Bikeways and TEA-21
		Hugh Morris and Jim Donovan
		Session: Tuesday, April 18, 2:30pm - 3:45pm	Author Info

ABSTRACT

TEA-21, the federal transportation bill provides significant funds for developing bicycle and pedestrian projects such as bike lanes, sidewalks and trails. Non-motorized transportation has been gaining in popularity recently, particularly as concerns over air quality, fitness levels, and the costs of motorized commuting increase. This discussion addresses two key points; the latest planning principles and specific design standards of a successful and safe bikeway project and methods of using TEA-21 to fund them.

INTRODUCTION

Non-motorized transportation is increasing in popularity and importance annually. This trend has been recognized in the greater distribution of transportation funds to this sort of project in the last few years, and the even larger commitment in the years to come through TEA-21. The enactment of the Transportation Equity Act for the Twenty 1-First Century (TEA-21) last year was a clear endorsement for the programs that first found their way into the nation’s transportation legislation six years earlier in the Intermodal Surface Transportation Efficiency Act (ISTEA). Despite the growing demand and the available funding, the number of inadequate or downright dangerous alternate transportation paths that have been created in the past few years is alarming. This discussion addresses two key points; the latest planning principles and specific design standards of a successful and safe bikeway project and methods of using TEA-21 to fund them.

Under ISTEA and again with TEA-21, significant resources were made available to create a more modally-balanced transportation system, including facilities for bicycle and pedestrian travel. If past is prologue, the Transportation Enhancements (TE) program alone, which was authorized under TEA-21 at $3.6 billion could translate into another $1.9 billion for bicycle and pedestrian projects over the next six years.

THE TEA-21 FUNDING PROCESS

The federal transportation funding process has four primary steps. First, funds are authorized by long-range funding bills such as TEA-21. This bill sets out the various programs, their purposes, their general funding levels and specific formulas for determining the actual annual allocations. Second, each year, federal funds are appropriated to the transportation program through the normal annual budget process and apportioned to each state based on formulas. In the third step, once the funds are apportioned by Congress, states program the funds for specific projects in their State Transportation Improvement Plan (STRIP) anywhere from one to three years in advance, based on expected apportionments. When programmed projects are ready to be executed, the funds are obligated at the federal level for the specific project. Finally, once contracts are paid, the federal government reimburses the state for the federal share, typically 80%.

HOW MUCH MONEY IS THERE?

It is difficult to determine how much money is actually available for bicycle and pedestrian projects under TEA-21. This is because the various programs that pay for these sorts of projects can also be used for other types of projects and because the actual amount appropriated each year typically varies from the amount authorized.

Table 1 shows the amount of total funds available under TEA-21 in each of the programs that can fund bicycle/pedestrian projects and Figure 1 shows the distribution of the source of all federal funds previously spent on bike projects. As the figure shows, the vast majority of funding for bicycle/pedestrian projects under ISTEA came from the TE Program. Within this program, 55% of funds went to bicycle/pedestrian projects.

SOME FINER POINTS

TEA-21 provides funding for bicycle and pedestrian activities in twelve sections under three different programs. Table 1 lists the programs and the amounts available. In general, the federal share of the costs of transportation projects is 80 percent with a 20 percent state or local match however there are some exceptions as detailed below:

• Federal Lands Highway projects and Section 402 Highway Safety funds are 100 percent federally funded;
• Bicycle related Transit Enhancement Activities are 95 percent federally funded;
• Hazard elimination projects are 90 percent federally funded;
• Bicycle related transit projects other than Transit Enhancement Activities, may be federally funded up to 90 percent; and
• Individual Transportation Enhancement projects can have a federal match higher or lower than 80 percent, but, the overall federal share of each state’s TE program must be 80 percent.

The state and/or local funds used to match federal-aid highway programs may include in-kind contributions, such as donations of labor or materials and cash from non-government sources. Funds from other federal programs may also be used to match Transportation Enhancements, Scenic Byways, and Recreational Trails program funds. A federal agency project sponsor may provide matching funds to Recreational Trails funds provided the federal share does not exceed 95 percent.

HOW TO GET YOUR SHARE

While each State’s TE program has its own application and selection process, following the six points below will help ensure the success of a project under any of the bicycle/pedestrian trail programs in TEA-21. In general, each state has designated a person to manage each of these programs. That person should be contacted for the particulars of your state’s application process.

• Develop a workable, realistic project.
• Develop public support for the project, both elected officials and citizens.
• Find funding sources to use as match, either as local dollars or donations of materials or volunteer labor.
• Consider involving youth conservation/services corps.
• Develop project design, consider natural environment and user’s needs, and use appropriate transportation design guidelines.
• Consider potential problems up front, such as environmental impacts, permits, or opposition.

For more information on any of these programs, see Table 2 for a list of organizations, public and advocacy, that can provide more detail.

TYPES OF BICYCLE/PEDESTRIAN PROJECTS TO CONSIDER

TEA-21 can be used for at least four distinct types of bicycle/pedestrian facilities.

• Bicycle/pedestrian trails;
• Routes adjacent to roadways/sidewalks;
• Bicycle lanes in roadways; and
• Signed bicycle routes.

For this discussion we define each of these as follows:

Bicycle/Pedestrian Trails are facilities that are developed in their own right-of-way or easement separate from other existing or proposed transportation facilities. They typically have at least ten feet of pavement accommodating non-motorized travel in two directions. Rails-to-Trails are good examples of these, but they are by no means the only examples. These facilities provide a relatively safe travel situation. The most significant problems occur where they cross motorized roadways; the right-of-way at these intersections is not always clearly defined. The problem occurs when both types of users assume that they have the right-of-way and do not stop for the cross traffic.

Routes adjacent to roadways are facilities that are developed adjacent to a roadway but physically separated from it by distance or a railing. They often share a right-of-way with the roadway. These types of routes work best when there are few if any driveway or cross streets which create intersections and possible accident points between bicyclist/pedestrians and motor vehicles. Where driveways or cross streets exist, routes adjacent to the road can be the most dangerous type of facility that can be developed. Situations where the path is used instead of a sidewalk are particularly dangerous.

Bicycle lanes are designated areas on roadways specifically designated for exclusive bicycle use. They are created using striping and signage and must be at least five feet wide. While often perceived as dangerous, bicycle lanes are proving to be one of the safest methods of providing for bicycle travel in existing transportation corridors. Motor vehicle turning movements, as well as poor bicyclist habits generally create the largest safety hazards with this type of facility. Bicycle lanes are not suited for pedestrians and sidewalks should be considered for their use.

Signed bicycle routes are roadways designated for bicycle use but with no specific facilities specifically provided or designated other than appropriate signage. While not necessary, three or four foot shoulders help create a more bicycle/pedestrian friendly facility. Sidewalks should augment bicycle routes in urban areas.

When considering the type of project to consider, keep in mind that it should provide a clear transportation component of some sort. Beyond this, there are other generalities about the characteristics of a good project that can be considered. Successful projects typically:

• Provide a safe non-motorized transportation alternative that meets or exceeds current ASHTO recommendations for bicycle paths;
• Serve a multitude of users, from grade school children to senior adults;
• Go where people want to go;
• Can be maintained over the years with relative ease; and
• Are supported by the public and government officials at all levels.

Each project has its own unique factors however, that may not be related at all to its merits. Such things as the timing of the application, the competition for funds at that particular time, to the geographic spread of the projects in the state may affect the outcome of funding request. Never give up if funding isn’t received after the first submittal. Review the application, talk to those doing the allocation and submit again.

Good projects will eventually get funded.

Table 1

TEA-21 Programs with Bicycle and Pedestrian Provisions
 

Table 2

For more informationº

Organization Phone Web
 

Author and Copyright Information

Copyright 2000 By Author

Hugh Morris:
Rails-to-Trails Conservancy, Non-Profit
rtchugh@transact.org

Jim Donovan:
Lamoureux and Dickinson, Consultant
landeng@together.net