1. Prepared and Presented by: Louisiana Department of Transportation & Development Public Transportation Section and

2. Presenter JD Allen, AICP, Executive Vice President Alliance Transportation Group, Inc.

3. Workshop Agenda Day 1 Introduction to Coordination Regional Plans Coordination Resources Day 2 Challenges and Opportunities Statewide Coordination Efforts Discussion and Next Steps

4. Who is Here? DOTD MPO 5311 Provider 5310 Provider JARC Provider New Freedom Provider Other

5. Who is Here? Shreveport Monroe Alexandria Lake Charles Lafayette Baton Rouge New Orleans Houma- Thibodaux

6. Do Any of These Apply to You? You have requests for transportation that you can’t fulfill. There are times when you can’t provide your agencies services to persons who need them because those individuals cannot get transportation to your facilities. It’s difficult to serve some persons with special needs, such as persons who use large wheelchairs. There are times when your drivers and vehicles are not used to their full capacity. You could provide more or better transportation if there was another organization willing to help share the costs.

7. Do Any of These Apply to You? There are times when you would like to turn the responsibility for operating transportation services over to someone else. That the need to manage drivers, maintenance, dispatching, funding, billing, vehicle acquisition and storage, and all the rest just seems like a great big hassle. The costs of providing transportation are a concern for you. You need to hire more drivers but you don’t have enough funding.

8. Do Any of These Apply to You? You need help in grant writing. You see a need to become more competitive in applying for transportation funds that now give more weight to coordinated applications. You see a need for additional driver training and don’t know how to get it. You need help in recruiting and retaining volunteers. You would like to extend your service hours or service area.

9. Coordination Applies If any of the above apply then: Coordination can help!

10. Coordination Applies If none apply then: It’s the Law!

11. Coordination – It’s the Law Coordination is Required in Metropolitan Transportation Planning 49 USC 5303(g)(3) "Under the metropolitan planning process, transportation plans and TIPs shall be developed with due consideration of other related planning activities within the metropolitan area, and the process shall provide for the design and delivery of transportation services within the metropolitan area that are provided by--(A) recipients [of Federal transit assistance]; (B) governmental agencies and nonprofit organizations (including representatives of the agencies and organizations) that receive Federal assistance from a source other than the Department of Transportation to provide nonemergency transportation services; and (C) recipients of assistance under section 204 of title 23 [i.e., the Federal Lands Highway Program].”

12. Coordination – It’s the Law Coordination is Required in Statewide Transportation Planning 49 USC 5304(e) "In carrying out [statewide transportation] planning under this section, each State shall consider, at a minimum...coordination of transportation plans, the transportation improvement program, and planning activities with related planning activities being carried out outside of metropolitan planning areas and between States."

13. Coordination – It’s the Law Coordination is Required for Urban Public Transit 49 USC 5307(c)(5) "[Each recipient of a grant under this section shall] ensure that the proposed program of projects provides for the coordination of public transportation services assisted under section 5336 of this title [i.e., formula-based grants for public transportation in urbanized areas] with transportation services assisted from other United States Government sources."

14. Coordination – It’s the Law Coordination is Required in Designing and Providing Transportation for Elderly Individuals and Persons with Disabilities 49 USC 5310(d)(2) "[Each] grant recipient under this section shall certify that--(i) the projects selected were derived from a locally developed, coordinated public transit-human services transportation plan; and (ii) the plan was developed through a process that included representatives of public, private and nonprofit transportation and human services providers and participation by the public." 49 USC 5310(e)(2): "A State shall submit annually to the Secretary [of Transportation] for approval a program of projects [to be supported with funds apportioned to the State under this section]. The program shall contain an assurance that the program provides for maximum feasible coordination of transportation services assisted under this section with transportation services assisted by other Government sources."

15. Coordination – It’s the Law Coordination is Required for Rural Public Transit 49 USC 5311(b)(2)(C) "The Secretary [of Transportation] may not approve [a State's] program [of projects to be supported with funds apportioned to the State under this section] unless the Secretary determines that...the program provides the maximum feasible coordination of public transportation service assisted under this section with transportation services assisted by other Federal sources."

16. Coordination – It’s the Law Coordination is Required in Designing and Providing Job Access and Reverse Commute Transportation Services 49 USC 5316(g) "The Secretary [of Transportation] shall coordinate activities under this section with related activities under programs of other Federal departments and agencies...A recipient of funds under this section shall certify to the Secretary that...the projects selected were derived from a locally developed, coordinated public transit-human services transportation plan...and the plan was developed through a process that included representatives of public, private and nonprofit transportation and human services providers and participation by the public."

17. Coordination – It’s the Law Coordination is Required in Designing and Providing New Freedom Transportation Services for Persons with Disabilities 49 USC 5317(f) "The Secretary [of Transportation] shall coordinate activities under this section with related activities under programs of other Federal departments and agencies...A recipient of funds under this section shall certify to the Secretary that...the projects selected were derived from a locally developed, coordinated public transit-human services transportation plan...and the plan was developed through a process that included representatives of public, private and nonprofit transportation and human services providers and participation by the public."

18. SAFETEA-LU Mandates Projects selected must be “derived from a locally developed, coordinated public transit-human services transportation plan.” Plans must be “developed through a process that includes representatives of public, private, and nonprofit transportation and human services providers and participation by the public.”

19. MAP-21 Mandates Coordination with human services will remain a requirement for FTA grantees across the range of all non- rail FTA programs. Coordination with human services continues to be a requirement of statewide and metropolitan transportation planning, and coordination of service delivery continues to be a requirement in all three core FTA grant programs as authorized by MAP-21: Section 5307, 5310 and 5311.

20. What is Coordination An opportunity to identify mobility needs An opportunity to develop a ‘shared understanding’ – the Big Picture A shift away from providing rides toward managing mobility

21. What is Coordination A process in which two or more organizations (that may not have worked together previously) interact to accomplish their transportation objectives. A technique for better resource management. Improved organization strategies achieve greater cost- effectiveness in service delivery. A way to stretch scarce resources and improve mobility of everyone.

22. What is Coordination Coordinating transportation services is like any ‘political process’ - It involves changing environments, conflicts regarding power and control over resources, and competing goals or personalities. Shared Power Shared responsibility Shared management Shared funding Shared benefit

24. Coordination Requirements Coordination requires building trust relationships. Coordination requires diligence and a continued commitment to the process by ALL parties. Without ongoing active participation by all members, coordination efforts will fall apart. Alliances will disintegrate. Progress will halt.

25. Coordination Requirements Open-minded approach Willingness to do things differently than before Significant investment in time and effort before you see real benefits

26. Purpose of Coordination Improved utilization of resources Reduction or elimination of duplication Reduction in operating costs Shared maintenance Shared dispatching Shared administration Reduction in capital expenses Simplified access for users Enhanced quality of service

27. Coordination Benefits Lower trip costs for travelers Lower overall costs for human service agencies Expanded human services provided Alternatives to institutionalization Alternatives to high routine medical costs in the emergency room Increased local economic development through better access to jobs

28. Coordination Benefits Expanded/extended service hours Expanded service areas More trips made by persons needing transportation Services more responsive to customers’ schedules, points of origin, and destinations More door-to-door service More flexible payment and service options

29. Key Coordination Strategies Increase labor productivity Eliminate overlapping driver assignments Drivers from different agencies traveling same routes at the same time Combine other administrative functions Transportation Director Dispatchers Bookkeepers Office Staff Maintenance Personnel

30. Key Coordination Strategies Coordinate dispatching Centralized dispatching can increase overall level of productivity (the number of seats filled on the vehicles) Decrease the administrative staff required Reduced vehicles needed to serve the area Fewer computers Fewer phones and phone lines Less office space

31. Key Coordination Strategies Expand service hours Offer weekend or evening hours Shared responsibility for expanded hours (alternating shifts) Expand service areas Client needs don’t generally end at jurisdictional boundaries Options other than ‘trip denial’

32. Key Coordination Strategies Increase funding opportunities Funding priorities giving to coordinated services “Two heads are better than one” – new federal guidelines for collaborative efforts Joint maintenance Especially where larger transit agencies can service smaller agency vehicles

33. History of Coordination 1990s: Inter Agency Transportation Coordination Committee (IATCC) formed in 1992 under Gov. Edwards and was continued by Gov. Foster. Tasked with collecting data on transportation services & making recommendations for coordination of those services. IATCC Died with Governor Blanco DOTD develops Statewide Coordination Opportunity Plan (SCOP) – identified statewide areas of need Louisiana adopts Vision 2010 Plan

34. History of Coordination IATCC Challenges Met: Mid-level managers from various state agencies began working to solve problems Some coordination occurred Good recommendations made in report to Governor IATCC Challenges Unmet: Lack of support from the Governor Mandated to collect data, but no sense of urgency Recommendations went unanswered by Gov/legislature

35. History of Coordination Louisiana Vision 2020: The success of the state’s workforce development initiatives, welfare reform, and motor vehicle insurance requirements depend on the availability of public transportation service to all citizens regardless of where they reside. Public transportation is necessary for access to education, training, and employment, particularly for people in the lower income levels (i.e. those without automobiles and those who cannot afford insurance).

36. History of Coordination 2003: Transportation Service Coordination Summit A listening meeting to gather information from transportation providers from across the state regarding barriers to effective coordination. Rayville coordination Meeting DOTD and DSS met with representatives of nine parishes to discuss public transportation issues. Survey of State Agencies DOTD gathered data from state agencies regarding expenditure of funds for transportation services.

37. History of Coordination 2004: Federal government initiated a new program aimed at coordinating transportation for disadvantaged populations: United We Ride FTA created a self-assessment resource tool: A Framework for Action – Building the Fully Coordinated Transportation System President Bush signed EO establishing the Interagency Transportation Coordination Council on Access and Mobility (CCAM) – mandates eliminating duplication and overlap in federal programs funding transportation services and facilitating access to the most appropriate & cost effective transportation services available

38. History of Coordination 2005: United We Ride: Task Force met several times in 2005 and completed the Self-Assessment for States. Resulted in a statewide plan: Louisiana Action Plan for Statewide Transportation Coordination

39. History of Coordination 2005: President Bush signed into law the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users act SAFETEA-LU 2006: FTA published guidelines for Sections 5310, 5311, 5316, and 5317 that required that all projects: “be derived from a locally developed, coordinated public transit-human services transportation plan”

40. History of Coordination 2007: DOTD created a state-wide coordination plan for human services public transportation DOTD assisted 8 regions of the state to each create a “locally developed, coordinated public transit-human services transportation plan” 2008: DOTD conducts 2 day workshop on coordination DOTD updates statewide coordination plan

41. DistrictParishes New OrleansJefferson, Orleans, Plaquemines, St. Bernard, St. Tammany, St. John the Baptist, St. Charles Baton RougeAscension, E. Baton Rouge, E. Feliciana, Iberville, Livingston, Pointe Coupe, St. Helena, Tangipahoa, Washington, W. Baton Rouge, W. Feliciana Houma/ThibodauxAssumption, Lafourche, St. James, Terrebonne LafayetteAcadia, Evangeline, Iberia, Lafayette, St. Landry, St. Martin, St. Mary, Vermillion Lake CharlesAllen, Beauregard, Calcasieu, Cameron, Jefferson Davis AlexandriaAvoyelles, Catahoula, Concordia, Grant, La Salle, Rapides, Vernon, Winn ShreveportBienville, Bossier, Caddo, Claiborne, De Soto, Lincoln, Natchitoches, Red River, Sabine, Webster MonroeCaldwell, E. Carroll, Franklin, Jackson, Madison, Morehouse, Ouachita, Richland, Tensas, Union, W. Carroll

42. Shreveport Monroe Alexandria Lake Charles Lafayette Baton Rouge New Orleans Houma- Thibodaux

43. History of Coordination 2011: Louisiana Legislature passes HCR 131 DOTD holds coordination workshop in Marksville 2011/2012: DOTD forms HSTC Work Group

44. Break 15 minutes

45. Regional Plans Steps to developing a plan: Identify the issue, challenge or problem to be addressed Evaluate the issue Background, need, constraints, resources available and needed Develop a mission statement Create goals Construct action steps

46. Regional Plans Steps to developing a plan: Where are we? What is our current situation? What do we have to work with? Where do we want to be? How do we get there?

47. Regional Plans Federal Regulations Required Elements: An inclusive planning process An assessment of available services An assessment of needs Gap analysis – resources vs. needs Strategies to address gaps for target populations Method for prioritizing strategies Action Plan for implementing coordination

48. Who is Participating Likely suspects include: Metropolitan Planning Organization Regional Planning Commission DOTD Public Transportation Section 5311 providers Section 5310 providers Section 5307 providers

49. Who is Participating (cont.) Likely suspects include: Council on Aging (likely a 5311 or 5310 provider) Area Agency on Aging (likely a 5311 or 5310 provider) Local Area Arc (likely a 5311 or 5310 provider) Department of Children & Family Services (Social Services) Department of Health and Hospitals

50. Who Should Be Participating AARP representative Local nursing homes Local Hospitals Local United Way representative Local State Legislators (or at least their representative) Local Elected Officials Local Workforce Investment Board

51. Who Did We Forget? Fill in Here

52. Who Did We Forget? Schools Goodwill/Easter Seals Veterans Affairs Churches Indian Reservations

53. Data Collection Who is providing services in our region? Do we know all of the providers? Public, private, nonprofit? Where are services provided and not provided? Who needs services in our region? Census data Human service providers Surveys

54. Gap Analysis Where is the service matched with the need? Where are there overlaps in service? Where is there need - without service?

55. Current Issues Identify the current transportation issues Traveling across parish boundaries is difficult unless you drive Current transportation services are fragmented Non-drivers have few travel options There is some limited coordination, but there are still service gaps and overlaps, and substantial system inefficiency. Significant productivity and efficiency improvements are possible.

56. Current Issues Identify the current transportation issues – (continued) No one knows or manages the entire travel options picture: there is no parish or regional source to call which can direct the public to the best source of transportation to meet a specific need Current public and agency services need improvement There are reported difficulties in obtaining rides Full cost accounting is not generally practiced The number of rides provided could be improved

57. Goals and Objectives The goal is where we want to be. The objectives are the steps needed to get there. Measurable objectives are the specific measures we use to determine whether or not we are successful in achieving the goal. Remember: Goals are broad; objectives are narrow Goals are general intentions; objectives are precise Goals are intangible; objectives are tangible Goals are abstract; objectives are concrete

58. Goals and Objectives Goal: Improve transportation services information delivery for all travelers in our region Objectives: Collect information on all transportation services Develop a website listing all transportation services Develop a one-call number that provides information on all transportation services

59. Goals and Objectives Reassess your plans goals Ensure that you have developed measurable objectives that will lead your coordination efforts toward your goals

60. Potential Action Steps Beginning Formalize regional / sub-regional leadership councils Develop coordination agreements between transportation providers Next Steps Link the parish public transit services at transit hubs Provide easily-accessed regional transportation information

61. Potential Action Steps (cont.) Further in the Process Create a regional trip broker to administer and monitor trips Add new transportation hours, services and areas Still Further in the Process Centralize management and administrative functions Consolidate some transportation operations

62. Performance Measures Lower cost per vehicle hour or passenger mile Referred to as resource efficiency increases, which means more service outputs for the same resource inputs More passenger trips per vehicle hour or vehicle mile Referred to as service effectiveness increases, which means more services consumed for the same service outputs Lower costs per trip Referred to as cost effectiveness increases, which means more services consumed for the same resource inputs

63. Results of the Plan Kinds of improvements observed as a result of plan implementation Traveling across parish boundaries in modes other than autos is becoming less difficult than it used to be Current transportation services are documented; information is available on a comprehensive basis; coordination of operations is occurring Non-drivers have more travel options than before

64. Results of the Plan Kinds of improvements observed as a result of plan implementation – (continued) On-going coordination has decreased the problems of service gaps and overlaps and substantial system inefficiency; significant productivity and efficiency improvements have been made Centralized information is available concerning the entire travel options picture: there is one or more centralized source[s] to call to inform the public about the best source of transportation to meet a specific need

65. Results of the Plan Kinds of improvements observed as a result of plan implementation – (continued) Improvements have been made to public and agency transportation services There are fewer difficulties in obtaining rides than before Full cost accounting is generally practiced among transportation providers and purchasers The number of rides provided has increased

66. Implementation Benefits Benefits of implementing the plan More riders per trip, which creates a more cost-effective use of drivers’ time and lowers the average cost per trip More transportation services available to more people Transportation services available to a larger service area and at more times A focal point for information about all transportation services in the region

67. Implementation Benefits Benefits of implementing the plan – (continued) A “one-stop shopping approach” -- one number to call when individuals need a ride or their advocates need information Agencies for whom transportation is not a focal point of their mission (and perhaps a burden to them) turn this responsibility over to transportation professionals Lower-cost operators (including those who can use volunteers) provide some trips at lower costs than some of the high-wage agencies

68. Implementation Benefits Benefits of implementing the plan – (continued) Transportation professionals provide some services (such as dispatching, maintenance, training, planning, administration, grant applications, etc) that may be more expensive or difficult for non-transportation agencies to procure Agencies save costs on administration, office space and equipment, training, and the capital costs of vehicles by working together

69. Implementation Benefits Benefits of implementing the plan – (continued) Coordinated transportation services, operating at higher levels of efficiency and cost-effectiveness, more readily obtain the financial and political support of their communities

70. Planning Process Evaluation What have we done? What did it cost us? Did we do it when we thought we would? What did we produce? How can we do it better?

71. Your Regional Plan What is happening in your area? Where are you in the planning process? Break into your Regions and Discuss Where are you in the planning process? Be prepared to give a status report. 20 minutes

72. Coordination Resources Federal Funding Programs Transit Cooperative Research Program Community Self Assessment Tool United We Ride National Resource Center for Human Service Transportation Coordination Government Accountability Office Other Resources

73. Federal Funding Programs According to GAO estimates, there are between 62 and 80 federal funding streams Medicaid is by far the largest direct funding mechanism for transportation services

74. Federal Funding Programs Most commonly used for coordination include: Medicaid TANF FTA Section 5310, Elderly and Persons with Disabilities FTA Section 5311, Other than Urbanized Formula Grant Program FTA Section 5307, Urbanized Area Grants FTA Section 5316, Job Access and Reverse Commute (phased out) FTA Section 5317, New Freedom (phased out) Administration on Aging, Title III B Vocational Rehabilitation Veterans Care

75. Federal Funding Programs MAP-21: JARC (5316) and New Freedom (5317) Significant changes in MAP-21 include the end of both JARC and New Freedom as distinct programs. Both survive as eligible activities. JARC-type projects will be eligible activities under the rural (Section 5311) and urban (Section 5307) funding provisions. New Freedom-type projects will be allowable under Section 5310 regarding seniors and people with disabilities. MAP-21 became effective on Oct. 1, 2012 and will remain in effect until Sept. 30, 2014. Funds already obligated for these programs may be expended for current JARC and New Freedom projects through Sept. 30, 2014.

76. Medicaid Centers for Medicare and Medicaid Services, US Department of Health and Human Services The Medicaid program ensures medical assistance to qualified persons, such as certain low-income individuals and families, who fit into an eligibility group that is recognized by federal and state law. The Medicaid program provides more funding for specialized transportation than any other Federal program. Medicaid’s Federal transportation expenses equal two- thirds of all of the other expenses of all other Federal transportation programs combined.

77. Medicaid (cont.) While state funding for Medicaid transportation services is difficult to document on a national basis, the combination of state and Federal funding for Medicaid transportation is probably about $2 billion per year at this time. Within broad national guidelines which the Federal government provides, each of the States establishes its own eligibility standards; determines the type, amount, duration, and scope of services; sets the rate of payment for services; and administers its own program.

78. Medicaid (cont.) The program is structured on a reimbursement basis: individual trips must be authorized in advance, substantial documentation that the trip actually occurred must be provided, and there may be a significant waiting period before expenses are reimbursed. The administrative and reporting requirements are substantial. Per trip reimbursements are most often based on strict reimbursement schedules which may not reflect the actual costs of providing transportation.

79. DHH Regions

80. TANF Administration for Children and Families, US DHHS The Temporary Assistance for Needy Families (TANF) program provides block grants to states to help families transition from welfare to self-sufficiency. TANF funds provide cash assistance, work opportunities, and necessary support services for needy families with children.

81. TANF (cont.) States may choose to spend some of their TANF funds on transportation to purchase and/or operate vehicles, as well as reimburse costs of transportation. While some states spend no TANF dollars on transportation, the national average for state TANF transportation expenses is about 2 percent of TANF funds received by all states. In 2011, Louisiana spent ~ $233 million in TANF funds.

82. Title III Programs for the Elderly: Grants for State and Community Programs on Aging Administration on Aging, US DHHS Title III of the Older Americans Act is entitled Grants for State and Community Programs on Aging. Section 311 of the Act (Title III B) authorizes funding for Supportive Services and Senior Centers. This section enables funding for a long list of home and community-based supportive services including transportation, health, education and training, welfare, information dissemination or referral services, recreation, homemaker, counseling, transportation, access services, housing, and many other services.

83. Urbanized Area Formula Program: Section 5307 Federal Transit Administration, US DOT The Section 5307 program provides Federal funds to urbanized areas (areas with populations of 50,000 or more) and to Governors for transit capital and operating assistance in urbanized areas and for transportation planning. For urbanized areas with populations of 200,000 and over, funds flow directly to the designated local recipient. For urbanized areas under 200,000 in population, the funds are apportioned to the Governor of each state for distribution. Eligible purposes for expenditures include planning, capital investments in bus and bus-related activities, and capital investments in new and existing fixed guideway systems. All preventive maintenance and some Americans with Disabilities Act complementary paratransit service costs are considered capital costs.

84. Formula Program for Elderly Persons and Persons with Disabilities: Section 5310 Federal Transit Administration, US DOT Section 5310, the Formula Program for Elderly Persons and Persons with Disabilities program, provides formula funding to States for the purpose of assisting private nonprofit groups and certain public bodies in meeting the special transportation needs of seniors and persons with disabilities. Funds are apportioned based on each State’s share of population for these groups of people and are primarily to be used for capital expenses but may include purchase-of- service agreements.

85. Formula Program for Elderly Persons and Persons with Disabilities: Section 5310 (cont.) Federal Transit Administration, US DOT This program requires coordination with other federally assisted programs and services in order to provide the most effective use of federal resources. Not-for-profit, public transit, and/or specialized human service providers are awarded funds, by States, to purchase buses, vans, and related capital items, and to engage in contracts for the purchase of transportation services. Funds are obligated based on the annual program of projects included in a statewide grant application. The State agency ensures that local applicants and project activities are eligible and in compliance with Federal requirements, that private not- for-profit transportation providers have an opportunity to participate as feasible. The program requires a coordinated planning process with other Federally-assisted programs and services.

86. Section 5311: Other than Urbanized Formula Grant Program Federal Transit Administration, US DOT Section 5311 provides funds for public transportation services in rural and small urban communities with populations under 50,000 persons. The goals of the nonurbanized formula grants program are to: enhance the access of people in nonurbanized areas to health care, shopping, education, employment, pubic services, and recreation; assist in the maintenance, development, improvement, and use of public transportation systems in rural and small urban areas;

87. Section 5311: Other than Urbanized Formula Grant Program (cont.) encourage and facilitate the most efficient use of all Federal funds used to provide passenger transportation in nonurbanized areas through the coordination of programs and services; assist in the development and support of intercity bus transportation; provide for the participation of private transportation providers in nonurbanized transportation to the maximum extent feasible. Section 5311 funds are distributed to states which in turn designate local recipients. Local program recipients are usually designated units of government, including transit authorities. Local recipients can provide or purchase transportation services.

88. JARC: Section 5311 & 5307 Federal Transit Administration, US DOT JARC activities are given a new definition in MAP-21: "Job access and reverse commute project' means a transportation project to finance planning, capital, and operating costs that support the development and maintenance of transportation services designed to transport welfare recipients and eligible low-income individuals to and from jobs and activities related to their employment, including transportation projects that facilitate the provision of public transportation services from urbanized areas and rural areas to suburban employment locations." (The old definition under SAFETEA-LU was slightly different, with specific language about vouchers and transit passes.) Vanpool vehicles are now included as permissible expenses.

89. New Freedom: Section 5310 Federal Transit Administration, US DOT DOT may make grants under this section to a recipient for new public transportation services and public transportation alternatives that assist individuals with disabilities with transportation; these activities must be beyond those required by the Americans with Disabilities Act of 1990. Transportation to and from jobs and employment support services can be included.

90. Vocational Rehabilitation Grants to States Rehabilitation Services Administration, US DOE The Rehabilitation Services Administration (RSA) oversees six formula and discretionary grant programs that help individuals with physical or mental disabilities obtain employment and live more independently through the provision of such supports as counseling, medical and psychological services, job training and other individualized services, such as travel and related expenses. RSA's Title I formula grant program provides funds to state vocational rehabilitation (VR) agencies to provide employment-related services for individuals with disabilities, giving priority to individuals who are significantly disabled.

91. Vocational Rehabilitation Grants to States (cont.) Transportation services that enable an individual to participate in a VR service are an allowable expense for VR programs. Allowable expenditures include costs of purchased services from public and private vendors. School transportation, transportation support services including travel training and service coordination, and private vehicle purchase are among the allowable expenses provided through funding in the Title I formula grant program.

92. Veterans Medical Care Benefits Department of Veterans Affairs Veterans of military service may be eligible for a wide range of hospital- based services, medications, and outpatient medical services. The Veterans Health Administration (VHA) is the operating unit of the Department of Veterans Affairs (VA) that acts as a direct provider of primary care, specialized care, and related medical and social support services to veterans through the VA health care system. In addition to reimbursing individual veterans, many VA Medical Centers have travel offices that may offer their own transportation services, may contract directly with transportation providers for some trips to VA Medical Centers, or may work with volunteer networks to provide transportation for veterans seeking health care. Trip orders come from the VA travel office, not the rider. Typical contracts specify a base fare for each trip and a mileage charge but some contracts pay strictly on a mileage basis.

93. Other Potential Programs Congestion Mitigation and Air Quality Improvement Program (CMAQ) Federal Highway Administration, US DOT The National Strategy to Reduce Congestion on America’s Transportation Network provides the framework for government officials, the private sector, and the citizen- user, to take the necessary steps to make today’s congestion a thing of the past. Solutions require a smarter approach to capacity expansion and improved productivity of existing transportation assets.

94. Other Potential Programs (cont.) Developmental Disabilities Administration for Children and Families, US DHHS The Developmental Disabilities program provides financial assistance to State governments, local communities, and the private sector to assist people with developmental disabilities (severe, chronic, and possibly permanent disabilities attributable to physical or mental impairment) reach their potentials through increased independence, productivity, inclusion, and community integration. Agencies serving individuals with developmental disabilities typically provide transportation directly to their own clients, although some DD-funded agencies purchase transportation from other providers.

95. Other Potential Programs (cont.) Workforce Investment Act Programs Employment and Training Administration, US DOL WIA offers workforce development activities through statewide and local organizations. Workforce development activities provided in local communities are intended to benefit job seekers, laid off workers, youth, incumbent workers, new entrants to the workforce, veterans, persons with disabilities, and employers. These activities are designed to promote an increase in the employment, job retention, earnings, and occupational skills improvement by participants. These funds may be used to help provide transportation to training programs for program participants. Transportation is considered as a “supportive service” that may be approved under certain circumstances “to allow an individual to participate in the program.”

96. Other Potential Programs (cont.) Head Start Administration for Children and Families, US DHHS Head Start is a national program which provides comprehensive developmental services for America's low- income, pre-school children ages three to five and social services for their families. Specific services for children focus on education, socio-emotional development, physical and mental health, and nutrition. Head Start mandates place this program under the Department of Education; this means that the program must adopt school bus standards (e.g., for vehicles and for seat belt restraints) for transportation. Use of these 16 regulations has made coordination with other local public or human service transportation operations a difficult process in some communities.

97. Other Potential Programs (cont.) Community Services Block Grants Administration for Children and Families, US DHHS Community Services Block Grant (CSBG) program provides resources to alleviate the causes and conditions of poverty. The CSBG statute requires that 90 percent of block grant funds to the states be passed through to the local eligible entities and that states use no more than 5 percent for their administrative costs. The remaining 5 percent of funds may be used for a range of state discretionary programs to accomplish the CSBG statutory purposes. Because the needs of low- income people vary, a program like CSBG that is intended to fight many causes of poverty must offer a broad array of services; transportation is often seen as a key service in addressing poverty issues. These services are delivered in most communities through the local Community Action Agency or a similar organization funded by the states.

98. Other Potential Programs (cont.) Social Services Block Grants Administration for Children and Families, US DHHS This program, also known as Title XX of the Social Security Act, provides formula funds to state welfare agencies to provide needed social services, including transportation services, that help individuals reduce welfare dependency, achieve self- sufficiency or forestall unnecessary use of institutional care. The state may transfer up to ten percent of its allotment for any fiscal year to the preventive health and health services, alcohol and drug abuse, mental health services, maternal and child health services, and low-income home energy assistance block grants. Purchase of transportation services is an eligible expense under this program.

99. Other Potential Programs (cont.) Community Mental Health Services Block Grants Substance Abuse and Mental Health Services Administration, US DHHS The Center for Mental Health Services (CMHS), in partnership with States, leads national efforts to demonstrate, evaluate, and disseminate service delivery models to treat mental illness, promote mental health and prevent the development or worsening of mental illness when possible. Transportation is an allowable expense within the CMHSBG but is not generally a significant component of CMHSBG-funded activities.

100. Other Potential Programs (cont.) Substance Abuse Prevention and Treatment Block Grant Substance Abuse and Mental Health Services Administration, US DHHS The Center for Substance Abuse Treatment (CSAT), Division of State and Community Assistance (DSCA), developed a State Systems Development Program (SSDP) to enhance Federal and State accountability for the Substance Abuse Prevention and Treatment (SAPT) Block Grant. Transportation is an allowable expense within the substance abuse prevention and/or treatment related activities funded under the SSDP. However, SAMHSA does not require the States to report on transportation activities or the expenditure of funds for transportation activities. Transportation is not likely to be a significant component of SAPTBG-funded activities.

101. TCRP TCRP Report 91 Economic Benefits of Coordinating Human Service Transportation and Transit Services TCRP Report 101 Toolkit for Rural Community Coordinated Transportation Services TCRP Report 105 Strategies to Increase Coordination of Transportation Services for the Transportation Disadvantaged

102. Community Self Assessment Tool Section 1: Making Things Happen by Working Together Section 2: Taking Stock of Community Needs and Moving Forward Section 3: Putting Customers First Section 4: Adapting Funding for Greater Mobility Section 5: Moving People Efficiently

103. United We Ride A federal interagency initiative aimed at improving the availability, quality, and efficient delivery of transportation services for older adults, people with disabilities, and individuals with lower incomes. United We Ride initiative was started by the Coordinating Council on Access and Mobility (CCAM), a federal interagency council established by President George W. Bush by Executive Order in 2004.

104. NRC The National Resource Center for Human Service Transportation Coordination (NRC) was established as a result of SAFETEA-LU. It is operated by the Community Transportation Association of America (CTAA) through a cooperative agreement with the Federal Transit Administration (FTA). NRC has 10 UWR Ambassadors that provide states and territories with hands-on technical assistance in developing and implementing coordinated human service transportation.

105. Government Accountability Office October 1999 - Transportation Coordination – Benefits and Barriers Exist, and Planning Efforts Progress Slowly June 2003 - Transportation Disadvantaged Populations – Some Coordination Efforts Among Programs Providing Transportation Services, but Obstacles Persist March 1, 2010 - Opportunities to Reduce Potential Duplication in Government Programs, Save Tax Dollars, and Enhance Revenue

106. Government Accountability Office March 18, 2011 - Supplement to the March 1, 2010 Report, List of Selected Federal Programs That Have Similar or Overlapping Objectives, Provide Similar Services, or Are Fragmented Across Government Missions June 2012 – Transportation – Disadvantaged Populations: Federal Coordination Efforts Could Be Further Strengthened

107. Other Resources UWR Report to the President on Human Service Transportation Coordination (EO 13330) 2005 National Conference of State Legislators Center for Urban Transportation Research Other State Programs

108. End of Day 1 See you tomorrow morning at 8:00 am

109. Challenges to Coordination 62 Federal funding streams Multiple reporting requirements Institutional barriers at federal and state level Turf issues Small non-profits have few resources for planning Lack of leadership Lack of perceived benefit

110. Coordination Opportunities STTARS – Statewide Transit Tracking and Reporting System Provide standardized report Provide statewide and regional data for analysis Renewed statewide coordination efforts MAP-21 Coordination is being integrated into all new legislation

111. Coordination Opportunities Address gaps in service geographically Address gaps in service to target population groups Reduce duplication of service Reduce inefficient use of resources Control escalating costs Address poor or inconsistent quality of service

112. Challenges and Opportunities What are the challenges facing your region? What are the opportunities available in your region? Break into your Regions and discuss Come up with a list of Challenges and Opportunities 20 Minutes

113. Break 15 minutes

114. Statewide Coordination United We Ride Task Force met in 2005 and developed the: Louisiana Action Plan for Statewide Transportation Coordination

115. UWR LA Statewide Plan From the UWR coordination work done at the state level four key components of coordination were identified: Accurate Data Support Structure Frequent Interaction Adequate Resources

116. Accurate Data Coordination cannot be effective without: Knowing where all the assets are (providers, equipment, facilities, etc.) Having a process for measuring effectiveness – for comparing data Maintaining complete financial and ridership records

117. Accurate Data (cont.) Keep all records in the same format and in one place so that they can be used to document, analyze and evaluate all transportation programs Have someone who is responsible for looking at the data to find coordination opportunities on a regular basis Maintain a “Clearinghouse on Transportation Disadvantaged Populations” – one place for all data to reside – so everyone can use it, and analyze it

118. Support Structure The Interagency Transportation Coordination Council (IATCC) needs to become a truly effective Board by: Regulating, mandating and enforcing/encouraging coordination from the top down Being legislatively mandated Creating interagency MOUs that support consistent data collection, and other coordination efforts

119. Frequent Interaction Coordination requires frequent interaction between all the agencies and individuals involved in the coordination effort: Need the Governor’s interaction, involvement, and coordination with the legislature Need regular interaction between state departments/divisions Need occasional interaction between the 8 regional coordination teams Need regular interaction between the local coordination team members

120. Adequate Resources Coordination requires adequate resources from the state, to: Provide the infrastructure to support coordination Provide minimal upfront $$$, to reap large rewards in the long term

121. Statewide Coordination House Concurrent Resolution No. 131 To create and form a Human Services Coordinated Transit Work Group, led by the DOTD, with active support and leadership commitment from both public and private stakeholders to improve mobility, optimize efficiencies, and manage costs of transit and paratransit services for both able-bodied and disabled persons.

122. Statewide Coordination House Concurrent Resolution No. 131 (continued) The work group shall convene no later than October 1, 2011, to review best practices in other areas in the nation, the 2003 GAO Report, the 2005 United We Ride Task Force Report, 2010 census data, and other relevant reports and information that help to establish existing conditions, forecast needs, identify gaps, control costs, and make existing services more effective and prepared for the future.

123. Statewide Coordination House Concurrent Resolution No. 131 (continued) The work group shall report its findings and recommendations to the legislature prior to the convening of the 2012 Regular Session of the Legislature of Louisiana.

124. Statewide Coordination HCR 131 Participants: A representative of AARP A representative of the Center for Planning Excellence A representative of the NORPC A representative of the SCPDC A representative of a COA A representative of the Gov.s Office of Elderly Affairs A representative of the LA Public Health Institute A representative of the ARC

125. Statewide Coordination HCR 131 Participants: (cont.) A representative of Vet-Trans A representative of Catholic Charities of New Orleans A representative of PACE – New Orleans A representative from the private sector providers of human services transport A representative of the Area Agency on Aging Representatives of DHH (who will collectively have 1 vote) A representative of the LA APA

126. Statewide Coordination HCR 131 Participants: (cont.) A representative of the LA Association of Social Workers A representative of the Greater New Orleans Foundation A representative of the LPTA A representative of the Statewide Independent Living Council A representative of the LA Workforce Commission A representative of LA Rehabilitation Services A representative of IMCAL

127. Statewide Coordination HCR 131 reported to the Legislature March 2012 Report included many recommendations for statewide coordination Report listed benefits to the state Legislature passed HCR 181 to continue workgroup efforts

128. Statewide Coordination HCR 181 reported to the Legislature March 2013 over 30 specific recommendations including: 1. Establish an independent interagency Louisiana Mobility Council (LMC) to oversee statewide coordination of all human services public transportation and bring to fruition the Group’s recommendations; 2. Create a State Mobility Manager to implement the recommendations and the eventual establishment of the LMC;

129. Statewide Coordination HCR 181 report recommendations continued: 3. Institute statewide procedures for: a “single call” point of contact for transit service; a clearing house for coordinating grant applications; researching additional sources of funding; a reduced cost provider insurance program; a reduced fuel rate card for providers; a customer/rider identification and data card; a single website for customers and providers to reference transit information; data collection to provide a geographic reference to needs and resources for gaps in coverage; resolving boundary disputes; determining resources to enhance emergency procedures with GOHSEP; implementing standards for training, equipment, safety, communication, emergency procedures, and performance measurements;

130. Statewide Coordination HCR 181 report recommendations continued: 4. Form co-ops of smaller agencies; 5. Expand workshops for federal applications, identify best practices that include effective administration, safety, and service; 6. Review local, state, and federal regulations for barriers to efficiencies; 7. Identify needs for facility improvements.

131. Statewide Coordination HCR 181 report included ‘Next Steps’: 1. Continue to present the “Business case” to the executive level of all agencies to alert them to cost savings and achieve “top down” backing for obtaining asset data to expand the Resource Guide. 2. Distribute the new survey. 3. Standardize the data collection and storage for uniformity and interoperability.

132. Statewide Coordination HCR 181 report included ‘Next Steps’ - continued: 4. Implement the Resource Guide into the “211” call centers. 5. Refine recommendations into specific actions needed and allocate responsibilities for accomplishing them. 6. Continue to lay the ground work for eventually funding and organizing a permanent independent transit coordination council.

133. Statewide Coordination LTRC Research Project Develop a statewide database of all transportation resources to utilize in emergency preparedness

134. Statewide Coordination What can the DOTD do for the regions? What are some recommendations for assistance with coordination efforts? Break into your Regions and Discuss Come up with Suggestions

135. Conclusions What do we do? Provide rides… sure Fundamentally, we provide opportunity where none might otherwise exist Accessibility to jobs, services and health care Alternative to institutionalization through increased socialization

136. Conclusions Remember: Coordinating transportation services is like any ‘political process’. It involves changing environments, conflicts regarding power and control over resources, and competing goals or personalities.

137. Conclusions Coordination is all about: Better resource management Developing trust Shared responsibility and respect Coordination is a continuum You don’t ever get there… you just get better!

138. Questions

139. Helpful Links National Resource Center for Human Service Transportation Coordination (NRC) National Resource Center for Human Service Transportation Coordination (NRC) United We Ride (UWR) Community Self-Assessment Tool CWLA 2011 Report on Louisiana’s Children Louisiana Transit Resource Guide