Public transportation is available in approximately sixty percent of all rural counties nationwide, for a total of about 1,200 systems (Stommes, Brown, and Houston, 2002). About two-thirds of rural systems operate in single counties or are city/town in scope; only about one out of four rural transit providers operate in a multi-county area. About 60 percent of rural transit providers are public bodies, and roughly a third are nonprofit agencies; only five percent are private companies or tribal entities.
Many rural transit systems are funded under Section 5311 of the Federal Transit Act, a formula grant program that authorizes both capital and operating assistance grants to public transit systems in areas with populations less than 50,000. Such “5311” transit systems are county-based and tend to be found in the more populated rural areas. Few are found in the most rural, isolated areas. These systems range in size from 1 to over 50 vehicles. According to a recent survey, from 1994 to 1999, the average fleet size in rural areas increased by 60 percent, with ridership increasing by 62 percent (Stommes and Brown, 2002).
Specialized transportation services for the elderly and persons with disabilities are available under the Section 5310 program. The program provides capital assistance (not operating expenses) to States, which, in turn, distribute the funding in both rural and urban areas to nonprofit organizations or lead agencies in coordinated transportation programs. There are approximately 3,700 “5310” systems throughout the country.
Human service agencies also often provide public transportation in rural communities. The role of these entities varies, with some agencies engaging in the purchase of vehicles and hiring of drivers, and others contracting with rural transit operators. It is difficult to measure the magnitude of these services since transportation costs are often bundled with the overall cost of providing service to the client.
Meeting the public transportation needs of rural residents often requires effective coordination of transit services among these different agencies and programs. Coordinating the many funding sources and reporting requirements unique to each federally funded program has given rise to the Federal Coordinating Council for Access and Mobility (CCAM), which brings together relevant Federal agencies dealing with public transportation (including the Department of Transportation and the Department of Health and Human Services). CCAM provides policy guidance on coordinating transit across different Federal programs.
The Federal Government encourages development of new public transportation services and expansion of existing routes for low-income, transit dependent individuals seeking access to jobs through the Job Access and Reverse Commute (JARC) grant program (Stommes, Brown, and Houston, 2002). Created by Congress in 1998, JARC was established to move recipients of TANF to employment, training, and other support services. The program, which complements individualized transportation assistance provided by human service agencies, authorized $750 million through 2003, with 20 percent of funding originally designated for rural, non-urbanized areas.
Many rural transit systems are funded under Section 5311 of the Federal Transit Act, a formula grant program that authorizes both capital and operating assistance grants to public transit systems in areas with populations less than 50,000. Such “5311” transit systems are county-based and tend to be found in the more populated rural areas. Few are found in the most rural, isolated areas. These systems range in size from 1 to over 50 vehicles. According to a recent survey, from 1994 to 1999, the average fleet size in rural areas increased by 60 percent, with ridership increasing by 62 percent (Stommes and Brown, 2002).
Specialized transportation services for the elderly and persons with disabilities are available under the Section 5310 program. The program provides capital assistance (not operating expenses) to States, which, in turn, distribute the funding in both rural and urban areas to nonprofit organizations or lead agencies in coordinated transportation programs. There are approximately 3,700 “5310” systems throughout the country.
Human service agencies also often provide public transportation in rural communities. The role of these entities varies, with some agencies engaging in the purchase of vehicles and hiring of drivers, and others contracting with rural transit operators. It is difficult to measure the magnitude of these services since transportation costs are often bundled with the overall cost of providing service to the client.
Meeting the public transportation needs of rural residents often requires effective coordination of transit services among these different agencies and programs. Coordinating the many funding sources and reporting requirements unique to each federally funded program has given rise to the Federal Coordinating Council for Access and Mobility (CCAM), which brings together relevant Federal agencies dealing with public transportation (including the Department of Transportation and the Department of Health and Human Services). CCAM provides policy guidance on coordinating transit across different Federal programs.
The Federal Government encourages development of new public transportation services and expansion of existing routes for low-income, transit dependent individuals seeking access to jobs through the Job Access and Reverse Commute (JARC) grant program (Stommes, Brown, and Houston, 2002). Created by Congress in 1998, JARC was established to move recipients of TANF to employment, training, and other support services. The program, which complements individualized transportation assistance provided by human service agencies, authorized $750 million through 2003, with 20 percent of funding originally designated for rural, non-urbanized areas.
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