Page 28 - Nov-Dec 2019 Vol37 No5

APWA supports federal level efforts like One-Federal
Decision to empower federal agency cooperation on
environmental review and permitting, and the federal
“Permitting Dashboard” for major infrastructure
projects.
• Exempt environmentally-beneficial active
transportation and public transit projects from
federal regulations (especially NEPA), such as projects
funded under Transportation Alternatives Programs.
• Make the “NEPA assumption state” pilot program
(where states can elect to assume NEPA approval
authority with conditions) permanent and allow
such states to maintain their sovereign immunities;
at a minimum, impose the same 150-day statute of
limitations for such states as currently exists for claims advancing rapidly. It is crucial that an appropriate level
seeking judicial review of federal agency actions.
• Allow bundling of all types of transportation
projects, not only bridges.
• Exempt small projects from federal regulatory
requirements – those that receive less than $1,000,000
or less than 25% of the total project cost from federal
sources.
• Clarify that state and local projects do not become
subject to federal laws and regulations until a project
has been approved to receive federal funding, and that
such laws and regulations are not retroactive to past
project phases.
• Remove the annual delay in federal transit funding,
which places local bus and rail service in jeopardy,
by assuring public transportation contract authority
is distributed on October 1 of each FY and is not
contingent on enactment of a Transportation-Housing
and Urban Development (THUD) Appropriations Act
or Continuing Resolution.
• Set Administrator and Agency reporting deadlines
at a maximum of 24 months after the effective date
of a new Act. Setting a maximum will allow Congress
to determine the Act’s effectiveness and allow time for
changes to be developed and implemented prior to
expiration of the Act.
• Protect state and local level control regarding
public works projects, which is key to successfully
designing, maintaining, and operating transportation
infrastructure. APWA opposes unfunded mandates
and any effort to impede the appropriate use of
public right of way. APWA strongly encourages the
federal government and industry to coordinate with
state and local governments on transportation and
infrastructure projects.
28 TPW November/December 2019
PRIORITY: SAFETY
APWA is committed to improving the safety for
travelers on our nation’s roadways. In 2017, due to a
number of factors, traffic fatalities reached 37,144 (an
average of 102 deaths per day) – up 14% since 2011.
Nearly 1 in 5 of those killed were pedestrians or cyclists.
When added to the 2.75 million people seriously injured
each year in motor vehicle crashes, the human and
economic impact of traffic collisions is staggering and
unacceptable.
Additionally, an important aspect for future
transportation safety is cybersecurity and data
protection. Transportation technology and research
and fielding of connected and automated vehicles are
of federal support and resources are directed to state and
local governments for enhancing security and upgrading
infrastructure. This type of investment will help to
ensure the traveling public’s safety is paramount, and
personal information is protected.
To eliminate these deaths and injuries, APWA makes
the following recommendations:
• Increase funding for safety projects to reduce
collisions, injuries, and fatalities on all public roads,
rail crossings, sidewalks, and cyclist infrastructure.
APWA is a member of the Road to Zero coalition, and
we applaud these efforts in researching critical safety
improvements. Increased funding would make it safer
to walk or bike in this country. In 2017, motor vehicle
crashes killed 5,977 pedestrians and 783 bicyclists.
Together these vulnerable road users account for a
growing share of total U.S. traffic fatalities. Pedestrian
and bicyclist fatalities increased by 32% in the ten-
year period between 2008 and 2017, while total traffic
fatalities decreased by 0.8%. Increased funding for the
Transportation Alternatives and Safe Routes to School
programs would make it safer for children, seniors,
and others who do not drive.
• Increase funding for the Rail-Highway Crossings
Program under Section 130 from the Highway Safety
Improvement Program (HSIP) apportionment for
road crossing safety devices, including gate down
circuitry (detection to accommodate green clearance
times at pre-empted traffic signals and rail crossings).
Allow program funds to be used to cover up to 90%
of circuitry costs to improve safety at interconnected
traffic signals and rail crossings when a traffic study
recommends a longer green clearance time for the
traffic signal.