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HomeMy WebLinkAboutRESPONSE - RFP - P823 FTA LOBBYIST1. Introduction THE CARMEN GROUP I N C O R P O R A T E D 4 The Carmen Group, Inc. (fCG), a Washington -based government relations firm, proposes to work with Fort Collins to obtain federal funding for preliminary engineering for the Mason Street Corridor project and bus capital funds for the Colorado State University transit center. We believe that TCG is uniquely qualified, both in terms of knowledge and experience, to provide the City the assistance it needs. will bring value-added service to Fort Collins through the work of its highly -qualified professionals Our TCG experts will be available to your team for advice, discussion and dialogue and will add value because we know how the Federal Transit Administration and Congress rate projects, how projects get authorized and funded and we know the terms of art that are important in dealing with Members of Congress, staff, and agency officials. TCG is excited about the prospect of helping Fort Collins with these projects. TCG is very experienced with bus earmarks for transit centers and with securing funding for transit new start projects. The VIA is very interested in bus rapid transit projects such as the Mason Street Corridor and TCG would like to see this project succeed. TCG also would also like to use the knowledge and experience it has gained from work for many years with the members of the Colorado congressional delegation on behalf of several Colorado clients. esponse to the City of Fort Collins by The Carmen Group Incorporated page 1 THE CARMEN GROUP INCORPORATED A mg and appropriations committees for mass transit programs, as well as highway, aviation, and water re- sources programs. In addition, the firm works with the chairmen and ranking members of the full com- mittees and relevant subcommittees for transportation appropriations, members and key staff of the client' legislative goals and objectives. TCGs state congressional delegation, and the US DOT and its relevant modal agencies to advance the client's 's work with these members, staff, and officials is premised on being able to make the strongest factual case for the client's position or request. A Washington presence must be bipartisan —especially important given the political makeup of the Senate and the house. It must be technically competent and strategically sound in its approach to lobbying. These attributes are TCG's hallmark. We are strongly positioned to operate in a bipartisan manner to help achieve positive results for our clients. TCG assists its clients in developing strategies for securing legisla- tion and project appropriations, acquiring grant and discretionary spending authority, expediting projects through the agency review process, resolving regulatory disputes, affecting government rule -making, moni- toring developing issues and carrying out public -private partnership projects. TCG provides comprehen- sive legislative and technical services to a variety of state and local public sector organizations, helping clients take maximum advantage of all of the federal opportunities available to them. This is accom- plished through innovative and comprehensive federal strategies utilizing communications, lobbying and grassroots organizing. The physical location of TCG is also a significant asset. Located in downtown Washington, DC, near Capitol Hill, US DOT Headquarters, and other important governmental offices, as well as the city's best hotel accommodations and restaurants. The office is equipped with a modern computer system and a large conference room, complete with state of the art video teleconferencing equipment and audio/visual presentation equipment. Our integration of technology gives our advocates a competitive edge in com- municating with their target audiences: U.S. Congress, its members and committees; regulatory officials; and the White House. All of these services are available to our clients. TCG has probably the most comprehensive monitoring operation in the transportation public affairs arena, as the publishers of the Washington Letter on Transportation, an in-depth weekly newsletter covering transpor- tation policy developments. This newsletter is widely respected and read by professionals across the coun- try, with subscribers including local and regional transportation authorities, local government officials deal- ing with federal funding, contractors, state DOT"s, transportation consultants, the major accounting firms, as well as key Congressional committees and federal agencies, including the office of the Secretary of Transportation. All TCG transportation clients receive a complimentary subscription. In producing this newsletter, TCG constantly monitors all federal legislation and regulatory proposals concerning mass transit and commuter rail, the implementation of TEA-21, and general transportation proposals such as the President's transportation budget request and DOT appropriations and authoriza- tion legislation. While tracking proposals that are already "on the table," we also monitor developments in the public policy debate affecting transportation and policy trends that might influence the thinking of legislators, administration officials, and career civil servants with decision power in this sector. response to the City of Fort Collins by The Carmen Group Incorporated page 10 References Metra Phil Pagano Executive Director 547 Westfackson Blvd. Chicago, IL 60606 312/322-4288 THE CARMEN GROUP INCORPORATED A Assisted in securing authorizations in TEA-21 for major New Start commuter rail projects. Provided assistance in securing annual appropriations and full funding grant agreements for three New Start rail lines, including over $300 million in funding and funding commitments in the FY 2001 Transportation Appropriations bill. Advised on innovative financing techniques for maximizing federal assistance on rail projects. Community Transportation Association of Idaho Pat Nelson Ada County Highway District Commuteride 318 East 37`s Street Garden City, ID 83714 208/387-6162 • Assisted in securing two Section 5309 statewide earmarks for a statewide coalition of bus opera- tors. Nevada Department of Transportation Tom Stephens Director 1263 South Stewart Street Carson City, NV 89712 775/888-7440 • Worked to achieve federal support for transportation improvements to the I Ioover Dam. Assisted in developing strategies and securing funding for the reconstruction of an urban freeway system. Assisted in securing Federal Lands Highways funds for roads in the vicinity of military installa- tions. Advised on the development of a multistate MPO for the Lake Tahoe region. Advised and assisted with annual appropriations and transportation reauthorization measures. 2esponse to the City of Fort Collins by The Carmen Group Incorporated page 11 Utah Department of Transportation John Njord Director 4501 South 2700 West Second Floor Salt Lake City, UT 84119-5998 801/965-4027 THE CARMEN GROUP INCORPORATED Worked with Utah DOT and the Salt Lake Olympic Committee to provide federal assistance for the transportation preparations for the 2002 Olympic Winter Games in Salt Lake City. • Advised and assisted with annual appropriations and transportation reauthorization measures. esponse to the City of Fort Collins by The Carmen Group Incorporated page 12 THE CARMEN GROUP O R P O R A T E D Resumes N C io Diane Jemmott vice President Public Sector Division Diane Jemmott is Vice President of The Carmen Group, Inc.'s Public Sector Division. She is involved in all aspects of client services for this division. Ms. Jemmott represents both public sector and private sector clients, primarily in the areas of transportation, economic development and health care issues. She combines a career background in government relations, policy analysis, strategic planning and dispute resolution. She represents clients on legislative matters at the local, state and federal levels of govern- ment. Before joining The Carmen Group, Ms. Jemmott was manager of Government Affairs at the Metropoli- tan Washington Airports Authority, which operates Ronald Reagan Washington National and Washing- ton Dulles International airports. In this capacity she represented the Airports Authority before the Congress and the Commonwealth of Virginia legislature. She also worked closely with all local govern- ments in northern Virginia and the District of Columbia. She was in charge of legislative matters during the $2 billion new -terminal construction at National Airport and the terminal expansion at Dulles. Before her MWAA tenure, she was the legislative representative for a municipality, where she also headed the Office of Consumer Affairs. Before that, she was the director of Alternative Dispute Reso- lution for the American Arbitration Association in the Washington, D.C. region. Prior to that, she worked for a member of the U.S. House of Representatives. A native of Falmouth, Massachusetts, she holds a Bachelor's degree from I Ioly Cross College. Douglas A. Kerr, P.E. SeniorAssociate Douglas A. Kerr, a Senior Associate with the Carmen Group's Public Sector Division, provides the firm's clients with technical assistance in mass transportation. An engineer and transportation planner, Mr. Kerr recently retired from a twenty-eight year career with the Federal Transit Administration (1, FA). I le has broad range of knowledge in all aspects of mass transit, including new starts, light, rapid and commuter rail, fixed route bus, paratransit, facilities planning and disability access. During his career with the F"I'A Mr. Kerr served as chief planner in a regional office, director of a metropolitan office and division chief and office director in the planning, engineering and program management offices in headquarters. Ile has worked with transit operators of all sizes, planning organi- ,ations and state and local government agencies. IIe has developed and approved large and small transit ;rants, negotiated full funding agreements and managed oversight contractors reviewing grant recipi- nts' compliance with regulations. In headquarters he managed the preparation of regulations, policies, irculars and procedures for making, managing and overseeing transit grants. Ile also managed the ngineering oversight consultants program, real estate and joint development policies, implementing istructions for the Americans with Disabilities Act and policies on the use and life of buses and rail ars. He worked with transit industry organizations and transit manufacturers and suppliers on policy sues, procurement and the health of the industry. He established and maintained regular commuruca- ons between ITA headquarters and the agency's ten regional offices. �sponse to the City of Fort Collins by The Carmen Group Incorporated page 13 THE CARMEN GROUP I N C O R P O R A T E D A Prior to joining F PA, Mr. Kerr worked for a consulting engineering firm in New York and Pennsylvania involved in bus planning, rapid transit design, community development and port and highway planning projects. Prior to that he worked for a state highway department and a rural regional planning study. Mr. Kerr holds Bachelor of Arts, Bachelor of Engineering and Master of Engineering degrees from Dartmouth College and is a graduate of the Federal Executive Institute. He is a registered professional engineer in New York and a member of the American Society of Civil Engineers. John Lagomarcino Managing Associate John Lagomarcino is a Managing Associate inThe Carmen Group, Inc.'s Public Sector Division. Mr. Lagomarcino is involved in all aspects of the fnrm's transportation program, primarily surface transporta- tion and airport issues. I le provides firm clients with technical assistance in state and local intergovern- mental relations, transportation marketing, education, and management. In addition to extensive manage- ment and intergovernmental relations experience, he has practiced law both with private law firms and with a corporate law department. Prior to joining The Carmen Group Mr. Lagomarcino held the position of Vice President for Corporate Affairs, American High Speed Rail Corporation. In 1982 and 1983, Mr. Lagomarcino was Associate Gen- eral Counsel for Amtrak, specializing in litigation. In 1981 and 1982, Mr. Lagomarcino was Senior Director and Acting Vice President for Government Affairs for Amtrak. As Legislative Director and General Coun- sel of the National Governors' Association from 1977 to 1981, Mr. Lagomarcino directed NGA staff directors and their staffs in NGA policy formulation and lobbying. Mr. Lagomarcino also held the positions of Staff Director for NGA's Committee on Criminal Justice (1975-1977), and Section Chief, Civil Rights Division, HEW (1966-1968). He was engaged in the general practice of law in Arizona and Iowa from 1961 to 1966. Mr. Lagomarcino was granted the J.D. degree from the University of Chicago Law School in 1961 and the A.B. degree from Amherst College in 1958. David M. Carmen President & CEO David Carmen is chief executive officer of The Carmen Group Inc. (which he founded in 1985), Washing- ton, D.C.'s fastest growing government affairs firm. He is Chairman of its wholly owned subsidiary, DC VentureNet, an e-government services marketing alliance. Over the years, Mr. Carmen has developed and mplemented crisis -management strategies, communication plans and government affairs programs for vorld leaders, internationally known public and private corporations, entrepreneurs, cities, states, and na- ions. n the international arena, Mr. Carmen has worked across ethnic and cultural borders on five continents. In he U.S., he has developed programs for a number of Fortune 500 corporations and for some of the ation's leading law firms and public advocacy groups. He has advised prominent policy leaders such as 3rmer Presidents Ronald Reagan and George Bush, The Honorable Jack Kemp and Ambassador Jeane arkpatrick. He was a member of President George W. Bush's campaign team and is currently a member f Team 100. =sponse to the City of Fort Collins by The Carmen Group Incorporated page 14 THE CARMEN GROUP INCORPORATED A Mr. Carmen is a founder and director of Anonymous Content Inc., a linear and interactive content pro- duction company in partnership with I Iollywood producer Steve Colin and director David Fincher. Anony- mous has produced many award -winning commercials, music videos and developed some of the world's favorite talent in television, film and music venues. Anonymous Content produced the BMW films.com series ... fhe Hire" which included short form content by John Frankenheimer, Ang Lee, Wong Kar Wai, Guy Ritchie, and Alejandro Gonzalez. Mr. Carmen is the founder and Chairman of Burning Suits LLC, a media holding company and Burring Suits NYC, Inc., a digital production services company launched in 2001. Prior to establishing The Carmen Group, Mr. Carmen was director of policy and communications for Citizens for America, President Reagan's grassroots lobbying organization. Before that, he was a speechwriter and co -director of opposition research at the Republican National Committee. He is active in civic affairs, including the District of Columbia Chamber of Commerce and the Washing- ton Area Board of Trade. Mr. Carmen is a trustee of the Federal City Council and a member of the Young President's Organization. Ile serves on the Board of Directors of The American University and The Children's Museum of Washington. In addition to his work with politics and policy, Mr. Carmen has an extensive background in the theatre. IIis directorial experiences include: Artistic Director of the Newton Center for the Arts; Artistic Director of Nucleo F,clettico; Assistant Director of the New York Shakespeare Festival's "Dead End Kids;" and Director of more than a dozen productions at colleges and universities, including Sarah Lawrence College, Ilarvard University, and MIT. Mr. Carmen has also served on the Board of the Boston Theatre Arts Commission. A native of Manchester, New Hampshire, Mr. Carmen graduated from Phillips Exeter Academy before obtaining his Bachelor's degree from Sarah Lawrence College He resides in Washington, DC and Boca Raton, FL with his wife Pam and two sons, Henry and Alex. John S. Hassell, Jr., P.E. Managing Associate John S. Hassell, Jr., a Managing Associate with The Carmen Group, Inc.'s Public Sector Division, provides the firm's clients with technical assistance in transportation. He represents the firms transportation clients and is considered one of the nation's leading experts in this field. As an engineer, transportation planner, a former Administrator of the Federal Highway Administration (FI IWA), and a state transportation -plan- ning engineer for the Georgia Department of Transportation, Mr. Hassell provides a broad range of transportation industry -related expertise. From 1977 to 1981, Mr. Hassell served in the Federal Highway Administration. From 1972 to 1977, and 1982 to 1987, Mr. Hassell served with the Georgia Department of Transportation as a civil engineer, Chief of Systems Research, Chief of Policy Planning, and as the State Transportation Planning Engineer. Mr. Hassell's earlier positions include Research Engineer in the Department of Civil Engineering at Gcorgia ^nstitute of Technology (1967-1972), and as Transportation Planner, Traffic Planning Associates, Atlanta, Jeorgia (1967). response to the City of Fort Collins by The Carmen Group Incorporated page 15 THE CARMEN GROUP I N C O R P O R A T E D AMr. F Iassell graduated with a Bachelor of Science degree in Civil Engineering from the Georgia Institute of Technology in 1967, and completed a Master of Science degree in Civil Engineering in 1972. 1 le has studied toward a Doctoral degree in Business Administration at Georgia State University. Mr. Hassell is a Registered Professional Engineer in Virginia and Georgia, and is a member of the Ameri- can Planning Association, a fellow of the American Society of Civil Engineers, Institute of Transportation Engineers, the Transportation Research Board, and the Society of American Military Engineers. David Kunz Senior Associate David Kunz concentrates his work in the areas of transportation and water resources development. Within these areas he provides clients with legislative, political, and strategic advice on matters pertaining to high- ways, transit, aviation, water resources, and the environment. In addition, he conducts research, writes memoranda, monitors legislation, and works with congressional offices and federal agencies in furtherance of client objectives. Prior to joining The Carmen Group, Mr. Kunz served as Counsel and Assistant to the Governor in the Washington office of Governor George H. Ryan (R-IL). In this capacity, he provided advice and counsel to the Governor, cabinet members, and senior staff in the Governor's office on federal and legislative issues impacting transportation, the energy sector, and the environment. Earlier, he served as Senior Leg- islative Assistant and Counsel to U.S. Representative Ray LaHood (R-IF.). In this position, he handled transportation and infrastructure issues for the Congressman, who serves on the House Transportation and Infrastructure Committee. A native of Illinois, he received a Bachelor of Arts degree in political science, cum laude, from the Univer- sity of Illinois at Urbana -Champaign. In addition, he holds a Juris Doctorate degree from the George Washington University Law School. Mr. Kunz is a member of the bar in the State of Maryland. Jim Young Senior Associate James B. Young is a Senior Associate with The Carmen Group, Inc.'s• Public Sector Division. He is also Senior Editor of the firm's weekly publication, The Washington Letter on Transportation. He has many years experience in advising and informing the firm's transportation clients at the state and local level, and in maintaining links with state and local public interest groups in Washington. He supports the firm's efforts on behalf of its clients on legislative and regulatory developments affecting transportation, clean air and related environmental issues, economic development, infrastructure financing and related areas. Prior to joining The Carmen Group, Mr. Young was Director of Washington Activities for the National Association of Regional Councils. From 1972 to 1976, Mr. Young was Press Secretary to Senator Charles C. Mathias, Jr. In 1972, Mr. Young served as Assistant Director of Public Relations for the United Fund of Central Maryland. From 1969 to 1972, Mr. Young served as Executive Producer for News at WJZ-TV Westinghouse Corporation, Baltimore. From 1964 to 1969, Mr. Young was political reporter, covering city Ind state politics, and then News Editor for WBAL Radio, the Hearst Corporation, Baltimore, and anchor or morning on -air news briefs for WBAL-TV. An Young is a native of Baltimore, Maryland, and received an A.B. degree from Johns Hopkins University. response to the City of Fort Collins by The Carmen Group Incorporated page 16 THE CARMEN GROUP Dal Harper INCORPORATED urvorwn Associate Dal I Iarper provides essential background research and legislative monitoring for clients and their related projects within The Carmen Group's Public Sector service area. His client work focuses on District of Columbia issues, water and natural resources issues and he works closely with the Vice President of the Division on a wide array of client projects. Mr. I Iarper has earned a BA from the University of Kentucky where he obtained a joint degree in both International Economics and Spanish. As an undergraduate, he completed the University's Global Studies program, was Vice President of his fraternity, and studied in Costa Rica for a year as a Rotary Youth Exchange Scholar. esponse to the City of Fort Collins by The Carmen Group Incorporated page 17 THE CARMEN GROUP Receipt of Addendum 'NCORpORATED Ozg Pon CoOlnc In accordance with your requirement, this is to acknowledge that the Carmen Group. Inc. has received Fort Collins tlddendum No. 1 dated January 14, 2002. Response to the City of Fort Collins by The Carmen Group Incorporated page 18 THE CARMEN GROUP Appendix — Washington Letter on Transportation T E amn[ouw 2. Scope THE CARMEN GROUP N C O R P O R A T E D A Our primary objective will be to immediately assist Fort Collins in preparing a strategic work plan that will help Fort Collins analyze and evaluate its goals in terms of FT'A's and Congress' plan will focus heavily on working closely with Congress and thpolicies. This strategic e execut ve agencies. A• Congress TCG will provide Fort Collins with the full range of services described in the scope of work in the request for proposals. We will work closely with Fort Collins to secure two earmarks in the FY2003 Department of Transportation appropriations bill: one in the new start program of the FTA for funds for preliminary engineering for the Mason Street Corridor project and one in the Section 5309 bus and bus facilities program for the construction of the transit center at Colorado State University. In conducting this work, TCG will assist Fort Collins in submitting earmark requests for the two projects to the House and Senate appropriations committees, including assisting in drafting letters to appropriate members of the Colorado congressional delegation and requests from those members to the appropria- tions committees. We would also assist Fort Collins in arranging all necessary meetings with Members of Congress and/or appropriate staff. The transportation appropriations subcommittees normally announce early deadlines for submission of requests from Members of Congress; therefore this work should be initiated as soon as possible. Of critical importance is an early briefing of the three key Colorado delega- tion members who will be expected to carry the City's request: Senator Campbell, a member of the trans- portation appropriations subcommittee, Senator Allard, and Rep. Schaffer. It is vital that the City's two earmark requests are included in the individual priority request list that each submits to the Senate or House transportation appropriations subcommittee early in the session. The Member briefing(s) should include senior officials from both the City and Colorado State University to stress the importance of the projects. The briefing(s) will point out how their constituents will benefit from both projects and why early action is needed. TCG will also arrange with City of Fort Collins officials for three meetings in Fort Collins to discuss the Projects. The initial meeting should be held as soon as possible after the City selects its Washington representative to develop a strategy for submission of the Congressional requests. TCG has developed working relationships with committee chairmen, senior Members of Congress, and congressional committee staff in both the House and Senate, with part cular emphasis on the House Transportation and Infrastructure Committee, the Senate Environment and public Works Committee, the ienate Banking Committee, and the House and Senate Appropriations Committees. TCG will assist Fort ollins in forming positive relationships to help further their legislative goals. We would assist Fort Collins n drafting legislative language, congressional testimony, floor statements and letters, and offer advice on low to respond to any congressional requests for information. The firm is experienced in drafting legisla- ive proposals and amendments. Essentially, we would serve as an extension of the Members' staff as well s that of Fort Collins, ensuring that they have all the research, technical support, and manpower resources aey need. i addition to helping Fort Collins with any written presentations to Congress, we would also assist the ,ency in preparing and presenting oral communications, whether they be formal testimony before com- ittees or less formal briefings with small groups or individuals. It is important to take into account the I �sponse to the City of Fort Collins by The Carmen Group Incorporated page 2 Looming RABA Highway Funding Cuts Spur Hunt For Options... that could help offset the anticipated drop in total fedmml-aid highway funds for FY 2003 as a result of a sharp decline in highway trust fund revenues. However, neither the Bush administration nor public and private interest groups have come up with a plan for avoiding a huge highway funding re and any of the possible solutions involves an uphill fight with unfriendly congressional co tough Y� for Winningg gres it, " tough e any spending increases for anything but securityrn a reports of Treasury figures, contributions from the federal g(and diesel fuel taxesd other smaller revenues to the highway account of the highway trust fund have been in s to still outgrowth of the recession that broke on tracking over a year ago and has since spread to other parts of the economy. The dropharp decline as an account balance, which is et d revenues has not appreciably diminished the overall highway revenue -aligned budget authority OZAg A more than $20 billion, but it does affect the so-called highway pro h (BABA) funds that have provided a multibillion dollar windfall for the gram in the years since enactment of the 1998 TEA-21. The reported drop in trust fund income seems far greater than would be indicated by statistics for highway travel and other indicators of gas tax and other trust fund revenues. Both House and Senate committees are expected to look into the downturn early this spring as part of a review of the highway and transit programs prior to next year's reauthorization of the program. But unless a reexamination of Treasury's reports brings a big change in the numbers, the falloff in revenues will bring a very sharp reduction in hi ghway program obligations as early as FY 2003. The most recent estimates show the RABA numbers changing from the $4.543 billion that was added to this year's highway program apportionments and obligation ceiling to a negative RABA of about $5 billion. That's according to U.S. DOT information last Friday. For the current year, the TEA- 21's obligation ceiling of the 27.3 of ofRABADNA that boosted the overall program to $32.7 billion. But for FY 2003, while the TEA-21 oabonus !9299m2a;F ight increase over this year's to $27 7 billion, the negative BABA will reduce the totalogram to $22.7 billion These figures, which show an even greater negative 1ZABA than had indicated, will not be made final until they are included in the official Bushn budget that goes to Congress February 4"', but the BABA setback is not expected toement before then.round How It Works• In designing the TEA-21 reauthorization of the highway leaders of the House Transportation and Infrastructure Committee under then-cha y pro (R-PA) countered criticism of the gram, the RABA and the accompanyinggeOgrarn from budget and appropriations leaders by e Brafting the mandate incre budget firewall mechanism for the program. The firewall levels Predicted in he law program four g t Bch any revenues that come into the d above t states in the same ration as re Y the finds to be distributed among fund above the transit programs from the cuts that apportionments. Also, the legislation insulates the highway and As it has that appropriators are usually able to impose on other federal p and fumed out, the revenue estimates in the bill proved to be well below the actual proms• income for the next few years, resulting in RABA bonuses that grew to this ear's trust fiord total $8.9 billion through FY 2002. Y $4.5 billion and now However, the RABA mechanism cuts both ways, and the law provides that if trust fund revenues stop growing and come in below the projected level fora given ear, the shortfall must bedeductedm ed from both apportionments and the stats' obligation ceilings, according to thereedprogram formulas. That's what's although some of the numbers are being questioned. happening for FY 2003, The looming negative RABA results from downward revisions to the two elements of the RABA adjustment. First is the predicted trust fund income for FY 2003. In the TEA-21 as enacted back in 1998, predicted revenue to the trust fund for FY 2003 was set at $29.47 billion. In previous years, revised forecasts and actual revenues came in well above the TEA-21 levels for each year, generating the RABA bonuses. But with the economic decline, the Treasury's current estimate of FY 2003 revenue is $27.974 billion, $1.497 billion below the TEA-21 number, thanks to the revenue shortfall of 2001. The second component of the RAGA adjustment is a correction to prior -year forecasts based on actual revenues. The prediction for FY 2001 used in prior -year RABA calculations was $30A billion, a forecast that helped swell the RAGA bonus for that year. However, Treasury figures show actual revenues for the year were $26.9 billion, a shortfall of $3.5 billion U.S. DOT announced last Friday that when these reductions - in actual receipts and in the forecast for 2003 - are added up, the required FY 2003 adjustment comes out at nearly $5 billion in negative RAGA When deducted from the TEA-21 obligation ceiling for next year, the negative RABA sets an obligation limitation of $22.7 billion for the core programs, over a 26 percent drop from FY 2002's $30.8 billion for the core highway program. The BNA reports that U.S. DOT's announcement of the revised RABA figures describes the setback as only a 1.8 percent reduction in the actual program spending for FY 2003. However, that merely reflects the delay in federal outlays for construction projects that may be obligated in one year but are not actually reimbursed to states from the Treasury that year. Budget referees assume that less than 20 percent of the highway obligation ceiling approved for a budget year is reimbursed that year, with the figure rising to over 50 percent the year after. But while the impact on Treasury outflows is delayed, the effect onstate programs is more immediate, p in the first program year.. crimping the plans of states for their project obligations Transit Funding is not directly affected by the ups and downs of RABA, since TEA-21 was designed not to grant transit any RABA bonus, the authorized levels do not change even though revenues to the mass transit account of the highway trust fund also wax and wane with the volume of gasoline, diesel and other trust fund taxes. However, the cutback i touches the STP and CMAQ programs that all n apportionments to the core highway programs ow transfers of funding to transit projects when the state chooses. The result of highway program reductions due to RABA setbacks much harder for transit sponsors to tap transfer pots for their projects. means it will be that In Search Of A Strafe And Friends. The prospect of a highway program dropping a total of 9.1 bil 'on m this year to next has rattled both states and the highway industry, which has sounded warnings about the potential impact on jobs (Volume 21, Number 1). workable fixes that would prevent or ameliorate what would amount to a nearly30 Currently, the hunt is on for core highway program However, there's no easy percent cut in the cutback. The effort to find a fix would fall to the ousseTr��osrtation and correction that would avert a that wrote the law and the RABA provision, but it would have t o win the assent s cmee ottheerI e as long al forces. Under the law, the Appropriations Committee has the power to add extras spending as long as it fits within the parameters of the budget plan. However, the appropriators and the T&I Committee are institutional opponents whose lon - exacerbated been 1 g, final Transportation Appropriations bill that divertted money from staas eCand federal shars ofrby RAg e, bonus to make room for hundreds of millions of dollars in discretionary program funds, all of which were then earmarked by the appropriators (Volume 20, Number 52). The House Budget Committee, which au in the firewall and RAGA strught have to give its seal of approval to any change cture of the TEA-21, is also an unfriendly arena to seek help in changes that would clear the way for extra spending. Any change to highway trust fund law would require the assent of the two tax committees, the House Ways and Means Committee and the Senate Finance Committee. On the plus side is the popularity of the highway program and the muscle that the T&I Committee has been able to wield effectively in most of the recent House floor showdowns over highway and transit funding issues. At 75 members, the committee now headed by Rep. Don Young (R_) is the largest in this or any past Congress, and the funds it authorizes go to every state, forcing all members of Congress seeking highway or transit projects to get T&I committee approval to win a place for their Projects in a reauthorization act. On the minus side is the uphill struggle facing any major funding initiative that needs a spot in the FY 2003 budget which is poised to go back to deficit funding as the recession and the fiscal impacts of the 9/11 disaster show up on the budget's bottom line. The additional increase in spending that would result from the kind of corrective needed to avert a RABA decline would require special waivers from budget ceilings or some other kind of Offset that would affect the government -wide bottom line in a noticeable way. This would have to be accounted for even if it is proposed to use money that, in theory, is already there, the $20 billion -plus unobligated balance of the highway bust fund. One way to make more spending more palatable is to delay its budget impact. Look for highway Program supporters to try devising ways of postponing the budget effects of any RABA corrective a few years into the future in the expectation that an economic recovery will bring back trust fund income enough to morethan make up for the decreases that have hit home on RAGA fun easier to arrange in the context of the highway program because, as noted above, highway is authorizations are slower to This being paid out from the Treasury tie less an ge Percent of a given year's obligation ceiling actually AASHTO is also examining a provision of the TEA-21 Restoration Act, passed after the original law, and which seems to provide that any deduction in highway apportionments resulting from a negative RABA must be postponed until the subsequent budget year, in this case until FY 2004. This shapes up as a call that might be made by budget referees at the White House Office of Management and Budget or the Congressional Budget Office, both of which have been known to make interpretations that antagonize sometimes unexpected trims to the trust fund programsthe T&I Committee with. Finally, there is the possibility that there is something wrong with the trust fund income mechanism that reports less income despite no significant appreporting arent reducon in travel that generates most of the trust hind's income. The authorizing committees can be expected to look closely for the reasons behind the apparent disconnect between the slight increase in vehicle miles traveled shown in FHWA reports and the reported decline in gas taxes and other revenues to the highway account. While there have been sharp drops reported in income from taxes on truck sales and use, the Preliminary economy in whichs ttoocTreasury and on the major categories of gasoline and diesel taxes do not ports declined. That also raises the question ding despite a tightening ofg but in which repocontrols in the last decade, a significant part of the fuel being used has somehow escaped taxation, at least as shown in the Treasury numbers But if the investigations now, just starting into energy industry financial bijinks turn up fuel tax evasions, it will take months, if not years, to prove any allegations, too late to affect RABA numbers for FY 2003. HTQ The AASou=nal reports that a quick check of some major state's own motor fuel tax receipts doesn't show the drop indicated in Treasury numbers for FY 2001 that triggered the bulk of the RABA setback. Reports drawn from Illinois, California and Pennsylvania, according to AASHTO President Brad Mallory of pennsylvania, `°continue to be steady. The turn -around in Treasury Department estimates for the need to federal Highway Trust Fund be >' For fuel sales, the state numbers, drawn from so-called "rack" reports, should agree with Treasury numbers drawn from wholesalers fluther back in the distribution chain. But DOT indicates the trust fund revenues have dropped offer. smaller areas, principally the ones affected by the major falloff in trucking that began up to half a year before the official start of the recession last June. in revenues from truck and trailer sales taxThere was a $1 billion decline es, and an increase in the proportion of gasohol, which is taxed at a lower level and produces five cents less per gallon in tax revenues than moostf the diesel fuel saAASHTO es hhas OMen ore slowly ytthan predicted traffic numbers used for previous RAGA. These adjustments not the projections for FY 2003. only revise the FY 2001 numbers but change Look for hearings by several House and Senate commi do about the impending ttees to probe the RABA forecasts and what to crunch in the highway program. The Senate Environment and Public Works Committee plans a hearing on January 24 on lessons learned from TEA-21. The Senate Finance Committee, chaired by Sen. Max Baucus revenue issues, in line with Baucus's � �' may alSo get involved in examining trust fund though his major responsibility is no longerswith the En 'stay involved in the highway program even Finance Committee, vuonment and Public Works Committee but the U.S. DOT will be hard to brie m as an advocate since the d of the White House and the Office of Management and Budget, which may budget priorities than the highway indus department is under the control National Affairs, FHWA A industry. In a wide -ran ' Y have different Administrator Mary Peters interview with the Bureau of working to change the pending RABA numbers or revisit TEA-211 proviscation ions affectt DOT ing Fbey 2003 funds, Instead, the agency is looking at ways that `eve could see some sort of leveling effect of that over a period of time " As for the drop in the program, "You don't make up for that loss. You have to go back and look at the good years when we had swings above TEA-21 levels because of RABA ,,,you have to look at your cash -flow models and the totality of the revenue over a period of years." She said the agency is now Probing ideas on "how to look a little differently about cash management of the fund than Perhaps we've looked at in the past.'° But that won't translate into administration until the unveiling of the Bush highway reauthorization plan, which Peters d could come as Part of the FY 2004 budget to be announced over a year from now. One approach would be to shorten the reauthorization period from the present six years to something less, allowing Congress to revisit trust fund provisions and formulas for fine_ tunin that states and contractors both need long-g conditions. But neither Peters norrange pre interest groups have warmed tolthe idea uustments rging t Planting less difficult g g predictability on federal funding to make their own In Brief... Amtrak Reform Council. Because Congress is still in recess until January 23 there has been no noticeable reaction m members to the January I I recommendations of the Amtrak Reform Council (ARC). The Council's report must go to Congress by February ti 90 days from the Reform Counl's November 7, 2001 finding that Amtrak cannot survive without additional operating assistance after December 2, required the date Congress set in 1997 for Amtrak to reach operational self-sufficiency. The law also required Amtrak to prepare a liquidation plan within the same 90 days, but that requirement has been mooted by a provision added to the recently passed FY2002 Defense Appropriations bill that prevents Amtrak from preparing such a plan. The Council will submit the three Options under consideration at i ability to "franchise" ts January I 1 meeting, and notes the ouncil's preference for one, the marry of the current Amtrak functir. contract with private -sector companies. From that point on, it anwill be in the hands ofons Congressundeto determine Amtrak's fate. describe y The Council'sanspecific Council function official role once it submits its report is unclear. The 1997 statute fails to beyond that point. Some of the staggered terms of Council members run beyond February 7, and they could be expected to lobby Congress on behalf of the Council's preference, but they could do that anyway as private citizens. The Council itself appears likely to go out of existence. The next foru rm will be the Senate Commerce Committee and the House Transportation & Infrastructure Committee, the authorizers for Amtrak and committees to whom the Council has been �ub nding interim reports of its activities. Neither committee can be expected to be a soft touch for mtrak,buteven Amtrak kenew T&I Committee cts about the franchising preference that will be ontained inlr tIre Co ] S°ang (R-AK may December 2 liquidation deadline now on hold rha s ) Y have lacking for quick Con P lrennanently, a sense oreport. With the gressional action, which would not upset Amtrak o believee suppoitersgwhthat funding and organizational issues need finther airing before Congress sets a new course for the embattled carrier. States Also Facin Bud et Crunches are taking another look at their own highway programs in various ways. _ c reported earlier this month that the W five -cents -per -gallon increase in state firel taxes, enou o Yoming legis]ature is expected o consider a addonal hi gh pay for $800 million o $900 million in highways, win show up ags tl e mos dangeD is o Dd�T �g of some 400 miles of two-lane nual saying the cost of widening nuns from $1.5 million o $2 million duector Skeeter Dover was quoted per mile. However, in Oregon, where the state legislature will be meeting in February to deal with a projected $800 million budget shortfall, BNA reports that a taxpayers group has dropped Plans to gather signatures for a referendum that would mandate spending ten percent of state revenues on highways. The decisi re considered poll sults on came after the Oregon Taxpayers United idincating that the idea had little popular support And in Washington State, an initiative filed by a veteran backer, of anti - tax ballot provisions, Tim EYman, would eliminate all moor vehicle excise totaxes, limit other fees and require that any new increases by the legislature be put a public vote. �� iviexrcan trucking operations beyond the present 20--mile bor er zo e and for U.e both for 3S1bo dear t volume inspection facilities and personnel to gear up for the eventual inc Of NAFTA provisions to allow equal access by Mexican truckers to U.S. highways. The verdict is that while DOT is way behind on both Tannin -increase emoted with the implementation inspections required by Congress for Mexican htrckssutlbie Mexicuent azrrtruckingPreparations thorough ready to flood the U.S. with trucks from across the border. by is by no means On the one hand, the report issued last week by the General Accounting Office takes much Of the urgency out of the fevered struggle o impose new restrictions on Mexican trucking despite the nation's NAFTA commitment to open U.S. borders. The report found "relatively few" Mexican trucking firms prepared to take advantage of their right to travel beyond the present commercial zones, where cross -boarder shipment have been handed off to U.S. carvers. As of October of 2001, with House and Senate appropriators and the White House still embroiled in a fight over the Senate -passed safety and inspection requirements for Mexican trucks entering the U.S., GAO investigators found fewer than 200 Mexican firms had applied for U.S. DOT clearance o operate beyond the transfer czone. Barriers to would-be applicants found by the GAO include registration fees for vage hnumerousstatesProblems getting esriced and the lac f an established U.S. customer base for carriers, But DOT, along with border states, has had its own problems, target of May or June for opening the border, according to a statement by DOT Secre P reported the GAO. With a current the American Trucking Associations' Transn`onics DOT still hasn't reached a � Mineta o with states or other federal agencies on marnmrg border facilities and the assi agreements States are responsible for checking emissions, while other duties may f won nt Ocustoms oe safety officials. Of the 25 inspection duties. points of entry for commercial vehicles, only two, both in California, had permanent inspection facilities, and the various agencies had no agreement apportioned at the ones yet o be established. On the tde of the ode , Mexico is having problems developing the safety database databases it needs to fulfill its obligations. As of October,ber, one drivers. for commercial drivers covered less than one -quarter of the country's licensed commercial NHTSA Is Also Under The Gun o meet tough deadlines to carry out provisions of the TREAD (Transportation Recall Enhancement, Accountabili and Documentation) Act that Con in the wake of the wave of failures by Firestone tires on Ford Explorers in 2000. U.S. DOT's inspector general released a report in eazl Janust gress produced tough it will be for the agency to meet deadlines.Som of the tasks dephow end d on getting h needs to bework doe by other entities outside NHTSA's control, But NHTSA itself "still faces several challenges in fully implementing" the law. The report cited the data gap facing NHTSA on reports of defective equipment, noting one case in which the manufacturer got 32 complaints abo that had generated 1,411 complaints to the automaker. ut a transmission problem te Change —Of Course For Detroit The Bush administration has changed strategies on generating technologrcal advances in autos, putting its support behind a speeded -up program for research on fuel - it cell powered cars, while dropping its backing for a program of research into high -mileage vehicles that inherited from the Clinton administration. The announcement on January 10 by Energy Secretary Spencer Abraham provided no budget projections for what is labelled the Freedom Car program Environmental groups had a mixed eazly reaction, glad to see the administration putting its focus on cars that may be the wave of the future, but concerned that the shift in emphasis cates a stretching out of the Clinton administration tazgets for achieving a major interim jump in fuel efficiency. Hydrogen fuel cells don't produce any of the pollutants that are problems for major U.S. metropolitan areas. As with other electric -power vehicles, the only pollution ascribed to them comes from the generation of electricity or other processes that take place beforehand away from the vehicle itself. Fuel cells that get their energy from fossil fuels still generate far fewer pollutants. On the other hand fuel cells don't generate revenues to the hrghway tmst fund which is largely dependent on sales of gasoline and dietee sel fuel. That's a ear long-range worry for states and other highway and transit ro have to come up with a strategy on the issue before the e p graznm' who might reon authorization that if it follows the pattern of six -year exnsions, could take the program through 2009. View FYom The Too FHWA Administrator Mary Peters, in presentations at the Transportation Research B�1 st Annual Meeting last week reviewed her observations on the agency and its responsibilities as she starts her tour as the nation's highway policy leader. She said that a `%ital few" areas had been identified to focus resources: safety and security of our nation's highway system; environmental streamlining to ° improve processes to make them more efficient and less duplicative while being respectful stewards of the environment"; stewardship and accountability of the public's nd si troollaY of solutiionsrso than a t` Attthe enof d of the ni cantiy outpacing capacity which requires a y, people should have choices, not mandates." In her discussion of environmental streamlining, she noted that the environment was not an "either/or situation" but expressed the view that "the transportation industry can meet this nation's important mobility needs and preserve and protect the environment " The strategy that she proposed to implement environmental stream hmg was one of leadership, adding that "this administration will lead these efforts." In her lengthy interview with the Bureau of National Affairs, Peters said she plans to meet with Secretary issues and hopes that a decision on whether to pursue o the tr withdraw the agency's on regulations on streamlining will be made ,by the end of the month." She said that a review of some major projects delayed by environmental issues has shown "There is no magic bullet out there, only "as marry reasons as there are projects,, Mead of legislative fixes, Peters seemed inclined to pursue stion steps, ran relations with other federal agenciesrtthat get involved in highway�a royals to dim prove best practices used in states that have forged effective mechanisms pp sermvahng reviews. Peters noted that she has seen "a softening o f ss,, for clearing environment sides of the question. g positions" on streamlining on both On the reauthorization of TEA-21 she discussed the agreement among transportation interests. topics that she has found to be in general These include: protecting the firewalls and RABA, providing minimum guarantees, and enhancing flexibility, as "decisions are best made closest to the people". In this context she expressed concern over the use of earmarks by the Congressional appropriators noting that the current level of the practice "limits competition and discretion in directing our resources to where it can provide the best benefit". She indicated that the process at Din the idea ?lathering stage and solicited comments. DOT was directing Copyright © 2002 The Carmen Group Inc. James Young, Editor. Reproduction or retransmission without . Subscriptions: one year, $1,000. To subscribe, call (202) 785-0500 x145 or Permission is strictly prohibited write to: WLT, 1299 Pennsylvania Avenue, NW, 800 West, Washington, DC 20004. THE CARMEN GROUP I N C O R P O R A T E D A timing and status of measures affecting Fort Collins, the prevailing attitude of decision -makers, known and potential allies among the Colorado congressional delegation, and the opportunities for coalition building, both nationally and within the local community. TCG will advise Fort Collins on the best strategy to follow in advancing their priorities in the Congress. Recommendations will be made on whether Fort Collins should testify before a particular congressional committee, or submit testimony, or meet with committee staff, and then Fort Collins will make necessary arrangements to proceed. We will inform Fort Collins on upcoming mark-ups, hearings, and proposed committee legislation either orally or in writing, depending upon the importance and urgency of the information obtained. TCG will guide and assist Fort Collins throughout the appropriations and authorization process. The firm closely monitors and tracks all transportation -related legislation. It is important to seek assistance from members and staff who are strategically placed in the Congress, as well as from communities, interest groups and other officials in the state, to assist in advancing Fort Collins' agenda. TCG assists in identify- ing these connections and then works with the client to contact these Congressional offices for assistance. TCG will continually update the client on new leadership positions of Members of Congress, and espe- cially the Colorado Congressional delegation, and will advise Fort Collins on how best to secure the Mem- bers' support for Fort Collins' federal agenda. The firm will advise on when contacts should be made and who should make them. Above all, the firm will ensure that no Congressional or federal deadlines are missed and that all opportunities are fully explored. TCG prides itself on full follow-through on behalf of the client to accomplish the goals that have been set out. TCG will work closely with Fort Collins to take full advantage of the upcoming reauthorization of TEA- 21. We will work with Fort Collins to identify specific administrative problems that can be resolved through gressional legislation and then prepare a comprehensive proposal to be submitted to the Colorado Con delegation during calendar year 2002. We will assist Fort Collins in making this request to the delegation, and we will help garner support for the proposal and work to include it as part of the delegation's TEA-21 reauthorization proposals. TCG will also work with Fort Collins to secure the support of the Governor and the Colorado Department of Transportation to ensure that Fort Collins' proposals become part of the state's overall request package for TEA-21 reauthorization. TCG will monitor congressional activities that affect Fort Collins and provide regular updates through written monthly reports as well as special memorandums, telephone calls and emails. After passage of the FY2003 DOI' appropriations bill, TCG will provide a written summary of all activities performed on behalf of Fort Collins. B. Executive Agencies TCG will use its extensive knowledge of and experience with Federal 'transit Administration programs, regulations and law to assist Fort Collins in researching and preparing technical materials and in dealing with agencies to advance these projects. l'CG will work with Fort Collins and the FTA Office of Research, Innovation and Demonstration to riclude the Mason Street Corridor Project in the FTA Bus Rapid Transit Demonstration Program to zcrease its visibility, obtain FTA technical assistance and gain insights from similar projects around the ountry. TCG will work with Fort Collins to structure the funding request for preliminary engineering to nstify the new start funding, even though the policies of both FTA and the Ilouse Appropriations Trans- ortation Subcommittee are to fund such work from the formula programs. TCG will provide assistance 2sponse to the City of Fort Collins by The Carmen Group Incorporated page 3 THE CARMEN GROUP INCORPORATED A in meeting the conditions in ITA's preliminary engineering approval of the Mason Street Corridor Project, including the environmental process, ridership forecasts, financial planning and expanding the project management plan. 'These activities and the preparation of regular updates to the new start rating criteria submissions to the FTA Office of Planning will be critical in preparing the project for FTA's approval to enter the final design stage. The TEA-21 authorizing legislation must be reauthorized in 2003 and TCG will assist the City in laying the groundwork to obtain an authorizing earmark for the Mason Street Corri- dor Project in that law. I Iearings and other activities for the reauthorization will begin in 2002. There are legislative proposals in the transit industry that Fort Collins may want to join, including one to provide funding priority for bus rapid transit projects. TCG will work with Fort Collins to ensure that the CSU Transit Center project meets F I'A's eligibility policies for such projects which sometimes require special earmark language or negotiations with the FTA Offices of Pro- gram Management or Chief Counsel. Because the size of the bus capital program request for the transit center is large compared the average earmark in that program, TCG will assist Fort Collins in developing alternative plans with phased construction as necessary. TCG will also provide a full range of services to Fort Collins to assist it with resolving any problems that may arise out of FTA rules and regulations. We will identify programs that may provide additional re- sources to Fort Collins that complement Section 5309 funds, and we will advise Fort Collins on approaches they may take in dealing with FTA that will enhance their ability to secure additional transit resources. In addition, TCG will consult with Fort Collins to identify administrative or "streamlining" changes to I"1'As current practices that will improve the delivery of FTA services and that can be incorporated in legislation reauthorizing TEA-21. TCG will also use its unique knowledge and experience to advise and assist Fort Collins with FTA's planning requirements, grant application and approval process and oversight reviews. In general, we will strive to enhance your access to key officials in the agency, both in Washington and at the regional level. The following page contains a timeline of key congressional dates to keep in mind during the upcoming appropriations and reauthorization processes. The dates are best estimates based on current information. esponse to the City of Fort Collins by The Carmen Group Incorporated page 4 Appropriations Evaluate Projects • meet with Agency officials • review plans • presentations Submit Appropriations Requests/ Meet with Members of Congress Appropriations Mark -Ups Floor Consideration of Appropriations Bills Congressional Timeline January 2002 February 2002 March 2002 April 2002 May 2002 June 2002 July 2002 f— August 2002 Congressional Re Final Conference Report September 2002 Consideration Prepare Appropriations Strategy for FY 2004 Appropriations Requests Mark -Ups and Floor Considerations Final Completion of FY 2004 Appropriations Process October 2002 Congressional Adjournment r November 2002� December 2002 January 2003 June 2003 August 2003 Authorizations Prepare Agency Strat- egy • alternative scenarios • recommentdations • presentation Committee Hearings & Briefing on TEA-21 reauthorization Continued TEA-21 Hearings TEA-21 Mark -Ups & Floor Considerations September 2003 Conference Completion eptember 30, 200:311M of TEA-21 TEA 21 Expires December 2003 THE CARMEN GROUP IN 3. Assigned Personnel and Availability C ORPORATED„o �o TCG will provide services to Fort Collins with a team effort. The Carmen Group team will be under the general direction of Diane Jemmott, Vice President, Public Sector Division, and will be led by Doug Kerr, Senior Associate. The Carmen Group team that will work with Fort Collins primarily consists of senior professionals with extensive prior work experience in federal and state agencies as well as for the Congress. Doug Kerr recently retired from a long career with the Federal Transit Administration (PTA) and is experienced in all aspects of transit projects and federal grants. He has long experience working with the Section 5309 program and program recipients around the country. Mr. Kerr has worked with transit agencies on new start projects from the planning stages through design to funding approval and construction. Recently, as director of an FTA metropolitan office, he worked with a transit operator to secure final design approval and then full funding agreement Congressional approval and signing for one new start project and prelimi- nary engineering approval for another project which includes a bus rapid transit line. For transit centers he has worked with transit operators as a regional office planner and has guided agency policy on the subject in headquarters. John Lagomarcino worked successfully with the Colorado Transit Coalition (CTC) for the past five years in helping CTC obtain over $30 million in statewide Section 5309 earmarks and has extensive experience in representing numerous TCG transportation clients on a wide range of surface transportation issues and projects. Mr. Lagomarcino is particularly experienced in working with the cur- rent Colorado Congressional delegation and their staffs and the Appropriations Committees to secure transit program earmarks. Diane Jemmott, Vice President of the Public Sector Division of TCG, has an extensive background in working on transportation issues at the local, state, and federal levels. Also available to Fort Collins will be David Carmen, the CEO of The Carmen Group, who has served as an advisor to world leaders, Presidents, Fortune 500 companies, and high-ranking government officials, including transportation leaders and Administration officials; John Hassell, who was FI IWA Administra- tor under President Carter and has worked for or as the Washington representative for numerous state DOT's over the years; David Kunz, a former transportation aide to a Member of the House and to a current governor; James Young, editor of TCG's publication the Varhington Letter on Tran,portatzon, who is extremely knowledgeable on multiple transportation issues, including the budget process, appropriations, DOT programs, and other technical aspects of federal transportation program; Dal Harper provides background research and other legislative monitoring for the firm's Public Sector clients. The TCG project team is ready to start work immediately. In order to obtain the goal of securing [ 12003 federal appropriations the work must start as soon as possible in calendar 2002. The project team is ready to initiate work with a meeting in Fort Collins to review the details of the Mason Street Corridor Project ind the Colorado State University transit center. esponse to the City of Fort Collins by The Carmen Group Incorporated page 6 4. Cost THE CARMEN GROUP I N C O R P O R A T E D 4 TCG proposes a fixed fee of $150,000 for one year. All fees and costs would not exceed $150,000 for a year. We estimate that monthly professional services rendered on behalf of Fort Collins to be 12,000 per month. Doug Kerr will provide the majority of service to Fort Collins with principal assistance from John Lagomarcino, David Kunz and Diane Jemmott. Other key TCG staff would be included as needed. Overall the firm anticipates spending 40 - 45 hours per month on Fort Collins issues. This monthly total would rise or fall according to the congressional and exectuive agencies calendars. In addition, the toal yearly fee assumes expenses of approximately $500 per month in direct support of Fort Collins (this includes travel costs). esponse to the City of Fort Collins by The Carmen Group Incorporated page 7 THE CARMEN GROUP S. Capability and Experience of The Carmen ORATED® Group For over thirty years, TCG professionals have provided expert, professional, and timely advice and counsel to its transportation clients. TCG professionals are highly knowledgeable about the transportation laws and regulations that would affect these projects. This knowledge, plus years of congressional, executive, and institutional experience, means that TCG is highly skilled and adept at proactively advocating the needs of its clients. In its advocacy efforts, TCG is able to call on the combined experience of all of its professionals, which include a former Member of Congress, high-ranking administration appointees, in- cluding a former GSA Administrator and a former Federal Highway Administrator, a senior official with the Federal Transit Administration, senior Congressional aides, and state and local government managers and officials. And, most important, TCG has worked for the Colorado Transit Coalition for the past five years and has previously represented other Colorado clients, including Colorado DOT, Colorado Springs and Denver RTD. TCG, through its Public Sector Division professionals, can call on a wide and extensive level of knowledge and experience in an array of transportation, infrastructure, and related areas. The Public Sector Division is staffed by nine professionals highly knowledgeable and experienced in mass transit is- sues as well as highway, aviation, and rail programs within the U.S. Depart- ment of Transportation, water and natural resources issues within the Corps of Engineers and EPA, and through the management of two national asso- ciations specializing in water and natural resources issues. In these areas, TCG has assisted in developing both short- and long-term strategies to se- cure these legislative goals resulting in numerous federal appropriations, ear- marks, discretionary grants, and authorizations. TCG also works closely with nat onal organizations of states, Public and counties representing governments and agencies across the country, and with the Ameri- can Public Transportation Association. TCG's Public Sector Division specializes in representing state and local governmental and public agencies at the federal level. Our clients have included transit systems, state departments of transportation, air- ports, water resources systems, and transportation associations. Working closely with our clients, TCG has assisted in securing over $2 billion in transportation funds for our clients over the past four years alone. Examples of specific experiences and accomplishments of particular relevance to Fort Collins include the following: • formulating and implementing effective long-term funding and authorization strategies and plans; • obtaining maximum federal highway, transit, and aviation funding through the appropriations and discretionary grant process; developing innovative funding approaches by utilizing different sources of federal funding, • securing modifications to programs via legislative amendment to deal with specific client prob- lems or concerns; • evaluating all types and possible sources of federal funding that may benefit clients; =sponse to the City of Fort Collins by The Carmen Group Incorporated page 8 THE CARMEN GROUP I N C O R P O R A T E D Am= organizing coalitions of similarly -situated agencies or entities to secure appropriations; • working with state Congressional delegations so that its members can effectively advocate on behalf of the client's interests; • participating in coalition meetings in order to advance client interests; analyzing technical and complex federal agency and budgetary issues; • coordinating agenda and strategies with appropriate offices and other agencies as needed. These examples demonstrate the abilities of the TCG team to operate on behalf of its clients in order to achieve the best possible results, outcomes, and solutions. Specific examples of programs and projects for which TCG has assisted in securing funding that may be of interest to Fort Collins include new start transit project authorizations and annual appropriations for several different transit systems. TCG has provided consultant services to several multi -modal state departments of transportation for many years. The tasks accomplished have involved all aspects of the federal funding process, from setting the department's agenda to creating a legislative strategy and then following through to secure discretion- ary grants from federal agencies. The firm endeavors to seek out all available existing opportunities, as well as creating opportunities as appropriate in order to benefit our clients. In addition, the firm closely moni- tors federal agency activities, intervening on behalf of the client as situations warrant. TCG's Experience with Public Transit Funding For a major commuter rail line, assisted in ob- taining over $300 million in funding and fund- ing commitments for the construction and ex- pansion of three separate rail lines and assisted in securing three simultaneous full funding grant agreements for the three projects, a his- toric first for the FTA program. Assisted in securing $33 million in Section 5309 bus earmarks for four states in one year. Assisted two western states obtain over $20 million in the last two years for statewide buses. I Ielped a western state obtain a full funding grant agreement for an LRT project and extension. ether Indicators of Qualifications All TCG professionals work closely and regularly with key staff of the House and Senate authoriz- esponse to the City of Fort Collins by The Carmen Group Incorporated page 9