Existing Federal Funding Commitments

Printer Friendly Version


Twenty-five projects have existing FFGAs that commit FTA to provide specified levels of major capital investment funding. These projects will require a total of $1,026.86 million in FY 2003. The status of these projects and the individual funding recommendations for FY 2003 are described below. All of these projects have been authorized by TEA-21, and all were either under an FFGA prior to TEA-21 or have been rated as “recommended” or higher at the time the FFGA was issued.

Atlanta/North Springs (North Line Extension)

The Metropolitan Atlanta Rapid Transit Authority (MARTA) has constructed a 2.3-mile, two-station extension of the North Line from the Dunwoody station to North Springs. 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. Revenue operations began in December 2000. The daily ridership on the rail extension in the year 2005 is estimated at 33,000 riders, including 11,000 new riders.

On December 20, 1994, FTA issued an FFGA committing a total of $305.01 million in New Starts funding to this project. In the Conference Report to the FY 2000 appropriations act, FTA was instructed to amend the FFGA for this project to incorporate a change in scope as authorized under Section 3030(d)(2) of TEA-21. Accordingly, on March 2, 2000, FTA amended the FFGA to include 28 additional railcars, a multilevel parking facility in lieu of a surface parking lot, and enhancements to customer security and amenity measures at the Sandy Springs and North Springs stations. The total cost of the amended project is $463.18 million, with $370.54 million from the §5309 New Starts program. Of the $65.53 million increase in Federal funding, $10.66 million was applied from unexpended prior-year funds identified from cost savings on the Dunwoody section of the North Line extension. Including these prior-year funds, a total of $329.59 million has been appropriated for this project through FY 2001. A total of $24.75 million was appropriated in FY 2002. It is recommended that $16.11 million be provided in FY 2003 to complete the North Spring Extension project.

Baltimore/Central LRT Double-Track

The Maryland Transit Administration is upgrading from single to double track 9.4 miles of the Baltimore Central Corridor Light Rail Line. The Central Corridor Line is 29 miles long and operates between 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. In the year 2020, projected average weekday boardings are estimated at 44,000 with an estimated 6,800 daily new riders. Double track operations are scheduled to begin on December 31, 2006.

The total cost of the double-tracking and related improvements is estimated at $153.70 million. The FFGA for this project was awarded in July 2001, with a Federal commitment of $120 million. A total of $8.62 million has been appropriated through FY 2001, and an additional $12.87 million was provided in FY 2002. To continue development of this project, it is recommended that $24.25 million be provided to this project in FY 2003.

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 undergoing significant development. A 1.5-mile tunnel, which will be constructed in two phases, will extend from the existing Boylston Station to the Boston 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. Daily ridership for the Transitway in 2010 is estimated to range from 22,000 trips in the lower-growth scenario to 34,100 trips in the high-growth scenario. The project is scheduled to open for revenue service in December 2004.

Phase I of this project consists of a one-mile, three-station bus tunnel between South Station and the Boston 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 $601 million. 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 I, committing a total of $330.73 million in §5309 New Starts funding. Through FY 2001, a total of $319.53 million has been provided for this project. The FY 2002 appropriation provided an additional $10.52 million. In FY 2003, FTA recommends $681,924 in federal New Starts funding to complete the FFGA commitment.

Chicago/Douglas Branch Reconstruction

The Chicago Transit Authority (CTA) is completing the reconstruction of the Douglas Branch heavy rail line. Part of the CTA’s Blue Line, the 11-station Douglas Branch extends 6.6 miles from Cermack Avenue to a point just west of downtown Chicago. The oldest segment on the line opened in 1896 and the “newest” in 1910, though numerous improvements and upgrades were made through the mid-1980s. Age-related deterioration has resulted in high maintenance and operating costs on the line, as well as declining service.

The Douglas Branch currently carries approximately 27,000 riders on an average weekday, and serves one of the most economically distressed areas in Chicago. Low-income households make up 30 percent of the total number of households within walking distance of the stations. The line has been in operation for over 100 years, and serves neighborhoods that originally developed along the system. The corridor contains an estimated 54,000 jobs and 115,000 residents within one-half mile of the stations, and serves the University of Illinois at Chicago (25,000 students) and Chicago’s large, dense central business district with an estimated 339,000 jobs. Population and employment densities are high, averaging 9,100 jobs and nearly 20,000 people per square mile. The project is expected to serve 6,000 daily new riders in 2020. After “looping” through the central business district, the Blue Line also extends to O’Hare International Airport. Reconstruction is scheduled to be complete by January 31, 2005. The total capital cost of the Douglas Branch Reconstruction project is estimated at $482.60 million.

Section 3030(a)(106) of TEA-21 authorizes the Douglas Branch to enter final design and construction. In January 2001, FTA and CTA entered into an FFGA that commits a total of $320.10 million in §5309 New Starts funds to this project. A total of $19.78 million has been appropriated through FY 2001, and an additional $32.42 million was provided in FY 2002. This leaves $212.90 million needed to fulfill the FFGA. In accordance with Attachment 6 of the FFGA, it is recommended that $55 million in §5309 New Starts funds be provided to this project in FY 2003.

Chicago/North Central Corridor Commuter Rail

Metra, the commuter rail division of the Regional Transportation Authority (RTA) of Northeastern Illinois, is seeking to add a second mainline track along 14 miles of the 55-mile North Central Service commuter rail line, as well as a 2.3-mile stretch of third track. The North Central corridor extends from downtown Chicago to Antioch on the Illinois-Wisconsin border, and traverses suburban Lake County. It includes the two most significant hubs of employment in the six-county northeastern Illinois region, the Chicago CBD and the area surrounding O’Hare International Airport. Metra estimates that this project will have 8,400 average weekday boardings by 2020. In addition to new tracks, the proposed project also includes track and signal upgrades, construction of five new stations, parking facilities, rail yard expansion and the purchase of two new diesel locomotives. The improvements are scheduled to be complete in December 2006. The total capital cost of this project is estimated at $225.50 million.

FTA awarded Metra a Full Funding Grant Agreement on November 5, 2001 for a total of $135.32 million in §5309 New Starts funding. Through FY 2001, a total of $33.84 million was provided for this project, and an additional $17.42 million was provided in FY 2002. FTA recommends that a total of $20 million be provided to the Metra North Central Commuter Rail project in FY 2003.

Chicago/South West Corridor Commuter Rail

Metra, the commuter rail division of the Regional Transportation Authority (RTA) of Northeastern Illinois, is planning an extension and various improvements to the existing South West commuter rail line. The 33?mile South West line provides service from Orland Park, Illinois, to downtown Chicago. This project would extend the line 12 miles from the existing station at 179th Street in Orland Park, southwest to Manhattan, Illinois. The project also includes: the construction of three miles of second mainline track, three new stations, expansion of the existing yard and three diesel locomotives. Metra estimates that 13,800 average weekday boardings, including 7,600 daily new riders, will use the improved South West Corridor commuter rail line in the year 2020. Revenue operations on the extension are scheduled to commence in December 2006. The total cost of this project is estimated at $198.10 million.

A Full Funding Grant Agreement was signed on November 5, 2001, authorizing $103.02 million in §5309 New Starts funding. Through FY 2001, a total of $17.86 million has been provided for this project, and Metra allocated an additional $20.64 million from its overall FY 2002 New Starts appropriation. To continue development of this project, it is recommended that $20 million in §5309 New Starts funds be provided to the Metra South West Corridor project in FY 2003.

Chicago/Union-Pacific West Line Extension

Chicago’s Metra commuter rail division is planning additional extensions and improvements on its Union Pacific West Commuter Rail line. The Union Pacific West project, also known as the Central Kane Corridor, is an extension of the existing 35-mile Union Pacific West (UPW) line, which currently provides service between Geneva and downtown Chicago. This project would extend the line 8.5 miles west to Elburn, with two new stations serving Elburn and La Fox, purchase 2 diesel locomotives and construct a storage yard. The extension itself will use existing railroad track and right-of-way currently used by both Metra and the Union Pacific freight railroad. This project will link the rapidly developing communities to the west of Chicago with the major employment center in the Chicago CBD. Metra estimates that 3,900 average weekday boardings will occur on the UPW line in the year 2020. Revenue operations are scheduled to commence in December 2006. The total capital cost of the Union Pacific West extension and improvements project is estimated at $134.60 million.

FTA issued an FFGA on this project on November 5, 2001, that will provide a total of $80.76 million in §5309 New Starts funding. Through FY 2001, a total of $16.45 million was provided for this project, and an additional $16.39 million was provided in FY 2002. In FY 2003, FTA recommends that $12 million be provided to the Metra Union Pacific West project.

Dallas/North Central LRT Extension

Dallas Area Rapid Transit (DART) is constructing a 12.5-mile, nine-station extension of its light rail system from the Park Lane Station north to the City of Plano. DART estimates that approximately 17,000 riders will use this extension by 2020, of which 6,800 will be new riders. The total cost of this project is estimated at $517.20 million. DART began contracting for construction and purchasing vehicles and necessary right-of-way in May 1998, and expects to open the North Central extension for revenue service in December 2003.

The North Central extension is authorized for final design and construction under Section 3030(a)(20) of TEA-21. FTA issued an FFGA for this project on October 6, 1999, which will provide a total of $333 million in §5309 New Starts funding. Through FY 2001, a total of $161.61 million has been provided to this project, with an additional $69.30 million appropriated in FY 2002 that included $1.20 million to compensate for prior year Federal funding shortfalls where appropriations were less than the amounts specified in the FFGA. This leaves $102.09 million required to complete the Federal funding commitment. It is recommended that $70 million be provided to this project in FY 2003.

Denver/Southeast Corridor LRT

The Regional Transportation District (RTD) in Denver and the Colorado Department of Transportation (CDOT) are implementing a 19.12-mile, 13-station light rail line between downtown Denver and Lincoln Avenue in Douglas County along Interstate-25, with a spur along Interstate-225 to Parker Road in Arapahoe County. Known as T-REX, the double-tracked line would operate over an exclusive right-of-way and connect with both the existing Central Corridor light rail line in downtown Denver and the recently completed Southwest line. Ridership is estimated at 38,100 average weekday boardings, including 12,900 new riders. The total capital cost of this project is estimated at $879.30 million. Revenue service is projected to begin by 2006.

Section 3030(a)(23) of TEA-21 authorized the Southeast LRT in Denver for final design and construction. FTA issued an FFGA for this project on November 17, 2000, which will provide a total of $525 million in §5309 New Starts funding. A total of $6.41 million in §5309 New Starts funds was appropriated for this project through FY 2001, and an additional $54.45 million was provided in FY 2002 which included additional funding to compensate for prior year Federal funding shortfalls where appropriations were less than the amounts specified in the FFGA. It is recommended that $70 million be provided to this project in FY 2003; this is the amount specified in Attachment 6 of the FFGA, The remaining $394.14 million needed to complete this project would be provided in future years.

Ft. Lauderdale/Tri-County Commuter Rail Upgrades

The Tri-County Commuter Rail Authority (Tri-Rail) is undertaking several 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 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. Double-tracking will improve service by a factor of three, permitting 20-minute intervals between trains during peak commuter hours instead of the current one-hour headways. Tri-Rail estimates that these improvements will result in 42,100 average daily boardings by 2015, including 10,200 daily new riders.

On May 16, 2000, FTA issued an FFGA for Segment 5 of the Double Track Corridor Improvement Program, which includes construction of 44.31 miles of the second mainline track and upgrades to existing grade crossings along the entire 71.7-mile South Florida Rail Corridor. These improvements are expected to be complete by March 2005. The first four segments, upgrading the Hialeah Maintenance Yard and replacing the New River Bridge, while part of the overall Double Track Corridor Improvement Program, are not included in the scope of this project. Total capital costs for the Segment 5 project are estimated at $327 million.

The FFGA for the Double Track Corridor Improvement Program Segment 5 Project will provide a total of $110.50 million in §5309 New Starts funding. Tri-Rail was allocated a total of $25.67 million in FY 2001 and prior year funding to this project, and an additional $26.73 million was appropriated in FY 2002. In accordance with Attachment 6 of the FFGA, FTA recommends $39.69 million be provided to Tri-Rail FY 2003. A total of $18.41 in future year funding will be required to complete the commitment.

Los Angeles/MOS-3 Extensions of Metro Rail (North Hollywood)

The Los Angeles Metro Rail Red Line rapid-rail system 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, five-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, and an additional 4.6-mile, 5-station segment of MOS-2 opened in June 1999. The Federal funding commitment for these two segments 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 Leona 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.

In January 1997, after delays in the project, FTA requested that LACMTA submit a recovery plan to demonstrate its ability to complete MOS-2 and MOS-3, while maintaining and operating the existing bus system. On January 14, 1998, the LACMTA Board of Directors voted to suspend and demobilize construction on all rail projects other than MOS-2 and the 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.

On June 9, 1997, FTA and LACMTA negotiated a revised FFGA covering the North Hollywood segment (Phase 1-A) of MOS-3. The North Hollywood Extension is 6.3 miles in length, with three stations, entirely in subway. It extends the Hollywood branch of the MOS-2 generally to the north under the Santa Monica Mountains to North Hollywood in the San Fernando Valley. The estimated cost of the extension is $1.31 billion. When the North Hollywood extension opened for service in June 2000, ridership for the entire system essentially doubled to approximately 125,000 daily boardings, far exceeding the projected daily boardings for 2010.

The total capital cost of the North Hollywood project is estimated at $1,310.82 million, of which the revised FFGA commits $778.79 million in §5309 New Starts funds. Through FY 2001, a total of $721.68 million has been appropriated for MOS-3 (including the North Hollywood, Eastside Corridor LRT, and Mid-City/Exposition LRT); an additional $16.62 million was provided in FY 2002. To complete the commitment under the revised FFGA, FTA recommends $40.49 million in FY 2003.

Memphis/Medical Center Extension

The Memphis Area Transit Authority (MATA), in cooperation with the City of Memphis, is building a 2-mile light rail extension to the Main Street Trolley/Riverfront Loop vintage rail system. The extension would expand service from the central business district (CBD) east to the Medical Center area. The line would operate on city streets in mixed traffic and would connect with the Main Street Trolley, sharing a lane with automobile traffic on Madison Avenue between Main Street and Cleveland Street. Six new stations 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. The revenue operating date is March 2004. The total capital cost of this project is estimated at $74.58 million. This project would be the last segment of the downtown rail circulation system as well as the first segment of a possible regional light rail line.

Section 3030(a)(43) of TEA-21 authorized the Memphis Corridor to enter final design and construction. On December 12, 2000 FTA issued an FFGA committing a total of $59.67 million in §5309 New Starts funds to the Medical Center Extension. A total of $16.33 million has been appropriated for this project through FY 2001, including $0.5 million of funding prior to the FFGA. An additional $18.98 million was provided in FY 2002 leaving $24.86 million needed to complete the project. In accordance with Attachment 6 of the FFGA, it is recommended that $15.61 million in §5309 New Starts funds be provided in FY 2003, with the remaining $9.25 million to be provided in future years.

Minneapolis/Hiawatha Corridor LRT

Metro Transit and the Metropolitan Council of Minneapolis (the local metropolitan planning organization), in cooperation with the Minnesota Department of Transportation (MnDOT), Hennepin County, and the Metropolitan Airports Commission (MAC), are constructing an 11.6-mile, 17-station light rail line linking downtown Minneapolis, the Minneapolis-St. Paul International Airport, and the Mall of America in Bloomington. The line would operate along the corridor following Hiawatha Avenue and Trunk Highway 55. The line begins in the central business district and travels south on the existing transit mall along 5th Street, follows the former Soo Line Railroad from the Metrodome to Franklin Avenue, and then runs parallel with Hiawatha Avenue towards the airport. The line will tunnel under the runways and taxiways for 1.8 miles, with one station, emerge on the west side of the airport, and continue south to the vicinity of the Mall of America in Bloomington. The project is expected to serve 24,800 average weekday boardings by the year 2020; 19,300 average weekday boardings are projected in the opening year. Revenue service is scheduled to commence in December 2004. The total capital cost of the Hiawatha Corridor LRT is estimated at $675.40 million.

Section 3030(a)(91) of TEA-21 authorizes the “Twin Cities – Transitway Corridors” for final design and construction. In January 2001, FTA issued an FFGA that commits a total of $334.30 million in §5309 New Starts funds to the Hiawatha Corridor LRT. Of this amount, $118.85 million has been provided in FY 2001 and prior years, and an additional $49.50 million was appropriated in FY 2002. This leaves a total of $105.95 million that will be needed to fulfill the FFGA. In accordance with Attachment 6 of the FFGA, it is recommended that $60 million in §5309 New Starts funds be provided to this project in FY 2003.

Northern New Jersey/Hudson-Bergen MOS-1

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 initial minimum operable segment (MOS-1) 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. This initial operating segment is being constructed under a turnkey contract to design, build, operate, and maintain the system, which was awarded in October 1996. Total costs are expected to be $992.14 million for MOS-1; construction began in December 1996. A portion of the MOS-1 line, between 34th Street and Exchange Place, opened in April 2000, and NJ Transit began revenue service from Exchange Place north to the Pavonia-Newport Station in November 2000. Full service to Hoboken Terminal will begin in Fall 2002. The full 21-mile system is expected to carry 94,500 riders per day.

The Department issued an FFGA on October 15, 1996, that commits $604.09 million in §5309 New Starts funding for MOS-1. Through FY 2001, a total of $445.30 million has been appropriated for this project. The FY 2002 appropriation provided an additional $139.59 million, leaving $19.20 million needed to complete the Federal commitment.

Northern New Jersey/Hudson-Bergen MOS-2

The second Minimum Operable Segment (MOS-2) of the NJ Transit Hudson-Bergen LRT system is a 5.1-mile, seven-station segment running north from Hoboken Terminal to the Tonnelle Avenue park-and-ride lot in North Bergen, and south to 22nd Street in Bayonne. The Hudson-Bergen MOS-2 line will serve an area with one of the highest residential densities in the region, and the downtown Jersey City area contains the largest concentration of office development in Hudson County. By providing connections to ferry and commuter rail service, the line will also serve the Manhattan central business district. MOS-2 is scheduled for completion in 2005 and is anticipated to carry 34,900 average weekday boardings in 2010. Total costs for MOS-2 are estimated at $1,215.40 million.

FTA issued an FFGA for this project on October 31, 2000, committing a total of $500 million in §5309 New Starts funds. The MOS-2 project does not require funding from the §5309 New Starts program until FY 2003; the issuance of the FFGA at this point provided NJ Transit with the authority to borrow funds to begin construction while the MOS-1 is being completed, under the same turnkey contract. This permits the entire Hudson-Bergen project to be constructed at a lower cost by avoiding the significant costs associated with stopping and then restarting a major construction project. No prior year funding has been appropriated for MOS-2 from the §5309 New Starts program. It is recommended that $50 million be provided in FY 2003, in accordance with Attachment 6 of the FFGA for this project.

Northern New Jersey/Newark Rail Link (MOS-1)

The New Jersey Transit Corporation (NJ Transit) is developing a one-mile, five-station extension of the Newark City Subway light rail line, running from Broad Street Station in Newark-to-Newark Penn Station. This project is the first minimum operable segment (MOS-1) of a proposed 8.8-mile, 16-station light rail system that will link the cities of Newark and Elizabeth, New Jersey. 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 seven-mile segment to Elizabeth, which includes a station serving Newark International Airport. The total cost of the MOS-1 segment is estimated at $207.70 million. It will serve 13,300 average weekday boardings in 2015. The projected opening date for this project is June 2005.

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. On August 2, 2000 FTA issued an FFGA committing a total of $141.95 million in §5309 New Starts funds to the Newark Rail Link MOS-1 project. Through FY 2001, Congress has appropriated a total of $39.59 million for this project. An additional $19.80 million was provided in FY 2002, leaving a total of $82.56 million remaining to complete the project. As specified in Attachment 6 of the FFGA for this project, it is recommended that $60 million be provided to this project in FY 2003, with the remaining $22.56 million to be provided in future years.

Pittsburgh/Stage II LRT Reconstruction

The Port Authority of Allegheny County (Port Authority) is in the process of reconstructing Pittsburgh’s old 25-mile trolley lines to modern light rail standards. The reconstruction is taking place in two stages. The Stage I Light Rail Transit (LRT) project, undertaken in the 1980s, included reconstruction of the first segment and construction of Pittsburgh’s first subway. Ground was broken on the Stage I LRT project in December 1980, and the reconstruction of this segment was completed in 1987. The Stage II LRT project includes reconstruction of the remaining 12 miles of the system, which consists of the Overbrook, Library and Drake trolley lines, to modern LRT standards. Single-track segments will be double-tracked, the Overbook and Drake lines (which are currently closed) would be reopened, and 28 new light rail vehicles would be purchased.

In order to prioritize program needs against financing requirements, Port Authority reconfigured its rail improvement program in 1999. As a result, the Stage II LRT project will itself be undertaken in segments. The revised Stage II LRT Priority Program includes reconstruction of 10.7 miles on both the Overbrook Line and a portion of the Library Line, construction of 2,400 park-and-ride spaces, and the purchase of 28 light rail vehicles. The Revenue Operating Date for the project is June 2004. The total capital cost of the Stage II Priority Program is estimated at $386.40 million. The remaining portions of the original Stage II LRT project will be undertaken as local funding becomes available.

Section 3030(a)(98) authorizes the “Pittsburgh – Stage II Light Rail” project for final design and construction. In January 2001, FTA issued an FFGA for this project that would commit a total of $100.20 million in §5309 New Starts funding. Through FY 2001, a total of $23.71 million has been appropriated for this project, and an additional $17.82 million was provided in FY 2002. This leaves a total of $58.67 million needed to complete the anticipated Federal commitment to this project. In accordance with Attachment 6 of the FFGA, it is recommended that $26.25 million be provided in FY 2003.

Portland/Interstate MAX LRT Extension

The Tri-County Metropolitan Transit District of Oregon (Tri-Met) is developing a 5.8-mile, 10-station extension of the Metropolitan Area Express (MAX) light rail system, which will connect Portland’s central business district with the regional Exposition Center in north Portland. Riders will be able to transfer between the Interstate MAX extension and the existing 33-mile East/West MAX line at the Rose Quarter station. This line will complement regional land use plans by connecting established residential, commercial, entertainment and other major activity centers, and will provide a key transportation link in the region’s welfare-to-work programs. The total cost of the Interstate MAX project is estimated at $350 million. Tri-Met estimates that the MAX extension will have 18,100 average weekday boardings and 8,400 daily new riders by 2020. Revenue service is scheduled to commence in September 2004.

On September 20, 2000, FTA and Tri-Met entered into an FFGA that commits a total of $257.50 million in §5309 New Starts funds to the MAX project. This does not include $5.96 million appropriated in prior years that were allocated to Portland Metro for the 12-mile South-North light rail line originally proposed for this corridor. Through FY 2001, $13.39 million was appropriated for this project. The FY 2002 appropriation provided $63.36 million for the MAX light rail extension. It is recommended that $70 million be provided for this project in FY 2003; this is the amount specified in Attachment 6 of the FFGA. The remaining $116.71 million needed to complete the project would be provided in future years.

St. Louis/Metrolink St.Clair Extension

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) extends from the current Metrolink terminal in downtown East St. Louis to Belleville Area College (now known as Southwest Illinois 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. Revenue service began on May 5, 2001. The total capital cost of the St. Clair MOS is estimated at $339.20 million.

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 to Southwest Illinois College, and provides for extending the system to Mid-America Airport should funding become available at a later date. The funding committed to the MOS does not include $8.48 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. Through FY 2001, a total of $221.32 million has been appropriated for this project. The FY 2002 appropriation provided the additional $27.72 million. To fulfill the original Federal funding commitment, FTA recommends $3.37 million in FY 2003 New Starts funding.

Salt Lake City/CBD to University LRT

The Utah Transit Authority (UTA) has implemented a 2.5-mile, four-station light rail line in eastern Salt Lake City, from the downtown area to Rice-Eccles Stadium on the University of Utah campus. The line connects with the existing North/South line at Main Street and travels east along 400 South and 500 South to the stadium. The light rail vehicles are operating on city streets and property owned by Salt Lake City, the Utah Department of Transportation, and the University. The line is intended to significantly improve access to jobs, educational opportunities, health care, and housing throughout the 400 South corridor. The CBD to University line is scaled back from the originally proposed 10.9-mile West/East line from the airport to the university. UTA estimates ridership at 4,360 boardings per average weekday in January 2002. The line opened for service on December 15, 2001. Total capital costs are estimated at $105.80 million.

FTA issued an FFGA for the CBD to University LRT project on August 17, 2000, committing a total of $84.60 million in §5309 New Starts funds. This does not include $4.96 million in FY 2000 and prior year funding which brings the total amount of New Starts funding for this project to $89.56 million. Including prior year funding, the total amount of Federal funds provided to this project through FY 2001 is $6.94 million. An additional $13.86 million was appropriated in FY 2002. As specified in Attachment 6 of the FFGA for this project, it is recommended that $68.76 million be provided in FY 2003, completing the federal commitment to this project.

Salt Lake City/North-South LRT

The Utah Transit Authority (UTA) has completed construction of a 15-mile light rail transit (LRT) line from downtown Salt Lake City to the southern suburbs. The line opened for regular weekday service on December 6, 1999. The system operates on city streets downtown for two miles and then follows a lightly-used railroad alignment owned by UTA to the suburban community of Sandy for 13 miles. This project is one component of the Interstate 15 corridor improvement initiative, which includes reconstruction of a parallel segment of I-15. Though original ridership projections for the South LRT system estimated daily ridership at 14,000 daily passengers in 2000 and 23,000 passengers by 2010, current ridership averages 19,000 weekday passengers. Total capital costs for this project were $312.49 million.

For the 2002 Winter Olympic and Paralympic Games, this project connects major hotels and local residential areas with the Olympic venues for figure skating, medal rounds for ice hockey, and the International Broadcast Center, and connects 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 committed 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 $243.28 million has been appropriated in FY 2001 and prior years. No new funding was appropriated in FY 2002. In FY 2003, FTA recommends $718,006 for the Salt Lake City North-South LRT project, completing the Federal commitment to this project.

San Diego/Mission Valley East LRT Extension

The Metropolitan Transit Development Board (MTDB) is constructing a 5.9-mile, four-station light rail extension of its existing Blue Line, from east of Interstate 15 to the City of La Mesa, where it will connect to the existing 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 corridor runs parallel to Interstate 8 in eastern San Diego and La Mesa, and is characterized by a mix of low- to moderate-density industrial, residential, and commercial uses, but includes several major activity centers such as San Diego State University, the Grossmont regional shopping center, Kaiser Hospital, the Alvarado Medical Center, and the Grantville employment area. Over 24,000 jobs and nearly 10,000 residences are located within walking distance of the proposed stations, and existing zoning is generally supportive of transit. The project is expected to serve approximately 10,800 average weekday boardings in the year 2015. Revenue operations are scheduled to begin on December 31, 2005. Total capital costs are estimated at $431 million.

On June 22, 2000, FTA issued an FFGA committing a total of $329.96 million in §5309 New Starts funding to this project. Through FY 2001, Congress has appropriated $53.32 million for this project, and an additional $59.40 million was provided in FY 2002. As specified in Attachment 6 of the FFGA, it is recommended that $65 million be provided for this project in FY 2003, with the remaining $152.24 million to be provided in future years.

San Francisco/BART Extension to San Francisco Airport

Bay Area Rapid Transit (BART) in San Francisco and the San Mateo County Transit District (SamTrans) are constructing an 8.7-mile, four-station extension of the BART rapid transit system to serve San Francisco International Airport (SFO). The project consists of a 7.5-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 1.2-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. Ridership is projected to be 73,800 average weekday passengers by 2010, including approximately 17,800 daily trips by air travelers and airport employees. The Revenue Operation Date is in Fall of 2002.

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 part of the FTA Turnkey Demonstration Program to determine if the design/build approach will reduce implementation time and cost.

On June 30, 1997, FTA entered into an FFGA for the BART-SFO extension, committing a total of $750 million in Federal New Starts funds to the project; total capital costs at that time were estimated at $1,054 million. The total cost has since increased to an estimated $1,510.20 million; a surge in local construction activity resulted in higher than estimated costs for construction of this project. Per the terms of the FFGA, such cost increases are the responsibility of the local project sponsors. Thus, the original Federal commitment is unchanged at $750 million. Through FY 2001, a total of $296.45 million has been appropriated for this project. An additional $74.92 million was provided in FY 2002, leaving $378.63 million of the total commitment remaining. In accordance with Attachment 6 of the FFGA for this project, it is recommended that $100 million be provided in FY 2003. The remaining $278.63 million would be provided in future years.

San Juan/Tren Urbano

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. The Revenue Operation Date for this project was originally scheduled for May 2002. This project has been selected as one of FTA's turnkey demonstration projects, which incorporates contracts to design, build, operate, and maintain the system. During 1996 and 1997, seven were awarded under 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 million. The total capital cost of this project is now estimated at $1,653.60 million. The funding level under the FFGA does 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. This FFGA was amended in July 1999 to include two additional stations and 10 additional railcars. This amendment included $141 million in §5307 funds and $259.90 million in flexible funding; no additional §5309 New Starts funds were committed. Due to schedule, cost and management concerns, FTA withheld $165.69 million until the Puerto Rico Highway and Transportation Authority (PRTHA) submitted a Recovery Plan. The funds withheld include $105.69 million of New Starts funding for fiscal years 2000 and 2001, $20 million of §5307 Urbanized Area Formula funds for FY 2001 and $40 million of Flexible funds for FY 2001. The Recovery Plan has been submitted and the funds will be released once the Recovery Plan is accepted.

A total of $158.93 million in §5309 funds has been allocated to the Tren Urbano project in FY 2001 and prior years, and an additional $39.60 million was appropriated in FY 2002. This leaves $113.84 million needed to complete the FFGA. In accordance with Attachment 6 of the FFGA, it is recommended that $59.74 million be provided to this project in FY 2003, with the remaining $54.11 million to be provided in future years.

Washington, D.C. Metropolitan Area/Largo Metrorail Extension

The Maryland Transit Administration (MTA) and the Washington Metropolitan Area Transit Authority (WMATA) are developing a joint project to extend the Blue Line of the Washington Metrorail system from the Addison Road station to Largo Town Center in Prince George’s County, Maryland. The 3.1-mile, two-station extension will be operated by WMATA as an integral part of the regional Metrorail system, providing access to downtown Washington, D.C. and the surrounding counties in Maryland and Virginia. The line follows an alignment through central Prince George’s County that has been preserved as a rail transit corridor in the county’s Master Plan. The two new stations will be located at Summerfield Boulevard north of MD-214 (Central Avenue) and at Largo Town Center just outside the Capital Beltway (Interstate-95/495). Shuttle bus service is proposed to link both new stations with FedEx Field. MTA managed the project through preliminary engineering, and WMATA has assumed responsibility for managing the final design and construction activities. MTA and WMATA expect this extension to open for service by December 31, 2004. Average weekday boardings are estimated at 28,500 including 16,400 daily new riders. Total capital costs are estimated at $433.90 million.

This project is authorized by Section 3030(a)(94) of TEA-21 to enter final design and construction. On December 15, 2000, FTA entered into an FFGA with WMATA that commits a total of $265.95 million in §5309 New Starts funds to this project. This does not include $5.65 million in prior year funds that were provided to the MTA for planning activities associated with this project, which would bring the total amount of §5309 New Starts funding to $265.95 million. A total of $17.74 million has been appropriated through FY 2001, and an additional $54.45 million was provided in FY 2002. This leaves $198.42 million required to complete the pending FFGA. In accordance with Attachment 6 of the FFGA, it is recommended that $60 million be provided for this project in FY 2002, with the remaining $138.42 million to be provided in future years.