[Federal Register Volume 80, Number 66 (Tuesday, April 7, 2015)]
[Notices]
[Pages 18699-18703]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-07879]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Transit Administration

[FTA Docket No. FTA-2014-0009]


Response to Comments on Updates to National Transit Database 
Annual Information Collection

AGENCY: Federal Transit Administration, DOT.

ACTION: Notice of Revised NTD Reporting Manual and Response to 
Comments.

-----------------------------------------------------------------------

SUMMARY: This notice provides the Federal Transit Administration's 
response to comments on proposed changes to the National Transit 
Database (NTD) Reporting Manual, and provides notice that the final 
Reporting Manual for the 2014 Report Year is now available. The 
guidance changes in this notice primarily relate to urbanized area 
transit providers.

DATES: Upon publication of this notice the rules and guidance it 
describes will become final.

FOR FURTHER INFORMATION CONTACT: Keith R. Gates, National Transit 
Database Program Manager, FTA Office of Budget and Policy, (202) 366-
1794, or email: <a href="/cdn-cgi/l/email-protection#016a646875692f666075647241656e752f666e77"><span class="__cf_email__" data-cfemail="2348464a574b0d444257465063474c570d444c55">[email protected]</span></a>

SUPPLEMENTARY INFORMATION:
    Title: 49 U.S.C. 5335(a) and (b) National Transit Database. (OMB 
Number: 2132-0008).
    Background: Sections 5335(a) and (b) of title 49, United States 
Code, require the Secretary of Transportation to maintain a reporting 
system, using a uniform system of accounts, to collect financial and 
operating information from the Nation's public transportation systems. 
Congress established the National Transit Database (NTD) to be the 
repository of national transit data to support public transportation 
service planning. The Federal Transit Administration (FTA) administers 
the NTD to meet these requirements and has collected data for over 30 
years. The NTD is comprised of the Annual, Rural, Monthly, and Safety 
modules. Each module has a Reporting Manual, which FTA updates from 
time to time to provide new guidance to reporters. This notice provides 
final updates to the Annual Reporting Manual for the 2014 Report Year.
    Approximately 850 urban transit systems currently report to the NTD 
Annual Module. Each system provides a report on their sources and uses 
of funds, their capital assets, the amount of service they provide and 
a Chief Executive Officer (CEO) certification of the data. The 
reporting requirements for the NTD are within the level that received 
Paperwork Reduction Act (PRA) approval as part of the entire NTD PRA 
notice published in the Federal Register on November 7, 2011 (76 FR 
6881) and approved by the Office of Management and Budget (OMB) on 
April 29, 2012.
    On August 19, 2014, FTA published a Federal Register notice for 
comment on revisions to the NTD Reporting Manual (79 FR 49146). That 
notice described various changes to the NTD Annual Module that are 
taking effect with the FY 2014 NTD Report Year. The

[[Page 18700]]

FTA responds herein to comments on whether, and how, agencies reporting 
this data might experience difficulties meeting the revised 
requirements.
    The updated guidance in the Annual Reporting Manual will provide 
better data to the NTD which is used in the grant apportionment 
formulas and for analysis of industry trends. These changes also 
implement many of the policy changes enacted in the Moving Ahead for 
Progress in the 21st Century Act (MAP-21). This notice is independent 
of the larger rulemaking process that is underway to implement a 
National Transit Asset Management system and other FTA rulemaking 
activities.
    FTA previously proposed 11 changes to NTD reporting:

A. Clarification for reporting subset data on Americans with 
Disabilities Act (ADA) paratransit services
B. Clarification on the reporting of contractual relationships
C. Update the definition of the bus rapid transit mode (per FTA C 
5300.1 SGR Grants Program)
D. Policy change so that certain High Occupancy Toll (HOT) lanes are no 
longer fixed guideway for purposes of the State of Good Repair Formula
E. Updates to the definition of commuter service (related to Amtrak 
services) and allocation of data to urbanized areas
F. Elimination of consolidated reporting in favor of Small System 
Waiver reporting.
G. Clarification on consistent use of transit system names and 
organization types
H. Policy clarification allowing delegation of CEO certification 
responsibility
I. Elimination of unnecessary reporting requirements (dropping unneeded 
forms)
J. Elimination of outdated Circulars related to sampling procedures.
K. Expansion of capital asset reporting required by MAP-21

    FTA received 119 comments from 75 sources. This notice will respond 
to comments on items A through J. The FTA received a substantial number 
of comments on item K, the expansion of capital asset reporting. As FTA 
originally proposed that the expanded asset reporting would not take 
effect until at least the FY 2015 Report Year, FTA is taking additional 
time to consider these comments, and will respond to them in a future 
notice in the Federal Register.

Response to Comments

A. Clarification for Reporting Subset Data on ADA Paratransit 
Services--(27 comments)

    FTA proposed the following guidance to improve the consistency and 
specificity of urban transit systems' ADA data reporting. This proposed 
guidance would have only applied to full reports from urbanized areas; 
not to rural reporting, nor to reporting under a small systems waiver.
    (1) Transit systems that operate demand response services that are 
not intended to fulfill the ADA paratransit requirements of any fixed 
route service should report that zero (0) of their service and 
operating expenses are attributable to ADA requirements.
    (2) Transit systems that operate demand response services to 
fulfill the ADA paratransit requirements of fixed-route service must 
report their unlinked trips provided to all eligible paratransit 
passengers (eligibility determined by local policy), excluding only the 
following:
    (i) Trips that are sponsored by a third party (e.g. Medicare-
sponsored trips);
    (ii) Trips whose origin or destination (or both) are outside the 
minimum service (within \3/4\ of a mile of fixed route service) area 
required by the ADA; and,
    (iii) Trips taken during times when the fixed-route system is not 
operating.
    (3) Transit systems that operate demand response services to 
fulfill the ADA paratransit requirements of a fixed-route service would 
then report their operating expenses for such services as attributable 
to the ADA on the same basis. In general, if a transit system does not 
have an accounting system to track this, then it may report on the 
basis of the percentage of total demand response trips that were 
identified as ADA trips, per the above criteria. That is, if ADA trips 
were 76 percent of all demand-response mode trips, then ADA operating 
expenses would be reported as 76 percent of total demand-response mode 
operating expenses.
    FTA received 27 comments on the clarification of the ADA 
Paratransit Services reporting standards. Comments indicated that 
agencies have integrated ADA requirements into their demand-response 
systems to such an extent that it is technically difficult for them to 
separate this service from their normal operations. Their responses 
noted that it would constitute a considerable burden for them to report 
this data separately. As FTA does not wish to impose additional 
reporting burden to collect this data, we withdraw this proposal.

B. Clarification on the Reporting of Contractual Relationships--(9 
comments)

    FTA proposed to clarify that in order for service to be classified 
as Purchased Transportation (PT), the service must meet three criteria:
    (1) The contract or agreement must provide for the buyer to be 
responsible for the fully-allocated cost of providing the service;
    (2) The service must be operated in the name of the buyer (i.e. the 
presence of the seller must be generally transparent to the riding 
public); and,
    (3) The seller must operate and manage the service.
    Public transportation services that do not meet the above criteria 
may still be reported to the NTD. However, these services would instead 
be reported to the NTD as directly operated and would be reported by 
the organization that is actually operating the service.
    FTA received nine (9) comments in response to the clarifications on 
the reporting of contractual relationships. Three (3) transit providers 
indicated that they support this clarification or that their business 
practices are already in compliance with these reporting standards. One 
(1) additional commenter believes this clarification may be unnecessary 
because any buyer/seller relationship anomalies would be apparent from 
the type of NTD forms submitted by the reporter. The remaining five (5) 
comments are summarized below:

    One commenter suggests that the language be changed from the 
fully allocated cost to the market rate for providing the service; 
with the market rate being defined as the rate achieved either 
through a competitive procurement process or a negotiated 
procurement. Requiring the seller to provide complete accounting 
records to support the fully allocated rate would be cumbersome and 
could lead to unintended consequences for transit agencies seeking 
to provide purchased transportation services at the lowest cost.

    The issue presented here is that records must be kept to 
demonstrate that the amount paid for the purchased service is the 
actual cost of providing that service. The FTA reserves the right to 
audit that claim. In general, it can be presumed that if the seller is 
not receiving funds from any source other than the buyer, then the 
buyer is paying the fully-allocated cost.

    A commenter from an industry association suggested that final 
guidance should not prohibit the identity of the seller from being 
displayed on vehicles or uniforms. They also requested clarity on 
how to identify 'fully allocated costs' of contracted service when 
some services are provided by the buyer.

[[Page 18701]]

    A commenter from a transit agency also requested clarification 
on whether the name of the seller can be included on the vehicle or 
advertisements.

    FTA replies that, although the vehicle used for purchased 
transportation must prominently display the name of the buyer, this 
does not preclude the name of the seller, manufacturer or advertisers 
from also being on the vehicle.

    A commenter from a transit agency expressed concern that the 
proposed change would eliminate the ability to report ridership for 
its program of `last mile' shuttles from its rail stations.

    FTA will address the specifics of this situation directly with the 
reporter, but nothing in this proposal would prevent any transit 
service from being reported to the NTD and included in the formula 
apportionment. Any transit service that cannot be reported as purchased 
transportation could be reported to the NTD as a directly operated 
service instead.

    One commenter from a transit agency suggested that certain 
demand response services provided by a third party should be exempt 
from the requirement to be operated in the name of the buyer. For 
example, some transit systems use car services with non-dedicated 
fleets to provide some ADA paratransit services.

    FTA agrees and will clarify in the Reporting Manual that demand-
response taxi services need not be operated in the name of the buyer.
    Comments received in response to this item did not identify any 
significant issues preventing its implementation and FTA will proceed 
with publishing these clarifications.

C. Updates to Definition of the Bus Rapid Transit Mode--(5 comments)

    On January 28, 2015, FTA published a notice in the Federal Register 
finalizing Circular FTA C 5300.1 State of Good Repair Grants Programs: 
Circular and Application Instructions. In that circular FTA defines the 
bus rapid transit (BRT) mode as a service that meets five criteria. 
These criteria were re-published with the August 19, 2014 Federal 
Register notice to provide additional notice to impacted parties, in 
particular with regards to changing the definition of the BRT Mode in 
the NTD. However, comments on whether the below criteria should be used 
for funding eligibility in the State of Good Repair Formula Program 
have been addressed through notice and comment on the circular and FTA 
has accepted these criteria. The five criteria are as follows:
    (1) Over 50 percent of the route operates in a separated right-of-
way (ROW) dedicated for transit use during peak periods (though other 
traffic may make turning movements through the separated right-of-way);
    (2) the route has defined stations that are accessible for persons 
with disabilities, offer shelter from the weather, and provide 
information on schedules and routes;
    (3) the route offers faster passenger travel times through 
congested intersections by using active signal priority in separated 
guideway, and either queue-jump lanes or active signal priority in non-
separated guideway;
    (4) the route offers short headway, bi-directional, service that is 
provided for at least a 14 hour span on weekdays and a 10 hour span on 
weekends; (Short headway service on weekdays, consists of maximum 
headways that are either: 15 minutes or less throughout the day; or, 10 
minutes or less during peak periods and 20 minutes or less at all other 
times. Short headway service on weekends consists of maximum headways 
that are 30 minutes or less for at least 10 hours for the day) and,
    (5) a separate and consistent brand identity applied to stations 
and vehicles.
    Bus services that implement features of bus rapid transit systems, 
but which do not meet all of the above criteria, particularly corridor-
based bus rapid transit projects, would still be reported to the NTD 
under the fixed-route bus (MB) mode.
    FTA received five (5) comments in response to the proposed 
definition of the bus rapid transit mode.

    Two (2) commenters suggested that this change was premature 
given that Circular C5300.1 is still under development and could 
have an impact on this definition. Both commenters suggested that 
these changes should be deferred and reconsidered after the circular 
has been completed.

    The final circular was posted in the Federal Register on Wednesday, 
January 28, 2015. NTD reporters need to use the published definition in 
order to comply with MAP-21.

    One transit system recommended the following changes to the 
proposed definition: ``1) Over 50 percent of the route operating in 
a separated ROW dedicated for transit use and HOV/HOT use during 
peak periods; and, 2) the route offers short headway, bi-
directional, service during peak periods.'' They believe that the 
current definition discourages partnerships that provide a 
combination of BRT and high-occupancy toll or HOV services, 
including the U.S. 36 BRT in Colorado. The weekend requirement would 
also disqualify some BRT projects or force unproductive weekend 
service.
    Another transit agency commenter expressed concern that the 
change in definition will disqualify some existing BRT routes from 
being formally classified as BRT. They request that the calculation 
to determine separated ROW exclude segments where a separated ROW is 
not necessary due to insignificant traffic congestion. They further 
recommend that the 'treatment of congested intersections' criterion 
be simplified to be more consistent with the MAP-21 definition that 
references `traffic signal priority for public transportation 
vehicles'. This change in definition would allow routes that utilize 
traffic signal priority at some but not all intersections to still 
be designated BRT.

    While FTA has considered alternate interpretations of MAP-21, 
including these proposed by the commenters, FTA notes that the statute 
has clear and specific requirements for separated guideway and high-
frequency service on weekends. The FTA must follow the statutory 
requirements in these areas.

D. Guidance for Service on HOT Lanes--(8 comments)

    The FTA proposed, beginning with the Fiscal Year 2016 
apportionment, to no longer consider transit service operated on any 
HOT lane to be the same as transit service operated on an HOV lane, for 
purposes of the formula apportionment for the High-Intensity Motorbus 
Tier. Comments on this were solicited in the previously mentioned March 
3, 2014, FTA Federal Register Notice, C 5300.1 State of Good Repair 
Grants Programs: Proposed Circular and Application Instructions. Thus, 
while FTA did not seek additional comments on the impact of this policy 
change on the State of Good Repair Formula Program, FTA did propose to 
continue to collect data on the amount of transit service operated on 
HOT Lanes in the NTD for future use.
    The FTA received eight (8) comments in response to the guidance for 
service in HOT lanes. Five (5) commenters provided feedback that was 
not specific to FTA's request for comment on continuing to collect HOT 
lane data for future use. These comments were in response to the March 
3, 2014 Federal Register Notice on C 5300.1 and, therefore, will not be 
addressed in this response.
    Three (3) commenters provided feedback specific to this request for 
comment. One (1) commenter suggested that any decisions on continuing 
to collect HOT lane data should be postponed until after final 
publication of the C 5300.1 State of Good Repair Grants Programs: 
Circular and Application Instructions (which has now occurred). Two (2) 
commenters stated that continuing to collect HOT lane data would be 
unnecessary and burdensome if that data is no longer part of the State 
of Good Repair formula.

[[Page 18702]]

Both requested that FTA discontinue collecting this data.
    FTA has considered the feedback regarding the burden of collecting 
HOT lane data and agrees that this reporting burden should be 
minimized. FTA thus amends its proposal to only collect data on HOT 
lane directional route miles. Data on HOT lane directional route miles 
used in transit service will continue to provide important baseline 
data for policy makers, and these data can be collected with a minimum 
of reporting burden. However, FTA will discontinue collecting data on 
vehicle revenue miles driven on those HOT lanes.

E. Updates to the Definition of Commuter Service and Allocation of Data 
Attributable to an Urbanized Area (UZA)--(5 comments)

    The definition of Public Transportation at 49 U.S.C. 5302 
specifically excludes intercity passenger rail operated by Amtrak, and 
also intercity bus service. The FTA proposed to amend the definition of 
public transportation in the NTD Reporting Manual to implement this 
definition, and to clarify the distinction between commuter and 
intercity services.
    The FTA also proposed to clarify the instructions in the Reporting 
Manual regarding the allocation of transit service between multiple 
areas. Transit service classified as commuter service that connects one 
or more urbanized areas or that connects rural areas with one or more 
urbanized areas must be allocated to the urbanized area that is 
primarily being served. Each transit agency may determine what 
proportion of service to allocate to each urbanized area according to a 
reasonable methodology.
    The FTA received five (5) comments in response to the proposed 
update to the definition of commuter service and allocation of data 
attributable to an urbanized area. One (1) commenter stated that these 
updates would not impact their current reporting practices. The 
remaining four (4) comments all requested that FTA continue its current 
practice of allowing agencies to determine how service is allocated 
amongst the UZAs they serve.
    The comments on these proposed updates were solely concerned with 
the allocation of service data amongst the UZAs being served by 
commuter service. FTA wishes to clarify that the proposed updates will 
not impact the ability for transit agencies to continue with their 
current methodology for determining how service data is allocated 
amongst the UZAs they serve. A transit agency may continue to allocate 
service data amongst the UZAs they serve according to a reasonable 
methodology based on the service provided.

F. Proposed Elimination of Consolidated Reporting and Update of Small 
Systems Waiver Reporting--(25 comments)

    The FTA proposes to eliminate consolidated reports and have all 
urbanized area transit providers report directly to the NTD. Currently 
there are fewer than 10 consolidated reporters in the NTD. Consolidated 
reporting makes it difficult to validate and assure the accuracy of NTD 
data. It complicates NTD data presentation and makes it harder to use 
the NTD to answer basic questions about the transit industry.
    The FTA received 25 comments on the proposal to eliminate 
consolidated reporting and update the small systems waiver reporting. 
All commenters were opposed to the elimination of consolidated 
reporting. Fifteen (15) stated that eliminating consolidated reporting 
would be administratively burdensome for the small agencies that are 
currently part of consolidated reports. Eleven (11) stated that the 
cost of an individual audit to verify their individual NTD submission 
would be cost prohibitive. Eight (8) commenters expressed concerns that 
small agencies that would no longer be eligible for a consolidated 
reporting would also no longer be required to report passenger miles. 
This reduction in passenger miles reporting would impact the overall 
formula funding for the UZA. Eight (8) commenters expressed concerns 
over the timeline to implement this change and requested extensions 
between 6 months and 1 year. Finally, eight (8) commenters requested 
that, should consolidated reporting be eliminated, the threshold for a 
small systems waiver should be increased from 30 vehicles to 50 
vehicles.
    The FTA has taken into consideration comments provided by the 
industry, but does not agree that eliminating consolidated reporting 
will be more burdensome. Virtually all consolidated reporters are small 
systems (30 or fewer vehicles) and will qualify for reduced reporting 
(formerly called small systems waiver reporting). As part of a 
consolidated report these systems are currently providing data for a 
full NTD report which requires significantly more effort. For example, 
reduced reporting does not require sampling for average trip length, an 
expensive and time-consuming process. In addition, small systems filing 
reduced reports are only required to do an audit of their accounting 
capabilities once within their first year of reporting. They are not 
required to do the annual audits that are required of full reporters. 
Thus, FTA concludes that concerns about excess reporting burden and 
auditing requirements are based on an incomplete understanding of the 
requirements.
    In response to the concerns regarding reporting of passenger miles, 
small systems still have the option of submitting full NTD reports, 
with passenger miles, if they believe this will have a significant 
impact on formula funding for their urbanized areas. FTA has evaluated 
this impact for consolidated reporters, all of which are in urbanized 
areas with populations of greater than 200,000. Only 5.6 percent of 
Urbanized Area Formula funds (5307) and 8 percent of Bus and Bus 
Facilities funds (5339) are apportioned based on passenger miles. 
Consolidated reporters are all relatively small operators and so 
generate only a small portion of the passenger miles in their urbanized 
areas. The FTA finds that the impact of their not reporting those miles 
on total funding for those areas is quite small.
    The FTA recognizes that the proposed timeline may cause a hardship 
to some reporters and will work with consolidated reporter agencies to 
transition them to individual reporters over a 2 year period using data 
waivers and extensions as necessary. FTA also will provide training as 
the comments we received show that many of these agencies do not 
understand the reduced reporting requirements and process. 
Additionally, FTA wants to emphasize that any large transit system that 
currently sponsors a consolidated report may continue to fill out NTD 
Report Forms on behalf of reporters filing with reduced reporting 
requirements. The FTA also will consider adjusting the limit for small 
systems, currently at 30 or fewer vehicles in maximum operating 
service, at some point in the future.

G. Clarification on Consistent Use of Transit System Names and 
Organization Types--(3 comments)

    The FTA proposed that the name and organization type on the B-10 
form must now match the total revenues and total expenses reported on 
the F forms.
    The FTA received three (3) comments in response to this 
clarification. One (1) commenter stated that this will not impact their 
current reporting. One (1) commenter reiterated a concern over 
administrative burden for small agencies if the consolidated reporting 
is eliminated. This concern has been addressed in section F of this 
notice and will not be further addressed here.
    The final comment expressed a concern that reporters to the NTD 
would

[[Page 18703]]

have to report non-transit costs to the NTD.
    The FTA does not intend to collect data on non-transit services. 
However, it may be necessary to appropriately indicate the size of non-
transit costs in order to ensure that the NTD report can be reconciled 
with a reporter's published financial statements.

H. Policy Clarification Allowing Delegation of Chief Executive Officer 
(CEO) Certification Responsibility--(6 comments)

    The FTA proposed to formally allow the CEO (or equivalent officer) 
to delegate those duties to another individual within the organization. 
This delegation would be indicated by submission of a delegation 
letter, signed by the CEO on organization letterhead, naming the 
individual who will act in the CEO's name for this purpose.
    The FTA received six (6) responses to this clarification. Three (3) 
commenters supported or expressed that this clarification would not 
impact their current reporting. One (1) individual expressed concern 
that his transit system, which has no direct employees, and is run by a 
Board of Commissioners, would have difficulty complying with this 
requirement. The remaining two (2) commenters were seeking additional 
clarification on this policy. The first requested FTA guidance on the 
extent to which certification would be considered a 'public record' 
under FOIA. The second was seeking clarification on the impact this 
would have on the individual provided with the delegation of the CEO 
submission. Specifically, is the delegate also responsible for data 
issues or concerns?
    First, this is an option for reporters, not a requirement. It does 
not require any change in current certification procedures. Our intent 
is to expedite submission of reports at agencies where it is difficult 
for the CEO to schedule time to submit the report by allowing 
delegation of this task. Although the CEO can have subordinates certify 
the report, the CEO remains, ultimately, responsible for the accuracy 
of the data submitted. All NTD documents will continue to be public 
records subject to Federal and State Freedom of Information Act (FOIA) 
laws.
    The comments received on this item did not identify any significant 
issues with its implementation and FTA will proceed with allowing 
delegation of CEO certification responsibility as proposed.

I. Elimination of Unnecessary Reporting Requirements--(6 comments)

    In its ongoing efforts to streamline NTD reporting requirements and 
to eliminate unnecessary data collection FTA proposed to eliminate the 
requirement for rail systems to report vehicle revenue miles, vehicle 
revenue hours, unlinked passenger trips, and passenger miles traveled 
for morning peak and evening peak periods. The FTA is no longer using 
these data and has determined that this data collection is unnecessary. 
This will align the service data reporting requirements for rail modes 
with other modes.
    The FTA also proposed to eliminate the B-60 and B-70 forms for 
identifying funds passed from one public entity to another public 
entity. The clarifications to the reporting of purchased transportation 
proposed above will render these forms unnecessary, and FTA will no 
longer require these data.
    There were six (6) responses to the proposed elimination of 
unnecessary reporting requirements. Four (4) commenters expressed 
support for these changes. Two (2) commenters suggested that FTA should 
consider eliminating the fleet management plan reporting requirements 
if the proposed expansion of capital asset reporting (see section G) is 
implemented. The FTA will proceed with eliminating the proposed 
reporting requirements and take the recommendation to eliminate the 
fleet management plan reporting requirement under consideration while 
making a final determination on the capital asset reporting 
recommendation (see section K).

J. Updated Guidance for Sampling of Passenger Miles--(6 comments)

    The FTA proposed to withdraw several outdated Urban Mass 
Transportation Administration (UMTA) Circulars that have remained in 
effect. In particular, FTA proposed to withdraw UMTA C2710.1A, UMTA 
C2710.2A, and UMTA C2710.4A, which relate to procedures for conducting 
statistical samples to collect passenger mile data. The FTA proposed to 
replace these Circulars with the NTD Sampling Manual, which has been in 
use as optional guidance for several years now. Withdrawing these 
outdated circulars will make the NTD Sampling Manual permanent guidance 
for procedures on sampling for passenger miles.
    In addition, FTA proposed to withdraw UMTA C2710.6 and UMTA 
C2710.7. Both are outdated circulars that have been superseded by the 
NTD Reporting Manual. The texts of these circulars, as well as the NTD 
Sampling Manual may be reviewed at www.ntdprogram.gov.
    The FTA received Six (6) comments on the updated guidance for the 
sampling of passenger miles. Three (3) comments expressed support for 
this change. Two (2) commenters asked FTA to clarify in the final 
publication of this guidance that alternative methodologies for 
sampling passenger miles would be acceptable. Specifically, one 
industry association commented ``to the extent sampling methodologies 
other than described in the NTD Sampling Manual provide comparable or 
better levels of statistical accuracy, FTA should make clear that such 
are acceptable.'' Two (2) commenters requested postponing the 
implementation of this guidance until fiscal year 2017 or fiscal year 
2018 for reporters that are already collecting data under an 
alternative methodology in their current fiscal year.
    The FTA intends to continue with the implementation of this updated 
guidance. In response to the concerns raised by commenters wishing to 
continue using an alternative sampling methodology the updated guidance 
presented in this Federal Register Notice does not preclude agencies 
from continuing to use alternative sampling methods that meet NTD 
accuracy requirements. In addition, an agency wishing to transition to 
a new sampling method provided in this guidance may request a waiver to 
extend the implementation timeline.

K. Expansion of Capital Asset Reporting--(18 comments)

    The FTA received 18 comments on the proposed expansion of Capital 
Asset Reporting. Many comments raised concerns over implementing this 
change prior to the publication of a final Transit Asset Management 
rule. FTA wants to be thoughtful and consider all comments before 
making this change and will respond to these comments in a future 
notice in the Federal Register. This proposal will not, in any case, be 
implemented for the FY 2014 NTD reporting cycle.

Therese W. McMillan,
Acting Administrator.
[FR Doc. 2015-07879 Filed 4-6-15; 8:45 am]
BILLING CODE CODE 4910-57-P


</pre><script data-cfasync="false" src="/cdn-cgi/scripts/5c5dd728/cloudflare-static/email-decode.min.js"></script></body>
</html>