerized traffic

signal system, changeable message signs, traffic calming projects, purchasing of

vehicles for local transit service, and as a contribution for a street widening project.

DATES Program was started in 1992 and is a continuing program.

OPERATIONAL AREAS Traffic Signal Control Systems >> Traffic calming >> Transit vehicle purchasing >>

Traveler Information Systems

PARTICIPATING AGENCIES City of Los Angeles

S/R/L FUNDING SOURCES Interest income >> Impact fees

29

CONTACT

Glenn Ogura

Principal Transportation Engineer

City of Los Angeles, Dept. of Transportation

110 South Main Street, 10th Floor

Los Angeles, CA 90012

(213) 972-8432

GOgura@dot.lacity.org

LOS ANGELES DEVELOPER IMPACT MITIGATION FEES
DESCRIPTION The Special Parking Revenue Fund is comprised of funds collected from money

deposited in parking meters and revenue from public off-street parking facilities.

INNOVATIVE FINANCING By city ordinance, these funds can be used for maintenance, operation, etc. of parking meters, purchase, lease, construction, operation and maintenance of off-street

parking facilities in the city.

DATES Program was started in 1972 and is a continuing program.

OPERATIONAL AREAS Parking management >> Electronic Fare Payment Systems

PARTICIPATING AGENCIES City of Los Angeles

S/R/L FUNDING SOURCES Bond proceeds >> Interest income

30

LOS ANGELES SPECIAL PARKING REVENUE FUND

CONTACT

Glenn Ogura

Principal Transportation Engineer

City of Los Angeles, Dept. of Transportation

110 South Main Street, 10th Floor

Los Angeles, CA 90012

(213) 972-8432

GOgura@dot.lacity.org
DESCRIPTION The CaresVan Program is a motorist assistance program that provides free roadside

assistance to stranded motorists on limited access highways in and around

Massachusetts. The program covers 22 routes (17 in metropolitan Boston, 4 in

Worcester and 1 in Springfield). The CaresVan program is an integral part of

MassHighway’s incident management program.

INNOVATIVE FINANCING The program is funded with 80% FHWA CMAQ monies and 20% state funds at a cost

of $2.2 million per year. Once the system was operational a Request for Response

was advertised to bring on a marketing firm at no cost. The marketing firm was tasked

with finding a corporate sponsor for the program. In August 2003, Commerce

Insurance Company agreed to sponsor the program for $525,000 per year for the next

three years, with an additional 2 year option. This money is currently going to the

Commonwealth of Massachusetts general fund, however, paperwork has been filed to

allow the money to be rolled back into the program. If this is successful, it will allow

for the program to be expanded by 3 routes.

DATES Commerce Insurance sponsorship is from August 2003 to August 2006, with an additional 2 year renewal option.

OPERATIONAL AREAS Other (motorist assistance program)

PARTICIPATING AGENCIES MassHighway

FEDERAL FUNDING SOURCES Federal Aid - CMAQ

S/R/L FUNDING SOURCES Insurance company

31

CONTACT

Michelle Maffeo, P.E.

Director, ITS Programs Unit

MassHighway

617-973-7315

michelle.maffeo@state.ma.us

MASSACHUSETTS CARESVAN PROGRAM
DESCRIPTION Converting current HOV lanes, both reversible barrier separated and striped diamond

lanes, to variable toll lanes for single occupant vehicles.

INNOVATIVE FINANCING The financing is from federal ITS funds, surplus parking garage revenue from facilities

associated with this corridor, and private sector contributions.

DATES Project was expected to be full operational in 2005.

OPERATIONAL AREAS Freeway Management Systems >> Electronic Toll Collection Systems >> HOV lanes

PARTICIPATING AGENCIES Minnesota Department of Transportation >> Metropolitan Council >> Metro Transit

FEDERAL FUNDING SOURCES Other

S/R/L FUNDING SOURCES Accumulated surplus parking garage revenues >> Tolls >> Private sector sources

32

CONTACT

Marthand Nookala

Director, Operations, Safety and Traffic Division

Minnesota Department of Transportation

marthand.nookala@dot.state.mn.us

MINNESOTA/PASS 394 HOT LANE PROJECT
DESCRIPTION Project developed to signalize all public highway/rail grade crossings on Norfolk

Southern in the state of Mississippi.

INNOVATIVE FINANCING Funding was a public/private partnership with the Mississippi DOT funding 70% and

Norfolk Southern 30%.

DATES Project began in February 1999 and was completed in the first quarter of 2004.

OPERATIONAL AREAS Other (railroad grade crossing systems)

PARTICIPATING AGENCIES Mississippi DOT >> FHWA

FEDERAL FUNDING SOURCES Other

S/R/L FUNDING SOURCES Optional Safety Funds >> Norfolk Southern

33

CONTACT

W. R. Hughes

Manager Grade Crossing Safety 

110 Franklin Rd., Box 36, Roanoke, VA 24042

540-981-4350

wrhughes@nscorp.com

Steve Edwards

Rails Engineer

MS DOT

MISSISSIPPI DOT/ NORFOLK SOUTHERN RAIL CROSSINGS CORRIDOR PROJECT 
DESCRIPTION The Development Impact Tax Program requires a new development to pay its pro rata

share of the costs of transportation improvements necessitated by that development

in conjunction with other public funds. The impact tax must be paid prior to issuance

of Building Permit for residential, office, industrial, retail, places or worship and private schools. 

INNOVATIVE FINANCING Impact Tax was created as a mechanism to fund improvements and activities that

relate to capacity and has been used to fund infrastructure projects. Revenues for the

next several years are dedicated to constructing the Montrose Parkway. In the future,

however, projects such as the county’s automated transportation management system

(ATMS), to build the intelligent infrastructure for managing and operating the system,

will be funded from this source.

DATES Program adopted in the late 1980s. 

OPERATIONAL AREAS See above regarding use for automated transportation management system components

PARTICIPATING AGENCIES Montgomery County >> City of Gaithersburg >> City of Rockville

S/R/L FUNDING SOURCES Impact Fees

34

CONTACT

David Moss

Manager III

Montgomery County, Maryland

240-777-7207

david.moss@montgomerycountymd.gov

MONTGOMERY COUNTY TRANSPORTATION IMPACT TAX
DESCRIPTION NJ Turnpike Authority’s Traffic Operations Center

INNOVATIVE FINANCING Financed through the collection of tolls.

DATES January 1976

OPERATIONAL AREAS Freeway Management Systems >> Incident Management Systems >> Emergency

Services >> HOV lanes

PARTICIPATING AGENCIES NJ Turnpike Authority

S/R/L FUNDING SOURCES Tolls

CONTACT 35

Robert F. Dale

Director of Operations

NJ Turnpike Authority

732-247-0900

rdale@turnpike.state.nj.us

NEW JERSEY TURNPIKE AUTHORITY’S TRAFFIC OPERATIONS CENTER
DESCRIPTION The project includes retiming 170 traffic signals in Oregon (81 in City of Portland; 31

outside Portland by Oregon DOT; and 58 by Washington County).

INNOVATIVE FINANCING The Climate Trust is an Oregon non-profit organization created to track and bank CO2

offset credits for power plant program. We are receiving $3.44/ton of CO2 saved due

to signal retiming. The fuel savings from signal retiming are converted into CO2 reduction. We are using the Synchro timing model to compute the before-after savings in

fuel. We are receiving 10 years’ worth of savings for each retiming project. The project

is covering about 80% of our costs.

DATES Oct. 2003

OPERATIONAL AREAS Traffic Signal Control Systems

PARTICIPATING AGENCIES Oregon DOT >> City of Portland >> Washington County >> The Climate Trust

S/R/L FUNDING SOURCES CO2 credits 36

CONTACT

Bill Kloos

Signals & St. Lighting Manager

1120 SW 5th Ave., Room 800, Portland, OR

97204

503-823-5382

Bill.Kloos@pdxtrans.org

PORTLAND TRAFFIC SIGNAL RETIMING USING CLIMATE TRUST FUNDING VIA CO2 OFFSET CREDITS
DESCRIPTION Transportation System Management (TSM) is an approach for using transportation

facilities more efficiently through public transportation, regulatory, pricing, management, operations, and traffic engineering strategies. TSM promotes ridesharing, transit

improvements, and technology-based solutions, e.g., dynamic message signs and

traffic signal coordination, to increase traffic efficiency, particularly during expressway

incidents. By improving exchange of information among agencies, PENNDOT, SEPTA,

and local municipalities can react more effectively to incidents along the Schuylkill

Expressway to minimize the impact of incidents on local service and streets.

INNOVATIVE FINANCING First stages of project are 80% federal and 20% state funded. The 80% federal portion was a federal earmark secured by the Montgomery County planning commission

and SEPTA (local transit authority). The ensuing project implementation will proceed

based on available federal, state, and local funding, i.e., coordinated signal systems

within municipalities and townships.

DATES Project began in October 2002. 

OPERATIONAL AREAS Traffic Signal Control Systems >> Transit Management Systems >> Freeway

Management Systems >> Incident Management Systems

PARTICIPATING AGENCIES PENNDOT >> Delaware Valley Regional Planning Commission (DVRPC) >>

Montgomery County Planning Commission >> City of Philadelphia >> Boroughs of

Bridgeport, Conshohocken, Narberth, Norristown, & West Conshohocken >>

Townships of East Norriton, Lower Merion, Plymouth, Radnor, Upper Merion, &

Whitemarsh >> Montgomery & Philadelphia County 911

Centers >> Southeastern Pennsylvania Transit Authority

(SEPTA) >> FHWA

FEDERAL FUNDING SOURCES Federal Aid - CMAQ

S/R/L FUNDING SOURCES General fund

37

CONTACT

Madeleine Fausto

Project Manager

PENNDOT

610-205-6848

mfausto@state.pa.us

SCHUYLKILL EXPRESSWAY CORRIDOR TSM DEVELOPMENT PROGRAM
DESCRIPTION City-wide ITS Enhancements including a project in an industrial/port area to facilitate

freight movement.

INNOVATIVE FINANCING Contribution from public authority, Port of Seattle.

DATES 2005 to 2006

OPERATIONAL AREAS Traffic Signal Control Systems >> Ferry operations >> Transit Management Systems

>> Intermodal freight >> Traveler Information Systems >> Railroad Grade Crossing

Systems

PARTICIPATING AGENCIES Washington State DOT >> Seattle DOT >> Metro Transit >> Port of Seattle

FEDERAL FUNDING SOURCES

S/R/L FUNDING SOURCES Private sector sources >> Property taxes

38

CONTACT

Brian Kemper

Signal Systems Manager

Seattle DOT

206-684-5096

brian.kemper@ci.seattle.wa.us

SEATTLE CITY CENTER ITS PROJECT
DESCRIPTION The Spokane Regional Transportation Management Center is a partnership venture.

The partners are: the city of Spokane, the city of Spokane Valley, Spokane County,

Spokane Regional Transportation Council, Spokane Transit Authority, and the

Washington State Department of Transportation. The project involves the construction

and operation of a regional TMC, shared by the partner agencies, a communication

backbone, and field devices.

INNOVATIVE FINANCING Funds have been allocated from federal STP and CMAQ as well as state-only funds.

In addition, each partner agency has contributed to the effort.

DATES Partnership was developed in 1998 and continues.

OPERATIONAL AREAS Traffic Signal Control Systems >> Development of Regional ITS Architecture >> Transit

Management Systems >> Freeway Management Systems >> Incident Management

Systems >> Traveler Information Systems

PARTICIPATING AGENCIES Washington State Department of Transportation >> Spokane Regional Transportation

Council >> City of Spokane >> City of Spokane Valley >> Spokane County >> Spokane

Transit Authority

FEDERAL FUNDING SOURCES Federal Aid - Surface Transportation Program >> Federal Aid - CMAQ

S/R/L FUNDING SOURCES Gas tax

39

CONTACT

Ted Trepanier

Maintenance & Traffic Engineer

WSDOT

509.324.6000

trepant@wsdot.wa.gov

SPOKANE REGIONAL TRANSPORTATION MANAGEMENT CENTER AND ITS INFRASTRUCTURE
DESCRIPTION The goal was to provide Fixed-Route and ADA Paratransit service for Texarkana, Tex.;

Texarkana, Ark.; Wake Village, Tex.; and Nash, Tex.

INNOVATIVE FINANCING Advertising on the rear and sides of the Fixed Route Vehicles.

DATES Began service on October 30, 2000.

OPERATIONAL AREAS Transit Management Systems >> Transit vehicle purchasing >> Transit vehicle maintenance >> Transit service operating costs >> Fare subsidies

PARTICIPATING AGENCIES Texas Dept. of Transportation >> Arkansas Highway and Transportation Dept.. >>

Texarkana Metropolitan Planning Organization >> Texarkana, TX >> Texarkana, AR

>> Wake Village, TX >> Nash, TX >> Texarkana Urban Transit District

FEDERAL FUNDING SOURCES FTA - Urbanized area formula grants

S/R/L FUNDING SOURCES Charters >> General fund >> Transit fares 40

CONTACT

Daniel Swanson

General Manager

Texarkana Urban Transit District

(903) 794-8883

dswanson@txkusa.org

TEXARKANA URBAN TRANSIT DISTRICT
DESCRIPTION Tucson provides a model for public-private partnership cooperation through its landmark partnership with METRO Networks and the city in the operation and maintenance of the regional control center.

INNOVATIVE FINANCING METRO Networks reporters, by contract, have instant access to all traffic information.

In exchange, METRO Networks provides the regional center operating personnel,

flight time, commercial prime-time slots for transportation announcements, and other

services.

DATES 1998

OPERATIONAL AREAS Traffic Signal Control Systems >> Development of Regional ITS Architecture >> Transit

Management Systems >> Freeway Management Systems >> Transit service operating

costs >> Incident Management Systems >> Traveler Information Systems

PARTICIPATING AGENCIES Arizona Department of Transportation >> Pima Association of Governments >> City of

Tucson >> Pima County >> Suntran (transit agency) >> METRO Networks

FEDERAL FUNDING SOURCES Other

S/R/L FUNDING SOURCES Private sector sources >> METRO Networks

41

CONTACT

Richard Nassi

Transportation Administrator

City of Tucson

(520) 791-4259

nassi1@ci.tucson.az.us

TUCSON REGIONAL TRANSPORTATION CONTROL CENTER
DESCRIPTION The Vancouver Area Smart Trek (VAST) program is a cooperative effort by transportation agencies in Clark County that developed and is cooperating to fund and implement the twenty-year VAST Implementation Plan.

INNOVATIVE FINANCING Over the last 3 years the VAST regional partners have committed regional Congestion

Mitigation and Air Quality and local match funding of $6.3 million for a set of projects

that included the baseline development of a transportation management center for

improving efficiency of freeway operations as well as cameras, detectors, and variable

message signs connected to the transportation management center.

DATES The VAST program was initiated in 1999 as a multi-agency regional effort. The pooled

CMAQ funding began in 2000.

OPERATIONAL AREAS Traffic Signal Control Systems >> Development of Regional ITS Architecture >>

Transit Management Systems >> Freeway Management Systems >> Incident

Management Systems >> Traveler Information Systems >> Transit Vehicle

Maintenance

PARTICIPATING AGENCIES Washington State Department of Transportation >> Southwest Washington Regional

Transportation Council >> Cities of Vancouver and Camas >> Clark County >> 

C-TRAN

FEDERAL FUNDING SOURCES Federal Aid - CMAQ

S/R/L FUNDING SOURCES General fund >> Gas tax

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CONTACT

Bob Hart

Project Manager

Southwest Washington Regional 

Transportation Council

360-397-6067 x5206

bob@rtc.wa.gov

VANCOUVER AREA SMART TREK PROGRAM
ADA Americans with Disabilities Act of 1990

CMAQ Congestion Mitigation and Air Quality

DOT Department of Transportation

FHWA Federal Highway Administration

FTA Federal Transit Administration

HOT lane High Occupancy Toll lane

HOV High Occupancy Vehicle

ISTEA Intermodal Surface Transportation Efficiency Act of 1991

ITS Intelligent Transportation Systems

JARC Job Access/Reverse Commute Program

MPO Metropolitan Planning Organization

NAAQS National Ambient Air Quality Standards

NHS National Highway System

O&M Operations and Management

PM Particulate Matter

STIP State Transportation Improvement Program

STP Surface Transportation Program

TEA-21 Transportation Equity Act for the 21st Century

TIFIA Transportation Infrastructure Finance and Innovation Act of 1998

TIP Transportation Improvement Program

VMP Vehicle Miles Traveled

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G LOSSARY
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Show Me...theMoney

Publication No.: FHWA-HOP-06-003

Public Technology Institute

1301 Pennsylvania Avenue, N.W.

Washington, D.C. 20004 - 1793 

http://www.pti.org