This report provides the U.S. Department of Transportation's recommendations to Congress for allocation of funds to be made available under 49 U.S.C. §5309 for construction of new fixed guideway systems and extensions (major capital investments or "new starts") for Fiscal Year 2000. Section 5309(o)(1) requires an annual report to Congress "that includes a proposal on the allocation of amounts to be made available to finance grants and loans for capital projects for new fixed guideway systems and extensions to existing fixed guideway systems among applicants for those amounts."
The Annual Report on New Starts is a collateral document to the President's annual budget submission to Congress. It is meant to be a constructive element in the administration of the Federal transit assistance program, enriching the information exchange between the Executive and Legislative branches at the beginning of an appropriations cycle for the next Fiscal Year.
The President's budget for FY 2000 proposes that $980.40 million be made available for the §5309 major capital investment program. After setting aside a percentage of these funds for oversight activities as specified in §5327, and for ferry capital projects in Alaska or Hawaii as required by §5309(m)(5)(A), $962.725 million is available for project grants. This report recommends funding for 25 projects in FY 2000; of these, 14 have existing Federal funding commitments in the form of Full Funding Grant Agreements (FFGA), seven are expected to be ready to negotiate FFGAs by the end of FY 2000, and four are nearing the final stages of preliminary engineering.
Transportation Equity Act for the 21st Century (TEA-21)
On June 9, 1998, the Transportation Equity Act for the 21st Century (TEA-21), Public Law 105-178, which reauthorizes Federal surface transportation programs through 2003, was enacted. For new starts, TEA-21 leaves prior Federal law and policy largely intact, including the basic project justification criteria and the multiple-measure method of project evaluation. However, a number of significant changes were introduced to the Federal Transit Administration's New Starts Program.
Among the provisions of TEA-21 affecting FTA’s new starts program was language revising §5309(e) to codify many of the principles of FTA's New Starts Policy, which was published in the Federal Register on December 19, 1996 (61 FR 67093) and amended on November 12, 1997 (62 FR 60756). Aspects of the new starts policy which are now written as law, but which remain the same as past policy and practice, include the following:
In addition to these, however, TEA-21 introduced a number of important changes to the way FTA manages and implements the new starts program. Among the most significant changes are the following:
Other important changes include:
The majority of the changes to the new starts program noted above will be implemented through the rulemaking process. Under 49 USC §5309(e)(5), as added by TEA-21, FTA is required to publish "regulations on the manner in which [FTA] will evaluate and rate" proposed new starts projects. This rule will define the summary project ratings of "recommended," "highly recommended," and "not recommended," as required by TEA-21, implement the revisions to the multiple measures for project justification, describe how FTA will use the summary ratings to approve entry into preliminary engineering and final design, and discuss the relationship of the project evaluation process to the planning and project development process.
The Notice of Proposed Rulemaking (NPRM) is expected to be issued in early 1999. Following publication in the Federal Register, the NPRM will be open to public comment for a period of 60 days. Public comments will be reviewed and incorporated as appropriate into the Final Rule, which should be published in early Spring.
Due to the fact that the Final Rule has not been published, the project evaluations and funding recommendations for FY 2000 are based on FTA’s existing process, as published in the Federal Register on December 19, 1996 and amended on November 12, 1997 (61 FR 67093-106 & 62 FR 60756-58), modified slightly to account for the increased emphasis on land use by TEA-21 and the prohibition against placing a dollar value on mobility improvements.
Principles for Allocation of Funds
The funding recommendations contained in this report are the result of an extensive project development and evaluation process. All of the projects recommended for funding have completed this process, have been found by FTA to be worthy of a Federal funding commitment based on a comprehensive review of project justification and local financial commitment, and have either been issued FFGAs already or are strong candidates for FFGAs in the coming year.
To be eligible for new starts funding, proposed projects must complete the appropriate steps in the planning and project development process, as described in §§5303-5306 and §5309, and receive a rating of "recommended" or higher in the most recent FTA evaluation.
Planning and Project Development Process
To be eligible for FTA capital investment funds for a new start project, the proposed project must emerge from the metropolitan and/or Statewide planning process. Local officials must perform a corridor-level analysis of mode and alignment alternatives. This alternatives analysis will provide information on the benefits, costs, and impacts of alternative strategies, leading to the selection of a locally-preferred solution to the community's mobility needs. (The FTA/FHWA planning and environmental regulations (23 CFR Parts 450 and 771), which required a Major Investment Study (MIS) that fulfilled the requirement for alternatives analysis, are being revised in accordance with TEA-21.)
When the sponsoring agency for a new start project desires to initiate the preliminary engineering phase of project development, it must submit a request to the appropriate FTA regional office. The request must provide information on the metropolitan and/or Statewide plan that identifies the project, including the adoption of the project into the metropolitan transportation plan and the programming of the preliminary engineering study in the Transportation Improvement Plan (TIP). The request must also address the project justification and local financial commitment criteria outlined below. (This information is normally developed as part of an alternatives analysis.) FTA will then evaluate the proposed project as required by 49 USC §5309(e)(6) and determine whether or not to advance the project into preliminary engineering. FTA approval to initiate preliminary engineering is not a commitment to fund final design or construction.
During the preliminary engineering phase, local project sponsors refine the design of the proposal, taking into consideration all reasonable design alternatives. The process results in estimates of project costs, benefits and impacts in which there is a higher degree of confidence. In addition, NEPA requirements are completed (for new starts, this will normally entail the completion of an environmental impact statement), project management concepts are finalized, and any required local funding sources are put in place. Information on project justification and the degree of local financial commitment will be continually updated and reported as appropriate. As part of their preliminary engineering activities, localities are encouraged to consider policies and actions designed to enhance the benefits of the project and its financial feasibility.
Final design is the last phase of project development, and includes right-of-way acquisition, utility relocation, and the preparation of final construction plans (including construction management plans), detailed specifications, construction cost estimates, and bid documents. The final design stage cannot be initiated until environmental requirements have been satisfied, as evidenced by a Record of Decision (ROD) or a Finding of No Significant Impact (FONSI). Consistent with 49 USC §5309(e)(6), FTA will approve entry into final design based on the results of the project evaluation process.
As proposed new start projects proceed through the stages of the planning and project development process, they are evaluated against the full range of criteria for project justification and local financial commitment contained in §5309(e). In both cases, FTA relies on a multiple measure approach to assign ratings; these ratings are updated throughout the preliminary engineering and final design processes, as information concerning costs, benefits, and impacts is refined. The results of these evaluations are used to make the required approvals for entry into preliminary engineering and final design, to execute an FFGA, and to make annual funding recommendations to Congress.
While TEA-21 made a number of significant changes to the new starts program, as noted earlier in this report, it left the statutory criteria for project justification and local financial commitment largely intact. Aside from the prohibition against establishing dollar values for mobility improvements, most of the changes to the criteria themselves involved additions to the "considerations" that FTA must take into account when evaluating project justification.
TEA-21 retains the following criteria for evaluating project justification:
Based on the emphasis placed on land use issues by both TEA-21 and the earlier Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), FTA has also established criteria for evaluating transit-supportive existing land use policies and future patterns. Consistent with §5309(e)(3)(H), FTA also includes a variety of "other factors" when evaluating project justification, including a) the degree to which the policies and programs (local transportation planning, programming and parking policies, etc.) are in place as assumed in the forecasts, b) project management capability, and c) additional factors relevant to local and national priorities and relevant to the success of the project.
Section 5309(e)(1)(C) requires that proposed projects also be supported by an acceptable degree of local financial commitment, including evidence of stable and dependable financing sources to construct, maintain and operate the system or extension. Again, TEA-21 retains the basic criteria and the statutory considerations. The only significant revision is that consideration of local funding beyond the required minimum, already an FTA consideration when rating projects, has been incorporated into statute. The criteria for evaluation of the local financial commitment to a proposed project are:
As noted above, FTA evaluates proposed new start projects against the full range of criteria for both project justification and local financial commitment, using a multiple measure method. Project evaluation is an ongoing process; as proposed new starts proceed through the project development process, information concerning costs, benefits, and impacts is refined, and the ratings updated to reflect new information. However, the ratings reported in this document are final for purposes of the President’s budget request.
For each of the project justification criteria, the proposed new start is evaluated against both a no-build and a Transportation System Management (TSM) alternative (a package of low to moderate cost improvements designed to make more efficient use of an existing transportation system). For each proposed project, FTA assigns one of five descriptive ratings ("high," "medium-high," "medium," "low-medium," or "low") for each of the five criteria, with "other factors" considered as appropriate. The same is true for the three factors used to evaluate local financial commitment.
Perhaps the most significant change to the project evaluation process brought by TEA-21 is the requirement to establish summary ratings for each proposed project. Consistent with §5309(e)(6), summary ratings of "highly recommended," "recommended," or "not recommended" are assigned to each proposed project, based on the results of the review and evaluation of each of the criteria for project justification and local financial commitment. To assign these summary ratings, the individual ratings for each of the financial rating factors and project justification criteria are combined into overall "finance" and "justification" ratings, which in turn are combined to produce the summary ratings.
In evaluating the project justification criteria, FTA gives primary consideration to the measures for transit supportive land use, cost effectiveness, and mobility improvements to arrive at the combined "justification" rating. For local financial commitment, the measures for the proposed local share of capital costs and the strength of the capital and operating financing plans are the primary factors in determining the combined "finance" rating.
For a proposed project to be rated as "recommended," it must be rated at least "medium" in terms of both finance and justification. To be "highly recommended," a proposed project must be rated higher than "medium" for both finance and justification. Proposed projects not rated at least "medium" in both finance and justification will be rated as "not recommended."
These ratings are used both to approve entry into preliminary engineering and final design, as required under §5309(e)(6), and to recommend proposed projects for Federal funding commitments. A proposed project must receive a rating of at least "recommended" in order to be approved for any of these purposes.
The permanent approach FTA will use to assign these summary ratings will be detailed in the upcoming regulation on project evaluation required by TEA-21 and incorporated into 49 USC §5309(e)(5). In the absence of a Final Rule, however, FTA must still use the principles established by TEA-21 to evaluate proposed new starts, assign project ratings, and recommend funding for FY 2000. Therefore, the project ratings and funding recommendations contained in this report reflect an application of FTA’s existing project evaluation process, as published in the Federal Register on December 19, 1996 and amended on November 12, 1997 (61 FR 67093-106 & 62 FR 60756-58). The only significant change is that, due to the TEA-21 provision, the value of travel time savings is no longer reported for mobility improvements; instead, travel time savings is reported in terms of hours.
The results of the project evaluation process for the FY 2000 recommendations are reported in Table 1. Ratings are established for proposed projects that are in preliminary engineering and final design only; projects undergoing alternatives analysis typically have not developed sufficient information for meaningful evaluation. Also not listed are projects for which FFGAs have already been issued, as the decision to commit to a project represents the final determination of project justification.
Table 1: Summary of New Start Project Ratings for FY 2000 Budget
Please note that three of the proposed projects listed in Table 1 are listed as "not rated." This is due to the fact that sufficient information was not available to FTA to fairly rate these projects. Because this report represents the first time project sponsors have been asked to submit data for evaluation under the TEA-21 criteria, FTA did not wish to unfairly penalize project sponsors who were unable to develop the requested information in the timeframe needed for this report. In future reports, however, FTA may assign a rating of "not recommended" where sufficient information for project evaluation is not provided.
Appendix A provides a more detailed profile for each project for which an FFGA has been issued, as well as for projects in final design and preliminary engineering. Profiles for projects with FFGAs include a description, status, list of funding sources and map. Profiles for projects in final design and preliminary engineering include a description, status, list of funding sources, map, and a presentation of the project evaluation criteria and ratings. Each of these profiles includes a summary description which highlights the overall project ratings and presents key descriptive, cost and ridership data for each proposed new starts project compared to the no-build alternative.
Appendix B provides a brief description and status for other planning studies and projects which were authorized in Section 3030 of TEA-21, but which have not yet entered preliminary engineering.
It is important to note that a rating of "recommended" does not translate directly into a funding recommendation in any given fiscal year. Rather, the overall project ratings are intended by this proposed rule to reflect overall project merit. Proposed projects that are rated "recommended" or "highly recommended," and have been sufficiently developed for consideration of a Federal funding commitment, will be eligible for funding recommendations in the Administration's proposed budget.
As noted above, project evaluation is an ongoing process. The ratings contained in this report are based on project information available through November 1998. As proposed new starts proceed through the project development process, the estimates of costs, benefits, and impacts are refined. The FTA ratings and recommendations will be updated annually to reflect new information, changing conditions, and refined financing plans. It must be stressed, however, that the ratings reported in this document are final for purposes of the President’s budget request to Congress, and that any subsequent changes in project ratings will not alter the Administration’s project funding recommendations. Updated project information and ratings will be reviewed as part of the budget development process for the next fiscal year.
For informational purposes, FTA has also included a supplemental analysis of selected new starts criteria and measures. Table 2 presents an analysis of the project evaluation data, factored by the annualized total capital cost, for the following criteria and measures: 1) mobility improvements (measures of the hours of annual travel time savings and the number of low-income households within one-half mile of transit stations); and 2) environmental benefits (measures of annual reduction in greenhouse gas emissions and annual reduction in regional energy consumption). Data are reported for the comparison of the new start to the no-build and TSM alternatives. Annualization of capital costs is based on a consistent set of assumptions on the useful life of specific cost components, annualization factors, and a 7 percent discount rate. Procedures on the annualization of capital costs are documented in FTA’s Technical Guidance on Section 5309 New Starts Criteria.
Principles for Funding Recommendations
As noted above, the project ratings established by TEA-21 are intended to reflect overall project merit; proposed projects that are rated as "recommended" or higher are eligible for Federal funding. Thus, a rating of "recommended" does not translate directly into a funding recommendation or commitment in any given year. To be recommended for funding in this report, proposed projects rated as "recommended" or "highly recommended" must also be sufficiently developed for consideration of a Federal funding commitment (FFGA).
The following general principles are also applied when determining annual funding allocations among proposed new starts:
Table 2: Supplemental Analysis of New Start Project Ratings
New Starts Allocations and Recommendations
The President's budget for FY 2000 proposes that $980.40 million be made available for new starts under §5309. This represents the full amount of guaranteed funds authorized by TEA-21. After subtracting amounts for FTA oversight activities as authorized by §5327, and for other purposes specified by §5309(m)(5)(A), a total of $962.725 million remains available for projects. Of this amount, a total of $668.18 million will be allocated among the 14 projects with existing Federal commitments, according to the amounts specified in Attachment 6 of their respective FFGAs. An additional $216.11 million will be allocated among seven projects that are expected to be ready to negotiate funding commitments by the end of FY 2000. As authorized under §5309(m)(2), the remaining $78.43 million will be made available for preliminary engineering activities; of this, a total of $32.00 million is recommended for four specific projects, with the remaining $46.43 million available to other project sponsors. Complete descriptions of these projects can be found in Appendix A.
Table 3 summarizes the recommendations for FY 2000 funding and overall funding commitments. For each project, the first column indicates the overall project rating, as described earlier in this report. The second column shows the amount of FY 1998 and prior year funds that have been obligated by each project, and the third column shows any unobligated amounts. The fourth column shows the amount of funds available as a result of the FY 1999 DOT Appropriations Act (adjusted for the oversight takedown). The fifth column shows the FY 2000 funding recommendations contained in the President’s budget request, and the sixth indicates the maximum amount of outyear funding remaining for those projects under FFGAs. Finally, the last column sums the first five columns and shows the total amount to be made available over the life of the project from Federal transit major capital investment funds.
Please note that a rating of "recommended" does not translate directly into a funding recommendation; rather, it is an indication of overall project merit. Note also that project evaluation is an ongoing process, and ratings may change as project development continues and new information becomes available. Finally, no rating is shown for projects with existing FFGAs, as the Federal commitment had been made before TEA-21 established the requirement for overall ratings.
A Word About Full Funding Grant Agreements
Section 5309(e)(7) specifies the Full Funding Grant Agreement (FFGA) as the means by which new starts projects are to be funded. The FFGA is also the principal means used by FTA to manage the new starts caseload. FTA also has the discretion to use an FFGA in awarding Federal assistance for other major capital projects.
The FFGA defines the project, including cost and schedule; commits to a maximum level of Federal financial assistance (subject to appropriation); establishes the terms and conditions of Federal financial participation; covers the period of time for completion of the project; and helps to manage the project in accordance with Federal law. The FFGA assures the grantee of predictable Federal financial support for the project (subject to appropriation) while placing a ceiling on the amount of that Federal support.
Table 3: FY 2000 New Starts Funding Recommendations
An FFGA also limits the exposure of FTA and the Federal government to cost overruns that may result if project design, engineering and/or planning is not adequately performed at the local level. FTA is primarily a financial assistance agency; it is not directly involved in the design and construction of new starts projects. While FTA is responsible for ensuring that planning projections are based on realistic assumptions and that design and construction follow acceptable industry procedures, it is the responsibility of project sponsors to ensure that proper planning, design and engineering have been performed.
Additional information and guidance on developing FFGAs is contained in FTA Circular C 5200.1, Full Funding Grant Agreements Guidance, dated July 2, 1993, and the FTA Rule on Project Management Oversight (49 CFR Part 633).
Existing Federal Funding Commitments
Fourteen projects have existing FFGAs that commit FTA to provide specified levels of major capital investment funding. These projects will require a total of $668.18 million in FY 2000. The status of these projects and the individual funding recommendations for FY 2000 are described below. For eight of these projects, the funding recommendation represents the amount specified in Attachment 6 of the FFGA for FY 2000. The recommendations for the remaining six are based on the total remaining Federal funding commitment for the project. Because Federal funding commitments were in place for these projects prior to TEA-21, they have not been assigned summary ratings as described in §5309(e)(6). All of these projects have been authorized by TEA-21.
The Metropolitan Atlanta Rapid Transit Authority (MARTA) is constructing a 1.9-mile, 2-station extension of the North Line from the Dunwoody station to North Springs. When completed, this extension will serve the rapidly-growing area north of Atlanta, which includes Perimeter Center and north Fulton County, and will connect this area with the rest of the region by providing better transit service for both commuters and inner-city residents traveling to expanding job opportunities.
The total cost (Federal and non-Federal) of this project has increased from $381.30 million to an estimated $463.18 million since the FFGA was issued for this project in 1994. The increase is due primarily to the need to address anticipated service level increases, station parking enhancements, and impacts to the project right-of-way from the proposed widening of the adjacent GA 400 freeway. It now includes the purchase of 56 rail cars, twice the number included in the original plan to which FTA committed. Section 3030(d)(2) of TEA-21 authorizes an amendment to the FFGA to incorporate these changes. However, as noted earlier in this report and specified in the FFGA, any additional costs beyond the scope of the Federal commitment are the responsibility of the grantee.
On December 20, 1994, FTA issued an FFGA committing a total of $305.01 million in new starts funding to this project. Of this commitment, a total of $208.15 million has been appropriated through FY 1998. The FY 1999 appropriation provided an additional $51.72 million, leaving $45.14 million required to fulfill the terms of the FFGA. Attachment 6 of the FFGA for this project specifies that $37.10 million be provided in FY 2000, which would leave $8.04 million remaining. Because such a small amount would remain, it is recommended that the entire $45.14 million be provided in FY 2000 to complete the Federal funding commitment to this project.
Boston/South Boston Piers Transitway Phase 1
The Massachusetts Bay Transportation Authority (MBTA) is developing an underground transitway to connect the existing transit system with the South Boston Piers area. The Piers area, which is connected to the central business district (CBD) by three local bridges, is slated for significant future development. A 1.5-mile tunnel, to be constructed in two phases, will extend from the existing Boylston Station to the World Trade Center; five underground stations will provide connections to the MBTA's Red, Orange, and Green Lines. Dual-mode trackless trolleys will operate in the transitway tunnel and on surface routes in the eastern end of the Piers area.
Phase 1 of this project consists of a 1-mile, three-station bus tunnel between South Station and the World Trade Center, with an intermediate stop at Fan Pier. Part of the construction is being coordinated with the Central Artery highway project. South Station serves the existing MBTA Red Line, as well as Amtrak and commuter rail and bus service. The total estimated cost of Phase I is $413.40 million, though this does not include recently calculated cost increases. Any escalation of the total project cost is the responsibility of local project sponsors. Phase II would extend the transitway to Boylston Station on the Green Line and the Chinatown Station on the Orange Line.
Section 3035(j) of ISTEA directed FTA to enter into an FFGA for this project. On November 5, 1994, an FFGA was issued for Phase 1, committing a total of $330.73 million in §5309 new starts funding. Through FY 1998, a total of $188.30 million has been provided for this project. The FY 1999 appropriation provided an additional $53.58 million. This leaves $88.85 million required to complete the Federal commitment to this project. It is recommended that funds in the amount of $53.96 million be provided in FY 2000, in accordance with Attachment 6 of the FFGA for this project. The remaining $34.89 million would be provided in future years. Phase 1 is now expected to open for revenue service in December 2002.
The Regional Transit District (RTD) in Denver is constructing an 8.7-mile light rail extension between Denver and Littleton. The line extends from the I-25/Broadway station on the existing Central Corridor line south to Mineral Avenue in Littleton, running parallel to Santa Fe Drive over an exclusive, grade-separated right-of-way. This extension is expected to serve 8,400 daily passengers when it opens for revenue service in July 2000, with an estimated 22,000 daily riders by 2015.
FTA issued an FFGA for this project on May 9, 1996, which will provide a total of $120.00 million in §5309 new starts funding. Through FY 1998, a total of $25.76 million has been provided to this project, with an additional $39.70 million appropriated in FY 1999. This leaves $54.54 million required to complete the Federal funding commitment. As specified in Attachment 6 of the FFGA for this project, it is recommended that $35.00 million be provided to this project in FY 2000; the remaining $19.54 million would be provided in future years.
Houston Metro’s $1 billion Regional Bus Plan consists of a package of improvements to its existing bus system. The package includes service expansions in most of the region, new and extended HOV (High-Occupancy Vehicle, or "carpool") facilities and ramps, new buses, several transit centers and park-and-ride lots, and supporting facilities. This collection of projects was selected as the locally-preferred alternative over a proposed rail project in 1992.
An FFGA was issued on December 30, 1994, to provide a total of $500.00 million in §5309 new starts funds for the Regional Bus project. A total of $378.26 million has been provided through FY 1998, of which $287.02 million has been obligated. The FY 1999 appropriation provided an additional $59.23 million. The FY 2000 budget recommends $62.52 million for this project, which includes the $52.77 million specified in Attachment 6 of the FFGA, plus an additional $9.75 million needed to complete the Federal commitment to this project in FY 2000. All projects under the Regional Bus Plan are expected to be completed by December 2004.
The Metro Rail Red Line Project in Los Angeles is being planned, programmed and constructed in phases, through a series of "Minimum Operable Segments" (MOSs). The first of these segments (MOS-1), a 4.4-mile, 5-station segment, opened for revenue service in January 1993. A 2.1-mile, three-station segment of MOS-2 opened along Wilshire Boulevard in July 1996; an additional 4.6-mile, 5-station segment of MOS-2 is currently under construction, and the Federal funding commitment has been fulfilled. On May 14, 1993, an FFGA was issued to the Los Angeles County Metropolitan Transportation Authority (LACMTA) for the third construction phase, MOS-3.
MOS-3 was defined under ISTEA (Section 3034) to include three segments: the North Hollywood segment, a 6.3-mile, three-station subway extension of the Hollywood branch of MOS-2 to North Hollywood through the Santa Monica mountains; the Mid-City segment, a 2.3-mile, two-station western extension of the Wilshire Boulevard branch; and an undefined segment of the Eastside project, to the east from the existing Red Line terminus at Union Station. LACMTA later defined this eastern segment as a 3.7-mile, four-station extension under the Los Angeles River to First and Lorena in East Los Angeles. On December 28, 1994, the FFGA for MOS-3 was amended to include this definition of the eastern segment, bringing the total commitment of Federal new starts funds for MOS-3 to $1,416.49 million. On June 9, 1997, FTA and LACMTA negotiated a revised FFGA covering the North Hollywood segment (Phase 1-A) of MOS-3, which is proceeding as scheduled.
In January 1997, FTA requested that the MTA submit a recovery plan to demonstrate its ability to complete MOS-2 and MOS-3. On January 14, 1998, the LACMTA Board of Directors voted to suspend and demobilize construction on all rail projects other than MOS-2 and MOS-3 North Hollywood Extension. The MTA submitted a recovery plan to FTA on May 15, 1998, which was approved by FTA on July 2, 1998.
In 1998, the MTA undertook a Regional Transportation Alternatives Analysis (RTAA) to analyze and evaluate feasible alternatives for the Eastside and Mid-City corridors. The RTAA addressed system investment priorities, allocation of resources to operate existing transit services at a reliable standard, assessment and management of financial risk, countywide bus service expansion, and a process for finalizing corridor investments. On November 9, 1998, the LACMTA Board reviewed the RTAA and directed staff to reprogram resources previously allocated to the Eastside and Mid-City Extensions to the implementation of RTAA recommendations, including the LACMTA Accelerated Bus Procurement Plan. The MTA plans to conduct further study of transit investment options in the Eastside and Mid-City corridors.
To date, a total of $571.53 million in FY 1998 and prior year funds has been committed to the MOS-3 project, under the existing FFGA. An additional $37.72 million was provided in the FY 1999 appropriation, leaving $807.24 million remaining to complete the Federal commitment to MOS-3. It is recommended that $50.00 million be provided to the North Hollywood project in FY 2000, as specified in Attachment 6 of the FFGA.
Maryland/MARC Extension to Frederick & System Improvements
The Mass Transit Administration of Maryland (MTA) is extending the Maryland Commuter Rail (MARC) system from Point of Rocks to Frederick, Maryland. This extension will provide service from suburban Montgomery and Frederick counties to Baltimore, Maryland and Washington, D.C. The project involves track, signal, and station and yard improvements along an existing freight line. In addition, MTA is embarking on a major procurement of additional commuter rail coaches and locomotives needed to meet anticipated systemwide demand on the MARC system and provide service on this extension. Manufacturing of the coaches is underway, and delivery has begun. The locomotive procurement is being undertaken jointly with Amtrak; delivery is expected to begin by 2000. Protracted negotiations with CSXT over right-of-way purchase terms have resulted in project delays; MTA now expects to begin MARC service on the Frederick extension by 2001.
Section 3030(g)(2) of TEA-21 authorizes an amendment to the FFGA for this project to include capacity and efficiency improvements through construction of a Penn-Camden Connection, maintenance and storage facilities and other capacity-related improvements, and the Silver Spring Intermodal Center.
An FFGA was issued on June 19, 1995, committing a total of $105.25 million to complete the project. This does not include $33.26 million in FY 1994 and prior year funding appropriated before the FFGA, which brings total Federal funding for this project to $138.51 million. Through FY 1998, a total of $120.89 million has been appropriated for this project. The FY 1999 appropriation provided an additional $16.91 million, leaving $703,308 needed to fulfill the FFGA. It is recommended that these remaining funds be provided in FY 2000 to complete the current FFGA.
Northern New Jersey/Hudson-Bergen Waterfront LRT
The New Jersey Transit Corporation (NJ Transit) is constructing a 9.6-mile, 16-station light rail line along the Hudson River Waterfront in Hudson County, from the Hoboken Terminal to 34th Street in Bayonne and Westside Avenue in Jersey City. This line is intended as the first minimum operable segment (MOS) of a larger 21-mile, 30-station line extending from the Vince Lombardi park-and-ride lot in Bergen County to Bayonne, passing through Port Imperial in Weehauken, Hoboken, and Jersey City. The core of the completed system will serve the high-density commercial centers in Jersey City and Hoboken, and provide connections with NJ Transit commuter rail service, PATH trains to Newark and Manhattan, and the Port Imperial ferry from Weehauken to Manhattan. The initial operating segment is being constructed under a turnkey contract to design, build, operate, and maintain the system, which was awarded in October 1996. Construction began on the MOS in December 1996.
This project is a major component of the Urban Core program of interrelated projects defined in ISTEA and TEA-21, designed to enhance mobility significantly in the Northeastern New Jersey area. These projects were specifically exempt from the FTA New Starts evaluation criteria by ISTEA, and again by TEA-21.
The Department issued an FFGA on October 15, 1996 that commits $604.09 million in §5309 new starts funding for the MOS. Through FY 1998, a total of $158.83 million has been appropriated for this project. The FY 1999 appropriation provided an additional $69.48 million, leaving $375.78 million needed to complete the Federal commitment to MOS-1. It is recommended that $99.00 million be provided in FY 2000, in accordance with Attachment 6 of the FFGA for this project. The remaining $276.78 million needed to complete the Federal funding commitment would be provided in future years. This project is scheduled to open for revenue service in July 2000.
Portland/Westside LRT to Hillsboro
On September 12, 1998 the Tri-County Metropolitan Transportation District (Tri-Met) in Portland, Oregon officially opened the 17.7-mile extension of the MAX light rail system between downtown Portland and downtown Hillsboro. This line includes 20 new stations and nine park-and-ride lots. The route includes a 3-mile twin-tube tunnel under the West Hills, essentially paralleling the Sunset Highway. Service is provided by 42 low-floor light rail vehicles, the first to be placed in service in the United States.
The original FFGA for this project was issued in September 1992, for a segment to S.W. 185th Avenue in Washington County, and was amended in December 1994 to include the remaining segment to Hillsboro. Consistent with Congressional authorization, it was amended again on November 1, 1996 to commit a total of $630.06 million in §5309 new starts funding to the entire "Westside-Hillsboro" project. Of this, $593.48 million has been provided in FY 1998 and prior years. The FY 1999 appropriation provided an additional $25.53 million, leaving $11.06 million required to complete the Federal commitment to this project. It is recommended that this final funding increment be provided in FY 2000.
The Sacramento Regional Transit District (RT) is developing an 11.3-mile light rail project in the South Sacramento Corridor. The system will follow existing Union Pacific right-of-way from downtown Sacramento to Calvine/Auberry. To maximize the use of available State and local capital funds, RT will implement this project in several phases. The first phase, a 6.3-mile minimum operable segment (MOS), would operate between downtown Sacramento and Meadowview Road. Population and employment in this corridor are expected to grow at rates faster than the regional average, resulting in severe congestion on the two major highways in the corridor. Final design activities commenced on July 1, 1997, and construction is expected to begin in late 1999. The project is projected to open for revenue service by September 2003.
On June 20, 1997, an FFGA was issued for the 6.3-mile MOS, committing a total of $111.20 million in Federal new starts funding. This does not include $1.98 million in prior year funds that were obligated before the FFGA was issued, which brings the total amount of §5309 new starts funding to $113.18 million. A total of $30.15 million in FY 1998 and prior year funding has been allocated to this project, and an additional $23.31 million was appropriated in FY 1999. It is recommended that $25.00 million be provided in FY 2000, as specified in Attachment 6 of the FFGA for this project, with the remaining $34.72 million to be provided in future years.
The Utah Transit Authority (UTA) is constructing a 15-mile light rail transit (LRT) line from downtown Salt Lake City to the southern suburbs. The system will operate on city streets downtown (2 miles) and then follow a lightly-used railroad alignment owned by UTA to the suburban community of Sandy (13 miles). This project is one component of the Interstate 15 corridor improvement initiative, which includes reconstruction of a parallel segment of I-15. Construction is underway, with an estimated completion date of December 2000.
Salt Lake City has been selected as the site for the 2002 Winter Olympic and Paralympic Games. This project will connect major hotels and local residential areas with the Olympic venues for figure skating, medal rounds for ice hockey, and the International Broadcast Center, and will connect with bus service to venues for speed skating, curling, and the Nordic alpine events.
On August 2, 1995, FTA issued an FFGA for this project that commits a total of $237.39 million in Federal new starts funding. This does not include $6.60 million in prior year funds that were provided before the FFGA was issued, which brings the total amount of §5309 new starts funding to $243.99 million. A total of $136.58 million has been appropriated in FY 1998 and prior years. The FY 1999 appropriation provided an additional $69.48 million for this project, leaving $37.93 million needed to complete the Federal commitment. Attachment 6 of the FFGA specifies that $37.41 million be provided in FY 2000, which would leave $521,300 remaining. Because such a small amount would remain, it is recommended that the entire $37.93 million be provided in FY 2000 to complete the Federal funding commitment. This project will be operational in December 2000, well before the opening of the 2002 Winter Olympics.
San Francisco/BART Airport Extension ("BART-SFO")
Bay Area Rapid Transit (BART) in San Francisco and the San Mateo County Transit District (SamTrans) are implementing an 8.2-mile, 4-station extension of the BART rapid transit system to serve San Francisco International Airport. The project consists of a 7.4-mile mainline extension from the existing BART station at Colma, through Colma, south San Francisco, and San Bruno, terminating at the Millbrae Avenue BART/CalTrain Station. An additional 0.8-mile spur from the main line north of Millbrae will take BART trains directly into the airport, to a station adjoining the new International Terminal.
The San Francisco International Airport is a major partner in this project. All structures and facilities to be constructed on airport property, and installation of related equipment, are being funded, designed and constructed by the airport for BART. This project is also participating in the FTA Turnkey Demonstration program to determine if the design/build approach will reduce implementation time and cost. On July 24, 1997, the first contract was awarded for site preparation and utility relocation associated with this project. Bids for the main contract for construction of the line, trackwork and related systems were opened on November 25, 1997.
On June 30, 1997, FTA entered into an FFGA for the BART-SFO extension, committing a total of $750.00 million in Federal new starts funds to the project. Through FY 1998, a total of $113.72 million has been allocated to this project. An additional $39.70 million was provided in FY 1999, leaving $596.57 million of the total commitment remaining. In accordance with Attachment 6 of the FFGA for this project, it is recommended that $84.00 million be provided in the FY 2000 budget to keep this project progressing on schedule. The remaining $512.57 million would be provided in future years. This extension is expected to open for service by September 30, 2001, as specified by the terms and conditions of the FFGA.
San Jose/Tasman LRT West Extension
The Santa Clara County Transit District (SCCTD) is planning a 12.4-mile light rail system from northeast San Jose to downtown Mountain View, connecting with both the Guadalupe LRT in northern Santa Clara County and the Caltrain commuter rail system. The project is proceeding in two phases: the Phase 1 West Extension will connect the northern terminus of the Guadalupe Light Rail System in Santa Clara with the Caltrain Commuter Rail station in downtown Mountain View, a distance of 7.6 miles; the future Phase 2 East Extension will complete the remaining 4.8 miles.
An FFGA was issued for Phase 1of this project on July 2, 1996, providing a total of $182.75 million in §5309 new starts funding. A total of $124.08 million was provided in FY 1998 and prior years, and an additional $26.80 million was provided in FY 1999. This leaves $31.87 million needed to complete the Federal commitment to this project. Attachment 6 of the FFGA for this project specifies that $20.00 million be provided in FY 2000, which would leave $11.87 million remaining. Because such a small amount would remain, it is recommended that the entire $31.87 million needed to complete the Federal commitment be provided in FY 2000.
The Puerto Rico Department of Transportation and Public Works (DTPW) is constructing a 10.7-mile, 16-station rapid rail line between Bayamon Centro and the Sagrado Corazon area of Santurce in the San Juan metropolitan area. The system consists of a double-track line operating over at-grade and elevated rights-of-way with a short below-grade segment, and a maintenance facility. When complete, this system is expected to carry 113,300 riders per day by 2010.
This project has been selected as one of FTA's turnkey demonstration projects, which incorporates contracts to design, build, operate, and maintain the system. This type of procurement is expected to expedite the implementation of the project and develop the institutional capability needed to operate the system. During 1996 and 1997, seven contracts were awarded under the turnkey procurement.
On March 13, 1996, FTA entered into an FFGA committing $307.41 million in §5309 new starts funds to this project, out of a total project cost of $1,250.00 million. This did not include $4.96 million in Federal new starts funding provided prior to FY 1996, which brings total Federal new starts funding for this project to $312.37 million. A total of $33.38 million has been allocated to the Tren Urbano project in FY 1998 and prior year funds, and an additional $19.85 million was appropriated in FY 1999. This leaves $259.14 million needed to complete the FFGA. In accordance with Attachment 6 of the FFGA, it is recommended that $82.00 million be provided to this project in FY 2000, with the remaining $177.14 million to be provided in future years. The Puerto Rico Highway and Transportation Authority (PRHTA) now estimates that total project costs have increased from $1,250.00 million to $1,550.00 million, reflecting locally-approved enhancements which will be funded from local sources.
St. Louis/St. Clair County LRT
The Bi-State Development Agency (Bi-State) is developing a 26-mile extension of the Metrolink light rail line from downtown East St. Louis, Illinois to the Mid America Airport in St. Clair County. A 17.4-mile Minimum Operable Segment (MOS) will extend from the current Metrolink terminal in downtown East St. Louis to Belleville Area College. This segment consists of eight stations, seven park-and-ride lots, 20 new light rail vehicles, and a new maintenance facility in East St. Louis. The route makes extensive use of abandoned railroad rights-of-way. Right-of-way and real estate acquisition is proceeding as scheduled, and revenue service is scheduled to begin in May 2001.
On October 17, 1996, FTA and Bi-State entered into an FFGA that commits a total of $243.93 million in §5309 new starts funding to complete the 17.4-mile MOS. This does not include $8.49 million in Federal new starts funding provided prior to FY 1996, which brings total Federal funding for this project to $252.41 million under the new starts program. Bi-State has proposed that the FFGA be amended to include the Mid America Airport segment, as contemplated in the FFGA. Through FY 1998, a total of $78.09 million has been appropriated for this project. The FY 1999 appropriation provided an additional $34.74 million, leaving $139.58 million needed to fulfill the Federal funding commitment. It is recommended that $50.00 million be provided to this project in FY 2000, as specified in Attachment 6 of the FFGA, with the remaining $89.58 million to be provided in future years.
Proposed New Federal Funding Commitments
In addition to the funding recommendations for existing Federal commitments discussed above, seven proposed projects are expected to be ready to negotiate FFGAs by the end of FY 2000. In anticipation of these new commitments, FTA recommends that a total of $216.11 million be allocated among these projects in FY 2000. Six of these projects have been rated as "recommended" or "highly recommended" under the criteria and processes specified by TEA-21. The commitment to the seventh project, the Salt Lake City/East-West LRT (Downtown Segment), is based on the need to provide adequate transportation for the 2002 Winter Olympic and Paralympic Games. The funding recommendations described below are based on the anticipated funding needs of each project in FY 2000.
Dallas/North Central LRT Extension
Dallas Area Rapid Transit (DART) plans to build an extension of its existing light rail system, which opened in phases from June 1996 to May 1997, north to the City of Plano. The 12.5-mile extension would connect with the existing system at the Park Lane Station, adding nine new stations. DART estimates that approximately 17,000 riders will use this extension by 2020. The total cost of this project is estimated at $517.20 million. This project has received a "high" financial rating and is rated "medium" for justification, resulting in an overall project rating of "recommended."
This extension is nearing the completion of the final design phase of project development. It is included in the regionally adopted Metropolitan Transportation Plan and Transportation Improvement Program, which are in conformance with the State Implementation Plan for Air Quality. DART began contracting for construction and purchasing vehicles and necessary right-of-way in May 1998.
The North Central Extension is authorized for final design and construction by Section 3030(a)(20) of TEA-21. A total of $43.2 million in §5309 new starts funds has been appropriated for this project through FY 1999.
FTA anticipates that this project will be ready to negotiate an FFGA by the end of FY 2000. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $70.00 million be provided to this project in FY 2000.
Ft. Lauderdale/Tri-Rail Commuter Rail Upgrade
The Tri-County Commuter Rail Authority (Tri-Rail) is proposing a number of system improvements to the 71.7-mile regional transportation system it operates between Palm Beach, Broward and Dade Counties in South Florida. This area has a population of over four million, nearly one-third of the total population of Florida. The planned improvements include construction of a second mainline track, rehabilitation of the signal system, station and parking improvements, acquisition of new rolling stock, improvements to the Hialeah maintenance yard facility and construction of a new, northern layover facility. The proposed double-tracking is intended to allow for 15 minute headways during peak commuter hours, as opposed to the current one-hour headways. Tri-Rail estimates that these improvements will serve an average of 68,348 daily riders by 2015. This project is rated medium-high for both finance and justification, giving it an overall rating of "highly recommended."
To date, 9.6 miles of the Double Track Corridor Improvement Project have been completed, including a station at Miami International Airport, which will be the cornerstone of the future Miami Intermodal Center. An additional 7.0 miles are scheduled to be completed in early 2000.
The Tri-Rail Commuter Rail Upgrade (described as the Ft. Lauderdale-West Palm Beach-Miami Tri-County Commuter Rail) is authorized for final design and construction by Section 3030(a)(27) of TEA-21. Congress appropriated a total of $51.29 million in §5309 new starts funding for this project through FY 1998, and an additional $3.97 million was provided in FY 1999.
FTA anticipates that Tri-Rail will be ready to negotiate an FFGA for this project by the end of FY 2000. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $20.00 million be provided to this project in FY 2000.
Memphis/Medical Center Extension
The Memphis Area Transit Authority (MATA), in cooperation with the City of Memphis, is proposing to build a 2.5-mile extension to its light rail system, from the current terminus at the Main Street Mall in the central business district to a new transit center near Cleveland and Claybrook Streets on the east (Medical Center). The proposed project would operate on-street in mixed traffic and would connect with the Main Street Trolley. Sixteen stops would be located along the route. The line will be designed to accommodate light rail vehicles but vintage rail cars would be used until a proposed regional LRT line is implemented and a fleet of modern LRT vehicles is acquired. This project is proposed to be the last segment of the downtown rail circulation system as well as the first segment of a regional light rail line. MATA estimates that this project will serve 4,200 riders daily by 2020.
This project is included in the City of Memphis' Capital Improvement Program, the Memphis MPO Transportation Improvement Program, and the State Transportation Improvement Program. A Major Investment Study/Environmental Assessment was completed in May 1997. FTA approved entry into preliminary engineering in March 1998.
The total capital cost of the project is estimated at $35.90 million. MATA estimates that the daily ridership of the proposed project would be 2,100 when it opens in 2002, and would increase to 4,200 by 2020. This project has received a medium-high financial rating and is rated medium for justification, resulting in an overall project rating of "recommended."
The Memphis Corridor was authorized for final design and construction by Section 3030(a)(43) of TEA-21. A total of $5.75 million in §5309 new starts funds has been appropriated for this project through FY 1998, and an additional $2.18 million was provided in FY 1999.
FTA anticipates that MATA will be ready to negotiate an FFGA for this project by the end of FY 2000. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $15.11 million be provided to this project in FY 2000.
The New Jersey Transit Corporation (NJ Transit) is planning an 8.8-mile, 16-station light rail system linking the cities of Newark and Elizabeth, New Jersey. The project will be advanced in three stages. The first Minimum Operable Segment (MOS) is a one-mile, five-station extension of the existing 4.3-mile Newark City Subway light rail line, running from Broad Street Station in Newark to Newark Penn Station. The second stage is a planned one-mile segment from Newark Penn Station to Camp Street in downtown Newark, and the third is the planned remaining 7-mile segment to Elizabeth, which includes a station serving Newark International Airport.
The total capital cost of the MOS is estimated at $150.00 million, including associated stations, vehicles and a vehicle maintenance facility. The capital cost of the entire 8.8-mile project is estimated to be $694.00 million ($1995). NJ Transit projects that the entire line will carry 24,900 riders per day in 2015.
The Draft Environmental Impact Statement (DEIS) for all three stages of the full build alternative was completed in January 1997. The Final Environmental Impact Statement (FEIS), which addressed only the MOS, was completed in October 1998. The Federal Transit Administration signed a Record of Decision (ROD) for the MOS in November 1998. Environmental work on the other segments of the Newark-Elizabeth Rail Link awaits completion of an additional planning study.
Section 3030(a)(57) of TEA-21 authorized the New Jersey Urban Core Project, which consists of eight separate elements, including the Newark-Elizabeth Rail Link, for final design and construction. Through FY 1999, Congress has appropriated $17.91 million in Section 5309 funds for the New Jersey Urban Core Newark-Elizabeth Rail Link Project.
The Urban Core project, including the Newark Rail Link, was exempt from evaluation under the statutory project justification criteria by Section 3031(c) of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). This exemption continues under TEA-21. However, NJ Transit has provided data to FTA for evaluation, which provides a basis for supporting a Federal commitment and a funding recommendation for FY 2000. The Newark Rail Link MOS has received a rating of medium-high for both justification and finance, earning an overall rating of "highly recommended."
NJ Transit is expected to be ready to negotiate an FFGA for the Newark Rail Link MOS by the end of FY 2000. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $12.00 million be provided to this project in FY 2000.
Orlando/I-4 Central Florida LRT Project
The Central Florida Regional Transportation Authority (LYNX) in Orlando is proposing to construct a 16.3-mile, 20-station light rail system in the Interstate 4 (I-4) corridor between the Loch Haven/Princeton area in the north to the Central Florida Parkway in the south. LYNX plans to implement the system in two phases. The first Minimum Operable Segment (MOS) is a 14.6-mile line along I-4 and a CSX railroad line, between downtown Orlando and a station to be located near the interchange between I-4 and the Central Florida Parkway. This line will connect the CBD and the International Drive tourist area, both of which are major trip generators. The total capital costs for the MOS are estimated at $600.10 million, with estimated daily ridership totaling 103,700 passengers in 2020. In addition to the light rail system, LYNX proposes to expand local bus and feeder bus service in the corridor.
The Central Florida LRT project was included in a Major Investment Study for the I-4 corridor, which was completed by the Florida Department of Transportation (FDOT) in the Fall of 1995. In December 1995, the Orlando and Volusia County MPOs adopted the I-4 MIS design concept and scope improvements as part of the Year 2020 Long Range Transportation Plans.
LYNX and FDOT have completed preliminary engineering for the Central Florida LRT MOS. The Final Environmental Impact Statement (FEIS) has been signed and is awaiting a Record of Decision (ROD) and FTA approval to enter final design. The MOS has been rated medium-high for both project justification and local financial commitment, earning an overall rating of "highly recommended."
Section 3030(a)(60) of TEA-21 authorizes the Orlando-I-4 Central Light Rail System for final design and construction. Through FY 1999, Congress has appropriated $51.06 million in new starts funds for this project.
FTA anticipates that LYNX will be ready to negotiate an FFGA for the MOS for this project by the end of FY 2000. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $44.00 million be provided to this project in FY 2000.
Salt Lake City/Downtown Connector
The Utah Transit Authority (UTA) is planning a 10.9-mile, 15-station light rail system from the Salt Lake International Airport (SLIA) through downtown Salt Lake City to the University of Utah. This "West-East LRT" system will connect with the North-South LRT line in the downtown area. Initially, UTA plans to construct a segment of approximately one mile to connect the North-South line (now under construction) and several downtown destinations, including the planned Salt Lake City Gateway Intermodal Center and related development in the Gateway District of the CBD. In addition to serving local transportation needs, this Downtown Connector will provide transportation service needed for the 2002 Winter Olympic and Paralympic Games. The total capital cost for the Downtown Connector is estimated at $74.80 million, with daily ridership estimated at 2,500 passengers.
The Wasatch Front Regional Council (WFRC) completed a Major Investment Study and Draft Environmental Impact Statement for the West-East LRT in July 1997. FTA approved entry into preliminary engineering in January 1998. The Final Environmental Impact Statement was published in December 1998; a Record of Decision for the entire West-East LRT project is expected in early 1999.
Section 3030(a)(72) of TEA-21 authorizes the Salt Lake City – Light Rail (Airport to the University of Utah) for final design and construction. Congress appropriated $4.96 million in §5309 new starts funds for this project in FY 1999.
The entire 10.9-mile proposed system has been rated as "medium" for project justification and "low" for finance, resulting in an overall rating of "not recommended." No data for the Downtown Connector alone was available to FTA, however. While projects rated "not recommended" in a given year are generally not eligible for a Federal funding commitment, the fact that the Downtown Connector will provide needed transportation for the 2002 Winter Olympics (all Olympic ticketholders will be expected to travel to venues and events by transit) represents a compelling argument for Federal support. For this reason, FTA intends to negotiate an FFGA with UTA for construction of the Downtown Connector segment of the West-East LRT, in support of the 2002 Winter Olympic and Paralympic Games. In anticipation of this commitment, $20.00 million in §5309 new starts funding is recommended for FY 2000.
San Diego/Mission Valley East LRT Extension
The Metropolitan Transit Development Board (MTDB) is planning a 5.9-mile light rail extension from east of Interstate 15 to the City of La Mesa, where it would connect to the existing East LRT Line (now referred to as the Orange Line) near Baltimore Drive. The Mission Valley East line will serve four new and two existing stations, and would include elevated, at-grade, and tunnel portions. The project includes two park and ride lots and a new access road between Waring Road and the Grantville Station. The total project capital cost is $361 million. The system is expected to serve approximately 10,800 daily riders in the corridor by 2015.
The Major Investment Study/Draft Environmental Impact Statement (DEIS) was completed in May 1997. The Locally Preferred Alternative was selected by the Metropolitan Transit Development Board in October 1997 with concurrence from the San Diego Association of Governments (SANDAG). FTA approved entry into preliminary engineering in March 1998, and preliminary engineering was completed in July 1998. This abbreviated schedule was made possible by the extensive public involvement and detailed analyses undertaken during the planning stages, streamlining much of the work that would traditionally be undertaken during preliminary engineering and preparation of the Final Environmental Impact Statement (FEIS). The FEIS is complete, the Record of Decision (ROD) was issued in August 1998, and approval to enter Final Design was granted by FTA in October 1998.
This project was authorized for final design and construction by Section 3030(a)(76) of TEA-21. Through FY 1998, Congress has appropriated $1.00 million in §5309 new starts funds for this project, and an additional $1.49 million was provided in FY 1999. Based on the results of the project evaluation process required under §5309(e), this project has been rated high in terms of finance and medium-high for justification, resulting in an overall project rating of "highly recommended."
FTA anticipates that MTDB will be ready to negotiate an FFGA for the Mission Valley East project by the end of FY 2000. The total amount of the Federal commitment will be determined at that time. In preparation for this expected commitment, it is recommended that $35.00 million be provided for this project in FY 2000.
Funding for Preliminary Engineering
TEA-21 established a new provision limiting the amount of §5309 funds that can be used for purposes other than final design and construction to 8 percent of total annual new starts funds. For FY 2000, this amounts to $78.43 million that can be used for planning and preliminary engineering purposes.
The Administration’s FY 2000 budget recommends specific allocations for four proposed projects, totaling $32.00 million. Based on current information, these projects are among the strongest candidates in the new starts pipeline, based on the project ratings and degree of development. Sponsors of other projects are eligible to apply for the remaining $46.43 million for preliminary engineering purposes. (While alternatives analysis is technically eligible for these funds under TEA-21, these activities are more appropriately funded under the §5303 Metropolitan Planning or §5307 Urbanized Area Formula Grants programs.)
Baltimore/Central Corridor LRT Double Track
The Maryland Mass Transit Administration plans to construct 9.4 miles of track to upgrade designated areas of the Baltimore Central Light Rail Line (CLRL) that are currently single track. The CLRL is 29 miles long and operates from Hunt Valley in the north to Cromwell/Glen Burnie in the south, serving Baltimore City and Baltimore and Anne Arundel Counties, with extensions providing direct service to the Amtrak Penn Station and the Baltimore-Washington International Airport. The existing system was funded entirely with local resources.
The proposed project will double-track eight sections of the CLRL between Timonium and Cromwell Station/Glen Burnie, for a total of 9.4 miles. Although no new stations are required, the addition of a second track will require construction of second station platforms at four stations where side boarding platforms are now in use. Other elements included in the project are bridges and crossings, a bi-directional signal system with traffic signal preemption on Howard Street, and catenary and other equipment and systems. The double tracking will be constructed almost entirely in existing right-of-way. MTA estimates the total cost of the double-tracking and related improvements at $150.00 million. MTA estimates that this project will increase ridership by 6,750 new riders daily by 2020.
The original Central Corridor Light Rail Line began operations as single track in 1992-1993. MTA completed a study examining the feasibility, environmental impacts and benefits of double tracking eight sections. The double track project was adopted by the Baltimore Metropolitan Council and included in its financially constrained long range plan in 1993.
The preliminary engineering and environmental phase for the Southern segment, Cromwell Station to Hamburg Street, is expected to be completed by Spring 1999, and a Record of Decision (ROD) could be issued by Summer 1999. For the Northern segment, North Avenue to Timonium, preliminary engineering should be completed in late 1999 or early 2000, with a ROD by Spring 2000.
Section 3030(a)(42) of TEA-21 authorizes the "Maryland – Light Rail Double Track" for final design and construction. Congress allocated $992,550 for this project in the FY 1999 appropriations.
The CLRL double track project has been rated medium for finance and medium-high for justification, based on FTA’s evaluation under §5309(e). This results in an overall project rating of "recommended." These ratings are based on data for the entire 29-mile system, including the proposed upgrades. In order to further the development of this project, FTA recommends that $8.00 million be provided in FY 2000.
Minneapolis/Hiawatha Corridor Transitway
Metro Transit of Minneapolis-St. Paul and the Metropolitan Council, in cooperation with the Minnesota Department of Transportation (MnDOT) and Hennepin County, are proposing to design and construct a 12.2-mile light rail line linking downtown Minneapolis, the Minneapolis-St. Paul (MSP) International Airport, and the Mall of America in Bloomington. This system is the transit component of a multimodal transportation plan for the Hiawatha Avenue/Trunk Highway 55 Corridor, which also includes highway reconstruction activities.
The estimated capital cost for the 12.2-mile Hiawatha Avenue LRT, including 18 proposed stations, totals $446.00 million ($1997). The project is expected to serve an average of 24,800 weekday riders by the year 2020, with 19,300 daily riders projected in the opening year.
A Final Environmental Impact Statement (FEIS), including a Record of Decision (ROD) for the Hiawatha Avenue Corridor, was completed in February 1985. The preferred alternative documented in the 1985 FEIS included the reconstruction of the roadway to a four-lane, divided at-grade arterial, with an LRT line adjacent to the roadway and extending north to the Minneapolis CBD and south to the Minneapolis-St. Paul International Airport. MetroTransit is currently completing a re-evaluation of the 1985 FEIS, scheduled to be completed in early 1999. The FEIS re-evaluation will include updated cost and ridership estimates, a final route alignment in the downtown Minneapolis portion of the project, and alignment options at the airport as well as options for service south to Bloomington. The Hiawatha Avenue LRT is included in the region’s 1997-2000 Transportation Improvement Program.
Section 3030(a)(91) of TEA-21 authorized the "Twin Cities – Transitway Corridors" for final design and construction. Through FY 1998, Congress appropriated a total of $11.96 million in §5309 new starts funds for the "Twin Cities Transitways" project, which includes the Hiawatha Avenue Corridor. An additional $16.87 million was provided in FY 1999, bringing the total amount of §5309 new starts funds appropriated for this project to $28.83 million.
The Hiawatha Corridor Transitway project has been rated medium for project justification and medium-high for finance, based on FTA’s evaluation under §5309(e). This results in an overall project rating of "recommended." In order to further the development of this project, FTA recommends that $8.00 million be provided in FY 2000.
Raleigh-Durham/Research Triangle Regional Rail
The Triangle Transit Authority (TTA) in Raleigh, North Carolina is planning a regional commuter rail system that will link the three counties – Wake, Durham, and Orange – in the Triangle Region of North Carolina. TTA plans to implement this system in three phases. Phase I is a 35-mile, 16-station line between the cities of Raleigh and Durham, which will follow existing North Carolina Railroad and CSX rail corridors to connect Duke University, downtown Durham, Research Triangle Park, RDU Airport, Morrisville, Cary, North Carolina State University, downtown Raleigh, and North Raleigh. TTA proposes to use diesel multiple unit (DMU) rail vehicles to provide service on this corridor. Projected ridership for Phase I is estimated at 14,000 riders a day by the year 2020. The capital cost estimate for Phase I totals $284.00 million; this includes final design activities, acquisition of right-of-way and rail vehicles, station construction, park and ride lots, and construction of storage and maintenance facilities.
The Regional Rail system emerged from the local planning process as the result of TTA’s Triangle Fixed Guideway Study, which was completed in 1995. The Authority's Board of Trustees has adopted the study's recommendations to put into place a regional rail system, and resolutions of support have been received from all major units of local government, chambers of commerce, universities, and major employers in the Triangle. The two metropolitan planning organizations within whose jurisdiction the rail service will operate have incorporated the study recommendations into their fiscally constrained long-range plans. Phase I of the regional rail project is included in the two local 1998-2004 TIPs and the STIP. FTA approved Phase I for entry into preliminary engineering in January 1998, and TTA initiated the preparation of an Environmental Impact Statement. Negotiations with the railroads for access and station location planning are underway. TTA expects to complete preliminary engineering and obtain a Record of Decision on the EIS by January 2000.
Section 3030(a)(68) of TEA-21 authorized the "Raleigh-Durham Regional Transit Plan" for final design and construction. Through FY 1999, Congress has appropriated $23.88 million in §5309 new starts funds for this project.
Phase I of the Research Triangle Regional Rail project has been rated medium for both project justification and finance, based on FTA’s evaluation under §5309(e). This results in an overall project rating of "recommended." In order to further the development of this project, FTA recommends that $8.00 million be provided in FY 2000.
The Central Puget Sound Regional Transit Authority (Sound Transit) is planning a 23-mile Central Link light rail transit (LRT) project running north to south from Northgate, through downtown Seattle, Southeast Seattle and the cities of Tukwila and SeaTac. At least 21 stations are planned, with six additional stations along the corridor under consideration. The system would connect with and operate through the existing 1.6-mile Downtown Seattle Transit Tunnel. Sound Transit estimates a total of 155,000 daily riders, including 57,000 new riders, on the system in 2020. Capital costs for the entire project are $2.9 billion; Sound Transit plans to seek §5309 new starts funding for 50 percent of the capital costs. Sound Transit may consider breaking the system into minimum operable segments as a means to implement the project.
The Link LRT system is one element of Sound Transit's voter-approved ten year, $3.914 billion Sound Move regional transit plan, which also includes a 2-mile light rail line in downtown Tacoma; an 82-mile commuter rail system operating between Lakewood and Everett (the Sounder); 20 new regional express bus routes; 14 High Occupancy Vehicle (HOV) direct access ramps (providing access to over 100 miles of existing HOV lanes); 14 new park and ride lots and 9 transit centers; and other service improvements.
The RTA Board adopted the Sound Move regional transit plan in May 1996. Voters approved $3.914 billion in local funding for implementation of the plan in November 1996. A Major Investment Study of Sound Move's services was completed in March 1997. Sound Move is included in the Puget Sound Regional Council's (the area's MPO) Transportation Plan and Regional Transportation Improvement Program (TIP). FTA approved initiation of preliminary engineering on the Link LRT in July 1997.
The Seattle Sound Move Corridor, of which Link is one element, was authorized for final design and construction by Section 3030(a)(85) of TEA-21. Through FY 1998, Congress has appropriated $20.92 million in §5309 new starts funds for Sound Move, of which Sound Transit has allocated $11.95 million to this project. An additional $4.96 million was appropriated for the Link LRT in FY 1999.
The Link LRT has been rated high for finance and medium-high for project justification, based on FTA’s evaluation under §5309(e). This results in an overall project rating of "highly recommended." These ratings are based on data submitted by Sound Transit for the entire 23-mile planned system; while segmentation of the $2.9 billion project is under consideration, no segment-level data has been submitted to FTA. In order to further the development of this project, FTA recommends that $8.00 million be provided in FY 2000.
Other Projects in Preliminary Engineering
After accounting for the $32.00 million specifically recommended for the projects described above, a total of $46.43 million remains from the $78.43 million requested for preliminary engineering in FY 2000. These funds will be made available to other project sponsors for preliminary engineering activities. Funds will be allocated based on FTA’s review of funding applications submitted by project sponsors, and the results of evaluations under the project justification criteria and local financial commitment factors described earlier in this report. A complete list of all proposed projects currently in preliminary engineering can be found in Table 3. Proposed projects currently undergoing alternatives analysis but which are approved to enter preliminary engineering by the end of FY 2000 will also be eligible for these funds. FTA will inform Congress as projects are approved for entry into preliminary engineering.
The proposed new starts funding level of $980.40 million is based on the guaranteed funding level authorized by TEA-21 for FY 2000, and accounts for the following factors:
Specifically, we recommend the following allocations of §5309 new starts funding in FY 2000 for projects with existing Federal funding commitments:
In addition, we also recommend that funding be provided to seven projects in anticipation of Federal commitments expected to be made by the end of FY 2000, as follows:
Finally, as authorized by §5309(m)(2), we recommend that a total of $78.43 million be provided for preliminary engineering activities. The following allocations are recommended:
These amounts, plus $10.32 million for ferry capital projects as specified by §5309(m)(5)(A), and $7.35 million for FTA oversight activities as provided under §5327(c), equal the total FY 2000 funding request of $980.40 million for the §5309 new starts program, which is the guaranteed amount of funding authorized by TEA-21.
Appendix A: New Starts Project Profiles
Appendix B: Additional Studies and Projects Authorized in TEA-21