HomeMy WebLinkAboutAGENDA REPORT 2024 1218 CCSA REG ITEM 10ICITY OF MOORPARK, CALIFORNIA
City Council Meeting
of December 18, 2024
ACTION APPROVED STAFF
RECOMMENDATION, INCLUDING
ADOPTION OF RESOLUTION NO. 2024-
4289. (ROLL CALL VOTE: UNANIMOUS)
BY A. Hurtado.
I. Consider Interagency Agreement with Ventura County Transportation Commission
(VCTC) for the Disbursement and Administration of Funds from the State of
California’s Senate Bill 125 (SB 125) Transit and Intercity Rail Capital Program
(TIRCP) and Zero-Emission Transit Capital Program (ZETCP) for Electric Bus
Charging Infrastructure; and Consider Resolution Amending Fiscal Year 2024/25
Budget for Receipt of Grant Funds. Staff Recommendation: 1) Authorize the City
Manager to sign the Cooperative Agreement subject to final language approval by
the City Manager and City Attorney; and 2) Adopt Resolution No. 2024-4289.
(Staff: Michelle Woomer, Senior Management Analyst) (ROLL CALL VOTE
REQUIRED)
Item: 10.I.
MOORPARK CITY COUNCIL
AGENDA REPORT
TO: Honorable City Council
FROM: Daniel Kim, City Engineer/Public Works Director
BY: Michelle Woomer, Senior Management Analyst
DATE: 12/18/2024 Regular Meeting
SUBJECT: Consider Interagency Agreement with Ventura County Transportation
Commission (VCTC) for the Disbursement and Administration of
Funds from the State of California’s Senate Bill 125 (SB 125) Transit
and Intercity Rail Capital Program (TIRCP) and Zero-Emission Transit
Capital Program (ZETCP) for Electric Bus Charging Infrastructure; and
Consider Resolution Amending Fiscal Year 2024/25 Budget for
Receipt of Grant Funds
BACKGROUND
Senate Bill 125 (SB 125) guides the distribution of $4 billion in general funds of the State
through the Transit and Intercity Rail Capital Program (TIRCP) on a population-based
formula to regional transportation planning agencies, which will have the flexibility to use
the money to fund transit operations or capital improvement. The bill also established the
$1.1 billion Zero-Emission Transit Capital Program (ZETCP) allocated to regional
transportation planning agencies to fund zero-emission transit equipment and operations.
In December 2023, the Ventura County Transportation Commission (VCTC) approved
the SB 125 project list, which included a $200,000 future distribution to the City to help
fund the project of constructing battery electric charging infrastructure for its future fleet
of zero-emission bus fleet. The California Air Resource Board (CARB) mandated transit
agencies in the State to transition their bus fleet to zero-emission bus (ZEB) fleet by 2040.
The SB 125 funds will further the City’s goal of transitioning its bus fleet to zero-emission
buses by 2040.
DISCUSSION
The City intends to use the SB 125 funds for the construction of electric bus charging
infrastructure that will power Moorpark City Transit’s (MCT) future zero-emission bus
fleet. This project meets the funding requirement of zero-emission transit capital
Item: 10.I.
332
Honorable City Council
12/18/2024 Regular Meeting
Page 2
programs. MCT’s fixed route buses are stored and maintained by the City of Thousand
Oaks at their Municipal Service Center (MSC). Accordingly, the City has coordinated with
Thousand Oaks to build the electric charging infrastructure needed to power its future
zero-emission bus fleet at the Thousand Oaks MSC. While Thousand Oaks is building
their electric charging infrastructure for their own fleet of electric buses, they will
concurrently build three electric charging stations for MCT’s future fleet of three ZEBs.
The most recent cost estimate for the construction of the MCT’s electric charging
infrastructure is between $400,000 to $500,000. The City already secured $200,000 from
the Low Carbon Transit Operations Program (LCTOP) grant fund to fund a portion of the
project.
ENVIRONMENTAL DETERMINATION
This action is exempt from the California Environmental Quality Act (CEQA) as it does
not constitute a project which has a potential for resulting in physical change to the
environment, as defined by Section 15378 of the State CEQA Guidelines. Therefore, no
environmental review is required.
FISCAL IMPACT
The City will receive an additional $200,000 in SB 125 funds for the construction of electric
charging infrastructure for its future fleet of electrical buses. Upon execution of the
Agreement, VCTC will distribute the SB 125 funds to the City. The funds received through
this grant will be deposited into fund 2409.
COUNCIL GOAL COMPLIANCE
This action does not support a current strategic directive.
STAFF RECOMMENDATION (ROLL CALL VOTE REQUIRED)
1. Authorize the City Manager to sign the Cooperative Agreement subject to final
language approval by the City Manager and City Attorney; and
2. Adopt Resolution No. 2024-_____.
Attachment 1: Cooperative Agreement
Attachment 2: Draft Resolution No. 2024-____
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INTERAGENCY AGREEMENT
BETWEEN
VENTURA COUNTY TRANSPORTATION COMMISSION
AND
CITY OF MOORPARK
THIS AGREEMENT is entered into between Ventura County Transportation
Commission (VCTC) and the CITY OF MOORPARK (AGENCY) regarding the
disbursement and administration of funds from the State of California’s Senate Bill 125
(SB125) Transit and Intercity Rail Capital Program and Zero Emission Transit Capital
Program (TIRCP and ZETCP) as of _______day of ______________, 2024 (“Effective
Date”).
WHEREAS Senate Bill 862 of the 2014 Statutes appropriates funds from the
Greenhouse Gas Reduction Fund to the Transit and Intercity Rail Capital Program
(TIRCP), administered by Caltrans; and,
WHEREAS, on August 7, 2024, VCTC received authorization for funding of its
SB125 Projects (“Grant Funds”) for the transit capital projects; and
WHEREAS, CITY OF MOORPARK intends to implement capital improvements
(Project), which will further the purposes of the 2023 TIRCP and ZETCP and is an eligible
project for Grant Funds; and
WHEREAS, pursuant to VCTC’s TIRCP funding allocation, VCTC is authorized to
allocate TIRCP funding to sub-recipient agencies as necessary in order to implement
eligible projects; and
WHEREAS, Agency has agreed to implement the Project pursuant to a contract
with the City of Thousand Oaks for the installation of the project the City of Thousand
Oaks’ Municipal Services Center and VCTC desires to allocate funds for implementation
of the Project.
NOW, THEREFORE, THE PARTIES DO AGREE AS FOLLOWS:
I. FUNDING/PROGRAM MANAGEMENT
1. Assignments of Participants: VCTC hereby agrees to engage the AGENCY
and the AGENCY hereby agrees to carry out the work outlined in the Scope of
Services, attached hereto and incorporated herein as Exhibit A, in connection
with the administration of the Grant Funds. The AGENCY will be responsible
for assuring that the AGENCY meets all grant requirements placed on TIRCP
recipients (“Grant Requirements”) as detailed in Section II of this Agreement
and in Exhibit B, attached hereto and incorporated herein.
2. Scope of Services:
a. Grant Administration: As the original fund recipient, VCTC shall be
responsible for distributing the Grant Funds to the AGENCY project. VCTC
has agreed to distribute $200,000 of Grant Funds to the Project.
ATTACHMENT 1
334
b. Project Implementation: The AGENCY will implement the capital
improvements for the Project in accordance with the Grant Requirements
to the extent that funds from VCTC are available pursuant to this
Agreement. The City anticipates implementing the Project under an
agreement with the City of Thousand Oaks for the installation of the Project
at the City of Thousand Oaks’ Municipal Services Center.
3. Title and Ownership: The title to and ownership of all equipment, tools,
materials, and supplies (hereinafter referred to as "Equipment") purchased or
otherwise acquired for use in connection with the Project shall vest in the
AGENCY upon delivery to the Project site, unless otherwise specified in writing
by VCTC, and unless otherwise agreed to between the parties and with the
City of Thousand Oaks.
4. Operations and Maintenance Responsibility: The AGENCY shall be
responsible, at its sole cost and expense, for the proper operations and
maintenance (O&M) of all Equipment and infrastructure related to the Project
as specified in the Original Equipment Manufacturer’s (OEM) contract
manuals. This responsibility extends to all phases of the Project, including but
not limited to installation, commissioning, testing, and operational use. The
AGENCY shall perform all O&M activities in accordance with the
manufacturer’s recommendations, industry best practices, and all applicable
laws and regulations.
5. Duration of Agreement and Authorization to Proceed: This Agreement shall
begin on the Effective Date and shall continue until June 30, 2027. Upon
execution and allocation of Grant Funds, Agency is authorized to proceed with
implementation of Project.
6. Entire Agreement; Integration: This Agreement constitutes the entire
agreement between the parties hereto with respect to the administration of
Grant Funds and obligations described herein for the Project and supersedes
as of the date hereof any prior agreement(s) and amendments between the
parties, written or oral, concerning the subject matter of this Agreement.
7. Amendments to the Agreement: The provisions of this Agreement may be
amended upon written acceptance and ratification of any such amendment by
both VCTC and the AGENCY.
8. Method of Payment: AGENCY must keep the unexpended Grant Funds in a
separate interest-bearing account. Any interest that is accrued shall be
accounted for and used for the Project. Any Grant Funds or accrued interest
earned received in excess of the final Project cost, or those Grant Funds found
to be owed back to VCTC as a result of a final, independent review or audit,
must be returned to VCTC within thirty (30) days of Project closeout or
expiration of this Agreement. AGENCY shall provide supporting
documentation that shows the reconciliation of all Project expenditures and any
remaining unused funds.
9. Costs: VCTC shall have no liability for cost deficits for the Project. Agency
shall have no authority to incur cost overruns for the Project and under no
335
circumstances will VCTC be responsible for funding the Project in excess of
the distributed funds and the interest earned thereon. Prior to the
commencement of any charging infrastructure installation or modification, the
AGENCY shall provide VCTC with a detailed cost estimate for the proposed
work. The cost estimate shall include breakdowns of labor, materials,
equipment, and any additional expenses associated with the Project.
II. CALTRANS TIRCP REQUIREMENTS
The AGENCY shall note the following provisions apply to TIRCP grants and shall take all
necessary action to ensure its compliance as though it was the grantee directly.
1. Reports: In addition to any other reports required by the Grant Requirements,
Annual performance reports shall be prepared and submitted to VCTC, no later
than October 1st each year, for the duration of the Project performance period,
or until all activities are completed and the Project is formally closed. Failure
to submit performance reports could result in the reduction of Project funds,
termination, or suspension of this Agreement.
2. Other Provisions: The AGENCY is subject to all Grant Requirements, any and
all policies and regulations of Caltrans with regard to the FY2022-23 TIRCP
grant, and all applicable laws regarding California public agency procurements,
including but not limited to public works requirements, transportation agency
specialized rail equipment procurements, contract bid procedures, and the
payment of prevailing wages.
3. Grant Performance Period: Funds allocated under this grant shall be
expended by June 30, 2027 (“Grant Performance Period”). Funds remaining
unexpended beyond the Grant Performance Period of the Grant Funds
approved by Caltrans shall revert to Caltrans.
4. Audits/Recordkeeping: AGENCY shall provide VCTC with any data, records,
or documentation necessary for compliance with audit procedures required by
the Grant Requirements and shall cooperate with VCTC in the preparation of
any audit to the extent necessary. AGENCY shall retain all Project cost records
for a minimum of three (3) years after completion of the Project or such other
period of time as may be required by law. To the extent that any inappropriate
or unallowable expenditures by AGENCY are identified and Caltrans requests
repayment, AGENCY shall refund such funds to VCTC for transmission back
to Caltrans in accordance with Section I.6.
III. OTHER PROVISIONS
1. Indemnification: To the fullest extent permitted by law, AGENCY shall protect,
defend, indemnify, and hold harmless VCTC, its officers, agents, servants, and
employees, from any and all liability arising out of, or caused by, any act or
omission of the Agency or its officers, agents, or servants as a result of any act
or omission by Agency in its performance pursuant to this Agreement.
The obligations of the Agency in these indemnity provisions survive the
expiration or earlier termination of this Agreement.
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2. Insurance: AGENCY shall procure and maintain for the duration of this Agreement
insurance against claims for injuries to persons or damages to property which may
arise from or in connection with the performance of the work hereunder and the
results of that work by AGENCY, its agents, representatives, employees or
subcontractors. The insurance required by this Section may be satisfied by a
program of self-insurance upon satisfactory documentation provided to VCTC that
such self-insurance program meets the requirements outlined herein.
a. MINIMUM SCOPE AND LIMIT OF INSURANCE Coverage shall be at least
as broad as:
i. Commercial General Liability (CGL): Insurance Services Office
Form CG 00 01 covering CGL on an “occurrence” basis, including
products and completed operations, property damage, bodily injury
and personal & advertising injury with limits no less than
$3,000,000 per occurrence/$6,000,000 general aggregate. If a
general aggregate limit applies, either the general aggregate limit
shall apply separately to this project/location or the general
aggregate limit shall be twice the required occurrence limit.
ii. Automobile Liability: ISO Form Number CA 00 01 covering any auto
(Code 1), or if Contractor has no owned autos, hired, (Code 8) and
non-owned autos (Code 9), with limit no less than $2,000,000
combined single limit, per accident for bodily injury and property
damage.
iii. Workers’ Compensation: As required by the State of California,
with Statutory Limits, and Employer’s Liability Insurance with limit of
no less than $1,000,000 per accident for bodily injury or disease.
iv. If AGENCY maintains higher limits than the minimums shown
above, VCTC requires and shall be entitled to coverage for the
higher limits maintained by AGENCY. Any available insurance
proceeds in excess of the specified minimum limits of insurance
and coverage shall be available to the VCTC.
b. Other Insurance Provisions: The insurance policies are to contain, or be
endorsed to contain, the following provisions:
i. Additional Insured Status: VCTC, their officers, officials,
employees, agents and volunteers are to be covered as additional
insureds on the CGL policy with respect to liability arising out of
work or operations performed by or on behalf of the Contractor
including materials, parts, or equipment furnished in connection
with such work or operations. General liability coverage can be
provided in the form of an endorsement to the Contractor’s
insurance (at least as broad as ISO Form CG 20 10 11 85 or if not
available, through the addition of both CG 20 10, CG20 26, CG 20
33, or CG 20 38; and CG 20 37 if a later edition is used).
ii. Primary Coverage: For any claims related to this Agreement, the
AGENCY’s insurance coverage shall be primary insurance as
respects VCTC, its officers, officials, employees, and volunteers.
Any insurance or self-insurance maintained by VCTC, its officers,
337
officials, employees, or volunteers shall be excess of the
AGENCY’s insurance and shall not contribute with it.
iii. Notice of Cancellation: Each insurance policy required above
shall provide that coverage shall not be canceled, except with 30
days’ notice to VCTC.
iv. Waiver of Subrogation: AGENCY hereby grants to VCTC a
waiver of any right to subrogation which any insurer of said
AGENCY may acquire against the VCTC by virtue of the payment
of any loss under such insurance. AGENCY agrees to obtain any
endorsement that may be necessary to affect this waiver of
subrogation, but this provision applies regardless of whether or not
the VCTC has received a waiver of subrogation endorsement from
the insurer.
v. Self-Insured Retentions: Self-insured retentions must be declared
to and approved by VCTC. VCTC may require AGENCY to
purchase coverage with a lower retention or provide proof of ability
to pay losses and related investigations, claim administration, and
defense expenses within the retention. Further, if the AGENCY’s
insurance policy includes a self-insured retention that must be paid
by a named insured as a precondition of the insurer’s liability, or
which has the effect of providing that payments of the self-insured
retention by others, including additional insureds or insurers do not
serve to satisfy the self-insured retention, such provisions must be
modified by special endorsement so as to not apply to the additional
insured coverage required by this agreement so as to not prevent
any of the parties to this agreement from satisfying or paying the
self-insured retention required to be paid as a precondition to the
insurer’s liability.
vi. Acceptability of Insurers: Insurance is to be placed with insurers
with a current A.M. Best’s rating of no less than A:VII, unless
otherwise acceptable to VCTC.
c. Verification of Coverage: AGENCY shall furnish VCTC with original
certificates and amendatory endorsements or copies of the applicable
policy language effecting coverage required by this clause. All certificates
and endorsements are to be received and approved by VCTC before work
commences. However, failure to obtain the required documents prior to
the work beginning shall not waive AGENCY’s obligation to provide them.
In the event a claim is filed against VCTC as a result of AGENCY’s actions,
AGENCY shall provide VCTC a copy of AGENCY’s insurance policies upon
request.
d. Subcontractor: AGENCY shall require and verify that all subcontractors
working on Project maintain insurance meeting all requirements stated
herein, and AGENCY shall ensure that VCTC is an additional insured on
insurance required from subcontractors. For CGL coverage,
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subcontractors shall provide coverage with a form at least as broad as CG
20 38 and CG 20 40.
3. Termination: The AGENCY may terminate this Agreement upon written notice to
VCTC if Grant Funds are canceled or otherwise unavailable for the Project.
AGENCY may terminate this Agreement for cause after giving written notice to
VCTC of VCTC's default under this Agreement at least thirty (30) calendar days
before the termination is to be effective. Within thirty (30) calendar days after
receipt of the AGENCY 's written notice of the default, VCTC may cure the default,
or, if the default cannot be reasonably cured within that time period, if VCTC has
not commenced the cure within that time period, diligently continued to pursue that
cure, and completed it within one hundred eighty (180) calendar days after receipt
of the notice. The AGENCY may not terminate this Agreement if VCTC cures the
default in accordance with this Section 3. If the VCTC does not cure the default
and AGENCY terminates this Agreement, AGENCY shall return any funds that are
unused as of the date of the termination and that are not necessary for payment
for services provided prior to the termination date.
VCTC may terminate this Agreement upon written notice to AGENCY if Grant
Funds are canceled or otherwise unavailable to the Project. VCTC may terminate
this Agreement for cause after giving written notice to AGENCY of AGENCY 's
default under this Agreement at least thirty (30) calendar days before the
termination is to be effective. Within thirty (30) calendar days after receipt of
VCTC's written notice of the default, the AGENCY may cure the default, or, if the
default cannot be reasonably cured within that time period, if the AGENCY has not
commenced the cure within that time period, diligently continued to pursue that
cure, and completed within one hundred eighty (180) calendar days after receipt
of the notice. The VCTC may not terminate this Agreement if AGENCY cures the
default in accordance with this Section 3. If the AGENCY does not cure the default
and VCTC terminates this Agreement, the AGENCY may expend Grant Funds to
pay contractors for Project work satisfactorily completed through the last working
day this Agreement is in effect or committed to be spent by that date.
Neither party shall have any other claim against the other party by reason of an
early termination of this Agreement.
4. Changes to Agreement: This Agreement may only be amended by written
agreement signed by all parties.
5. Availability of Grant Funds: The Parties understand and agree that VCTC’s
obligation to allocate funds to the Project is expressly conditioned on the
availability of Grant Funds. In the event that the Grant Funds are not allocated to
VCTC or are otherwise canceled, terminated or unavailable, VCTC shall have no
obligation to allocate funds to the Project. Under no circumstances is VCTC liable
for any costs of the Project that are in excess of or ineligible for Grant Funds.
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6.Notices of Notification: Any notice required to be given in writing under this
Agreement, or other notifications, shall be given to the parties at the following
addresses:
Martin R. Erickson
VCTC
Executive Director
751 E. Daily Drive
Camarillo, CA 93010
Troy Brown
CITY OF MOORPARK
City Manager
323 Science Drive
Moorpark, CA 93021
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CITY OF MOORPARK VENTURA COUNTY TRANSPORTATION
COMMISSION
___________________________ __________________________________
Troy Brown Martin Erickson
City Manager Executive Director
APPROVED AS TO FORM:
______________________________ ___________________________
Kevin G. Ennis Steven T. Mattas
City Attorney General Counsel
341
EXHIBIT A
Scope of Work
Moorpark City Transit is anticipating a total fleet of 3 EV buses. Thousand Oaks shall
provide the City of Moorpark space at their Municipal Service Center, located at 1993
Rancho Conejo Boulevard, for the charging infrastructure for the City of Moorpark EV fleet.
Funding shall be used to support the construction of dedicated charging stations for City
of Moorpark buses. Construction shall include necessary trenching, conduit installation,
wiring, and charging pedestals.
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BUDGET ACT OF 2023
SB 125 FORMULA-BASED
TRANSIT AND INTERCITY RAIL
CAPITAL PROGRAM &
ZERO EMISSION TRANSIT
CAPITAL PROGRAM
FINAL GUIDELINES
SEPTEMBER 29, 2023
EXHIBIT B
SB 125 GRANT REQUIREMENTS
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September 29, 2023
SB125 FINAL GUIDELINES – FORMULAIC FUNDING
Contents
1 Authority and Purpose ................................................................................................................................... 2
2 Objectives ...................................................................................................................................................... 3
3 Eligible Recipients and Funding Distribution ................................................................................................. 4
4 Schedule ........................................................................................................................................................ 7
5 Eligible Projects .............................................................................................................................................. 8
6 Requirements for Funding Allocations ........................................................................................................ 11
7 Approval and Programming ........................................................................................................................ 20
8 Project Delivery and Reporting .................................................................................................................... 21
9 Project Administration ................................................................................................................................. 22
Attachment 1: CCI Funding Guidelines for Administering Agencies ................................................................... 23
Investments to Benefit Disadvantaged Communities and Low-Income Communities and Households ....... 23
Attachment 2: Quantification Methodology and Co-Benefit Assessment Methodology ................................... 24
CCI Quantification and Reporting Materials ................................................................................................... 24
Attachment 3: Benefit Criteria Tables ................................................................................................................ 26
CCI Benefit Criteria Tables .............................................................................................................................. 26
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September 29, 2023
2
1 Authority and Purpose
The Transit and Intercity Rail Capital Program (TIRCP) was created by Senate Bill (SB) 862 (Chapter 36,
Statutes of 2014) and modified by SB 9 (Chapter 710, Statutes of 2015), to provide grants from the
Greenhouse Gas Reduction Fund (GGRF) to fund transformative capital improvements that will modernize
California’s intercity, commuter, and urban rail systems, and bus and ferry transit systems, to significantly
reduce emissions of greenhouse gases, vehicle miles traveled, and congestion. The legislation of these bills
is codified in Sections 75220 through 75225 of the Public Resources Code (PRC). Assembly Bill (AB) 398
(Chapter 135, Statutes of 2017) extended the Cap-and-Trade Program that supports the TIRCP from 2020
through 2030. SB 1 (Chapter 5, Statutes of 2017) continues to provide a historic funding increase for
transportation with funds directed to the TIRCP from the Public Transportation Account (PTA).
AB 102 (Chapter 38, Statutes of 2023) and SB 125 (Chapter 54, Statutes of 2023) amended the Budget Act of
2023 to appropriate $4,000,000,000 of General Fund to the TIRCP over the next two fiscal years as well as
$910,000,000 of GGRF funding and $190,000,000 of PTA funding over the next four fiscal years to establish
the Zero-Emission Transit Capital Program (ZETCP). These guidelines are specifically developed to facilitate
the award of these funds to projects in an expeditious manner.
These guidelines include elements of the policy, standards, criteria, and procedures for the
development, adoption, evaluation and administration of the TIRCP last updated for Cycle 6 (which
delivered its last tranche of funding for project awards in July 2023) but are unique to this particular
cycle of TIRCP funding. In allowing the funds covered by these guidelines to be available for operating
costs, the guidelines are also required to be aligned with the legislative intent described in subdivision
(d) of Section 75226 of, and subdivision (f) of Section 75260, of the Public Resources Code. They will be
further informed by input received through workshops, public comments and written responses to be
received by September 14, 2023.
SB 125 provided additional direction with regards to the funding appropriated in the Budget Act of
2023. It created specific categories for funding as follows:
A) $3,995,000,000 over the next two fiscal years shall be distributed pursuant to a population-based
formula to regional transportation planning agencies (RTPA) as defined in Section 7 of these
guidelines. The bill authorizes RTPAs to use the moneys for high-priority transit capital projects
consistent with the uses allowed in Cycle 6 of the TIRCP, which includes existing projects seeking to
maintain or obtain federal or local funding commitments, project development for major projects
that are seeking to enter or have already entered project development with federal partners, or for
new TIRCP projects. As in Cycle 6, all capital projects must both increase ridership and reduce
greenhouse gas emissions, in common with traditional TIRCP project requirements. The funding
may also be used to fund transit operating expenses that prevent service cuts and increase ridership
for operators within the RTPAs jurisdiction, subject to compliance with requirements and further
detail described in Section 6 of these guidelines.
B) $1,100,000,000 over the next four fiscal years shall be for the establishment of the Zero-Emission
Transit Capital Program (ZETCP) and requires funds under the program to be allocated to RTPAs
pursuant to a population-based formula and another formula based on transit operator revenues
within the jurisdiction of these RTPAs, as specified (the formula described is consistent with the
current State Transit Assistance formula). The bill authorizes RTPAs to use the moneys for zero-
emission transit equipment, including, but not limited to, zero-emission vehicles and refueling
infrastructure and, subject to compliance with requirements described in Section 6 of these
guidelines, to use those moneys to fund transit operating expenditures that prevent service
reduction or elimination in order to maintain or increase ridership.
NOTE: Cycle 7 of TIRCP, funded with the regular GGRF and SB1 sources, is expected to be delayed
approximately two months from its regular calendar, with a call for projects around December 1, 2023 and
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September 29, 2023
3
applications due around March 1, 2024. The proposed timeline reflects eligible applicant feedback and will
allow applicants to incorporate the regional choices made under SB 125 when determining what to submit
to the competitive TIRCP cycle. Based on this timeline, the Program of Projects would be announced
around June 1, 2024.
2 Objectives
The TIRCP was created to fund transformative capital improvements that modernize California’s
intercity rail, bus (including feeder buses to intercity rail services, as well as vanpool and micro
transit services that are eligible to report as public transit to the Federal Transit Administration),
ferry, and rail transit systems (collectively referred to as transit services or systems inclusive of
all aforementioned modes unless otherwise specified) to achieve all of the following policy
objectives, as codified in Section 75220(a) of the PRC:
1. Reduce emissions of greenhouse gases
2. Expand and improve transit service to increase ridership
3. Integrate the rail service of the state’s various rail operations, including integration with the
high-speed rail system
4. Improve transit safety
Additionally, Section 75221(c) of the PRC codifies a programmatic goal to provide at least 25 percent
of available funding to projects that provide a direct, meaningful, and assured benefit to
disadvantaged communities, consistent with the objectives of SB 535. AB 1550 provides further
requirements related to ensuring investments meet the needs of priority populations, a term used
to cover disadvantaged communities, low-income communities and low-income households.
Investments made by TIRCP are expected to collectively meet or exceed the requirements in AB
1550. Each RTPA will need to provide information related to its projects sufficient to determine
the nature of priority population benefits; however, there is no minimum requirement that
each project or RTPA needs to meet for the projects submitted.
Taken as a whole, the increases in transit system ridership, as well as the reduction in vehicle miles
traveled, congestion and greenhouse gas emissions, will help deliver a healthier and safer
transportation system. Investments are expected to position the state to lead in the deployment of
cutting edge and zero emission technologies, test innovative strategies and new approaches to
reducing transportation-related fatalities, provide important new capacity in corridors that support
growth in jobs and housing, and to expand multimodal transportation access and options for all
Californians across all regions of the state.
Further, as outlined in SB 125, which amended the Budget Act of 2023, it is the intent of the
Legislature to:
(1) provide one-time multiyear bridge funding for transit operators to address operational costs
until long-term transit sustainability solutions are identified
(2) assist transit operators in preventing service cuts and increasing ridership
(3) prioritize the availability of transit for riders who are transit dependent
(4) prioritize transit agencies representing a significant percentage of the region’s ridership
To that end, SB 125 specifies that the moneys appropriated in the Budget Act of 2023 may be used
for high-priority transit capital projects within the project eligibility categories allowed under TIRCP
in Cycle 6, and also for transit operating expenses for operators within the RTPAs jurisdiction.
Further detail on the definition of transit operator is included in Section 3.
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September 29, 2023
4
3 Eligible Recipients and Funding Distribution
The first year of funding for TIRCP and the ZETCP is already available for distribution once required
materials are submitted and must be fully encumbered or expended and liquidated by CalSTA by June 30,
2028. FY23-24 funds for TIRCP and the ZETCP must be disbursed to RTPAs by this deadline. Once received
by the RTPA there is no deadline for the expenditure of funds.
TIRCP funding will be allocated in both FY23-24 and FY24-25 to RTPAs according to a population-based
formula after each recipient first receives $300,000 of base funding.
The $410 million of first year ZETCP funding (from both PTA and GGRF sources), as well as the $230 million
for each of the succeeding three years (from GGRF only), will be allocated to RTPAs pursuant to a
population-based formula and another formula based on transit operator revenues within the jurisdiction
of these RTPAs. This formula matches the approach used to calculate State Transit Assistance distribution.
Eligible recipients of funding are the RTPAs, as defined in Section 13987(j) of the Government Code. The
current eligible recipients based on that definition and initial fund estimates by expected recipient are as
follows:
A B C D E F G
RTPA Year 1 TIRCP Year 2 TIRCP Year 1 ZETCP
(53.66% GGRF,
46.34% PTA)
Years 2-4 ZETCP
(per yr, 100%
GGRF)
Grand Total
(B+C+D+(E*3))
Maximum Admin
Share
Metropolitan
Transportation
Commission
$385,068,697 $386,040,188 $149,679,519 $83,966,559 $1,172,688,081 $5,000,000
Alpine County
Transportation
Commission
$360,641 $360,794 $6,740 $3,781 $739,518 $25,000
Amador County
Transportation
Commission
$2,336,465 $2,341,606 $218,158 $122,381 $5,263,373 $52,634
Butte County
Association of
Governments
$10,488,545 $10,514,269 $1,113,156 $624,454 $23,989,331 $239,893
Calaveras County
Local
Transportation
Commission
$2,576,611 $2,582,360 $238,532 $133,811 $5,798,936 $57,989
Colusa County Local
Transportation
Commission
$1,402,047 $1,404,830 $119,153 $66,842 $3,126,556 $31,266
Del Norte County
Local
Transportation
Commission
$1,675,501 $1,678,974 $149,752 $84,007 $3,756,247 $37,562
El Dorado County
Local
Transportation
Commission
$9,085,857 $9,108,041 $971,781 $545,145 $20,801,115 $208,011
Tahoe Regional
Planning Agency
$5,753,283 $5,767,052 $596,916 $334,855 $13,121,818 $131,218
Fresno County
Council of
Governments
$51,406,113 $51,535,149 $6,249,069 $3,505,575 $119,707,058 $1,197,071
Glenn County Local
Transportation
Commission
$1,752,922 $1,756,591 $154,691 $86,778 $3,924,537 $39,245
Humboldt County
Association of
Governments
$7,130,906 $7,148,153 $825,047 $462,831 $16,492,599 $164,926
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5
Imperial County
Transportation
Commission
$9,362,644 $9,385,526 $1,027,524 $576,416 $21,504,942 $215,049
Inyo County Local
Transportation
Commission
$1,259,080 $1,261,501 $99,284 $55,696 $2,786,952 $27,870
Kern Council of
Governments
$46,278,687 $46,394,777 $5,050,974 $2,833,473 $106,224,857 $1,062,249
Kings County
Association of
Governments
$7,982,701 $8,002,098 $827,175 $464,025 $18,204,049 $182,040
Lake County/City
Council of
Governments
$3,706,510 $3,715,111 $370,593 $207,894 $8,415,895 $84,159
Lassen County Local
Transportation
Commission
$1,829,937 $1,833,800 $165,103 $92,619 $4,106,698 $41,067
Los Angeles County
Metropolitan
Transportation
Authority
$498,650,905 $499,909,177 $119,494,973 $67,033,765 $1,319,156,350 $5,000,000
Madera County
Local
Transportation
Commission
$8,254,231 $8,274,315 $850,825 $477,292 $18,811,248 $188,112
Mariposa County
Local
Transportation
Commission
$1,161,396 $1,163,571 $91,799 $51,497 $2,571,256 $25,713
Mendocino Council
of Governments
$4,848,229 $4,859,713 $505,296 $283,459 $11,063,615 $110,636
Merced County
Association of
Governments
$14,669,424 $14,705,704 $1,558,919 $874,515 $33,557,593 $335,576
Modoc County
Local
Transportation
Commission
$739,160 $740,269 $49,336 $27,676 $1,611,794 $25,000
Mono County Local
Transportation
Commission
$976,126 $977,834 $171,629 $96,279 $2,414,427 $25,000
Transportation
Agency for
Monterey County
$22,218,449 $22,273,790 $2,975,692 $1,669,291 $52,475,803 $524,758
Nevada County
Local
Transportation
Commission
$5,416,406 $5,429,324 $554,558 $311,093 $12,333,568 $123,336
Orange County
Transportation
Authority
$160,108,526 $160,512,022 $22,473,788 $12,607,247 $380,916,076 $3,809,161
Placer County
Transportation
Planning Agency
$16,356,936 $16,397,478 $1,900,006 $1,065,857 $37,851,991 $378,520
Plumas County
Local
Transportation
Commission
$1,257,263 $1,259,680 $114,463 $64,211 $2,824,038 $28,240
Riverside County
Transportation
Commission
$123,382,700 $123,693,468 $14,828,290 $8,318,309 $286,859,385 $2,868,594
Sacramento Area
Council of
Governments
$100,321,824 $100,574,367 $13,907,018 $7,801,498 $238,207,702 $2,382,077
Council of San
Benito County
Governments
$3,609,072 $3,617,427 $348,002 $195,221 $8,160,164 $81,602
San Bernardino
County
Transportation
$110,856,746 $111,135,888 $13,864,934 $7,777,890 $259,191,238 $2,591,912
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6
Authority
San Diego
Association of
Governments
$48,212,817 $48,333,791 $6,181,044 $3,467,415 $113,129,896 $1,131,299
San Diego
Metropolitan
Transit System
$118,515,843 $118,814,323 $17,265,263 $9,685,392 $283,651,604 $2,836,516
San Joaquin Council
of Governments
$39,935,609 $40,035,684 $5,031,810 $2,822,723 $93,471,271 $934,713
San Luis Obispo
Area Council of
Governments
$14,486,636 $14,522,455 $1,569,547 $880,477 $33,220,070 $332,201
Santa Barbara
County Association
of Governments
(SBCAG)
$22,796,994 $22,853,796 $2,916,400 $1,636,030 $53,475,278 $534,753
Santa Cruz County
Transportation
Commission
$13,771,188 $13,805,201 $2,649,968 $1,486,567 $34,686,060 $346,861
Shasta Regional
Transportation
Agency
$9,423,391 $9,446,427 $993,316 $557,226 $21,534,813 $215,348
Sierra County Local
Transportation
Commission
$463,183 $463,595 $17,533 $9,836 $973,818 $25,000
Siskiyou County
Local
Transportation
Commission
$2,515,009 $2,520,601 $239,061 $134,108 $5,676,994 $56,770
Stanislaus Council
of Governments
$28,068,044 $28,138,155 $3,037,849 $1,704,159 $64,356,526 $643,565
Tehama County
Transportation
Commission
$3,587,498 $3,595,798 $347,323 $194,840 $8,115,139 $81,151
Trinity County
Transportation
Commission
$1,109,747 $1,111,791 $86,567 $48,562 $2,453,791 $25,000
Tulare County
Association of
Governments
$24,305,505 $24,366,115 $2,748,056 $1,541,592 $56,044,453 $560,445
Tuolumne County
Transportation
Council
$3,094,210 $3,101,265 $296,569 $166,368 $6,991,148 $69,911
Ventura County
Transportation
Commission
$42,429,785 $42,536,157 $5,066,998 $2,842,463 $98,560,328 $985,603
Funding distributions will be only made to the above recipients, utilizing fund transfer instructions
confirmed with CalSTA by the RTPA prior to transfer, which may in turn make funding available to public
agencies in their jurisdiction. RTPAs have the discretion to suballocate or distribute funds within their
region based on local needs, existing procedures, policies or priorities, as long as required SB 125 program
requirements and goals are met, including addressing how operating needs are expected to be met with
SB 125 and/or other resources.
For TIRCP and ZETCP capital projects, the RTPAs may distribute funding to public agencies eligible to
receive TIRCP capital funding, including joint powers agencies, that operate or have planning responsibility
for existing or planned regularly scheduled intercity or commuter passenger rail service (and associated
feeder bus service to intercity rail services), urban rail transit service, or bus or ferry transit service
(including commuter bus, vanpool, and micro transit services). Public agencies include local municipalities
that operate transit service, construction authorities, transportation authorities, and other similar public
entities created by statute. Please note that within such capital projects, with the exception of projects
that are in the federal pipeline for major projects project development, the projects funded must result in
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construction being completed, as is required under traditional TIRCP funding.
For any spending on transit operations to prevent service reduction or elimination in order to maintain or
increase ridership, or to otherwise increase ridership, the RTPAs may distribute funding to transit
operators in their jurisdiction that are eligible to receive State Transit Assistance (STA) funding through
Section 99314 at the time of distribution by the RTPA. Please note that preventing service reduction and
elimination includes the broad variety of expenses required to provide service, including those related to
ensuring safety and state of good repair of the vehicles and infrastructure.
RTPAs may also be the sponsor of capital and operating projects and may partner on projects with the
agencies eligible to receive funding (such as doing a planning effort tied to making the underlying project
more beneficial in a regional context upon implementation).
RTPAs must deposit funds into one or more dedicated bank accounts or custody accounts. Permitted
investments include bank demand deposits consistent with California government code, government
money market funds, U.S. Treasuries, U.S. Agency securities, California Local Agency Investment Fund
(LAIF), and AAA public agency pools, to the extent permitted by RTPA policy and state statute. If a
separate account is not possible, the agency may show documents of a line item or subaccount dedicated
to SB 125 funds. Funds will be disbursed separately from each fund source supporting SB 125 (General
Fund for TIRCP; PTA and GGRF for ZETCP) and identified as such when disbursed. RTPAs are responsible
for tracking the receipt and utilization of these funds separately, and recording interest earned (or other
investment income earned) on each fund source separately. The interest or investment earnings must
also be spent on approved eligible projects within each program and will be accounted for when an
agency submits its required Annual Report, as described in Section 9. When the recipient agency submits
its Annual Report, they are required to submit a copy of their most recent bank statement. The additional
spending made possible by interest or investment earnings shall be approved through submitting an
Updated Program Allocation Request to CalSTA, which will approve such spending based on review of
project eligibility.
RTPAs, transit operators and other public agencies expending SB 125 formula funding assume
responsibility and accountability for the use and expenditure of allocated funds in accordance with these
guidelines and applicable statutes. These agencies must also comply with all relevant federal and state
laws, regulations, policies, and procedures.
4 Schedule
CalSTA Publishes 2023 SB 125 Guidelines September 29, 2023
Optional, time-limited, focused virtual meetings for agencies to
discuss and clarify program requirements (will be scheduled by
request)*
Initial Allocation Package Submittal Due
October 16-December 8, 2023
December 31, 2023
Regionally Compiled Transit Operator Data Due
Requested Funding Will be Allocated No Later Than
December 31, 2023
April 30, 2024 *Comments and requests for meetings can be submitted to:
SB125transit@calsta.ca.gov
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5 Eligible Projects
TIRCP Funding ($3.995 billion)
In order to be eligible for TIRCP capital project funding under this program, a capital project must demonstrate
that it will achieve a reduction in greenhouse gas emissions using the relevant sections of the ZETCP
Quantification Methodology. It must also demonstrate an increase in ridership.
As codified in Section 75221(a) of the PRC, projects eligible for funding under the program include, but are
not limited to, the following:
1. Rail capital projects, including intercity rail, commuter rail, light rail, and other fixed guideway
projects. Additionally, the acquisition of rail cars and locomotives, and the facilities to support them,
that expand, enhance, and/or improve existing rail systems and connectivity to existing and future
transit systems, including the high-speed rail system.
2. Intercity, commuter, and urban rail projects that increase service levels, improve reliability, or
decrease travel times, infrastructure access payments to host railroads in lieu of capital investments,
efforts to improve existing rail service effectiveness with a focus on improved operating agreements,
schedules, and minor capital investments that are expected to generate increased ridership, as well
as larger scale projects designed to achieve significantly larger benefits.
3. Rail, bus, and ferry integration implementation, including:
a. integrated ticketing and scheduling systems and related software/hardware capital
investments (including, but not limited to, integration with bus or ferry operators and
the use of contactless payment and General Transit Feed Specification (GTFS)
implementation through Cal-ITP)
b. projects enabling or enhancing shared-use corridors (both multi-operator passenger only
corridors as well as passenger-freight corridors)
c. related planning efforts focused on, but not limited to, delivery of integrated service not
requiring major capital investment, such as transit route and schedule integration (or
coordination)
d. other multimodal and service integration initiatives, including active transportation and other
access investments which increase transit and rail ridership and reduce greenhouse gas
emissions
4. Bus rapid transit and other bus and ferry transit investments (including autonomous fixed
guideway, vanpool, and micro transit services operated as public transit and first-/last-mile
solutions), and to increase ridership and reduce greenhouse gas emissions. This includes large
scale deployment of zero emission vehicles and the technologies to support them, and capital
investments as a component implementing transit effectiveness studies that will contribute to
restructured and enhanced service.
Grade separations and grade crossing improvements on passenger rail corridors or related to transit
projects are eligible, as they are under the discretionary TIRCP. In addition to providing safety benefits,
these projects often provide certain roadway based (and sometimes rail related) greenhouse gas emission
reductions and a small increase in ridership (tied to reductions in train delays and cancellations tied to
incidents at the crossing, and sometimes speed increases that occur after crossings are improved or
eliminated). In some cases, ridership increases from such projects are more significant if they are necessary
to increase train frequency.
Projects related to mitigating the impacts on freight rail services that are caused by growth in passenger rail
may also be eligible for TIRCP funding even if they are not directly on the passenger rail corridor.
Projects that link housing with key destinations and that improve accessibility to economic opportunities
are also eligible for TIRCP funding.
Demonstration projects that are smaller-scale efforts with great potential to be expanded are eligible for
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funding.
Projects may include new approaches to attracting increased ridership such as smart phone mobile
ticketing, contactless payment, or other software and hardware solutions to reduce ticketing transaction
costs, or a test of a concept related to integrated ticketing, as well as intercity rail/transit effectiveness or
operational planning as a component of the capital investments in improved, expanded and/or restructured
service designed to cost-effectively increase ridership. Research, development, and testing of emerging
technologies are eligible components. Clean fleet, facility and network improvement projects may also
request funding for Zero Emission Mobility Programs, in lieu of Zero Emission Vehicle purchase, in
compliance with Innovative Clean Transit Regulation Section 2023.5.
Many TIRCP applicants have met the requirements for reducing greenhouse gas emissions and increasing
ridership through combining related capital investments that may individually address only one or the other
benefit. Many TIRCP applicants have also augmented their chosen capital projects with key network
integration planning studies that consider how to enhance the benefits of their projects (in connecting to
other transit and rail systems), or planning efforts that consider a later phase of capital investment and the
benefits it will bring to the current proposed project when constructed at a later date.
Agencies may apply to TIRCP Cycle 7 or later for projects that use SB 125 resources for new projects, either
to complete project funding or to expand project scope; SB 125 funding will be counted as matching funds
in future TIRCP discretionary grant applications. Additional guidance will be provided in the TIRCP Cycle 7
guidelines.
Additionally, RTPAs may suballocate funds to agencies in their jurisdiction so agencies may use this funding
to support projects that have previously received a TIRCP award and require an additional infusion of
resources to deliver the original scope. RTPAs may also allocate funding to any project awarded funds in
Cycle 6 that pledged to use future TIRCP formula funds as match, in accordance with the direction provided
in the Cycle 6 guidelines. RTPAs may assume that any funding from these SB 125 resources will help obtain
or maintain funds from federal, state and local sources already committed to the projects, and document
this benefit for their own projects, and require such documentation of benefits from project sponsors for
other projects, in their Allocation Package submissions. Agencies shall state which project is seeking
additional funds, identifying the Cycle 1 through 6 project, and whether the funding is needed for the full
project scope or for a subcomponent.
RTPAs may suballocate funds to agencies in their jurisdiction so agencies may also use this funding for
project development activities, similar to the “Major Projects Project Development Reserve” that was
established in the Cycle 6 guidelines, including use of additional funding for projects that received funding
for such projects in the Cycle 6 awards. While projects and programs of projects do not need to be ready for
construction, agencies should identify how their project or program of projects will be eligible to apply for
TIRCP construction funding in the future and what specific federal, state and other funding programs they
are planning to utilize for construction funding. As in Cycle 6, such projects must either be pursuing Capital
Investment Grant funding through the Federal Transit Administration (FTA) or be parht of the pursuit of
Federal Railroad Administration funding through the Corridor Identification Program. Projects not pursuing
federal funds for construction from FTA or planning to pursue FRA capital funding for construction through
one of the Bipartisan Infrastructure Law programs are not eligible. Agencies may apply to TIRCP Cycle 7 or
later for projects that use SB 125 resources for project development; SB 125 funding will be counted as
matching funds in future TIRCP discretionary grant applications.
RTPAs that are themselves the capital project sponsor may also utilize funds for their own projects.
RTPAs are also authorized to use TIRCP moneys, subject to compliance with requirements
described in Section 6 of these guidelines, to fund transit operating expenses within its jurisdiction
that prevent service cuts and increase ridership, including those related to ensuring safety and
state of good repair of the vehicles and infrastructure necessary to operate service, as well as
those that pay for free and reduced fare programs. Planning expenses related to implementation
of ridership recovery and retention strategies are also eligible as operating projects, whether at the
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RTPA or STA-eligible transit operator level. RTPAs that are themselves the operator of transit
services may also utilize funds for their own operations. Service planning necessary to experiment
with, demonstrate or implement significant service modifications may be funded as an operating
expenditure at either the RTPA or transit operator level.
ZETCP Funding ($1.1 billion)
Pursuant to SB 125, zero-emission transit equipment, transit facility and network improvement
projects such as those that support replacing aging vehicle fleets with Zero-Emission Vehicles
(ZEVs), and associated fueling or charging infrastructure or facility modifications, are eligible
projects for the Zero-Emission Transit Capital Program (ZETCP). ZEVs include heavy- and light-rail
vehicles, buses, and other ZEVs used for transit service. Clean fleet, facility and network
improvement projects may also request funding for Zero Emission Mobility Programs, in lieu of
Zero Emission Vehicle purchase, in compliance with Innovative Clean Transit Regulation Section
2023.5.
GGRF funds used on these projects (53.7% of the first year and 100% of years 2-4) will require
submission of information described in the ZETCP Quantification Methodology, as expending GGRF
funds requires benefits reporting. They also require compliance with the CARB Funding Guidelines
applicable to all GGRF funding, including semi-annual benefits reporting and identification of
benefits to priority populations.
ZETCP funding may also be used for transit operations expenditures that prevent service reduction or
elimination in order to maintain or increase transit ridership, in accordance with the provisions described in
Section 6 of these guidelines, including those related to ensuring safety and state of good repair of the
vehicles and infrastructure necessary to operate service, as well as those that pay for free and reduced fare
programs. Planning efforts necessary to implement one or more of the Innovative Clean Transit Plan efforts
within the region, and planning expenses related to implementation of ridership recovery and retention
strategies, may be programmed as an operating expense out of the PTA portion of funds disbursed to each
RTPA, but must be requested in an Allocation Package submission covering the FY23-24 funding year.
A maximum of 1% of total multi-year SB 125 funding, or $5 million, whichever is lower, may be
programmed by the RTPA for RTPA administration of SB 125 funding across both the TIRCP and ZETCP, and
for planning expenses related to preparing and implementing the initial short-term financial plan, updates
to the short-term financial plan, and the long-term financial plan, including planning expenses related to
implementation of ridership recovery and retention strategies. If less than $25,000 would be available
under this formula, a maximum of $25,000 shall be available to such RTPAs for RTPA administration and
planning expenses. As the RTPAs are tasked with developing the regional long-term financial plan for their
jurisdictions, there is no requirement to program and suballocate funds to transit operators for this
purpose, although they may do so at their discretion. The RTPAs can procure professional services or use
their own staff to gather the reports, data and relevant information needed to develop the regional long-
term financial plan required by SB 125. This request must be made in the Allocation Package submissions
covering FY 23-24 funding from the ZETCP due on December 31, 2023, as an operating project associated
with the RTPA, as most funding will be drawn from the Public Transportation Account resources only
available in that year. If included in the December 31, 2023 submission, funds may be applied to expenses
incurred at any point in the RTPAs FY23-24 fiscal year, including those incurred prior to receipt of funding,
subject to RTPA policies that allow such reimbursement. Very small RTPAs may be directed by CalSTA to
program the balance of funding from 1st year General Fund resources available under TIRCP if there are
insufficient PTA funds available to meet their requested administrative funding amount. Small RTPAs are
encouraged to combine planning efforts if feasible. Should RTPAs be part of project-specific project
management, resources required for those efforts are to be separately identified as part of the funding
requested for each project, as appropriate.
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6 Requirements for Funding Allocations
Each RTPA seeking allocation of funding shall complete an Initial Allocation Package by December 31,
2023. Allocation Packages are encouraged to describe the full four-year plan for use of formulaic funds if
already known, understanding that each year’s funds are subject to appropriation in the respective
budget year. However, Allocation Packages are expected to be updated for future years should there be
any change in funding availability or projects selected for funding distribution. Allocation packages will
be treated in accordance with Public Records Act requirements and certain information, subject to those
requirements, may be publicly disclosed.
Each Allocation Package shall include, as applicable, the following:
A. A signed cover letter, with signature authorizing and approving the request by the eligible RTPA.
This cover letter should also confirm that the RTPA developed the plan in consultation and
coordination with its transit operators.
B. An Allocation Package Narrative Explanation, covering most of the requirements for the regional
short-term financial plan for immediate service retention required by statue. This narrative
explanation is required by December 31, 2023, unless the RTPA declares that none of the STA-
eligible transit operators eligible to receive funding within their jurisdiction will have an operational
funding need for SB 125 or additional discretionary or nonformula state funding between the 2023-
24 fiscal year and the 2026-27 fiscal year, inclusive. It also must declare that it will not use the SB
125 funding as operating funding for any of its STA-eligible transit operators (or its own transit
operations, when the RTPA also operates transit service). Such declarations may take the place of
the narrative explanation, if applicable. Even if such declarations are made, the regional Allocation
Package Narrative Explanation will still be a required submission by December 31, 2024, in order to
receive a timely allocation of FY24-25 funding from SB 125 sources.
The Allocation Package Narrative Explanation shall include the following:
i. An explanation of what funding and service actions are being taken within the
region that utilize resources other than SB125 funding. This explanation
incorporates the requirement to provide a demonstration of how the region will
address any operational deficit, using all available funds, through the 2025–26 fiscal
year, based on a 2022 service baseline. Each plan shall provide narrative and data
describing the funding approach that addresses expected operational deficits of
existing STA-eligible transit operators through the 2025-26 fiscal year across all the
region’s STA-eligible transit operators, including strategies to use all available local,
state, and federal funds to address such deficits, and the impacts such strategies
may have on any capital projects. This section shall focus on the approaches the
region is taking and plans to take before the use of SB 125 funds to mitigate
operational deficits, both in calendar year 2023 and in future fiscal years through
the end of FY25-26. When applicable, this should include reference to delay or
elimination of lower priority capital projects to increase funding for operations,
utilizing historically high State Transit Assistance funding tied to recent high diesel
fuel prices, the use of federal transit formula funding made higher through the
Infrastructure Investment and Jobs Act (IIJA) for preventative maintenance
expenditures within the operating budget, or the use of higher Local Transportation
Fund revenues tied to healthy sales and use tax receipts in certain counties. In some
cases, strategies involving the use of non-SB 125 funds to increase transit operator
funding may allow SB 125 funds to target capital needs. If utilized, such strategies
should be described in this section. To the extent that such deficits cannot be fully
addressed with available funds and actions, service impacts relative to the
December 31, 2022 service baseline shall be described. This section shall be
analyzed and reviewed for completeness. It is understood to be a summary of major
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actions taken and planned to be taken across the region based on RTPA and/or
transit operator decision-making.
ii. A description and justification of the RTPA strategy to use SB 125 funding to
construct capital projects and fund operating expenses that lead to improved
outcomes in its jurisdiction. This section shall describe the region’s overall strategy
for choosing to spend the expected SB 125 funds on the capital projects and
operational expenses described in its Allocation Package. This section addresses the
statutory requirements to provide a justification for how the region’s funding is
proposed to be allocated to capital and operational expenses and provide a
demonstration of how the plan will mitigate service cuts, fare increases, or layoffs
relative to a 2022 service baseline to achieve short-term financial sustainability. This
section shall highlight the specific manner in which SB 125 funding requested for
operations will reduce or eliminate the need for service cuts, fare increases or
layoffs. With recent positive results from efforts designed to increase speed of
transit services, allowing similar levels of service with lower operating costs or more
service with the same operating budget, this section of the Allocation Package
would benefit from describing any such efforts that are proposed for the region and
transit operators in question. This can include transit-specific infrastructure, stop
consolidation, or other efforts. In addition, this description addresses the statutory
requirement to provide a summary of how the plan will support ridership
improvement strategies that focus on riders, such as coordinating schedules and
ease of payment and improving cleanliness and safety, to improve the ridership
experience. Since increasing ridership and the associated fare revenues is one
approach to strengthening the financial performance of each region’s transit
operators, this section shall highlight any portion of the capital projects or any
portion of operating funds that are specifically focused on supporting improvement
in ridership. This section should also describe any efforts to integrate fares among
transit agencies in the region or even outside of the region covered by the RTPA.
This section shall be analyzed and reviewed for completeness.
iii. A detailed breakdown and justification for how the funding is proposed to be
distributed between transit operators and among projects, consistent with the
legislative intent described in SB 125. This section shall include a narrative (and
appropriate data and tables) describing the justification for the funding distribution
to each specific operator and project that is requested. If requesting spending for
transit operations, this section shall address the following items identified in the
legislative intent language in SB 125:
1. address operational costs until long-term transit sustainability solutions are
identified
2. assist transit operators in preventing service cuts and increasing ridership
3. prioritize the availability of transit for riders who are transit dependent
4. prioritize transit agencies representing a significant percentage of the
region’s ridership
If requesting funding for both capital projects and transit operations, the
justification for the capital project shall include discussion of the high-priority nature
of the capital project and the significance of its completion to the region. In most
cases, existing TIRCP-funded capital projects that are already substantially funded
and in need of additional resources for completion are expected to be prioritized
over beginning new projects. This narrative section should address the approach to
this issue. This section shall be analyzed and reviewed for completeness.
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C. An Allocation Package Detailed Project Description, required of all agencies requesting an
allocation, regardless of whether they are required to submit a short-term financial plan by the end
of 2023. This detailed project description covers all projects that are recommended by the RTPA for
SB 125 funding. It does not need to fully utilize all available funds, as this document may be updated
on a rolling basis throughout the period covered by SB125 funding as part of an Updated Allocation
Package submission. However, for timely distribution of FY23-24 funds, this portion of the Allocation
Package must be submitted by December 31, 2023, and for timely distribution of FY24-25 funds, by
December 31, 2024.
The detailed project description described above must provide details about how the funding is
proposed to be distributed between transit operators and among projects, both capital and
operations. This section shall be analyzed and reviewed for project eligibility and completeness.
The list is divided into three sections, covering TIRCP Capital, ZETCP Capital and Operations Funding.
Required contents for each are below.
TIRCP Capital
1. If an agency is requesting allocations for funding for an existing TIRCP project (i.e., a project
that has received a previous TIRCP grant, including those involving project development for
major projects), they should identify the title of the project and the TIRCP cycle of award
(cycles 1-6). They should also identify whether the funds will be used for the full project or for a
subcomponent. Each project receiving additional funding shall identify the reason for
additional funds being needed, including cost escalation, additional scope requirements or
maintaining federal funding commitments. No additional GHG reduction or increased ridership
benefits are required to request funds for an existing TIRCP project.
2. If an agency is requesting allocation for funding for new TIRCP-eligible projects, they shall
include for each requested TIRCP capital project:
a. A summary or fact sheet (one- to two-page) that includes the following elements:
i. Implementing agency or agencies
ii. Project title
iii. Dates for the start and end of each project phase
iv. Summary of project scope
v. Total project costs, including identification of the amount of funding used for
project management as budgeted for the agency or agencies involved
(inclusive of RTPA project management)
vi. Identification of the source, type and amount of all funding
b. A detailed project schedule, including the project’s current status, and the completion
dates of all major delivery milestones.
c. Project Location – provide a map for each of the following:
i. Project location denoting the project site. Provide a KML file for the project
with the transit route/project location represented by lines and stops
represented by points as applicable.
ii. In addition to showing where housing exists, provide information on housing
density and planned/zoned/permitted/etc. housing density. This information
may come from planning documents and/or zoning code if other approaches
are not readily available.
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iii. In addition to illustrating existing employment centers, provide information on
employment density, mix of employment types, and planned future
employment land uses. This information may come from planning documents
and/or zoning code if other approaches are not readily available.
iv. Planned and existing active transportation infrastructure (what currently exists,
what is planned, and what would be funded by the project.
d. An explanation of greenhouse gas reducing features of the project such as project
components that improve air quality and reduce greenhouse gas emissions along a
specific corridor, surrounding land use density, housing and employment centers,
transit- oriented development/sustainable communities strategy projects, active
transportation infrastructure and other features, to the extent available. For all
construction projects, agencies are required to submit a copy of the California Air
Resources Board (CARB) Quantification Methodologies (QMs) and Calculator Tools for
estimating greenhouse gas (GHG) emission reductions and co-benefits identified in
Attachment 2.
e. An explanation of expected ridership benefits of the project when constructed,
including how the project supports better integration of transit services in the region
among modes and providers if applicable.
f. If applicable, an explanation of how some or all of the project is expected to provide
direct, meaningful, and assured benefits to a disadvantaged community, low-income
communities or low-income households as defined by SB 535 and AB 1550.
3. If agencies plan to use this funding for only project development activities for a new project,
they are required to show how their project or program of projects will be eligible to apply for
TIRCP construction funding in the future. If the project would not be eligible to apply for TIRCP
as a new project, it will not qualify for funding for project development. Agencies shall also
demonstrate that they have entered into, or have applied to enter into, federal project
development processes for at least a portion of the project or program of projects, and that
they expect to receive federal funding in the future once complete with project development.
If the agency expects to be able to leverage state funding to provide the match necessary to
obtain federal planning funds, this should also be identified. The required detail for project
development only is as follows:
a. A summary or fact sheet (one- to two-page) that includes the following elements:
i. Implementing agency or agencies
ii. Project title
iii. Dates for the start and end of each project development phase, as well as the
anticipated date of construction
iv. Summary of overall project scope for the constructed project, with an
emphasis on project development scope
v. Total project costs for project development, and an estimate of the fully
constructed project cost if available
vi. Identification of the source, type and amount of all funding for the project
development phase and intended funding for the construction phase
b. A detailed project schedule for the project development phase, including the project’s
current status, and the completion dates of all major delivery milestones.
c. Description and map designating the project location
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d. An explanation of greenhouse gas reducing features of the project such as project
components that improve air quality and reduce greenhouse gas emissions along a
specific corridor, surrounding land use density, housing and employment centers,
transit- oriented development/sustainable communities strategy projects, active
transportation infrastructure and other features, to the extent available. No GHG
emissions reduction quantification is required, but can be acknowledged, if available.
e. An explanation of expected ridership benefits of the project when constructed,
including how the project supports better integration of transit services in the region
among modes and providers if applicable.
f. If applicable, an explanation of how some or all of the project is expected to provide
direct, meaningful, and assured benefits to a disadvantaged community, low-income
communities or low-income households as defined by SB 535 and AB 1550.
ZETCP Capital
If an agency is requesting allocation for funding for ZETCP capital projects, they shall include for
each requested ZETCP capital project:
a. A summary or fact sheet (one- to two-page) that includes the following elements:
i. Implementing agency or agencies
ii. Project title
iii. Dates for the start and end of each project phase
iv. Summary of project scope
v. Total project costs, including identification of the amount of funding used for
project management as budgeted for the agency or agencies involved
(inclusive of RTPA project management)
vi. Identification of the source, type and amount of all funding
b. A detailed project schedule, including the project’s current status, and the completion
dates of all major delivery milestones.
c. Project Location – provide a map for each of the following, where relevant:
i. Project location denoting the project site. Provide a KML file showing project
location(s) and impacted transit lines.
ii. In addition to showing where housing exists, provide information on housing
density and planned/zoned/permitted/etc. housing density. This information
may come from planning documents and/or zoning code if other approaches
are not readily available.
iii. In addition to illustrating existing employment centers, provide information on
employment density, mix of employment types, and planned future
employment land uses. This information may come from planning documents
and/or zoning code if other approaches are not readily available.
iv. Planned and existing active transportation infrastructure.
d. An explanation of greenhouse gas reducing features of the project. For all construction
projects, agencies are required to submit a copy of the California Air Resources Board
(CARB) Quantification Methodologies (QMs) and Calculator Tools for estimating
greenhouse gas (GHG) emission reductions and co-benefits identified in Attachment 2.
e. At the time of the Allocation Package submission, applicants are required to submit a job
co-benefit modeling tool, which is based upon a co-benefit assessment methodology
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developed by CARB. This tool can be found here:
https://ww2.arb.ca.gov/resources/documents/cci-methodologies
f. An explanation of how some or all of the project is expected to provide direct, meaningful,
and assured benefits to a disadvantaged community, low-income communities or low-
income households as defined by SB 535 and AB 1550. Agencies must evaluate the criteria
detailed by CARB (see Attachment 1) and complete the CARB benefit criteria table in
Attachment 3, to determine whether the project meets criteria for providing direct,
meaningful, and assured benefits to a disadvantaged community, low-income community,
and/or low- income households and address a community need pursuant the CARB’s
Funding Guidelines, and document the manner in which all or part of the project does so. If
an agency plans to engage in additional efforts to consult with disadvantaged or low-
income stakeholders as part of project development, a specific task and budget for the
proposed activities should be included in the project application.
i. It is a goal of programs using GGRF resources to maximize benefits to
disadvantaged communities and low-income communities and households.
Pursuant to the requirements of SB 535, as amended by AB 1550, the overall
California Climate Investments Program funded with Cap-and-Trade auction
proceeds must result in: (1) a minimum of 25% of the available moneys in the GGRF
to projects located within, and benefiting individuals living in, disadvantaged
communities, (2) an additional minimum of 5% to projects that benefit low-income
households or to projects located within, and benefiting individuals living in, low-
income communities located anywhere in the state, and (3) an additional minimum
of 5% either to projects that benefit low-income households that are outside of, but
within a 1/2 mile of, disadvantaged communities, or to projects located within the
boundaries of, and benefiting individuals living in, low-income communities that are
outside of, but within a 1/2 mile of, disadvantaged communities.
ii. Information on California Climate Investments to Benefit Disadvantaged
Communities with background on SB 535, AB 1550 and the CalEPA California
Communities Environmental Health Screening Tool 4.0 (CalEnviroScreen), can be
found at: https://calepa.ca.gov/EnvJustice/GHGInvest/
g. Identification of whether the entire project, or only certain components, address AB
1550 benefits, and identification of the portion of the budget related to those
components.
h. An explanation of expected ridership benefits of the project when constructed, if any.
Transit Operations Funding
If an agency is requesting an allocation of funding for transit operations for one or more of the STA-
eligible transit operators in its jurisdiction, it shall include the following information for each
operator covered by its request:
1. Name of Transit Operator
2. 2022-23 Ridership for the Operator and Operator’s Percent of Region’s Total Ridership
3. Amount of Funding Requested, by source (TIRCP or ZETCP) and Budget Year
4. List of Specific Activities Funded by the Request, quantified where possible:
a. Amount of service being paid for by the additional funding expressed in both
revenue service hours and by nature of service retention, restoration or
increase invested in (e.g. preventing a reduction in frequency on one or more
routes (or systemwide), frequency increases on particular routes or launch of
new routes made possible by the funds). Costs involved in maintaining current
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operations may include those necessary for ensuring safety and state of good
repair of the vehicles and infrastructure necessary to operate service and shall
be identified with respect to the current service level they are protecting. In
some regions, a different STA-eligible operator may be better able to
implement increased or restored service levels than the original operator. This
flexibility is allowed and should be noted in the project description when
utilized.
b. Identification of operating expenses invested in increased safety and security
measures
c. Identification of operating expenses that are intended to increase ridership,
including those that fund actions to improve coordination of routes and
schedules
5. Identification of benefits to transit dependent riders of activities funded by the request
D. A summary Excel table including the proposed uses of TIRCP and ZETCP funds by fiscal year of
availability, up to the levels presented in Section 3 above. Uses shall be subdivided between funding
for capital projects and funding for operations expenses, with each project and its implementing
agency specifically identified, and each operator that will receive operations funding also specifically
identified. An Excel template to be used in submitting this required information will be available on
the CalSTA website within the Subject Area page dedicated to SB125 Funding. This table should
contain data that matches the information submitted in the Allocation Package Detailed Project
Description. The data table shall indicate the funding year from which funds are encumbered to the
project or operating expense by the RTPA. Actual expenditure of funds may be in that year or a
future year, as necessary for the project or operation.
E. Agencies must also submit regionally representative transit operator data in coordination with
transit operators providing service within the jurisdiction of the regional transportation planning
agency. Regionally representative operator data is expected to include all State Transit Assistance-
receiving agencies that are also direct reporters to the National Transit Database (NTD), as well as
any additional agencies that are expected to receive either operating or capital project funding from
the SB 125 funds. Exceptions are noted below. This data collection is aligned with some of the
expected data needs for the Transit Transformation Task Force. For agencies to receive an
allocation of funds in the 2023-24 fiscal year, the transit operator data must be submitted by
December 31, 2023. CalSTA and Caltrans will review the data submissions for completeness,
understanding the quality of the data may vary between operators. RTPAs are not required to
confirm the data accuracy compiled from their transit operators. If the transit operator data does
not meet the following requirements or is incomplete, agencies will have an opportunity to remedy
their submission and receive access to the funding after the requirements are met, by no later than
April 30, 2024. The regionally representative transit operator data shall include, but is not limited to:
i. Existing fleet and asset management plans by transit operators. Innovative Clean
Transit Plan developed for CARB will be considered an already-responsive
component of this requirement. Operators that are required to submit Asset
Information Module data to the FTA’s National Transit Database (whether on their
own or as part of a group plan) should confirm the last time period for which data
was submitted, and whether they submitted their data as part of a group plan. If
such data is already submitted to the NTD by Caltrans, the most recent submission
should be noted and referenced. If the STA-eligible transit operators within an
RTPA’s jurisdiction have operator-specific fleet and/or asset management plans
developed for their own management purposes, or for compliance with FTA Capital
Investment Program requirements, the most recent version of such plans should be
submitted.
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ii. Revenue collection methods and annual costs involved in collecting revenue for
each transit operator and regional transportation planning agency involved, by
payment instrument. The methods (payment instruments) of revenue collection
should be noted and described for all operators covered by the data submission
requirements, including reference to use of cash fareboxes, transit passes and
tickets available for sale at different locations and in different media, use of mobile
ticketing and/or use of smart cards or contactless payment. Information on revenue
collection costs shall also be submitted for those operators or regional agencies that
are able to identify specific costs in their operating or capital budgets associated
with such revenue collection costs. Annual cost should be related to annual revenue
for each STA-eligible transit operator that has relevant data to report. For operators
that have no identifiable expenses and are not NTD reporters, fare revenues shall
still be submitted for the most recent fiscal year in question. For regional agencies
that have revenue collection costs without collecting fare revenues directly, the
revenue collection costs should be reported by payment instrument, along with an
indication of which operators are served by such revenue collection efforts.
1. The dataset shall include, for each transit operator or regional
transportation planning agency involved in revenue collection (as
applicable):
a. Total cost of revenue collection and total revenue collected for the
most recent fiscal year
b. Cost of revenue collection by payment instrument (where available,
even if only for certain instruments and not all) and total revenue
collected by those same payment instruments, for the most recent
fiscal year.
2. Planned capital costs related to fare collection in the next 4 years, if any are
planned (including those within expected transit vehicle or other
procurements).
iii. A statement of existing service plan and planned service changes through the end
of 2023-24, and schedule data in General Transit Feed Specification (GTFS) format.
The goal of this data submission is to provide up to date representation of schedules
by transit operator. Nearly all transit agencies of the state are providing their data in
GTFS format on a regular basis, and are required to start doing so by FTA regulations
by 2024. Such data is already visible to the public and to state agencies as indicated
below. Compliance with these statutory requirements may be met by each operator
confirming that their current schedule data is correct (an accurate representation of
the service that the customer will see in operation), and that future service changes
will be translated into an updated GTFS format on a timely basis. If a service change
is planned during FY 23-24, an estimated date for submission of GTFS data should be
indicated.
A brief summary of the existing service plan and changes to the levels of service
planned by operator, at a level that is representative of the larger planned changes
but does not need to cover minor changes, shall accompany the allocation package.
Major frequency changes, or addition or discontinuance of routes, should be
reflected, but not minor routing or scheduling changes. In addition, changes in total
amount of revenue service hours planned for this current fiscal year shall be
reported, along with the timeframe for such a change.
1. Existing service is assumed to have been described in the agencies most
recent GTFS feed / GTFS Realtime feed. A list of agencies and associated
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feeds can be found at https://data.ca.gov/dataset/cal-itp-gtfs-ingest-
pipeline-dataset/resource/e4ca5bd4-e9ce-40aa-a58a-3a6d78b042bd. If this
is in error, please contact hello@calitp.org. More general information
specific to reporting in GTFS may be found at https://dot.ca.gov/cal-
itp/california-minimum-general-transit-feed-specification-gtfs-guidelines.
2. For the proposed service plan, the ideal format is a GTFS feed, representing,
at a minimum, proposed weekday, Saturday and Sunday service, planned
scenario. Otherwise, we will accept frequency or new line-based changes.
(i.e., line X goes from every 20 minutes to every 10 minutes during peak
periods, defined as 6am-9am and 4pm to 7pm).
3. The phasing plan for any proposed service changes.
iv. Expenditures on security and safety measures. This data should be submitted by
those agencies that have current or changed levels of expenditure that are specific
to security (including cybersecurity) and safety measures, if applicable to the agency
or operators covered by the report. This information is expected to highlight those
regions and agencies that are expending significant funding, in order to consider this
in the context of the Transit Transformation Task Force and to consider the role such
spending may play in restoring and increasing ridership. Not all agencies and
operators are expected to have specific data in this area.
v. Opportunities for service restructuring, eliminating service redundancies, and
improving coordination amongst transit operators, including, but not limited to,
consolidation of agencies or reevaluation of network management and
governance structure. RTPAs with efforts involving these activities across their
region or involving specific operators shall provide a summary of the opportunities
they are pursuing or have acted upon, including any reports on such opportunities.
Technical assistance in addressing the required contents of the Initial Allocation Package and any future
updates may be requested by emailing the SB 125 e-mail address at SB125transit@calsta.ca.gov.
Assistance may be provided by CalSTA, Caltrans or CARB, depending on the nature of the specific
question.
Applicants are reminded that while initial allocation packages are due by December 31, 2023, they may
submit updates to such packages on a rolling basis that CalSTA anticipates reviewing on a 30- to 60-day
timeline for approval of additional allocations of funding, up to the limit available for the RTPA at the
relevant point in the program.
RTPAs are also required to make publicly available (i.e., posted online) a summary of monthly ridership
data, consistent with the data submitted to the FTA’s NTD, from all its transit operators and should cover
the time period starting on July 1, 2022, through at least June 30, 2028. The monthly reports should
include ridership data for each mode of public transportation service that the agency operates. This
information will provide the public with monthly trends in ridership and service supplied throughout the
year, and also allow for a comparison of ridership recovery compared to this same time last year.
Caltrans will provide all RTPAs with a summary report each month that meets the requirements of this
statutory provision, drawn from the data reported to the National Transit Database. The data will be
drawn from the NTD at: Complete Monthly Ridership (with adjustments and estimates) | FTA (dot.gov).
RTPAs are required to post a link to this report and data in a manner easily accessed by the public, so that
ridership trends within their region can be easily reviewed, in order to receive approval for their
allocation packages. For RTPAs with transit operators who do not report monthly data to the NTD,
Caltrans will include the most recent annual ridership numbers provided to the NTD. RTPAs may publish
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additional ridership data for agencies that do not report monthly to the NTD at their discretion, in order
to allow public understanding of the changes in ridership experienced over the SB 125 funding time
period.
Unrelated to the Allocation Package submissions, agencies are required to submit and receive approval
of a one-time, long-term financial plan by June 30, 2026, that addresses the approach to sustain the
region’s transit operations absent additional discretionary or nonformula state funding to maintain
eligibility for future TIRCP funding in the 2026-27 fiscal year and beyond. This plan will be analyzed and
reviewed for completeness.
Each long-term financial plan shall include, but is not limited to:
I. Demonstration of the implementation of ridership retention and recovery strategies, including,
but not limited to, policies that prioritize safety and cleanliness and streamlined coordination
between transit operators, such as schedule coordination, reduced boarding times, operational
management, and site sharing, to improve rider experience.
II. A five-year forecast of operating funding requirements with detail on all sources of funding
proposed for operations, including any new local and regional funding sources being pursued and
the progress and improvements implemented since the last submitted regional short-term
financial plan.
Technical assistance as it relates to the development of long-term financial plans may be offered from
CalSTA and/or Caltrans. RTPAs are expected to utilize existing plans and documents that address the
requirements of the long-term financial plan where possible, including the use of supplemental materials
or addenda that address the long-term plan requirements and reference back to their existing plans as
applicable. CalSTA analysis and review for completeness will only extend to content required by the
provision of SB 125. Additional guidance will be developed and articulated in future updates to these
guidelines, per the legislative intent of SB 125.
7 Approval and Programming
Once an agency’s Initial Allocation Package is received, along with verification that monthly ridership data
as required by statute is available on each regional agency’s website, CalSTA will review and analyze the
submitted documents for completeness and for project eligibility with a commitment to facilitate these
funds to projects in an expeditious manner and not infringe on the local decision-making processes that
determined the specific projects proposed for funding. If all projects are eligible and the documentation is
complete, CalSTA will notify the RTPA that its package is approved, publish the information on its SB125
Transit Formula Program subject area page, and authorize disbursement of applied-for funds to the RTPA. If
Initial Allocation Packages are incomplete, RTPAs will be promptly notified and allowed to address areas of
incompleteness. If any projects are found to be ineligible, RTPAs will be provided an opportunity to choose
between ether remedying the ineligible project (or replacing it with another) prior to having the entire
package approved, or advancing all projects that are eligible and addressing the ineligible project in a future
Updated Allocation Package. CalSTA will maintain a Program Allocation Report that will incorporate all
approved projects (both capital and operating) that will be updated in any quarter during which additional
approvals of Initial Allocation Packages or Updated Allocation Packages have been made.
Agencies are not required to fully apply for all available funding at the time of Initial Allocation Package
submission. Unrequested monies, or the request to program interest earned on deposited funds that have
not yet been disbursed to implementing agencies, may be requested in a future Updated Allocation
Package. If an agency chooses to request previously unrequested funding or reprioritize funding between
projects (including the addition or deletion of a project from their approved project list), an Updated
Allocation Package shall be submitted for approval, including a Summary of Changes section immediately
after the cover letter authorizing submission, and any updates to the project information in the document
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relative to the request. Such documents will be reviewed and analyzed upon receipt for completeness and
project eligibility with a commitment to facilitate these funds to projects in an expeditious manner and not
infringe on the local decision-making processes that determined the specific projects proposed for funding,
with the approved changes included in the quarterly updates to the Program Allocation Report. Notification
will be provided to each submitting agency within 30 to 60 days of submission of an Updated Allocation
Package regardless of whether the next quarterly Program Allocation Plan has been published.
8 Project Delivery and Reporting
To the extent that recipients specify existing TIRCP projects that already have competitive TIRCP funding
awards, CalSTA and Caltrans will work with each project sponsor to update project program supplements to
reflect the use of these supplemental resources on the project under its delegated authority from CalSTA.
The first year of funding for TIRCP and the ZETCP is already available for distribution once required
materials are submitted and is expected to be fully encumbered or expended and liquidated by June 30,
2028. FY23-24 funds for TIRCP and the ZETCP must be disbursed to RTPAs by this deadline. Once received
by the RTPA there is no deadline for the expenditure of funds. Agencies may spend SB 125 funds in any
order relative to other state, federal and local funds.
As a condition of ongoing disbursement of requested SB 125 funds, the RTPAs must submit to CalSTA an
Annual Report documenting the activities and progress made toward implementation of the projects and
operating expenditures, which includes total SB 125 expenditures to date and total amount remaining.
Recordkeeping and reporting requirements will apply through the life of the projects.
As previously noted, recipients must deposit funds into a dedicated bank account that will hold only SB
125 funds. If a separate account is not possible, the agency may show documents of a line item or
subaccount dedicated to SB 125 funds. These funds must also be spent on eligible projects and will be
accounted for when an agency submits its required Annual Report.
A reporting template will be distributed prior to the first annual report being due by December 31, 2024.
A final delivery report for completed capital projects may also be required, to provide notification of the
completion of the project and confirmation of its placement into service. Additional guidance may be
developed and articulated in future updates to these guidelines, per the legislative intent of SB 125, and
may include the development and distribution of a final delivery report template in the future.
Consistent with CARB’s Funding Guidelines, local agencies are required to report on job co-benefits, in
addition to all other reporting requirements, for funding associated with the ZETCP. Job co-benefits refer to
California jobs supported, not created, by California Climate Investments. Jobs supported by California
Climate Investments include direct, indirect, and induced employment.
At the time of the Allocation Package submission for the ZETCP, agencies are required to submit a job co-
benefit modeling tool, which is based upon a co-benefit assessment methodology developed by CARB.
Once an awarded project has been implemented, funding recipients will also be required to report actual
(not modeled) jobs data via the semi- annual reporting process. Note that these requirements are only for
the ZETCP and are not necessary for the SB 125 TIRCP funding. Projects accessing funding from the ZETCP
may also be required to submit reporting information related to greenhouse gas reductions and priority
population benefits in accordance with the CARB’s Funding Guidelines (see Attachment 1).
Implementing agencies should note that additional Project Outcome Reporting may be required for TIRCP
or ZETCP capital projects. Caltrans may provide assistance through Cal-ITP on scheduling, real-time
information and payments to streamline reporting requirements.
The State of California has the right to review project documents and conduct audits during project
implementation and over the life of the project. Caltrans or another State agency may audit a sample of SB
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125 projects to evaluate the performance of the project, or compliance with state and federal laws and
regulations, contract provisions; and program guidelines, and whether project deliverables (outputs) and
outcomes are consistent with the project scope, schedule, and benefits described in the Allocation Package.
A report on the projects audited must be submitted by the auditing agency to CalSTA.
In addition, agencies that receive ZETCP funding under this program shall submit a report to CalSTA, no
later than October 31, 2024, and annually by October 31st of subsequent years, that includes the
following information:
a. How much funding is to be used for operating costs, if any.
b. The number, type, date, and location of zero-emission buses, trains or other vehicles
purchased, if any.
c. The number, type, date, Open Charge Point Interface (OCPI) data, and location of electric
charging stations or hydrogen fueling stations purchased and installed, if any.
d. The nameplate capacity of installed equipment in kilowatts for electric charging stations and
kilograms per day for hydrogen fueling stations, if any.
e. The total costs and the source of funding for vehicles and equipment purchased using these
funds.
Additional guidance related to the ZETCP annual report will be provided at least six months before its
required submission.
9 Project Administration
Projects awarded funding from SB 125 are expected to document and publicize the TIRCP and ZETCP in
proper context when developing press releases and board documents, or in hosting public events such
as project groundbreakings. References should be made to TIRCP, ZETCP, the California State
Transportation Agency as the program sponsor, and the state programs as fund sources, as applicable,
in order to ensure transparency regarding the funding of the projects. Additional details may be
provided.
Agencies must encumber and expend monies consistent with State law and ensure that GGRF monies
are utilized consistent with the expenditure record submitted by CalSTA and required by SB 1018. A
determination that use of GGRF monies is not consistent with the expenditure record and does not
further the purposes of AB 32 may occur during legal proceedings or during an audit or program review
conducted by the Bureau of State Audits, Department of Finance, a third-party auditor, or CARB.
Depending on the outcome of those proceedings or review, agencies may be required to return monies
to the state if expenditures are not consistent with the statutory requirements (such as not furthering
the purposes of AB 32).
If a short-term financial plan does not meet the content and completeness requirements outlined in
section 6, or if specific projects described do not meet eligibility requirements, agencies will have an
opportunity to remedy their plan and receive access to the funding after the requirements are met.
Audits and on-site monitoring can take place at any time at the discretion of CalSTA, without prior
warning given to the agency. CalSTA has the right to audit the project records, including technical and
financial data of the Project Applicant, the Implementing Agency, and any consultant or sub-consultants
at any time after award, during the course of the project and for three years from the date of the final
closeout of the project, therefore all project records shall be maintained and made available at the time
of request.
The state may terminate the disbursement of funds if it learns of or otherwise discovers that there are
allegations supported by reasonable evidence that a violation of any state or federal law or policy by
the recipient which affects performance of this funding, or any other grant agreement or contract
entered into with the State. If funding disbursement is terminated, or project approval revoked, the
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agency may be required to fully or partially repay funds from the TIRCP or ZETCP.
Attachment 1: CCI Funding Guidelines for Administering Agencies
(applies to ZETCP Recipients Using GGRF Funds)
Investments to Benefit Disadvantaged Communities and Low-Income Communities and Households
The California Air Resources Board (CARB) released the "Funding Guidelines for Agencies Administering
California Climate Investments" (Funding Guidelines) on August 30, 2018.
The 2018 Funding Guidelines provide flexibility in implementing a diverse set of investments while
maintaining transparency of outcomes and ensuring meaningful community benefits from these
investments. These guidelines align with the Legislature’s priorities found in AB 398 and Fiscal Year (FY)
2017-18 appropriations. These guidelines reflect the increasingly important role of California Climate
Investments in facilitating the reduction of greenhouse gases while also reducing air pollution, helping
communities adapt to the impacts of climate change, and providing meaningful benefits to disadvantaged
communities, low-income communities, and low-income households (also referred to as “priority
populations”), among other statutory requirements.
CARB collaborates with agencies that administer California Climate Investments programs to develop
individual targets for each program to drive investments that achieve direct and meaningful benefits
to priority populations and help ensure that statutory requirements are met, which are described in AB
1550.
Additional information can be found at the following CARB websites:
https://ww2.arb.ca.gov/resources/documents/cci-funding-guidelines-administering-agencies
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Attachment 2: Quantification Methodology and Co-Benefit Assessment Methodology
CCI Quantification and Reporting Materials
Administering agencies using ZETCP GGRF funding for capital expenditures must use the Funding Guidelines
with the resources provided by CARB to develop effective programs and demonstrate compliance with
program requirements.
Resources include Quantification Methodologies (QMs) and Calculator Tools for estimating greenhouse gas
(GHG) emission reductions and co-benefits; Benefit Criteria Tables (BCTs) for determining benefits to priority
populations; and Reporting Templates for reporting outcomes.
CARB staff developed the TIRCP QM and associated Calculator Tool to provide guidance for estimating the
GHG emission reductions and selected co-benefits for each proposed project type. The calculator tool
automates methods described in the QM document, outlines documentation requirements, and provides a
link to a step-by-step user guide with project examples. Projects will report the total project GHG emission
reductions and co-benefit estimated using the TIRCP Calculator tool as well as the total project GHG emission
reductions per dollar of GGRF funds.
The TIRCP Calculator Tool will be used for most ZETCP capital projects, and also for developing quantification
estimates for new TIRCP capital projects using SB 125 funds.
Using many of the same inputs required to estimate GHG emission reductions, the TIRCP Calculator Tool will
estimate the following co-benefits and key variables from TIRCP projects
• ROG emission reductions (lbs),
• NOx emission reductions (lbs),
• PM2.5 emission reductions (lbs),
• Diesel PM emission reductions (lbs),
• Passenger VMT reductions (miles),
• Fossil fuel use reductions (gallons),
• Fossil fuel energy use reductions (kWh),
• Passenger travel cost savings ($), and
• Energy and fuel cost savings ($).
While many ZETCP and TIRCP projects will use the TIRCP calculator tool, there are some project types that may
not be covered by a single tool. CARB staff have developed the ZETCP QM by compiling the calculator tools
from TIRCP, LCTOP, the Affordable Housing and Sustainable Communities (AHSC) program, the Low-Income
Weatherization Program (LIWP), and the Low Carbon Fuel Production (LCFP) Program. The LIWP calculator can
be used to calculate the benefits from solar panel and microgrid installations. The LCFP calculator can be used
to calculate the benefits from alternative fuel generation in either a new facility or an expanded, existing
facility.
All CARB co-benefit assessment methodologies are available at:
https://ww2.arb.ca.gov/resources/documents/cci-methodologies
Reporting templates are developed specifically for each program within California Climate Investments. These
templates are used by TIRCP staff to report on outcomes from all projects funded by TIRCP, and are expected to
also be used to report on outcomes for ZETCP GGRF-funded projects. Additional quantification tools will be
identified by CARB for ZETCP project types that are not covered by current quantification tools, generally
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utilizing select tools used by existing GGRF programs.
Additional information can be found at the following CARB website:
https://ww2.arb.ca.gov/resources/documents/cci-quantification-benefits-and-reporting-materials
Co-benefit Assessment Methodology
California Climate Investments support the State's climate change goals and provide many
additional benefits to individuals, households, businesses, and communities. These "co-benefits"
include social, economic, and environmental benefits. CARB provides guidance on quantification
methods and reporting to administering agencies. CARB contracted with the University of
California, Berkeley (UC Berkeley) to help research and develop methods for evaluating project
co-benefits. Guidance on using the co-benefit assessment methodologies is contained in CARB's
Funding Guidelines.
The co-benefits were prioritized based on administering agency input and broad applicability to
California Climate Investments programs. UC Berkeley first reviewed the scientific data to
determine if methods could be developed and summarized the findings in literature reviews.
Next, UC Berkeley and CARB developed Co-benefit Assessment Methodologies where feasible.
CARB solicited public comment on draft versions in Spring 2018 prior to posting final Co-benefit
Assessment Methodologies. CARB may review and update assessment methodologies periodically
based on new or evolving project types; new legislation; available resources; new scientific
developments or tools, or modifications in the analytical tools or approaches upon which the
methodologies were based; or input from administering agencies or the public.
The California Air Resources Board is updating the Co-benefit assessment methodology. See the
following website for the final methodology.
https://ww2.arb.ca.gov/resources/documents/cci-methodologies
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Attachment 3: Benefit Criteria Tables
CCI Benefit Criteria Tables
ZETCP will use the Sustainable Transportation Benefit Criteria Table developed by CARB to ensure that
programs meet the minimum levels of investments to projects that benefit residents of disadvantaged
communities, low-income communities, and low-income households, collectively referred to as “priority
populations”.
All projects counting toward the statutory investment minimums must be located within an identified
community and benefit individuals living within that community, or directly benefit residents of low-income
households anywhere in the State. Administering agencies must determine if a project meets the criteria for
providing direct, meaningful, and assured benefits to priority populations using the following evaluation
approach:
Step 1: Identify the Priority Population(s). Be located within a census tract identified as a disadvantaged
community or low-income community, or directly benefit residents of a low-income household.
Step 2: Address a Need. Meaningfully address an important community or household need for the
disadvantaged community, low-income community, or low-income household.
Step 3: Provide a Benefit. Using the evaluation criteria, identify at least one direct, meaningful, and assured
benefit that the project provides to priority populations. The benefit provided must directly address the
identified need.
Only investments that meet these criteria will be counted toward achieving the statutory investment minimums
identified for priority populations. Administering agencies can fund projects that otherwise provide meaningful
benefits, but do not meet these criteria; however, those projects will not be counted toward investment
minimum.
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ATTACHMENT 2
RESOLUTION NO. 2024-_____
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF
MOORPARK, CALIFORNIA, AMENDING THE FISCAL
YEAR 2024/25 BUDGET TO RECEIVE $200,000 IN SENATE
BILL 125 (SB 125) FUNDS DISBURSED AND
ADMINISTERED BY VENTURA COUNTY
TRANSPORTATION COMMISSION (VCTC)
WHEREAS, on June 19, 2024, the City Council adopted the Operating and Capital
Improvement Budget for Fiscal Year (FY) 2024/25; and
WHEREAS, a staff report has been presented to City Council requesting a budget
amendment in the amount of $200,000 from Senate Bill 125 (SB 125) Transit and Intercity
Rail Capital Program and Zero Emission Transit Capital Program (TIRCP and ZETCP)
Funds that the Ventura County Transportation Commission (VCTC) will be disbursing and
administering to the City of Moorpark to help fund the construction of Battery Electric
Charging Infrastructure (BECI) for its future fleet of electric buses; and
WHEREAS, Ventura County Transportation Commission (VCTC) received
authorization to disburse and administer $200,000 in funds to the City of Moorpark for the
construction, equipment acquisition, and installation of battery electric charging
infrastructure projects; and
WHEREAS, the City intends to use the funds for the installation of battery electric
charging infrastructure at the City of Thousand Oaks’ Municipal Services Center; and
WHEREAS, an amendment to the FY 2024/25 Operating and Capital Improvement
Budget is required to provide for the receipt of SB 125 TIRCP and ZETCP Funds and
disbursement to the appropriate account.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF MOORPARK DOES
HEREBY RESOLVE AS FOLLOWS:
SECTION 1. A budget amendment allocating $200,000 for receipt of SB 125
TIRCP and ZETCP funds to account 2409-000-G0033-46350, as more particularly
described in Exhibit “A” attached hereto is hereby approved.
SECTION 2. The City Clerk shall certify to the adoption of this resolution and shall
cause a certified resolution to be filed in the book of original resolutions.
PASSED AND ADOPTED this 18th day of December, 2024.
________________________________
Chris R. Enegren, Mayor
ATTEST:
___________________________________
Ky Spangler, City Clerk
Exhibit “A” – Budget Amendment 370
FUND BALANCE ALLOCATION:
Fund Title Unassigned Fund Bal Revision Amended Balance
FEDERAL & STATE GRANTS (2409)231,490.60$ 200,000.00$ 431,490.60$
Total 431,490.60$
REVENUE APPROPRIATION:
Account Number Current Budget Revision Amended Budget
2409-000-G0033-46350 (200,000.00)$ (200,000.00)$ (400,000.00)$
-$ -$ -$
-$ -$ -$
-$ -$ -$
Total (200,000.00)$ (200,000.00)$ (400,000.00)$
EXHIBIT A
BUDGET AMENDMENT FOR
Senate Bill 125 Program Funding
FY 2024/2025
371