The Maryland Transit Administration is upgrading from single to double track along 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 $120.00 million. A total of $21.49 million has been appropriated through FY 2002, and an additional $24.25 million was requested in the President’s budget proposal for FY 2003. Assuming that the President’s FY 2003 budget request is honored, it is recommended that $40.00 million be provided in FY 2004 to continue development of this project.
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 $482.50 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 Section 5309 New Starts funds to this project. A total of $52.20 million was provided through FY 2002. An additional $55.00 million was requested in FY 2003. In accordance with the FFGA, it is recommended that $85.00 million in Section 5309 New Starts funds be provided to this project in FY 2004.
Metra, the commuter rail division of the Regional Transportation Authority (RTA) of Northeastern Illinois, is adding a second mainline track along 16.3 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 $225.52 million.
FTA awarded Metra a Full Funding Grant Agreement on November 5, 2001 for a total of $135.32 million in Section 5309 New Starts funding. Through FY 2002, a total of $51.26 million was provided for this project, and an additional $20.00 million was requested in FY 2003. FTA recommends that $20.00 million be provided to the Metra North Central Commuter Rail project in FY 2004.
Metra, the commuter rail division of the Regional Transportation Authority (RTA) of Northeastern Illinois, is building 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 extends 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 $198.12 million.
A Full Funding Grant Agreement was signed on November 5, 2001, authorizing $103.02 million in Section 5309 New Starts funding. Through FY 2002, a total of $38.50 million has been provided for this project. In FY 2003, FTA requested $20.00 million in New Starts funding for the Metra South West Corridor Commuter Project. In accordance with the FFGA, FTA recommends $20.00 million in Section 5309 New Starts funds be provided to the Metra South West Corridor project in FY 2004.
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 two 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 $134.56 million.
FTA issued an FFGA for this project on November 5, 2001, that will provide a total of $80.76 million in Section 5309 New Starts funding. Through FY 2002, a total of $32.84 million was provided for this project, and an additional $12.00 million was requested in FY 2003. In FY 2004, FTA recommends that $12.00 million be provided to the Metra Union Pacific West project.
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 full length of 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, that will provide a total of $333.00 million in Section 5309 New Starts funding. Through FY 2002, a total of $230.91 million has been provided to this project, with a request for an additional $70.00 million in FY 2003. It is recommended that $30.16 million be provided to this project in FY 2004.
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, with 34 vehicles and 12 park-and-ride lots. This LRT project will provide service 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 will 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 $879.27 million. Revenue service is projected for June 2008.
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 $525.00 million in Section 5309 New Starts funding. A total of $60.86 million in Section 5309 New Starts funds was appropriated for this project through FY 2002, and an additional $70.00 million was requested in FY 2003. It is recommended that $80.00 million be provided to this project in FY 2004, as specified in the FFGA.
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 44.30 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 provides a total of $110.50 million in Section 5309 New Starts funding. Tri-Rail was allocated a total of $52.40 million in FY 2002 and prior year funding to this project, and an additional $39.69 million was requested in FY 2003. In accordance with the FFGA, FTA recommends $18.41 million be provided to Tri-Rail in FY 2004 to complete the Federal commitment on this project.
The Memphis Area Transit Authority (MATA), in cooperation with the City of Memphis, is building a two-mile light rail extension to the Main Street Trolley/Riverfront Loop vintage rail system. The extension would expand service from the central business district 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 operations 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 Section 5309 New Starts funds to the Medical Center Extension. A total of $35.31 million has been appropriated for this project through FY 2002, including $0.5 million of funding prior to the FFGA. An additional $15.61 million was requested in FY 2003, leaving $9.25 million needed to complete the project. It is recommended that $9.25 million in Section 5309 New Starts funds be provided in FY 2004.
Metro Transit and the Metropolitan Council of Minneapolis, in cooperation with the Minnesota Department of Transportation, Hennepin County, and the Metropolitan Airports Commission 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 Section 5309 New Starts funds to the Hiawatha Corridor LRT. Of this amount, $168.35 million has been provided in FY 2002 and prior years, and an additional $60.00 million was requested in FY 2003. In accordance with the FFGA, it is recommended that $74.98 million in Section 5309 New Starts funds be provided to this project in FY 2004.
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 one mile 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 at the end of 2005 and is anticipated to carry 34,900 average weekday boardings in 2010. The total cost for the Hudson-Bergen MOS-2 project is $1,215.40 million.
FTA issued an FFGA for this project on October 31, 2000, committing a total of $500.00 million in Section 5309 New Starts funds. The MOS-2 project does not require funding from the Section 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, under the same turnkey MOS-1 contract. This permitted 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. In FY 2003, $50.00 million in New Starts funding was requested. In accordance with the FFGA, it is recommended that $100.00 million in Section 5309 New Starts funds be provided to this project in FY 2004.
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 $207.75 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 Section 5309 New Starts funds to the Newark Rail Link MOS-1 project. Through FY 2002, Congress has appropriated a total of $59.39 million for this project. An additional $60.00 million was requested in FY 2003. As specified in the FFGA for this project, it is recommended that $22.57 million be provided in FY 2004 to complete the Federal commitment for this project.
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) will be reopened, and 28 new light rail vehicles will 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 operations date for the project is June 2004. The total capital cost of the Stage II Priority Program is estimated at $386.46 million. The remaining portions of the original Stage II LRT project will be undertaken as local funding becomes available.
Section 3030(a)(98) of TEA-21 authorizes the Pittsburgh – Stage II Light Rail project for Final Design and construction. In January 2001, FTA issued an FFGA for this project that commits a total of $100.20 million in Section 5309 New Starts funding. Through FY 2002, a total of $41.53 million has been appropriated for this project, and an additional $26.25 million was requested in FY 2003. This leaves a total of $32.42 million needed to complete the anticipated Federal commitment to this project. In accordance with the FFGA, it is recommended that $30.24 million be provided in FY 2004.
The Tri-County Metropolitan Transit District of Oregon (Tri-Met) is constructing a 5.8-mile, ten-station extension of the Interstate Metropolitan Area Express (Interstate 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 Interstate 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 Section 5309 New Starts funds to the project. Through FY 2002, $70.79 million was appropriated for this project. A total of $70.00 million was requested for the Interstate MAX light rail extension in FY 2003. It is recommended that $77.50 million be provided for this project in FY 2004, as specified in the FFGA.
The Utah Transit Authority (UTA) is constructing the Medical Center Extension project, a 1.5-mile light rail transit (LRT) system extending from the University Line station at Rice-Eccles Stadium to the University of Utah Health Science Complex (Medical Center). The Medical Center LRT Line will include three stations: Huntsman Center, Wasatch Drive, and Medical Center. The Medical Center LRT Line will connect to the University Line LRT and the existing North/South LRT corridor. Station areas encompass a number of significant activity generators, including student housing, campus buildings, and a complex of medical facilities. Population in the corridor is about 5,000 and total Medical Center and University employment is about 18,000. Revenue Operations are scheduled to begin in 2004. Based on 1990 census data, there are an estimated 140 low-income households within a one-half mile radius of the proposed three stations. Ridership is estimated at 4,100 average weekday boardings, 3,400 of whom are new riders.
The total capital costs for this project are projected to be $89.40 million. An FFGA was executed on May 17, 2002, which provided for $53.63 million in Section 5309 New Starts funding (60 percent of the total cost). In FY 2002, Congress appropriated $2.97 million for the Salt Lake City Medical Center extension. In FY 2003, $20.00 million was requested for this project. In accordance with the FFGA for this project, FTA recommends that $30.66 million be provided to the Medical Center Extension project in FY 2004.
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 Section 5309 New Starts funding to this project. Through FY 2002, Congress has appropriated $112.72 million for this project, and an additional $65.00 million was requested in FY 2003. As specified in the FFGA, it is recommended that $65.00 million be provided for this project in FY 2004.
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. Revenue operations are scheduled to begin in early 2003.
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 $1,550.23 million. This increase is attributed to a surge in local construction activity that resulted in higher than estimated costs for construction of the project. Under 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 2002, a total of $371.37 million has been appropriated for this project. An additional $100.00 million in New Starts funding was requested for the BART-SFO project in FY 2003. In order to make up for funding shortfalls in previous years, it is recommended that $169.95 million be provided in FY 2004.
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 17-vehicle 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.
On March 13, 1996, FTA entered into an FFGA committing $307.41 million in Section 5309 New Starts funds to this project toward the total project cost of $1,250 million. The total capital cost of the project specified in the FFGA is $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 ten additional railcars. This amendment included $141.00 million in Section 5307 funds and $259.90 million in flexible funding; no additional Section 5309 New Starts funds were committed.
Due to concerns about schedule, costs and project management, in November 2000, FTA withheld $165.69 million until the Puerto Rico Highway and Transportation Authority (PRTHA) submitted a satisfactory Recovery Plan. These funds were released in March 2002. FTA anticipates an additional amendment to the FFGA to reflect project cost increases and schedule changes. The estimated Revenue Operations Date is June 30, 2004.
A total of $198.52 million in Section 5309 funds was allocated to the Tren Urbano project in FY 2002 and prior years, and an additional $59.74 million was requested in FY 2003. In accordance with the FFGA, it is recommended that $43.54 million be provided to this project in FY 2004.
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 the Morgan Boulevard station, 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 20,040 including 15,310 daily new riders. The total capital cost for this extension is $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 $260.30 million in Section 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 Section 5309 New Starts funding to $265.95 million. A total of $67.53 million has been appropriated through FY 2002, and an additional $60.00 million was requested in FY 2003. This leaves $73.42 million required to complete the FFGA. In accordance with the FFGA, it is recommended that $65.00 million be provided for this project in FY 2004.