was governed by a national project panel  Project was completed during 2011  Purpose was not to determine if fare-free policies were right or wrong, but to report on the experience of those who had instituted this fare policy systemwide Definitions  Fare-free is defined as public transportation service that requires no payment or proof of payment by any passenger when they board a transit vehicle  The study examined only those systems that provided all of its services on a fare-free basis in the entire community  The agencies had to be direct recipients or sub-recipients of federal transit grants Sources of Funding  Someone is paying for the service  Sources include sales tax, property tax, payroll tax, federal and state assistance, and utility fees  Other sources include parking fees, ski lift surcharges, university student fees, major medical centers, casino revenues, baggage fees, and donations

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Bus transfer centers are often regarded as undesirable neighbors. They are difficult to site, and it is difficult to gain support for them because of noise, exhaust, traffic congestion, and the presence of unwanted passengers. Locations for proposed major bus transfer activities are not only unwelcome, but some are probably not in the best interests of the surrounding development. However, many transit agencies are increasing acceptance and relevance of transit in their service areas by making transfer centers true community assets rather than nuisances. This often means finding a location that is right for both surrounding community and passengers, replacing rundown development with facilities that have exciting and inspiring architecture and design, and improving the pedestrian amenities and safety and security of the immediate area. Some communities have expanded the concept of bus transfer centers by using them as locations for vital health and human services and other conveniences that improve the quality of life for the residents. Others have used federal grants that provide opportunities for joint developments. Such developments could generate revenues that can be used for public improvements in the immediate area and that help to attract additional private investment and development where there once was blight. This paper highlights how four transit agencies used bus transfer centers not only to improve their images and community relations, but also to serve as catalysts for positive development in the surrounding areas.

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