Latest news with #FederalTransitAdministration
Yahoo
27-05-2025
- General
- Yahoo
Charlotte City Council to swear in new District 6 representative Tuesday
Tuesday is the day that Charlotte City Council will officially swear in Edwin Peacock III as the new representative for District 6. We told you last week when Mayor Vi Lyles broke a 5-5 tie to appoint Peacock as the newest councilmember. Peacock is replacing former councilman Tariq Bokhari, who resigned to join the Federal Transit Administration. RELATED >> Edwin Peacock III to fill vacant Charlotte City Council seat The council had to choose a Republican who lives in District 6 to replace Bokhari. Peacock was chosen after councilmembers tied their votes between him and Bokhari's wife, Krista Bokhari. Peacock has served on the council before. He was an at-large councilman from 2007 to 2011. He was also the Republican nominee for mayor in 2013 and in 2015. The new councilman told city leaders he doesn't want to run for a full term in this fall's election. (VIDEO: City council member clarifies allegations of corruption, says comments were misconstrued)
Boston Globe
20-05-2025
- Business
- Boston Globe
MBTA board approves ‘nuts and bolts' capital budget, leaving billions of critical projects unfunded
'We're talking about what is a very fiscally constrained' capital investment plan, said Tom McGee, board chair. The agency has previously said it needs at least $25 billion to repair and replace its More than $3.8 billion in funding is dedicated to rapid transit investments, including for buying new Red and Orange line vehicles and making upgrades to outdated signal equipment on the subway lines to boost the frequency and reliability of service. The budget also allocates more than $2.5 billion for the commuter rail network, with heavy investments in new locomotives and the North Station Draw One Bridge. Advertisement Meanwhile, the bus system, which accounts for 40 percent of ridership, get the least. The plan allocates just over $1.1 billion to buses, including for implementation of the Advertisement In a presentation, the MBTA advisory board outlined two conflicting realities: the transit agency's 'funding structure is fundamentally incapable' of supporting its capital needs and 'structural reform is imperative.' A bulk of the funds for the capital budget will come from the agency borrowing against future revenue. The plan is also heavily reliant on federal funding — approximately 70 percent of the federal funds, or $2.8 billion, is unobligated, a worrisome amount with the Trump administration repeatedly promising to slash federal funds. 'Yeah, it's bad,' said Kane. 'I don't know what to tell you.' To date, all of the federal grants that the agency has been awarded have come through, 'and we will remain working with our regional [federal] office' to keep federal dollars flowing in, said T general manager Phil Eng. He added that some of the funds 'have taken a little longer' to arrive because of staffing cuts at the Federal Transit Administration. 'What we're doing today, stabilizing the infrastructure, is actually the stepping stones and the foundation of all of the other things that we want to do: modernize and electrifying and expanding. Because for us to be able to do those, a lot of these components are essential,' Eng said. Meanwhile, state lawmakers on Beacon Hill are now considering how much money they give the transit agency for its day-to-day operations, including wages and benefits for employees, fuel and supplies, and debt repayment for capital projects. Advertisement The stark differences will likely inflame debate about how much taxpayer-funded help the state should pour into the agency, particularly when its own spending plans Shannon Larson can be reached at
Axios
20-05-2025
- Politics
- Axios
Meet Charlotte City Council's newest member
District 6, meet your new representative. Or rather, allow us to reintroduce Edwin Peacock III. Why it matters: Peacock, a former at-large council member, will be sworn in on Tuesday, May 20, to represent District 6 for the next six months, until a new member is elected and takes office in December. Catch up quick: Peacock is filling the seat vacated by Tariq Bokhari, who resigned in April to take the No. 2 role at the Federal Transit Administration under President Trump. On Monday, Mayor Vi Lyles broke a tie to appoint Peacock to the vacancy over Krista Bokhari, Tariq Bokhari's wife. The nominee had to be a registered Republican residing in District 6, the south Charlotte area. Krista Bokhari had the backing of the Mecklenburg County GOP and received the vote of Ed Driggs, the only other Republican on the council. The big picture: During Peacock's brief tenure, transportation will be the pressing issue for the council as it attempts to get a 1-cent sales tax referendum for transportation on the ballot and passed by voters. Peacock says he supports the mass transit plan to reduce congestion and promote economic development. What he's saying: "We've got election fatigue from last year, so we have to have a council that can communicate," Peacock said at a May 15 candidate forum. "We can't assume that individuals are going to support this. In fact, you want to almost operate as if they've never heard of this." Between the lines: Peacock has already said he will not seek reelection. As a former council member, he has experience with the ins and outs of how the body operates and should be able to jump into the work quickly. Flashback: Peacock was first elected to city council in 2007 and served four years. He lost campaigns for Charlotte mayor in 2013 and 2015 and for Congress in 2012.
Yahoo
09-05-2025
- Business
- Yahoo
Opinion - Congress has a chance to make intercity buses great again
Intercity buses are the quiet backbone of long-distance travel in the U.S., connecting millions of people every year, often in places planes don't fly and trains don't reach. Yet despite their critical role in interstate mobility, bus service providers such as Greyhound and FlixBus face steep barriers when trying to access the very infrastructure meant to connect modes of travel: intermodal hubs. This is not just a business issue. It's a national policy issue that undermines federal goals around intermodal connectivity, efficient use of public infrastructure, and the promotion of interstate commerce. With the 2026 reauthorization of the Infrastructure Investment and Jobs Act approaching, now is the time to fix it. Today, federal law requires 'reasonable access' for intercity bus providers to public transportation facilities built with Federal Transit Administration funds. The intent is clear: ensure intermodal connectivity and maximize the public return on infrastructure investment. But in practice, that 'right' is often ignored, misunderstood or misapplied — largely because 'reasonable access' has never been clearly defined or enforced. As a result, intercity bus carriers are frequently denied access to centrally located multimodal hubs or forced to pay prohibitive fees to use them — even when those facilities have been built with taxpayer dollars. Some are relegated to curbside stops with no shelter, amenities or safe connections to local transit. Without reliable access to public transportation for the final leg of their trip, riders — especially those with luggage, children or disabilities — face disjointed journeys and unnecessary hardships that discourage travel and limit ridership growth. The consequences ripple outward. Local transit systems lose potential fare revenue. Cities forgo opportunities to reduce emissions and traffic through seamless multimodal transfers. And the federal government misses a chance to see its infrastructure dollars work harder and smarter. The fix is straightforward: Congress should update the law to define what 'reasonable access' means in actionable terms, with clear oversight by the U.S. Department of Transportation. A reformed access standard should include: a timeline for reviewing and approving access requests; anti-discrimination provisions to prevent arbitrary denial; transparent, non-excessive cost structures; minimum expectations around physical access, proximity to transit and basic rider amenities; and an appeals or enforcement mechanism through the Federal Transit Administration. This updated standard should also extend beyond local transit facilities to include passenger rail stations and other Department of Transportation-funded terminals where intercity bus connections are equally vital. From an industry standpoint, this is not a call for preferential treatment. Carriers are prepared to pay their fair share of costs. What we need is a clear, enforceable process that allows cities and operators to plan confidently, serve customers safely and support a multimodal future that truly works. At Flix North America, we have seen what is possible in places like Boston, Washington, Los Angeles, and dozens of mid-size cities across the country where integrated hubs serve local, regional and intercity travel. But patchwork cooperation isn't enough. Federal investment deserves a federal standard — one that ensures equity, access and interoperability across modes. By clarifying and strengthening the 'reasonable access' provision, Congress can unlock the full potential of America's transportation network. It's a small fix with major upside — for passengers, cities and the federal government alike. Kai Boysan is CEO of Flix North America, parent company of FlixBus and Greyhound Lines. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
The Hill
09-05-2025
- Business
- The Hill
Congress has a chance to make intercity buses great again
Intercity buses are the quiet backbone of long-distance travel in the U.S., connecting millions of people every year, often in places planes don't fly and trains don't reach. Yet despite their critical role in interstate mobility, bus service providers such as Greyhound and FlixBus face steep barriers when trying to access the very infrastructure meant to connect modes of travel: intermodal hubs. This is not just a business issue. It's a national policy issue that undermines federal goals around intermodal connectivity, efficient use of public infrastructure, and the promotion of interstate commerce. With the 2026 reauthorization of the Infrastructure Investment and Jobs Act approaching, now is the time to fix it. Today, federal law requires 'reasonable access' for intercity bus providers to public transportation facilities built with Federal Transit Administration funds. The intent is clear: ensure intermodal connectivity and maximize the public return on infrastructure investment. But in practice, that 'right' is often ignored, misunderstood or misapplied — largely because 'reasonable access' has never been clearly defined or enforced. As a result, intercity bus carriers are frequently denied access to centrally located multimodal hubs or forced to pay prohibitive fees to use them — even when those facilities have been built with taxpayer dollars. Some are relegated to curbside stops with no shelter, amenities or safe connections to local transit. Without reliable access to public transportation for the final leg of their trip, riders — especially those with luggage, children or disabilities — face disjointed journeys and unnecessary hardships that discourage travel and limit ridership growth. The consequences ripple outward. Local transit systems lose potential fare revenue. Cities forgo opportunities to reduce emissions and traffic through seamless multimodal transfers. And the federal government misses a chance to see its infrastructure dollars work harder and smarter. The fix is straightforward: Congress should update the law to define what 'reasonable access' means in actionable terms, with clear oversight by the U.S. Department of Transportation. A reformed access standard should include: This updated standard should also extend beyond local transit facilities to include passenger rail stations and other Department of Transportation-funded terminals where intercity bus connections are equally vital. From an industry standpoint, this is not a call for preferential treatment. Carriers are prepared to pay their fair share of costs. What we need is a clear, enforceable process that allows cities and operators to plan confidently, serve customers safely and support a multimodal future that truly works. At Flix North America, we have seen what is possible in places like Boston, Washington, Los Angeles, and dozens of mid-size cities across the country where integrated hubs serve local, regional and intercity travel. But patchwork cooperation isn't enough. Federal investment deserves a federal standard — one that ensures equity, access and interoperability across modes. By clarifying and strengthening the 'reasonable access' provision, Congress can unlock the full potential of America's transportation network. It's a small fix with major upside — for passengers, cities and the federal government alike. Kai Boysan is CEO of Flix North America, parent company of FlixBus and Greyhound Lines.
