emergency relief manual
emergency relief manual
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emergency relief manual
This section contains information and instructions on procedures for the Emergency Relief program on and off the federal-aid highway system. It is also a guide for FHWA, State, and local transportation agency personnel for requesting, obtaining and administering Emergency Relief Funding. Our payment security system encrypts your information during transmission. We don’t share your credit card details with third-party sellers, and we don’t sell your information to others. Please try again.Please try again.Please try again. Federal-Aid and Design Division Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. Register a free business account To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. The information you will need to apply for the ER funds is contained in the following: Summary of Emergency Relief procedures Emergency Relief check list FHWA Emergency Relief Manual For more information on federal-aid and state-aid programs, see the Overview of Emergency Highway Aid Programs in Wisconsin. TxDOT’s role in supporting each federal agency’s emergency relief program is noted below. TxDOT administers the program for Texas. Learn more. Eligible roadways are interstate, principal arterial, other principal arterial, minor arterial and major collector. FEMA directly administrates its emergency relief program. TxDOT coordinates with FEMA but does not administer the program. Learn more. When FTA emergency relief funding is available for specific disasters, TxDOT will contact eligible public transportation agencies with instructions for grant applications. Learn More. Would you like to change to the United States site? To download and read them, users must install the VitalSource Bookshelf Software.
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E-books have DRM protection on them, which means only the person who purchases and downloads the e-book can access it. E-books are non-returnable and non-refundable.This is a dummy description.This is a dummy description.This is a dummy description.This is a dummy description.This comprehensive sourcebook brings together a wealth of information on methods that can be used to safely size emergency relief systems for two-phase vapor-liquid flow for flashing or frozen, viscous or nonviscous fluids. Design methodologies are illustrated by selected sample problems. Written by industrial experts in the safety field, this book will be invaluable to those charged with operating, designing, or managing today's and tomorrow's chemical process industry facilities. Appendix I-C Fluid Behavior in Venting Vessels. Appendix I-D Energy and Material Balance Derivations for Emergency Pressure Relief of Vessels. Appendix II-B Equilibrium Flash Calculations. Appendix II-C Model Parameters for Pipe Entrance Sections. Appendix II-D Computer Routines in SAFIRE Program. Appendix II-E Example Problems. Appendix II-F Generalized Correlations and Design Charts. Appendix III-B Experimental Results and Model Comparisons. We’ve made big changes to make the eCFR easier to use. Be sure to leave feedback using the 'Help' button on the bottom right of each page!The Public Inspection page may alsoWhile every effort has been made to ensure thatUntil the ACFR grants it official status, the XMLProspective applicants should initiate the process by registering on the GRANTS.GOV website promptly to ensure completion of the application process before the submission deadline. Mail and fax submissions will not be accepted. Counts are subject to sampling, reprocessing and revision (up or down) throughout the day. This information is not part of the official Federal Register document. These can be usefulOnly official editions of theUse the PDF linked in the document sidebar for the official electronic format.
FTA will distribute these funds in a manner consistent with the eligibility requirements of this program on a non-competitive basis, subject to the priorities set forth below. Prospective applicants should initiate the process by registering on the GRANTS.GOV website promptly to ensure completion of the application process before the submission deadline. Mail and fax submissions will not be accepted. Transit systems in some of the disaster-affected areas provided emergency transportation services or sustained damage to capital assets. FTA will allocate funds consistent with the requirements of the final rule for the Emergency Relief Program ( 49 CFR part 602 ), published in the Federal Register on October 7, 2014. To be considered eligible to apply for the funding described in this NAERF, such entities must provide or fund public transportation services in counties designated as eligible for any category of Federal Emergency Management Agency (FEMA) Public Assistance for a major declared disaster with an incident period partially or entirely occurring within calendar year 2018. Entities that generally receive transit funding directly from FTA may apply for these funds according to the instructions in this NAERF. Public transit systems that are not FTA direct recipients ( i.e., are subrecipients) but have incurred eligible expenses may receive Emergency Relief funding through a pass-through entity, such as a State or designated recipient.Such projects are eligible for a Federal share of 100 percent ( 48 U.S.C. 1469 a). DR-4373), California Wildfires (FEMA Disaster No. DR-4382), or California Wildfires (FEMA Disaster No. DR-4407). To be consistent with the FEMA Public Assistance special cost-sharing arrangements authorized for these major disaster declarations, debris removal, emergency protective measures, emergency repairs, and emergency operations expenses are eligible for a Federal share of 90 percent.
In addition, recipients may utilize the following provisions for complying with the non-Federal share requirement. Since the CDBG statute specifically states it is available to fund the “non-Federal share” of other Federal grant programs, if the activity is eligible under the CDBG program, FTA will accept CDBG funds as local match. The use of TDCs must be approved by the State, which must send a letter to the FTA regional office certifying the availability of sufficient TDCs and approving their use prior to submitting a grant application. Recipients are advised that the use of TDCs means that no local funds will be required for projects in the grant, and that the funds allocated by the FTA may not alone be sufficient to fund the entirety of the proposed Emergency Relief projects. FTA may not allocate additional Federal funds to recipients that use TDCs in place of the non-Federal share, so sufficient alternative funds may need to be located to fully finance projects utilizing TDCs. FTA will not approve a retroactive application of TDCs. Recipients are advised to contact the applicable FTA regional office regarding any questions about eligible sources of local matching funds. Per the March 2013 Memorandum of Agreement between FTA and FEMA, entities seeking funding for 2018 major declared disaster-related public transportation expenses from FEMA should transfer funding requests for eligible expenses that have not been disbursed or drawn down to FTA via the grant application process outlined in this NAERF. This includes expenses that are in an obligated but undisbursed FEMA Public Assistance grant. Documentation developed for the FEMA Public Assistance program may be used to satisfy applicable FTA grant application requirements. First, applicants will submit proposals requesting reimbursement of eligible costs. Applications for funding must be submitted between the date of publication of this notice and January 17, 2020 through GRANTS.GOV.
Second, after the application period closes, FTA will announce allocations of funds on its website at www.transit.dot.gov. Recipients with allocations will then enter a grant application in the FTA's Transit Award Management System (TrAMS). Mail and fax submissions will not be accepted. Failure to submit the information as requested may delay review or disqualify the application. The two required forms are: (1) The SF-424 Application for Federal Assistance; and (2) the supplemental form for the Public Transportation Emergency Relief Funds for Transit Systems Affected by Major Declared Disasters Occurring in Calendar Year 2018 Program. The supplemental form and any supporting documents must be attached to the “Attachments” section of the SF-424. The application must include responses to all sections of the SF-424 Application for Federal Assistance and the supplemental form, unless indicated as optional. The information on the supplemental form will be used to determine applicant and project eligibility for the program. FTA encourages applicants to demonstrate the responsiveness of their application with the most relevant information the applicant can provide, regardless of whether FTA has specifically requested such information in this notice. If information is copied into the supplemental form from another source, applicants should verify that pasted text is fully captured on the supplemental form and has not been truncated by the character limits built into the form. Applicants should use both the “Check Package for Errors” and the “Validate Form” validation buttons on both forms to check all required fields on the forms, and ensure that the Federal and local amounts specified are consistent. FTA will then assess the extent to which the application addresses each of the three criteria below. The application must include the dates, hours, number and type of vehicles, and information relating to fares received for the emergency service.
Only net project costs may be reimbursed. Some applicants may have previously worked with FTA or FEMA to develop damage assessments which may be included in the application. Typically, a damage assessment involves on-the-ground visits to the damage sites to verify the extent of the damage and to estimate the cost of repairs eligible for Emergency Relief funding. The damage assessment should document: (1) The specific location, type of facility or equipment, nature and extent of damage; (2) the most feasible and practical method of repair or replacement; and (3) the estimated repair and replacement cost. FTA will not fund activities for which grant recipients have already drawn down funds obligated by FEMA. Any applicant to FTA's Emergency Relief Program that has also applied to FEMA for emergency funding must document the scope of any agreements with FEMA, including amounts obligated and drawn down, the dates for which FEMA agreed to fund any operating costs, and a list of any capital projects included in the FEMA application or equivalent document. Registration in SAM may take as little as 3-5 business days, but since there could be unexpected steps or delays (for example, if there is a need to obtain an Employer Identification Number), FTA recommends allowing ample time, up to several weeks, for completion of all steps.Proposals submitted after the deadline will only be considered under extraordinary circumstances not under the applicant's control. Mail and fax submissions will not be accepted. If making a resubmission for any reason, include all original attachments regardless of which attachments were updated and check the box on the supplemental form indicating this is a resubmission. Registration is a multi-step process, which may take several weeks to complete before an application can be submitted.
Registered applicants may still be required to take steps to keep their registration up to date before submissions can be made successfully: (1) Registration in the System for Award Management (SAM) is renewed annually, and (2) persons making submissions on behalf of the Authorized Organization Representative (AOR) must be authorized in GRANTS.GOV by the AOR to make submissions. Please see the FTA's Emergency Relief Manual for a complete list and description of ineligible expenses. The FTA Administrator will determine the final allocation of funding for each applicant after validating damage assessments and cost estimates. FTA reserves the right to request additional information prior to making a determination as to Emergency Relief funding eligibility of any particular project. FTA may also seek clarification from any applicant about any statement in its proposal that FTA finds ambiguous. FTA intends to announce final allocations on the FTA website. Pre-award authority as it relates to the Emergency Relief Program is described in the Emergency Relief Program final rule ( 49 CFR 602.11 ). In considering the use of pre-award authority, recipients should be aware of the following: Furthermore, it is not a Start Printed Page 66275 legal or implied commitment that all activities undertaken by the applicant will be eligible for inclusion in the project. Pre-award authority applies to expenses incurred in preparation for such disasters when forecasts specific to the disasters were available. Expenses incurred for general disaster preparedness are not eligible. Such assets are presumed to have no remaining useful life. As a result of this waiver, recipients may apply for funds to replace assets without regard to the Federal interest remaining in the destroyed asset. For disposition requirements, please see FTA Circular 5010.1E, “Award Management Requirements,” Chapter IV, subsection 4. FTA will deobligate any excess or unliquidated funds from the grant.
FTA may subsequently reallocate these funds through the Emergency Relief Program for other eligible projects. Transit agencies may provide such services for up to 45 days from the declaration of emergency. However, Federal regulations ( 2 CFR 200.320 ) permit sole source contracting when the public exigency or emergency for the requirement will not permit a delay resulting from competitive solicitation; or the federal awarding agency expressly authorizes noncompetitive proposals in response to a written request from the transit agency. It is recommended that recipients discuss waiver requests with their FTA regional office prior to submission to the docket. Back-up or supporting documentation may be requested upon FTA's review of the application or at a later date. Any costs determined to be ineligible after disbursement of funds must be refunded to the FTA. Additional grant requirement information can be found in FTA's Emergency Relief Manual. Each grant for Emergency Relief funds will include special grant conditions, including but not limited to, application of insurance proceeds, application of any FEMA funds received, and Federal share. These special conditions will be incorporated into the grant agreement for all Emergency Relief funds obligated for 2018 disaster response and recovery. FTA may assign program level reviews such as Procurement System Reviews or Financial Management Oversight reviews. FTA will monitor the use of insurance proceeds to ensure the recipient meets program requirements. FTA may undertake other reviews of projects, such as Technical Capacity and Capability Assessments; Risk Assessments; Cost, Schedule, and Scope Reviews; and other reviews FTA determines are necessary. The root cause of this error depends on which module handles the request and what was happening in the worker process when this error occurred. IIS was not able to access the web.config file for the Web site or application.
This can occur if the NTFS permissions are set incorrectly. IIS was not able to process configuration for the Web site or application. The authenticated user does not have permission to use this DLL. The request is mapped to a managed handler but the.NET Extensibility Feature is not installed. Check the event logs to see if any additional information was logged. Verify the permissions for the DLL. Install the.NET Extensibility feature if the request is mapped to a managed handler. Create a tracing rule to track failed requests for this HTTP status code. For more information about creating a tracing rule for failed requests, click here. The request was received by the Web server, but during processing a fatal error occurred, causing the 500 error. Under the National Response Framework, DOT is the primary federal agency for the Emergency Support Function - 1 - Transportation (ESF-1). Projects to be reviewed will be determined by an independent accounting team.The letter will be sent to both the Division and State office whenever an event occurs. The report includes lessons learned from previous disasters and a set of review recommendations that will result in additional updates to the ER manual to improve standardization of project management in each Division office. This funding speeds the restoration of major highways following a disaster. Only highways that are normally eligible for under FHWA's Federal Aid Highway Program are eligible for assistance from the FHWA ER program.However, individual states are typically not prepared financially to cope with these events. ER provides funding in addition to states' regular Federal highway formula grants to pay for recovery costs. There is no limit on the amount a state may receive from the program, though states must match their Federal ER recovery grants, which usually cover 80 percent of project costs.
In addition funding recovery expenses, ER funds emergency repair work to restore essential traffic, minimize the extent of damage, and protect the remaining facilities. This program component is 100 percent federally funded. However, one issue is that there are typically several hundred million dollars in ER eligible projects at a given time nationwide. The mismatch between availability of program resources and eligible projects has created funding backlogs in the past. Because states are reimbursed over time as ER funds become available, some regularly scheduled Federal-Aid projects have been stalled pending the receipt of ER grants. Before releasing funds, FHWA works with state officials to conduct assessments of damaged highways.This is reflected in FHWA's rate for closing out a project within four years of a disaster. Closing out a project means the facility is fully built and that the state has been completely reimbursed. The program also tracks the size of the funding backlog owed to states. This long-term output measure is meaningful because it indicates the extent that states' highway programs are disrupted by disasters. Without the ER reimbursement, states would need to divert their regular Federal highway funds from previously planned highway projects, potentially delaying completion of a project for several years. Putting these projects on hold can affect the condition and performance of states' highway systems. Specifically, FHWA attempts to review and approve state project plans in 180 days or less, and once funds are approved, to release funds to states within 90 days. This time is needed given the large amount of planning and coordination involved. The ER program manual outlines several ways states and FLMAs work together, and FHWA division offices regularly meet with states to align FHWA goals with state transportation initiatives.
Further, states and FHWA record their responsibilities in written stewardship agreements, which describe their roles in conducting damage assessments, performing cost estimates, and transferring funds. For federal lands projects, FHWA has formed Rapid Response ER teams that ensure that trained response teams (consisting of both FHWA and partner federal agencies) are prepared to respond to disasters.FHWA Memorandums Of Understanding with partner Federal Land Management Agencies. The last comprehensive review was conducted in 1997, when the DOT Inspector General (IG) conducted a comprehensive evaluation of the ER program. As a result, FHWA updated its ER Manual to clarify project eligibility criteria. In 1998, the IG validated improvements and reported on FHWA's accomplishments. Other reviews include several GAO reviews of specific projects and Federal disaster response and recovery policies in general. The report made three major recommendations:1) FHWA should update their existing ER guidance documents with current Federal Regulations, 2) FHWA headquarter staff should monitor field adherence to existing regulations, and 3) field staff should more closely monitor ER projects. In response, FHWA updated ER manuals to clarify eligibility criteria, regularly conducted ER training for their field staff, and developed procedures for recording the timeliness of project completion and adherence to ER regulations. FHWA also tracks the timeliness of correspondence between FHWA and its partners. FHWA uses this data to improve the performance of its Rapid Response Teams in making damage assessments and approving projects. ER projects have their own specific coding within the FMIS database. These indicators affect the performance ratings of program managers. To ensure states can quickly access funds, ER guidelines allow states to divert their formula Federal highway dollars to disaster projects. FHWA routinely reviews project costs and determines project eligibility.
FHWA has not identified instances of fraud or illegal mismanagement of grant funds. For example, in 2005, FHWA competitively bid and won the contract related to data analysis and program planning support. Also, when a large number of natural disasters occur, FHWA competitively hires temporary specialists (usually retired project staff) to meet the workload. These two functions are utilized by the technicians and staff who perform many of FHWA's ER activities. FHWA and its partners follow common guidelines to prevent duplicate funding and overlapping activities. FHWA's emergency response teams were modeled after FEMA's response team procedures. States report financial data using an on-line grants management system that is linked to DOT. FHWA is able to track specific ER projects through this system and its accounting systems. FHWA is also in the initial stage of implementing a managerial cost accounting system, which will allow FHWA to track staff time spent on ER projects and how these efforts contribute to the accomplishment of DOT's larger performance goals. FHWA has begun to regularly conduct ER training for their field staff. FWHA updated its training courses for new ER manuals, and developed national databases of information regarding regulatory requirements and project completion timeliness. FHWA field office employees conduct or review damage assessments, construction estimates, design processes, contract awards, and construction oversight. Specifically, FHWA division offices conduct program oversight and stewardship activities, while the state personnel do project specific work. Once repair work has begun after a disaster, FHWA approves projects and eligibility items. FHWA then monitors the ER spending and project development through its grants management system.When disasters of national significance occur, FHWA issues press releases describing progress towards making repairs.
Further, although the state funding reimbursement backlog grew in recent years, it was eliminated when FHWA received an emergency appropriation following the 2004 hurricane season. This funding allowed FHWA to pay down the backlog of all outstanding ER eligible projects nationwide. In contrast, FHWA has not consistently met its goals for releasing funds to states in 90 days or less. Performance has fluctuated significantly from year to year. Nevertheless, overall, FHWA has largely met its annual objectives. For example the average number of days for FWHA to release funds to a state jumped from 75 in 2000 to 182 in 2004. Both programs strive to help communities rebuild quickly following disasters. However, there is insufficient data to base a comparison because FEMA and FHWA track different data and use different performance measures. Further, because they have differing grant relationships with the states, it would not be cost effective to develop like data at this time. However, this is the latest evaluation done on the ER program, which cannot be used to infer recent performance. These programs are funded mainly by appropriations that have varied considerably from year to year. Over time the amounts are substantial.Following natural disasters (such as Hurricanes Harvey, Irma, and Maria in 2017, which damaged highways in Florida, Texas, Puerto Rico, and the U.S. Virgin Islands), or catastrophic failures (such as the 2013 collapse of the Skagit River Bridge in Washington State), ER funds are made available for both emergency repairs and restoration of eligible facilities to conditions comparable to those before the disaster. Local governments are not eligible to apply. FHWA pays 100 of the cost of emergency repairs done to minimize the extent of damage, to protect remaining facilities, and to restore essential traffic during or immediately after a disaster. Emergency repairs must be completed within 180 days of the disaster event.
Permanent repairs go beyond the restoration of essential traffic and are intended to restore damaged bridges and roads to conditions and capabilities comparable to those before the event. The federal share for permanent repairs is generally 80 for non-Interstate roads and 90 for Interstate Highways. Certain “quick release” funds are allocated to help with initial emergency repair costs and may be released prior to completion of detailed damage inspections and cost estimates. Other allocations to the states follow a more deliberate process of completing detailed damage reports, developing cost estimates, and processing competitive bids. The Public Transportation ER program provides federal funding on a reimbursement basis to public transportation agencies, states, and other government authorities for damage to public transportation facilities or operations as a result of a natural disaster or other emergency and to protect assets from future damage. The Public Transportation ER program provides federal support for both capital and operating expenses. Unlike the FHWA’s ER program, FTA’s ER program does not have a permanent annual authorization. All funds are authorized on a “such sums as necessary” basis and are available only pursuant to an appropriation from the general fund of the U.S. Treasury. In the absence of an appropriation, transit agencies must rely on funds from the Federal Emergency Management Agency (FEMA). Since its creation in 2012, there have been two appropriations to the Public Transportation ER program.FTA’s ER program has fewer limits and more flexibility than the emergency relief programs administered by FEMA and FHWA; thus it too faces questions about expenditures that go beyond repairing damage from a disaster. The lack of a permanent annual authorization for FTA means FTA cannot provide funding immediately after a disaster or emergency, and transit agencies must rely on FEMA for a quick response.
These programs are funded mainly by appropriations that have varied considerably from year to year. The federal share for permanent repairs is generally 80 for non-Interstate roads and 90 for Interstate Highways. Other allocations to the states follow a more deliberate process of completing detailed damage reports, developing cost estimates, and processing competitive bids. The Public Transportation ER program provides federal funding on a reimbursement basis to public transportation agencies, states, and other government authorities for damage to public transportation facilities or operations as a result of a natural disaster or other emergency and to protect assets from future damage. Unlike the FHWA's ER program, FTA's ER program does not have a permanent annual authorization. Since its creation in 2012, there have been two appropriations to the Public Transportation ER program.FTA's ER program has fewer limits and more flexibility than the emergency relief programs administered by FEMA and FHWA; thus it too faces questions about expenditures that go beyond repairing damage from a disaster. The lack of a permanent annual authorization for FTA means FTA cannot provide funding immediately after a disaster or emergency, and transit agencies must rely on FEMA for a quick response. The two programs have different histories and legal and regulatory authorities, but they share a similar intent and face some of the same issues. For example, there are concerns with both programs about the extent to which federally funded activities should go beyond restoring infrastructure to predisaster conditions, including so-called resilience projects. This includes information on the use of ER funds on disaster-damaged federally owned public-use roadways, such as National Park Service roads and U.S. Forest Service roads, under an affiliated program, the Emergency Relief for Federally Owned Roads Program.