####### Appendix B

Additional Studies and Projects

######## As of November 2004

The following paragraphs describe studies for projects that were
authorized in the Transportation Equity Act for the 21st Century
(TEA-21) that are not reported in Appendix A, or projects that have
received New Starts appropriations.

**Alvarado Transportation Center**

**Albuquerque, New Mexico**

The Alvarado Transportation Center (ATC) has been designed to function
as a transportation center that includes administrative offices for the
city of Albuquerque Transit Department. The operation of the facility is
anticipated to improve transit service to the downtown area, aid in
congestion management efforts and provide efficient passenger
interchange among various modes of transportation, including city
transit, intercity rail, intercity motor coach, taxi services, and
potential light rail transit. The Transit Department has worked with
Greyhound and Amtrak to ensure that the facility meets their required
operational criteria. The ATC Phase I opened in May 2002, serving
Albuquerque transit riders and ABQ RIDE staff. The ATC currently
provides boarding, alighting and transfer opportunities for 12 local bus
routes. Since April 2004 the ATC has also functioned as the starting
point for the Northern New Mexico Park and Ride, which serves
Albuquerque, Santa Fe and Los Alamos. The center has also allowed ABQ
RIDE to consolidate their customer service functions into one area, so
that a transit rider can call a single number to ask for information
about schedules, paratransit and job access rides. Construction has
begun on the lower level of the ATC to develop a waiting room for
transit passengers that has been designed to reflect the original
architecture of the Alvarado Hotel, a Fred Harvey classic. FTA capital
bus and bus-related and urbanized area formula program funds are the
primary sources of funding for these projects. The urban transit
component (Phase I) of the project has been completed. Construction of
Phase II of the ATC was begun in October 2004. The second facility will
house regionally based transportation providers and allow ABQ RIDE
passengers to transfer from local buses to Greyhound coaches. Phase II
is expected to be completed October 2005.

**Greater Albuquerque Mass Transit Project**

**Albuquerque, New Mexico**

The City of Albuquerque, in cooperation with the Mid-Region Council of
Governments, is preparing an alternatives analysis (AA) and draft
environmental impact statement (DEIS) for Central Avenue Corridor in
Albuquerque, New Mexico. The first phase of this project was completed
in 2003 and included development of a regional high capacity transit
system plan and the preparation of preliminary AA. Based on the
evaluations of the preliminary AA and decisions of the Albuquerque City
Council, Central Avenue was selected as the first priority corridor and
is the focus of AA/DEIS. The purpose of the proposed high capacity
transit system for Albuquerque is to improve access to regional
employment, shopping, and entertainment districts; to relieve existing
and projected congestion within the Central Corridor; and to facilitate
implementation of adopted land use and economic development policies.
The AA/DEIS is evaluating two alignment alternatives that follow three
arterial streets. Two technology alternatives are also being evaluated:
light rail transit and bus rapid transit. The AA/DEIS will conclude with
the selection of a locally preferred alternative. The status of AA/DEIS
activities and the approximate percent complete for each are: (1)
development of conceptual engineering plans for the guideway,
electrification system, stations/park and ride lots, and a maintenance
facility (50 percent complete); (2) development of station area land use
plans (80 percent complete); (3) development of operating and service
plans (35 percent complete); (4) preparation of a financial management
plan (40 percent complete); and, (5) environmental, cultural, and
community impact assessments (60 percent complete). A preliminary draft
AA/DEIS will be prepared by end of 2004 and circulated for internal
review. A document for agency and public circulation is scheduled for
completion in March 2005.

**High Capacity Corridor Light Rail**

**Albuquerque, New Mexico**

See the description for the Greater Albuquerque Mass Transit Project.
Project sponsors have informed FTA that the two are the same.

**Athens-Atlanta Commuter Rail**

**Athens-Gwinnett-Atlanta, Georgia**

The Georgia Department of Transportation, Georgia Rail Passenger
Authority, and the Georgia Regional Transportation Authority are jointly
implementing commuter rail from Athens to Gwinnett County to Downtown
Atlanta (a distance of 72 miles) using an existing CSX freight rail
line, with minor use of Norfolk Southern lines at either end. Following
public outreach, a comprehensive alternatives analysis, and selection of
the locally preferred alternative by State agencies in June 2002, an
Environmental Assessment was completed and public meetings were
conducted in late 2003. FTA issued a Finding of No Significant Impact
(FONSI) in February 2004. Two commuter trains would start from Athens,
and serve two intermediate stations between Athens and Cedars Road. Four
additional trains would originate in the morning from Cedars Road in
Gwinnett County; each would cover the 40 miles to the Atlanta Multimodal
Passenger Terminal in one hour. Six intermediate stations would be
served, including destination stations at Emory and Atlantic Station,
where shuttle service would be available to mid-town. Service would be
reversed in the evening. Total capital costs are estimated at \$388
million (\$2003). A total of 9,700 riders per day are forecast in 2025,
diverting the equivalent of one and a one-half highway lanes of traffic
in each direction at the peak period of demand. The State is currently
working with CSX on a comprehensive study of projected freight and
passenger train operations in the Atlanta area to identify necessary
future capacity improvements, as a precursor to access and operations
discussions.

**Georgia 400 Multimodal Corridor (North Fulton Corridor)**

**Atlanta, Georgia**

In 2004, the Georgia Regional Transportation Authority (GRTA) completed
the *Northern Subarea/GA 400 Study* (NSAS). High growth in office,
commercial, and residential development has occurred within the corridor
and additional significant growth is expected. The study recommended
near-term, intermediate and long-term transit and highway improvements
in the GA 400 corridor. The recommended near-term transit improvements
consist of widening the highway shoulders to permit the operation of
express buses. The intermediate improvements call for the construction
of HOV lanes and the operation of express buses on those lanes. The
long-term solutions call for the construction of exclusive HOV/Express
Bus interchanges. GRTA, the Georgia Department of Transportation, the
Metropolitan Atlanta Rapid Transit Authority, Fulton County and the
Atlanta Regional Commission are now addressing the implementation of
these recommendations and the possible steps to be taken so as not to
preclude the future expansion of fixed guideway service.

**Interstate 285 Transit Corridor**

**Atlanta, Georgia**

The Atlanta Regional Commission, in conjunction with a coalition of
community improvement districts, initiated the *I-285 Transit Corridor
Alternatives Analysis (AA) and Draft Environmental Impact Statement*. 
This project is the result of two previous planning studies, the
*Marietta-Lawrenceville Transportation Study* and the *I-285 Corridor
Transit Feasibility Study*.  These studies identified the need for and
benefits provided by a transit corridor generally along I-285 between
the Cumberland activity center and the city of Doraville. This unique
transit project would address cross-radial travel patterns, connecting
two existing Metropolitan Atlanta Rapid Transit Authority heavy rail
corridors and one planned light rail transit (LRT) or bus rapid transit
(BRT) corridor.  On February 26, 2004 the Atlanta Regional Commission
Board selected Bus Rapid Transit (BRT) in Exclusive Busway as the
Locally Preferred Alternative (LPA) for the northern portion of the
I-285 corridor.   The next steps of the project are including the
project in the region's long range transportation plan (Mobility 2030)
later this year and proceeding with environmental and preliminary
engineering work after the Mobility 2030 Plan is adopted (December
2004).

**MARTA - South DeKalb Comprehensive Transit Program and Atlanta (South
DeKalb -- Lindbergh Corridor)**

**Atlanta, Georgia**

The Metropolitan Atlanta Rapid Transit Authority (MARTA) is examining
potential transit solutions to alleviate traffic congestion throughout
south DeKalb County. The proposed area, located south of MARTA's
existing East Line, is currently experiencing rapid growth in
residential and commercial development. The result has been heavy
traffic congestion on all major streets and highways. A portion of the
proposed study area was included in the previous *South DeKalb-Lindbergh
Corridor Major Investment Study*. MARTA is proceeding with an
alternatives analysis (AA) of the I-20 Corridor eastward from the
Atlanta central business district to the Lithonia/Stonecrest Mall area
of south DeKalb, a distance of approximately 18 miles. Through FY 2005,
Congress has appropriated \$3.63 million in Section 5309 New Starts
funds for this effort. The AA is scheduled for completion in late 2004.

**Rapid Transit Project**

**Austin, Texas**

In October 1997, the FTA gave Capital Metro permission to initiate
preliminary engineering (PE) and to prepare an Environmental Impact
Statement for a light rail transit (LRT) system along the
northwest/north central and southeast corridors of metropolitan Austin.
Capital Metro began preparation of these documents and continued through
a failed voter referendum on light rail in November 2000. As the PE
continued, it became apparent that the high cost of this light rail
project was prohibitive. Capital Metro decided to bring the light rail
PE to a reasonable conclusion, but not complete the EIS, and instead
focus on developing a long range transit plan that incorporates the use
of existing track for commuter rail. This plan was adopted by the Board
on August 30, 2004, along with direction to pursue commuter rail from
Downtown Austin to Leander, Texas. In November 2004, voters authorized
Capital Metro to begin this Commuter Rail service.

**Central LRT Extension to Glen Burnie**

##### Baltimore, Maryland

The Maryland Transit Administration has decided not to pursue this
effort at this time. The most cost-effective alignment identified in
previous studies is not acceptable to the public or locally elected
officials.

# MARC Commuter Rail Improvements

**Baltimore, Maryland -- Washington, D.C.**

The Maryland Transit Administration (MTA) has proposed four projects for
the Maryland Area Rail Commuter (MARC) system serving the Baltimore,
MD - Washington, DC metropolitan area. These projects are: (1) the
Mid-Day Storage Facility in the Amtrak Yard at Washington's Union
Station, for daytime equipment layover and daily train servicing and
inspection; (2) the Silver Spring Intermodal Transit Center, in lower
Montgomery County, MD, that would relocate the Silver Spring MARC
Station to the site of the current Silver Spring Metrorail Station; (3)
the Penn-Camden Connection, located in southwest Baltimore, a six-mile
rail line connecting two of the MARC lines that would allow the
rerouting of MARC passenger trains around freight trains along the CSX
rail line; and (4) the Maintenance Facility in southwest Baltimore, that
would provide a centralized storage and maintenance facility for MARC
coaches and locomotives. The Mid-Day Storage Facility is in the final
design process, work on the Penn-Camden Connection has not progressed,
and the Silver Spring Intermodal Transit Center and Baltimore
Maintenance Facility are in preliminary engineering. These projects are
each being undertaken separately by MTA, and are considered exempt from
the New Starts criteria because the proposed New Starts share for each
is less than \$25 million. Through FY 2005, Congress has appropriated
\$40.7 million in Section 5309 New Starts funds for these projects.

### Baltimore Region Transit Plan (formerly the Metropolitan Rail Corridor)

## **Red and Green Line Corridor Studies**

Baltimore, Maryland

The Maryland Transit Administration of the Maryland Department of
Transportation is currently studying transit improvements for the
Baltimore metropolitan region resulting from the *Maryland Comprehensive
Transit Plan* adopted in 2000. A regional system plan was recommended in
March 2002. Alternatives analysis and development of two environmental
documents are underway for two "priority" corridors. These studies will
assess an east-west rapid transit line through downtown Baltimore from
the Social Security/Woodlawn Area to the Patterson Park area in east
Baltimore (Red Line), and an extension of rapid transit service from the
Johns Hopkins Medical Campus to Morgan State University (Green Line).
Alternatives under consideration in both of these studies include bus
rapid transit, light rail, metro subway extension (Green Line only),
enhanced bus and no-build. The public scoping meetings have been held
and the Definition of Alternatives are being developed for the Red Line
project. Through FY 2005, Congress has appropriated \$1.48 million in
Section 5309 New Starts funds for this effort.

People Mover (Central Downtown Study)

Baltimore, Maryland

The city of Baltimore completed a feasibility study in November 2001
that examined transportation alternatives available for improving
transit service within downtown Baltimore. Four alternative alignments
and technologies have been defined and reported, including the potential
costs and benefits of each, for use by regional policy makers in
developing strategies for improving downtown transit service. The city
of Baltimore has decided not to pursue this project at this time but
will continue to work with the Maryland Transit Administration and other
regional agencies to implement downtown transit service improvements.
Through FY 2005, Congress has appropriated \$0.49 million in Section
5309 New Starts funds for this effort.

Transit Corridor

Birmingham, Alabama

The Birmingham Metropolitan Planning Organization (MPO) and the
Birmingham-Jefferson County Transit Authority (BJCTA) completed Phase II
of the Birmingham Regional Transportation Corridors Alternative Analysis
(AA) during FY 2004. This phase identified three priority corridors
including a recommended Locally Preferred Alternative (LPA) in three
regional transportation corridors. The proposed New Starts projects
include the following: (1) Birmingham Downtown Street Car \-- a 5.5 mile
route in the Birmingham central business district (CBD) along 19th
Street, 5th Avenue South and 7th Avenue South linking two proposed
transit stations with the Central Station Intermodal Transit Facility
connecting intercity bus, Greyhound and Amtrak. The streetcar line would
be 9.3 miles of directional dual track separating vehicular traffic. The
proposed transit stations would link the Convention Center/Hotel
District, and University of Alabama-Birmingham/Medical District to Five
Points South and Lakeview Business District activity centers. (2)
Interstate 65 South bus rapid transit (BRT) facility \-- a 22-mile
reversible lane for buses and high occupancy vehicles from Alabaster
(I-65 S Exit 238 in Shelby County) to University Drive in downtown
Birmingham connecting suburban cities in south Jefferson County and
northern Shelby County to UAB/Medical District and the Birmingham CBD.
This BRT corridor would serve two proposed park-and-ride lots within the
corridor at major interchanges within close proximity to regional
activity centers. (3) U.S. 280 BRT facility \-- a proposed dedicated
15-mile corridor with information technology and traffic signal
pre-emption from downtown Birmingham southeast to State Route 119 in
Shelby County. The project includes proposed transit stations with
park-and-ride facilities at key commercial activity centers within the
corridor including feeder buses and circulators to link office/hotels to
the BRT line. Phase III includes the environmental review process. The
BJCTA, in cooperation with the Birmingham MPO, will conduct the NEPA
review and prepare a Draft Environmental Impact Statement (EIS) on the
priority corridors to further define the potential alignments of the
LPAs. This includes an analysis of the priority corridors and transit
stations to identify and mitigate potential environmental issues. The
Draft EIS is scheduled to begin during FY 2005. The Birmingham MPO
adopted the Regional Public Transportation System Plan and amended the
2025 Long Range Transportation Plan in October 2003. The BJCTA has
\$1,127,786 of New Starts funds programmed in an approved FTA grant for
completion of these tasks. Phase IV - preliminary engineering/Final
EIS - is scheduled to follow in FY 2006 for the Birmingham Downtown
Streetcar. Through FY 2005, Congress has appropriated \$17.29 million in
Section 5309 New Starts funds for the overall effort.

### Airport Intermodal Transit Connector

### Boston, Massachusetts

### 

### The Massachusetts Port Authority (Massport), in coordination with the Massachusetts Bay Transportation Authority (MBTA), conducted a major investment study/Draft Environmental Impact Statement (MIS/EIS) on transportation improvements to enhance the intermodal connection between Logan International Airport and the Boston regional transit system and ease airport roadway constraints and curb congestion. The study included bus as well as people-mover alternatives. During the MIS process, Massport determined that improvements to the bus system at Logan International Airport and the addition of bus service to South Station would be more cost-effective than a people-mover. Massport suspended work on the MIS/Draft EIS and further developed the bus alternative now known as the Airport Intermodal Transit Connector (AITC) under an Environmental Assessment. The project involves two routes: one connecting South Station in Boston to the airport via the South Boston Piers Transitway and the new Ted Williams Tunnel (Central Artery) and the second connecting MBTA's Blue Line to airport terminals. Massport plans to operate dual mode buses (electric trolley/diesel) on the South Station to the Logan International Airport route and will continue to operate alternative-fueled buses on the Blue Line/Terminals route. FTA has approved a \$12.6 million Letter of No Prejudice request from Massport to incur costs for the procurement of eight low-floor buses to provide service from Logan International Airport to MBTA's South Station. An inter-agency agreement between MBTA and Massport has been signed authorizing MBTA to proceed with the purchase of the eight buses on behalf of Massport. Massport allocated \$13 million in capital funds for its share of the procurement. 

### North Shore Corridor Project

#### **Boston, Massachusetts**

The Massachusetts Bay Transportation Authority (MBTA) is preparing a
Draft Environmental Impact Statement (EIS) to evaluate various transit
options intended to improve mobility among several North Shore
communities. This project is in the Boston area's long range
transportation plan. Through FY 2005, Congress has appropriated \$3.31
million in Section 5309 New Starts funds for this effort.

### North-South Rail Link

#### **Boston, Massachusetts**

The Massachusetts Bay Transportation Authority (MBTA) conducted a major
investment study/Draft Environmental Impact Statement (MIS/EIS) to
examine transit options in the corridor between North Station and South
Station in downtown Boston. The alternatives included a bus shuttle
system as a Transportation Systems Management option and various
configurations of a rail tunnel. In light of the current financial
conditions at MBTA and the Commonwealth of Massachusetts, MBTA
determined that the rail tunnel options were beyond the immediate fiscal
capacity of the project partners. Therefore, the study was published as
an MIS in order to continue the planning process. On July 7, 2003, FTA
published a notice in the *Federal Register* canceling the preparation
of an EIS since there was no longer a Federal action subject to NEPA.
Through FY 2005, Congress has appropriated \$0.49 million in Section
5309 New Starts funds for this effort.

# Urban Ring

Boston, Massachusetts

The Massachusetts Bay Transportation Authority (MBTA) completed a major
investment study (MIS) that examined transportation alternatives to
improve circumferential mass transit in a corridor surrounding Boston's
central core. The Urban Ring corridor includes portions of Chelsea,
Everett, Medford, Somerville, Cambridge, Brookline and Boston. Through
the public process during the MIS, the range of alternatives was
reduced, and a multi-phase implementation concept was developed. Three
phases were identified: Phase I included enhanced cross-town and express
bus service; Phase II consisted of a system of multiple bus rapid
transit routes throughout the corridor and connections with radial
transit and commuter rail lines; and Phase III examined light rail and
heavy rail service. Work on the Draft Environmental Impact Statement for
Phase II commenced in April 2002 and is scheduled for completion in
early 2005. This project is included in the financially constrained
Boston area long range transportation plan. Through FY 2005, Congress
has appropriated \$5.30 million in Section 5309 New Starts funds for
this effort.

**Bridgeport Intermodal Facility**

**Bridgeport, Connecticut**

The city of Bridgeport is proposing to design and construct a
multi-phased Intermodal Transportation Center to be located in the heart
of the central business district. The Intermodal Transportation Center
would be completed in several phases, with each phase constructed as a
stand-alone operating entity, designed to connect with the other
components of the project as they are completed. Phase 1, which was
completed and opened in 2000, consists of a new parking garage for
transit users. Phase 2A, with a construction start date scheduled for
spring 2005, will consist of a new, relocated local and intercity bus
terminal. The proposed Phase 2B project consists of improvements to the
existing commuter and high-speed rail station. Proposed Phase 3 consists
of pedestrian linkages between the Transportation Center, downtown, and
the waterfront/ferry dock, physically tying all three activity centers
together and helping to spur the economic revitalization of the area.
Through FY 2004, Congress has appropriated \$2.46 million in Section
5309 New Starts funds for this project and \$14.1 million in Section
5309 Bus Discretionary funds.

Burlington-Essex Commuter Rail

Burlington, Vermont

The Vermont Agency of Transportation (VTrans) had proposed improvements
to the existing rail infrastructure to allow for commuter rail service
between Burlington and Essex Junction. At this time, VTrans is not
continuing project development due to local funding issues.

**Canton-Akron-Cleveland Interregional Travel Corridor Study**

### Canton-Akron-Cleveland, Ohio

The METRO Regional Transit Authority (METRO), in cooperation with local
metropolitan planning organizations, regional transit authorities, and
the Ohio Department of Transportation (Coordinating Committee),
completed a major investment study (MIS) to assess the costs and
benefits of new passenger rail service, transportation system management
(TSM), and/or capacity improvements for the Canton-Akron-Cleveland (CAC)
Corridor. The 62-mile corridor follows a path along Interstate 77 (I-77)
between Canton and Akron. Between Akron and Cleveland, the corridor
widens to include both I-77 and State Route 8 (SR-8). The SR-8 alignment
utilizes I-271 and I-480, returns to I-77, and then continues into the
Cleveland central business district (CBD). The corridor frequently
experiences traffic congestion and related safety problems on major
transportation facilities. Early in 2002, the Coordinating Committee
selected the elements of a draft locally preferred investment strategy
(LPIS). Through a series of informational meetings, the public was given
an opportunity to comment on the elements of the strategy. In May 2002,
the Coordinating Committee forwarded the LPIS and the results of the
public involvement process to the governing boards of the three MPOs
involved in the study. The recommendation included an expansion of
highway capacity, express bus improvements, and implementation of
commuter rail in the corridor. As the recommendations were discussed in
each urbanized area, the MPOs' discussions resulted in differing
actions. The Cleveland MPO rejected the widening of I-77 from I-480 into
downtown Cleveland but supported the continued planning of commuter
rail. The Akron MPO supported the increased highway capacity but
rejected commuter rail in the corridor. The Canton MPO accepted the
entire recommended locally preferred alternative. To date, METRO has
purchased and preserved 43 miles of rail right-of-way for future
passenger use. Through FY 2005, Congress has appropriated \$16.38
million in Section 5309 New Starts funds for this effort.

Monobeam Corridor

Charleston, South Carolina

The Charleston Area Regional Transportation Authority (CARTA), in
cooperation with the city of Charleston and the city of North
Charleston, is examining the feasibility of implementing a proposed

monobeam transit system from the Airport to the Convention Center. The
proposed full-scale monobeam prototype is a three-year, \$35 million to
\$40 million effort anticipated to be financed largely with private

funds. An approximately 1.25-mile prototype would be erected on a site
in the Charleston community to demonstrate the aesthetic, cost and
environmental characteristics of the monobeam, as

well as its safety and reliability. The prototype could become the first
segment of a regional rail transit network in the future. Congress has
appropriated a total of \$6.13 million in Section 5309 New Starts funds
for this effort in 1998, 1999, and 2000. While \$1.5 million was
obligated, the remainder of the \$4.63 million is pending a new proposal
from CARTA and their partner FUTREX, the company that proposed the
monobeam, describing how they would meet the Congressional intent of
building a prototype in Charleston primarily with private funds.

**35^th^ Street Station (U.S. Cellular Field)**

Chicago, Illinois

Metra, the commuter rail agency for northeastern Illinois, initiated a
review of the relative merits of developing a commuter rail station on
its Rock Island Line at 35^th^ Street, near U. S. Cellular Field in
Chicago. Metra's analysis indicated that demand by Major League Baseball
White Sox game patrons would be comparatively low, although when
combined with demand from other travel generators in the vicinity of the
site (e.g., Illinois Institute of Technology), there would be
justification for the investment in a new station. Metra provided a
footprint for the proposed station facilities for use by other agencies
in planning for redevelopment of the area. Metra has also indicated that
the timing of the implementation would be impacted by the Rock Island
viaduct reconstruction project between 16^th^ and 61^st^ Streets, which
is currently underway. Since this work will change the alignment of the
tracks, it would not be feasible to construct station platforms until
the completion of the Rock Island viaduct reconstruction, which is
expected in 2007.

# Inner Circumferential Commuter Rail

**Chicago, Illinois**

In 1999, Metra, the commuter rail agency for northeastern Illinois,
completed the *Feasibility Study* for implementing commuter rail service
in the corridor between O\'Hare and Midway airports. The study
determined that the service was physically feasible. A *Land Use and
Community Planning Study* for this corridor was completed in April 2003.
The Chicago Area Transportation Study (local Metropolitan Planning
Organization) has included this project in its 2030 regional
transportation plan.

McCormick Place Busway

### Chicago, Illinois

The city of Chicago has completed the Lakefront Busway project with no
Federal Section 5309 New Starts funds. The project consists of a
two-lane, two-way bus road to shuttle McCormick Place attendees between
the convention center to Randolph Street and hotels to the north. The
roadway, which is separate from general traffic in and adjacent to Grant
Park, is anticipated to allow faster trips to and from McCormick Place
and thereby reduce the convention center's transportation costs, and
traffic congestion. The Metropolitan Pier and Exposition Authority
funded this project.

Star Line Corridor

Chicago, Illinois

The Regional Transportation Authority (RTA) of northeastern Illinois led
a series of studies for the Northwest Corridor, an area extending from
east of O'Hare International Airport west to the Cook/Kane County line,
centered on the Interstate 90 Northwest Tollway. In 2000, RTA completed
a Phase I feasibility study that identified the Corridor's
transportation problems and transit-based options to improve mobility. A
Phase II study, also led by RTA, solicited service proposals from the
region's three transit operating entities (Chicago Transit Authority,
Pace and Metra). After an extensive review by RTA and the Northwest
Municipal Conference, the O\'Hare-to-Hoffman Estates portion of Metra's
Suburban Transit Access Route (STAR Line) was endorsed by both
organizations as the locally preferred alternative. The Hoffman
Estates-to-Joliet portion of the STAR Line was also endorsed by the
Northwest Municipal Conference as a significant enhancement to the
original conclusions of the Northwest Corridor Study. Land use planning
studies have been completed for the O'Hare-to-Hoffman Estates portion of
the STAR Line and are nearly complete for the Hoffman Estates-to-Joliet
portion. Metra, now the project's sponsor, has recently begun the
alternatives analysis process for the Star Line Corridor.

# Interstate 71 Corridor LRT 

**Cincinnati, Ohio**

The Ohio Kentucky Indiana Regional Council of Governments, the Southwest
Ohio Regional Transit Authority and the Transit Authority of Northern
Kentucky completed preliminary engineering and a Draft Environmental
Impact Statement for the I-71 Corridor Light Rail Project. The 19.5-mile
light rail corridor extends from Covington, Kentucky through Cincinnati
to Blue Ash, Ohio. A mechanism to provide local capital and operating
funding for the Hamilton County, Ohio segment of the route was defeated
at the polls in November 2002. There are no plans for a funding
referendum at this time.

### Berea/I-X Center Red Line Extension

### Cleveland, Ohio

The Greater Cleveland Regional Transit Authority (GCRTA) has prepared a
major investment study/Draft Environmental Impact Statement to determine
transportation operations to provide a direct link between downtown
Cleveland, Hopkins International Airport, International Exposition (I-X)
Center, and Baldwin-Wallace College in Berea. The proposed Berea Rapid
Transit Extension would have extended a light rail line approximately
four miles from the GCRTA's Airport Station and directly aligned with
the GCRTA's Red Line rapid transit system. The Northeast Ohio Areawide
Coordinating Agency (NOACA) programmed the Berea/I-X Red Line Extension
in its Unified Work Program. During the local decisionmaking process,
local communities requested that the study include additional analysis
within the original corridor on two alternatives that had been
previously screened out. Those alternatives concentrated on
transportation improvements for developments adjacent to the Airport,
including the I-X Center, air cargo facilities, NASA, and the adjoining
industrial parks that have recently been developed in the Airport
region. The study was completed in 2003 with the final deliverables
being produced in early 2004. The decision on any Locally Preferred
Alternative, as well as the NEPA process, has been suspended until
Hopkins Airport completes its Master Plan. Through FY 2005, Congress has
provided \$2.9 million in Section 5309 New Starts funds for this effort.

### Blue Line Extension

### Cleveland, Ohio

The Greater Cleveland Regional Transit Authority (GCRTA) has conducted a
major investment study to examine transportation options in a corridor
extending from the terminus of GCRTA's Blue Line at the intersection of
Van Aken Boulevard and Warrensville Road in Shaker Heights. Among the
alternatives being considered is a potential extension of the Blue Line
to an area near the new Harvard Road Interchange of Interstate 271. The
interchange was built to serve the 650-acre Chagrin Highlands
Development. The master plan for the development would include 3.5
million square feet of office space, 1,000 hotel rooms, and 250,000
square feet of retail space, and would create 15,000 new jobs over the
next twenty years. While the technical study effort is complete, GCRTA
continues to work with the community and stakeholders to raise the funds
required to proceed into preliminary engineering. GCRTA will not enter
into the locally preferred alternative selection process until the
stakeholders benefiting from the rail extension demonstrate their
commitment to the project through a financial contribution to the study
effort. That commitment has not yet been made and there appears to be no
date certain in the future.  Through FY 2005, Congress has appropriated
\$0.8 million in Section 5309 New Starts funds for this effort.

### Interstate 90 Corridor to Ashtabula County

### Cleveland, Ohio

See the description for the *Northeast Ohio Commuter Rail Feasibility
Study*. Study sponsors have informed FTA that the two are the same.

Lorain-Cleveland Commuter Rail

Cleveland, Ohio

See the description for the *Northeast Ohio Commuter Rail Feasibility
Study*. Study sponsors have informed FTA that the two are the same.

Northeast Ohio Commuter Rail Feasibility Study, Phase II

Cleveland, Ohio

The Northeast Ohio Areawide Coordinating Agency (NOACA), the local
Metropolitan Planning Organization for the Cleveland area, is examining
the feasibility of initiating commuter rail service in the Cleveland
metropolitan area. Phase I of the *Northeast Ohio Rail Feasibility
Study* was completed by NOACA. Seven corridors were identified in Phase
I as being potentially feasible for commuter rail service. Phase II will
bring the analysis of commuter rail in northeast Ohio to a conclusion,
providing regional decisionmakers with information necessary to select,
program and fund potential commuter rail service. Phase II identified
four corridors that would constitute the preferred commuter rail system
for northeast Ohio. These four corridors were then prioritized for
possible phased-in implementation.

**North-South Corridor (Waterfront Line Extension)**

### Cleveland, Ohio

The Greater Cleveland Regional Transit Authority (GCRTA) conducted an
alternatives analysis (AA) study to examine transportation options for
the North-South Transportation Corridor in the eastern portion of
Cleveland's central business district (CBD). One option being considered
includes the possible extension of the existing Waterfront Line from its
present terminus at 13^th^ Street in the Lakeside Municipal Parking Lot
south to serve the Cleveland Theater District, an emerging office
corridor, Cleveland State University, and the main campus of Cuyahoga
Community College, effectively creating a downtown rail loop.
Historically, Cleveland's CBD has not been well served by its single
rail station in downtown Cleveland. Existing and emerging office
districts require multiple transfers between transportation modes from
the Tower City rail station terminal. The proposed light rail
alternative interfaces with the Euclid Corridor Transportation Project,
the bus rapid transit project currently under construction along Euclid
Avenue. The technical studies are complete. GCRTA is awaiting the
completion of the *Lakefront Access Plan* and site selection for the new
Convention Center before selecting a locally preferred alternative for
the North-South Corridor AA. Through FY 2005, Congress has appropriated
\$0.99 million in Section 5309 New Starts funds for this effort.

North Corridor LRT

Columbus, Ohio

The Central Ohio Transit Authority (COTA) is proposing to construct a
new 13-mile light rail transit (LRT) line linking the Columbus central
business district (CBD), Ohio State University, the State Capitol, and
the city's northern suburbs. The project's alignment begins in the
northern suburb of Polaris near the boundary of Delaware and Franklin
Counties using CSX and Norfolk Southern railroads' right-of-way. After
entering the Columbus CBD, the planned LRT line would operate in mixed
traffic and exclusive lanes. The project includes the construction of 14
stations, an LRT maintenance facility, and the procurement of 18 light
rail vehicles. Six of the planned 14 stations would include 1,150
park-n-ride spaces. LRT service is planned to operate at five-minute
peak period headways. The project is anticipated to generate 17,600
boardings by 2025. COTA selected the LRT project as the locally
preferred alternative of a major investment study that was completed in
April 2001. FTA approved the project into preliminary engineering (PE)
in December 2001. COTA is preparing a Draft Environmental Impact
Statement (EIS). The Draft EIS is scheduled for completion in 2005.
COTA, in cooperation with the Mid-Ohio Regional Planning Commission
(local metropolitan planning organization), is updating the region's
travel demand model. When completed, the new model will yield new
ridership forecasts and estimates of travel-time benefits for the
project, which will be reflected in the EIS. During 2005, COTA plans to
restructure the LRT project, secure additional funding, continue the
public involvement process, and complete the Draft EIS. In addition, at
a time not yet determined, COTA will seek additional local funding \--
via a sales tax referendum \-- for the agency\'s comprehensive transit
plan that will include the North Corridor LRT project, expanded bus and
paratransit services, and the construction of new transit centers. In
the interim, COTA has voluntarily opted to remove the North Corridor LRT
project from the preliminary engineering (PE) phase of development. If
the sales tax referendum is passed, COTA will seek re-entry into PE for
the LRT project. Through FY 2005, Congress has appropriated \$0.5
million in New Starts funds for the development of the North Corridor
LRT project.

# Inter-Island Hollis-Ketchikan Ferry

### Craig, Alaska

Residents of the State of Alaska rely on ferries to connect many of the
State's coastal islands and towns. The State operates the Alaska Marine
Highway, a system of 17 vessels, in the southeast and south central
portions of Alaska. The system has limited funding availability and has
been unable to introduce additional services and routes. The City of
Craig, in conjunction with other communities on Prince of Wales Island,
implemented supplemental ferry service operated by the Alaska Marine
Highway between the Island and the City of Ketchikan with more frequent
and reliable service. Revenue service began in January 2002. In FY 1997,
Congress appropriated \$6.3 million in Section 5309 New Starts funds for
this effort. The Inter-Island Ferry Authority was the grant recipient.
The grant has been completed.

# Quad Cities (MetroLink Light Rail Feasibility) Corridor Study

**Davenport and Bettendorf, Iowa; Rock Island and Moline, Illinois**

An alternatives analysis study has been initiated in the Quad Cities
downtown corridor area. Through FY 2005, Congress has appropriated \$0.3
million in Section 5309 New Starts funds for this effort. The study is
expected to be completed in FY 2006.

### Regional Riverfront Corridor

Dayton, Ohio

The city of Dayton, in cooperation with the Greater Dayton Regional
Transportation Authority (GDRTA) has revitalized the area along the
Miami River in downtown Dayton. The riverfront corridor revitalization
effort includes a landscaped walkway, a plaza for community festivals,
fountains, a small boat harbor and the redevelopment of an existing
street into a pedestrian way lined with trees, benches and streetlights.
In accordance with this revitalization effort, the city of Dayton, along
with the GDRTA, relocated the existing infrastructure of an electric
trolley for one of GDRTA's electric trolley bus lines. In addition, the
project includes the construction of pedestrian access facilities, bus
shelters, benches and signage. This project has been completed.

**East Corridor (Airport)**

### Denver, Colorado

The Denver Regional Council of Governments (DRCOG), in cooperation with
the Colorado Department of Transportation (CDOT) and the Regional
Transit District (RTD), has completed the technical work for an
alternatives analysis (AA) study to evaluate transportation improvements
in its East Corridor, which links downtown Denver via Interstate 70 with
Denver International Airport (DIA). The East Corridor AA was coordinated
with concurrent AA studies of the region's West and Southeast Corridors.
The East Corridor AA recommended a multimodal package of improvements in
the corridor, including a 23-mile single-track commuter rail line
between Denver Union Station and DIA, and a one-mile light rail
extension from downtown Denver to connect with the commuter rail line at
East 40^th^ Avenue and 40^th^ Street. With the commuter rail and light
rail improvements, DRCOG estimates an increase of 8,800 daily linked
transit trips in the corridor by the year 2020. The capital cost
estimate of the commuter rail and light rail improvements is \$330
million, with annual operating costs estimated at \$31.2 million. DRCOG
has officially adopted this locally preferred alternative by including
it in the long range transportation plan. RTD and CDOT have begun a
joint Environmental Impact Statement for this project.

North Front Range Corridor (Ft. Collins-Denver)

Denver, Colorado

The Colorado Department of Transportation (CDOT), with the cooperation
of local stakeholder agencies, will examine transportation options for
the entire North Front Range Corridor, which extends 90 miles from the
northern suburbs of Denver to the Wyoming border and includes the
urbanized areas of Denver, Boulder, Longmont, Greeley, and Fort Collins.
Commuter rail is one of the alternatives being considered in the study.
The North Front Range area demonstrated the highest ridership potential
in a statewide commuter rail feasibility study completed in 1996. The
feasibility study estimated ridership at 721,500 per year for an 85-mile
Denver-Greeley-Ft. Collins line and 416,200 per year for a 74-mile
Denver-Boulder-Longmont-Loveland-Ft. Collins line. Both of these
segments, as well as shorter lines using the same alignments, are under
consideration in the current study. Phase 1 of the study was completed
in 1998 and recommended more detailed consideration of commuter rail,
high occupancy vehicle lanes and highway improvements. CDOT has begun an
Environmental Impact Statement for this project. Through FY 2005,
Congress has appropriated \$0.5 million in Section 5309 New Starts funds
for this effort.

# I-235 (Bus Feasibility) Corridor Study

# Des Moines, Iowa 

An alternatives analysis study has been initiated on the I-235 Corridor
in Des Moines, Iowa. Through FY 2005, Congress has appropriated \$0.15
million in Section 5309 New Starts funds for this effort. The study is
scheduled for completion in FY 2006.

### Downtown Detroit to Ann Arbor Project

### Detroit, Michigan

The Southeast Michigan Council of Governments (SEMCOG) conducted a
feasibility study of implementing rail service between downtown Detroit
and the Detroit Metropolitan Airport and secured funding to begin an
alternatives analysis study of transit options in the corridor. At the
same time, a parallel study was taking place focused on commuter rail
and bus options linking Ann Arbor and Detroit. Following discussions
with the Ann Arbor Transportation Authority, the project sponsor of the
Ann Arbor to Detroit Study, the Michigan Department of Transportation,
and FTA, the studies were consolidated to focus on transit improvements
between Ann Arbor, Detroit Metro Airport and downtown Detroit. The
consolidated study is now being directed by SEMCOG. A prime contractor
for the consulting team has been selected and the Public Involvement
Plan has been completed. The SEMCOG travel demand forecast model is
being updated. This effort is currently in the alternatives analysis
phase. The study corridor is approximately 55 miles long and extends
from west of Ann Arbor to downtown Detroit and includes the Detroit
Metro Airport. The corridor contains a variety of uses including
factories, offices, universities, residential areas and visitor and
recreational venues. The most promising rapid transit alternatives are
being studied to define detailed benefits and costs associated with each
alternative, along with potential funding and governance options.
Through FY 2005,Congress has appropriated \$0.49 million in Section 5309
New Starts funds for this effort.

Rail Trolley Extension\
Galveston, Texas\
The City of Galveston, Texas, through its transit operator Island
Transit, is constructing a 0.80-mile Minimum Operable Segment (MOS) of a
planned 1.5-mile extension to the existing fixed rail trolley. The City
has identified two phases for construction. The first phase is the
0.80-mile MOS, which is a single-track extension with passing track. It
extends the existing trolley from downtown to the University of Texas
Medical Branch (UTMB). Phase 2, 0.69 miles long, extends from UTMB to
Stewart Beach on the Gulf of Mexico, a major tourist attraction. The
project incorporates transit-oriented pedestrian and Americans with
Disabilities Act improvements to Magnolia Homes, a public housing
project for low-income persons along the corridor, and to the UTMB
campus. At Magnolia Homes these improvements include sidewalks, security
lighting and handicap ramping. On the UTMB campus, the improvements
include wayfinding signs and ADA pedestrian access improvements. The
project is estimated to cost \$9.4 million in 2002 dollars, with a
proposed Section 5309 New Starts share of \$8.3 million. The City of
Galveston completed a Feasibility Analysis (Modified Major Investment
Study) for extending the existing 4.9-mile trolley. The Locally
Preferred Alternative was adopted by the Houston-Galveston Area Council
(MPO) in July 2001, and is included in the regional Transportation
Improvement Program for fiscal years 1999-2001 and in the current
2004-2006 TIP. Preliminary Engineering has been completed. FTA issued a
Categorical Exclusion in August 2001 on the basis of an Environmental
Assessment prepared by the City. All local funds for Phase 1 have been
identified and the project is under construction. Revenue operations are
expected to begin in December 2004 for Phase 1. Final design for Phase 2
is expected to begin when funding becomes available. TEA-21 Section
3030(a)(28) authorizes the "Galveston -- Trolley Extension" for Final
Design and construction. Through FY 2005, \$4.95 million in Section 5309
New Starts funding has been appropriated to the Galveston Trolley
Extension for Phase 1.

Eagle River to Knik River Track Improvements

Girdwood, Alaska

As a part of the Girdwood Commuter Rail Project, the Alaska Railroad
Corporation (ARRC) is making track improvements between Girdwood and
Wasilla. This project is realigning sharp curves north of Anchorage
between Eagle River and Knik River. The track realignment will increase
speeds, facilitate operations, and improve safety for ARRC customers and
staff. ARRC operates both freight and passenger service over the section
of track scheduled for improvement. In 1999, the ARRC undertook a study
of its system (*Woodside Study*), which assessed the overall condition
of the railroad and the ability to undertake various types of
improvements, including commuter rail. During 2000, the study identified
the benefits of incrementally improving the performance of the railroad
on its existing right-of-way. In June 2000, FTA approved the Alaska
Railroad Curve Straightening and Double Tracking Project for entry into
preliminary engineering. FTA approved entry into final design in June
2003. The capital cost of the project is estimated at \$11.0 million in
year of expenditure dollars, with a Section 5309 New Starts share of
\$10 million. Construction is approximately 47 percent complete. Through
FY 2005, Congress has appropriated \$27.25 million in Section 5309 New
Starts funding for ARRC's rail system. The project is not authorized in
TEA-21.

South Anchorage Double Track

Girdwood, Alaska

As a part of the Girdwood Commuter Rail Project, the Alaska Railroad
Corporation (ARRC) is making track improvements between Girdwood and
Wasilla. This project involves the double-tracking of an approximately
five-mile section of the line south of Anchorage toward Girdwood. The
double-tracking will increase speeds and facilitate operations in an
industrial area of Anchorage where many ARRC freight customers are
located. ARRC operates both freight and passenger service over the
sections of track to be improved. The passenger service is primarily
geared toward serving tourists between the months of May and September.
In 1999, the ARRC undertook a study of its system ("Woodside Study"),
which assessed the overall condition of the railroad and the ability to
undertake various types of improvements, including commuter rail. During
2000, the study identified the benefits of double track through the
Anchorage area. In June 2000, the Federal Transit Administration
approved entry into preliminary engineering for the Alaska Railroad
Curve Straightening and Double Tracking Project. A documented
categorical exclusion was issued in July 2000 for the South Anchorage
project, and in June 2001 it was approved for entry into final design.
Construction is complete for this project and the grant has been closed.
Through FY 2005, Congress has appropriated \$27.25 million in Section
5309 New Starts funding for AARC's rail system. The project is not
authorized in TEA-21.

Williamsburg-Newport News-Hampton LRT

Hampton Roads, Virginia

In September 1996, the Hampton Roads Metropolitan Planning Organization
(MPO), with York County, James City County, and the cities of Newport
News, Williamsburg, and Hampton, identified the Peninsula region from
Williamsburg to Newport News as a priority transportation corridor. The
Hampton Roads MPO initiated a Major Investment Study (MIS) to examine
long-range alternatives to widening existing roadways in the corridor
and to identify feasible alternatives for a multi-modal transportation
system. Completed in December 1997, the MIS recommended that a 32-mile
Light Rail Transit (LRT) system be developed largely within existing CSX
Transportation railroad right-of-way. The Hampton Roads MPO endorsed the
MIS results and included Peninsula LRT in the region's financially
constrained 2021 Long-Range Transportation Plan. In 2001, Hampton Roads
Transit (HRT) began an alternatives analysis and evaluated a range of
transit alignments and potential system extensions in the Peninsula
Corridor between Williamsburg, Newport News, and Hampton, Virginia. *The
LPA Selection Report*, dated February 2003, recommended that the LPA
consist of rail service in the corridor between Williamsburg and
downtown Newport News, including the Southeast Community, generally
along the CSX railroad right-of-way, including and connecting with a
rail corridor generally along Hampton Roads Center Parkway to downtown
Hampton. Based on the large regional scale of the LPA, HRT proposed a
phased implementation beginning with the identification of a Minimum
Operable Segment (MOS). Five MOS alternatives were identified for
detailed analysis of both LRT and diesel multiple unit (DMU) service.
The Peninsula Project is currently in the Alternative Analysis/Draft
Environmental Impact Statement process. HRT has selected two MOS
alignments for evaluation in the DEIS and will also examine several
possible yard sites along the right-of-way. LRT, BRT and DMU technology
will be evaluated on these alignments. The two alignments selected
are: 1) Newport News City Hall to Ft. Eustis Boulevard and 2) Newport
News City Hall to Hampton Coliseum via Middle Ground Boulevard. The
Hampton Roads MPO has included a proposed MOS in the 2026 Long-Range
Transportation Plan. The AA/DEIS is expected to be submitted to FTA in
late 2004.

### Downtown Circulator (Transit Connection to the Central Business District)

### Hartford, Connecticut

The Greater Hartford Transit District is studying the feasibility of
developing a semi-dedicated downtown circulator route and transfer
points to existing bus radial lines. In addition to improving existing
transit service, the Circulator Project is expected to greatly enhance
the connectivity of the New Britain - Hartford Busway Project (currently
in preliminary engineering) by identifying the downtown circulation
pattern for busway vehicles. Outstanding issues regarding sources of
future operating funds have delayed project implementation. Through FY
2005, Congress has appropriated \$1.48 million in Section 5309 New
Starts funds for this effort.

### Griffin Line

### Hartford, Connecticut

The Capitol Regional Council of Governments (CRCOG) has completed a
feasibility study for the implementation of bus rapid transit (BRT)
service along the 16-mile abandoned Griffin Rail Corridor from downtown
Hartford to the Griffin Office Center, with continuing service to
Bradley International Airport. Alternatives under study included on-road
BRT with 14 stations, a dedicated busway with eight stations, and a
hybrid service combining both service characteristics. In December 2003,
the Steering Committee overseeing the project voted to defer
implementation of the busway indefinitely, due to unresolved questions
regarding the project's cost-effectiveness, and focus instead on the
construction of short-term bus infrastructure improvements in the
corridor, including shelters, bus pull-offs, and park and ride lots.
Through FY 2005, Congress has appropriated \$0.99 million in Section
5309 New Starts funds for this effort.

Old Saybrook-Hartford Rail Extension

Hartford, Connecticut

At this time, no local consensus has emerged to pursue transit
improvements within the corridor. Through FY 2005, Congress has
appropriated \$0.49 million in Section 5309 New Starts funds for this
effort.

Washington County Corridor (Red Rock Corridor)

Hastings-Minneapolis, Minnesota

The Minnesota Department of Transportation commenced a Phase 2
feasibility study of commuter rail in the Red Rock Corridor in February
2003. Its original starting date of early 2002 was postponed, due to
lack of funding. The Red Rock Corridor is approximately 30 miles, from
Hastings to downtown Minneapolis. At this time, it is anticipated that
the 11 miles between downtown Minneapolis and downtown St. Paul would
follow a Burlington Northern Santa Fe railway alignment and would
encompass six stations, including downtown Minneapolis, Northeast
Minneapolis, the University of Minnesota, Snelling Avenue, Rice Street,
and downtown St. Paul at the St. Paul Union Depot (SPUD). The SPUD would
serve as a multi-modal station with connections to local buses, the
Midwest Regional Rail Initiative (MWRRI) high-speed rail service, and
light rail. The downtown Minneapolis station and the Northeast
Minneapolis station would be shared with the proposed Northstar Corridor
commuter rail service. The 19 miles from downtown St. Paul to Hastings
would extend southeast along Trunk Highway 61 using a set of rails
operated by the BNSF and Canadian Pacific Railway. Four additional stops
would be made at Lower Afton Road, Newport, Cottage Grove, and Hastings.
The Phase 2 feasibility study will review and supplement two separate
commuter rail feasibility studies conducted by the Red Rock Corridor
Commission and the Central Corridor Coordinating Committee. This
corridor also shares 19 miles of the 130 miles identified as a part of
the MWRRI through the State of Minnesota.

# Primary Corridor Transportation Project and Initial Operating Segment (IOS)

##### Honolulu, Hawaii

The Primary Corridor Transportation Project, proposed by the city and
county of Honolulu Department of Transportation Services, would be a bus
rapid transit (BRT) system along the primary transportation corridor
from Kapolei to the University of Hawaii-Manoa and Waikiki. A
hub-and-spoke bus network would connect with the regional and In-Town
BRT systems, integrating the hub-and-spoke network with a fast,
high-capacity transit system. In September 2004, FTA determined that the
5.6-mile Interim Operating Segment (IOS) of the In-Town BRT is
ineligible for federal funding because the City began incurring costs in
the final design and construction of the IOS without required FTA
approvals. FTA also rescinded its Record of Decision for the IOS, which
is the 5.6-mile segment located between Iwilei and Waikiki, along the
Kakaako Makai alignment that would have 20 transit stops and utilizing
hybrid diesel-electric vehicles operating at-grade in exclusive or
semi-exclusive lanes for 2.5 miles and in mixed traffic for 3.1 miles.
The total capital cost for the IOS components was estimated at \$50.9
million in year of expenditure dollars. The 5.6-mile IOS contemplated
Federal funding from FTA's Section 5309 Bus Capital Program in the
amount of \$7.95 million and FTA's Section 5309 New Starts Program in
the amount of \$11.90 million. The remaining \$31.0 million from the
city's General Obligation Bonds, has already been approved in the city's
FY 2003 capital improvement budget. Also proposed is a larger portion of
the In-Town BRT system and a regional BRT system. The 12.8- mile BRT
system would have 32 transit stops and would operate in exclusive median
lanes or curbside contra-flow lanes along 38 percent of its length,
which stretches from Middle Street to the University of Hawaii-Manoa and
Waikiki. The In-Town BRT system would use hybrid diesel-electric powered
vehicles with low floors that would match the height of the
station-raised platforms. This segment would also use traffic signal
priority at selected intersections. The regional BRT system is proposed
to use existing and planned priority lanes on H-1 to create a 17.5-mile
transit/HOV corridor to Kapolei. However, the State of Hawaii is now
considering other transportation alternatives, such as light rail
transit, along the alignment.

**ATP - METRO Solutions**

**Houston, Texas**

The Advanced Transit Program (ATP) METRO Solutions plan was approved by
voters in the service area in November of 2003. Included in the plan is
a system of interrelated rail corridors consisting of: North - Downtown
to Bush Intercontinental Airport; Southeast - Downtown to Hobby Airport
and with a branch from Southeast Transit Center to Airport Boulevard;
Harrisburg - Downtown to Telephone Road; Westpark - Wheeler to Hillcroft
Transit Center; Uptown/West Loop - Westpark to Northwest Transit Center;
Katy Freeway - Downtown to Northwest Transit Center; Southwest Commuter
Line - Fannin South Park & Ride to Fort Bend County. A significant bus
and bus facilities component that includes park and ride facilities,
transit centers and fixed guideways is also part of ATP - METRO
Solutions. In addition to approving the overall system plan, voters
authorized bonding authority to implement the first phase of METRO
Solutions rail expansion and bus improvements by 2012. The first phase
of rail expansion includes segments in four corridors: North Corridor,
from Downtown to Northline Mall; Southeast, from Downtown to Griggs/610;
Harrisburg, from Downtown to METRO's Magnolia Transit Center; and
Westpark, from METRO's Wheeler Station to the Hillcroft Transit Center.
METRO has completed alternatives analysis for the North and Southeast
Corridor Light Rail Transit projects. The Houston-Galveston Area Council
(H-GAC) has officially adopted the locally preferred alternatives in the
long range transportation plan. METRO is working with FTA to address
several issues related to the project\'s technical justification and
Project Management Plans for the corridors. METRO plans to submit
requests to enter preliminary engineering for the North and Southeast
Corridors in the second quarter of fiscal year 2005. Through FY 2005
Congress has appropriated \$27.12 million in New Starts funds for the
ATP.

**Northeast Indianapolis Corridor**

# Indianapolis, Indianapolis

The Indianapolis Metropolitan Planning Organization, in cooperation with
the Indiana Department of Transportation and other stakeholders, has
entered into alternatives analysis for the study and selection of a
locally preferred alternative for the Northeast Corridor. The Northeast
Corridor is defined as beginning in downtown Indianapolis and extending
northeast to the southeast portion of Hamilton County, targeting Fishers
or Noblesville, Indiana as destination points. The rapid transit study
has incorporated multiple components to enhance the alternatives
analysis, such as a Comprehensive Operational Analysis for IndyGo, the
local transit provider within Marion County. A funding analysis will be
conducted to examine funding source potential for implementing rapid
transit and enhancing local bus systems for the region. A rail/bus
integration and evolution plan will extend the system plan completed
during earlier studies, to envision a regional bus network that will
supplement rapid transit at the end of potential rapid transit system
build out. The study will also determine interim service in the seven
designated corridors at each phase of potential rapid transit system
construction, including the provision of interim service prior to any
implementation of fixed guideway transit. A financial implementation
plan will extend the system plan and the current rail/bus integration
and evolution plan; this will be done to ascertain funding needs during
phases of fixed guideway construction and interim service provision.
Estimates of supplemental local sources, such as joint development and
advertising, will be developed, and enhancements will be made to the
travel demand model. It is expected that the alternatives analysis will
be completed in late spring or early summer of 2005, with the selection
of a locally preferred alternative. Through FY 2005, Congress has
appropriated \$7.66 million in Section 5309 New Starts funds for this
effort.

### Jacksonville - East/Southwest Corridor

### Jacksonville, Florida

The Jacksonville Transportation Authority is currently conducting an
alternatives analysis/Draft Environmental Impact Statement (AA/EIS) for
the East/Southwest Corridor in the Jacksonville urbanized area. This is
the first priority corridor identified in the Transportation
Alternatives Study completed in June 2000. This corridor extends north
from Clay County through the Argyle/Jacksonville Naval Air Station area
and historic Riverside communities in Duval County, and continues east
through downtown Jacksonville and through the Arlington and Intracoastal
districts. The alternatives analysis considered all viable modal and
alignment transportation alternatives for improving mobility in this
corridor. The alternatives analysis report is currently under
preparation and will be submitted to FTA for review. The Draft EIS will
be submitted to FTA for review prior to the adoption of a locally
preferred alternative.

**Jacksonville - North/Southeast Corridor**

**Jacksonville, Florida**

The Jacksonville Transportation Authority is currently conducting an
alternatives analysis and Draft Environmental Impact Statement (AA/EIS)
for the North/Southeast Corridor in the Jacksonville urbanized area.
This is the first priority corridor identified in the Transportation
Alternatives Study completed in June 2000. The corridor study area
extends from the Jacksonville International Airport area through the
North Jacksonville district, downtown Jacksonville and through the
Southpoint commercial district. The alternatives analysis has been
completed. A single build alternative has been selected that extends
from Dunn Avenue south to Baymeadows Boulevard. The selected mode is bus
rapid transit with extensive limited stop, local and request ride
services converging on the guideway stations. The Draft EIS has been
submitted to FTA for review, prior to formal adoption of a locally
preferred alternative. Revisions to the AA/DEIS are currently being
prepared.

Light Rail Transit System

Jefferson, Orleans and St. Charles Parishes, Louisiana

The East-West Corridor Transit Project consists of a proposed light rail
transit (LRT) system from Louis Armstrong New Orleans International
Airport (LANOIA) to the New Orleans Central Business District (CBD) with
potential additional transit links proposed within the CBD. The light
rail system will serve visitors and commuters within the New Orleans
metropolitan area. The project emerged from a *Major Investment Study*,
which was completed in 1999. A Notice of Intent to prepare an
Environmental Impact Statement for the project was published in
September 2001. Project scoping was conducted during the fall and winter
of 2001 -- 2002 with a *Scoping Report* issued in April 2002. Between
April 2002 and October 2003, alternatives analysis was underway and a
preliminary Draft Environmental Impact Statement (Draft EIS) was
completed and submitted for local government review. Four full-build LRT
alternatives were extensively evaluated in the Draft EIS. Current cost
estimates for the full-build alternatives range from \$450 million to
\$460 million, with 18,000 to 19,000 daily riders projected. The project
team, local governments and economic development organizations are
working together to inventory and evaluate existing land use in the
corridor to determine the potential for development in conjunction with
proposed station stops on the alternative alignments. The LRT project,
as currently included in the preliminary Draft EIS, is approximately 13
miles in length, double-track and includes 14 to 16 stations. In March
2003, the Louisiana Department of Transportation adopted a new Louisiana
Statewide Transportation Plan. The plan included the East-West Corridor
Transit Rail Project as a high priority transportation project,
designating it as a priority "A" megaproject, and allocated up to \$175
million in state funding for the project. In July of 2003, the Louisiana
State Legislature approved \$82.5 million in State Capital Outlay
Funding for capital improvements for the proposed East-West Corridor
Transit Rail Project.

# I-35 Corridor

# Johnson County, Kansas 

An alternatives analysis study has been initiated on the Johnson County
I-35 corridor. This corridor, previously in preliminary engineering for
an exempt New Starts Commuter Rail project, is now back in the
alternatives analysis phase of project development. A broad range of
alternatives, including BRT, express bus and computer rail is under
consideration for the corridor. Funding for the study includes \$1.485
million of Section 5309 New Starts funds. The study is expected to be
complete by December 2005.

### Kenosha-Racine-Milwaukee Commuter Rail Extension 

### Kenosha-Racine-Milwaukee, Wisconsin

The Southeastern Wisconsin Regional Planning Commission (SEWRPC), the
Metropolitan Planning Organization for the region, on behalf of the
Counties and Cities of Kenosha, Racine, Milwaukee, and the Wisconsin
Department of Transportation, has completed a study examining the
feasibility of commuter rail service in the Kenosha-Racine-Milwaukee
Corridor. The study focused on a proposed 33-mile corridor along I-94
connecting the central business districts of Kenosha, Racine, and
Milwaukee in southeastern Wisconsin. The study concluded that the
extension of Metra service from Kenosha to Racine is feasible, as is the
extension of Metra service from Racine to Milwaukee. SEWRPC has
completed an alternatives analysis study for transit options in the
Kenosha-Racine-Milwaukee corridor that included a cost-benefit analysis
and analysis of potential ridership data and economic development along
the alignment. SEWRPC has recommended a commuter rail alternative with a
medium level of service as the locally preferred alternative (LPA).
SEWRPC anticipates adoption of the LPA by the end of 2005. A request to
enter preliminary engineering is expected in the first quarter of 2006.
Through FY 2005, Congress has appropriated \$10.1 million in Section
5309 New Starts funds for this effort.

#### **Electric Transit**

#### **Knoxville, Tennessee**

#### 

The city of Knoxville is proposing an innovative program to incorporate
multi-modal linkages among and between downtown Knoxville destinations.
*The Downtown Knoxville Transportation Linkages Study* (completed in
2000) examined the feasibility of connecting numerous destinations in
downtown Knoxville with a fixed guideway transit system, as well as a
transportation system management alternative. The proposed program
addresses the linkages that will connect these downtown generators with
trolleys and pedestrian ways, transfer stations and intermodal
parking/transit facilities. During the planning process, several
alternative proposals for linkages were considered and extensive public
input was received. The final plan proposes a downtown intermodal center
as a focus for transit using both traditional and electrically fueled
vehicles, pedestrian and bicycle elements, smart shuttle routes and
trolley routes linking inner-city neighborhoods with downtown jobs and
opportunities. Through FY 2005, Congress has appropriated \$1.49 million
in Section 5309 New Starts funds for this effort. In FY 2003 and 2004,
Congress also appropriated a total of \$5.3 million in Section 5309 Bus
and Bus-Related funds for the Knoxville Electric Transit Intermodal
Center.

**River Rail Project**

**Little Rock, Arkansas**

The Central Arkansas Transit Authority is building a 2.5-mile vintage
streetcar line on existing right-of-way in downtown Little Rock and
North Little Rock, Arkansas. For Phase 1 of the project, three replica
streetcars will operate on single-track loops and on a single track
exclusive right-of-way on the Arkansas River\'s Main Street Bridge.
Power is 600v DC on overhead catenary wire. The cars are lift-equipped
and air-conditioned. The track links the 18,000 seat Alltel Arena, which
was built with only 300 new parking spaces, the Statehouse Convention
Center, and the River Market District. It is scheduled to open by
November 1, 2004. The project cost, including design, rolling stock and
construction management, is \$19.6 million, of which \$10.5 million is
Section 5309 New Starts, less than 50 percent of the total project.
Ridership on the initial phase is estimated to average 1,000 each
weekday. Phase 2 is an extension of approximately 2,000 feet of
double-track to the site of the new William Jefferson Clinton
Presidential Library and new headquarters of Heifer International, a
world-wide charitable non-profit. Environmental Assessment and Final
Design are complete, and a portion of the track is being constructed
with STP funds. The proposal for Phase 2 includes an additional two
cars. The ridership on the entire line will increase to an average of
1,750 riders per day. The total cost estimate for Phase 2 is \$8.9
million including design, rolling stock and construction management. In
FY 2005, Congress appropriated \$3.47 million for Phase 2.

Queens West Light Rail Link

Long Island City, New York

The proposed project involves the construction of a light rail transit
(LRT) line along the Long Island City (LIC) waterfront. The proposed LRT
would connect the new Queens West Development, currently under
construction along the waterfront, with subway stations that are a
substantial distance inland. The Queens West Development is a large,
residential and commercial project sponsored, in part, by the Port
Authority of New York and New Jersey and the Empire State Development
Corporation. The developer is also interested in enhancing existing New
York City Transit bus service, possibly with improved bus stop signage,
shelters and maps. A local Environmental Impact Statement (EIS) was
developed and included an analysis of an enhanced bus shuttle to the
subway stations. The LRT was not proposed as part of the EIS. Presently,
a project sponsor has not been identified.

**Metrolink (San Bernardino Line)**

**Los Angeles, California**

The Southern California Regional Rail Authority (SCRRA) is constructing
a series of improvements to its commuter rail service within an existing
railroad right-of-way. Completed improvements include the construction
of a siding in the Interstate 10 Corridor, an upgrade of a siding at
Marengo, the double-tracking of a line between the existing Pomona and
Montclair stations, a siding extension in Fontana and selected platform
additions or extensions at existing stations on the line. Future
projects include pedestrian access improvements at Pomona and additional
double track segments. The completed improvements have resulted in an
increase in frequencies, a reduction of commuter train delays, and an
improvement to the schedules of counter-flow trains on the San
Bernardino Line. The San Bernardino Line has the highest ridership of
all Metrolink lines. As of October 2004, there are 38 daily train trips
in the corridor serving 10,800 daily commuter rail trips. The estimated
capital cost for the current project is \$46 million. Through FY 2005,
Congress has appropriated \$1.97 million in Section 5309 New Starts
funds for this effort.

**Metrolink (Union Station-Fullerton)**

**Los Angeles, California**

The Southern California Regional Rail Authority, Caltrans, Amtrak, and
the Burlington Northern Santa Fe (BNSF) railroad have proposed a series
of multiple track improvements between the city of Fullerton and Los
Angeles\' Union Station. The proposed project is located on the existing
Metrolink Orange County and 91 lines, which is part of the Los
Angeles-San Diego Rail Corridor (LOSSAN) between San Diego and Los
Angeles. The corridor is the second busiest in the nation. Through the
Fullerton to Los Angeles section of the corridor there are 21 daily
Amtrak intercity train trips, 28 commuter rail trains and 41 freight
trains. Metrolink ridership on the Orange County and 91 lines has grown
to 7,800 daily trips, and another 1,100 Metrolink riders also ride
Amtrak trains south of Los Angeles under the new Rail 2 Rail Program in
which both Metrolink and Amtrak accept certain tickets of either rail
system. Local agencies have jointly contributed over \$400 million to
purchase and upgrade the proposed corridor. Amtrak contributed
approximately \$15 million of this amount. The portion of the LOSSAN
corridor from Los Angeles to San Diego is owned entirely by public
agencies, except the 22-mile section between Redondo Junction (three
miles south of Los Angeles\' Union Station) and Fullerton that is owned
by BNSF.

**Redlands-San Bernardino Transportation Corridor**

**Los Angeles, California**

The Southern California Regional Rail Authority (Metrolink) is proposing
a complete reconstruction of a rail line previously purchased by the San
Bernardino Associated Governments (SANBAG). The proposed rail line
extends from the San Bernardino Metrolink station eastward to Redlands.
The first phase extends approximately one mile to the site of a proposed
intermodal bus terminal in downtown San Bernardino. Omnitrans is
currently attempting to acquire the land adjacent to SANBAG\'s property,
and Metrolink will not operate on the line until the facility is
completed. If the proposed rail project is completed, it would allow
many Metrolink trains to connect directly with the new bus facility and
downtown San Bernardino. The proposed project would also provide for the
design and construction of a signal system for the first mile. The
project is included in the State Transportation Improvement Program.
Through FY 2005, Congress has appropriated \$1.99 million in Section
5309 New Starts funds for this effort.

**Santa Monica Boulevard Transit Parkway**

**Los Angeles, California**

The Los Angeles County Metropolitan Transportation Authority (LACMTA)
has transferred responsibility to the city of Los Angeles (Department of
Public Works) for the final design, construction and maintenance of a
section of Santa Monica Boulevard (State Route 2) between the San Diego
Freeway (Interstate 405) and Moreno Drive, the boundary line between the
cities of Los Angeles and Beverly Hills. The Parkway project will
develop a multi-modal corridor, including improved operational
efficiency of the roadway, priority treatments to improve bus transit
flow, improved aesthetics, a bikeway and parkway, increased safety, and
the preservation of the right-of-way for future rail improvements in the
Santa Monica Boulevard corridor. Construction started in January 2003.
The estimated completion date is March 2006.

**Lossan Rail Corridor Improvements**

**Los Angeles and San Diego Counties, California**

The Los Angeles-San Diego-San Luis Obispo (LOSSAN) Rail Corridor Agency
continues to implement a long range plan to improve the safety,
capacity, reliability, and speed of intercity and commuter rail service
along a 351-mile corridor off the southern California coast. This
corridor is Amtrak\'s fastest growing intercity passenger rail corridor
nationwide, second in total ridership to the Northeast corridor, and is
shared with Metrolink and Coaster commuter rail services and Burlington
Northern Santa Fe and Union Pacific freight service. The corridor
remains a predominantly single-track railway. LOSSAN is made up of nine
agencies along the corridor, including metropolitan planning
organizations, regional transportation planning agencies, rail owners,
rail operators, and the State Department of Transportation. Through FY
2005, Congress has appropriated \$23.84 million in Section 5309 New
Starts funding for LOSSAN. LOSSAN is currently evaluating priority
projects in the corridor and working with federal representatives to
change the definition of LOSSAN improvements to include the entire
length of the corridor. The agency anticipates working with FTA on
future submittals for corridor projects.

**Lowell-Nashua Commuter Rail Extension**

##### Lowell, Massachusetts

The New Hampshire Department of Transportation (NHDOT) had proposed to
design and construct a 10-mile extension of an existing commuter rail
line from Lowell, Massachusetts to Nashua, New Hampshire. The proposed
project would extend existing commuter rail service provided by the
Massachusetts Bay Transportation Authority (MBTA) on an anticipated
schedule of six roundtrips per weekday and three roundtrips on Saturday.
This project has been postponed due to the lack of a local financial
commitment.

**Transportation Tomorrow South Central Corridor LRT**

##### Louisville, Kentucky

The Transit Authority of River City (TARC) is proposing to design and
construct a 17.5-mile light rail transit (LRT) line extending from
downtown Louisville southward to a transit center at the Gene Snyder
Freeway (Interstate 265). There are a number of physical barriers within
the project corridor including CSX railroad tracks, dead-end streets,
and truncated arterial streets that create a very limited number of
continuous thoroughfares traveling north-south through the area. This
results in a road system that operates ineffectively both for
automobiles and the existing bus system. The proposed LRT project is
intended to provide improved accessibility to many major trip generators
in the corridor, including the central business district (CBD), the
Kentucky International Convention Center, the Papa John's Cardinal
Stadium, the Louisville Medical Center, the University of Louisville,
Churchill Downs, the Kentucky Fair and Exposition Center, Louisville
International Airport, the UPS World-Wide Distribution Center, and the
Ford Motor Company Louisville Assembly Plant. The project was approved
into preliminary engineering in July 2001, but is not currently being
pursued by the project sponsor because of an inability to garner local
funding commitments.

**Macon-Atlanta Commuter Rail**

### Macon -Griffin- Atlanta, Georgia 

The Georgia Department of Transportation, Georgia Rail Passenger
Authority, and the Georgia Regional Transportation Authority are jointly
implementing commuter rail from Macon to Griffin to Atlanta on an
existing 103-mile Norfolk Southern freight rail line. Six trains would
operate in the morning from Griffin, covering the 40 miles to the
Atlanta Multi-Modal Passenger Terminal (MMPT) in one hour. Seven
intermediate stations would be served, two of which would connect to
Atlanta's Hartsfield International Airport via shuttles and the
Metropolitan Atlanta Rapid Transit Authority's (MARTA) heavy rail
system. Two commuter trains would operate from Macon serving an
additional three intermediate stations. The MMPT, located in downtown
Atlanta, with direct connections to the central Five Points MARTA
station, would also serve as the terminus for express buses operating
from four stations adjacent to I-75. Service would be reversed in the
evening. Total capital costs for the commuter rail line are estimated at
\$351 million (\$2003). A total of 7,900 riders per day are forecast for
2025, equivalent to 10 percent of the peak hour / peak direction traffic
on adjacent highways. FTA issued a Finding of No Significant Impact for
the locally preferred alternative in November 2001. The State is
currently negotiating access and operations with Norfolk Southern,
assisting in the protection of station sites vulnerable to development,
and has developed the grade crossing safety recommendations for 158
at-grade crossings along the \"S\" line in cooperation with localities
and the railroad. As currently planned, the project would be funded with
National Highway System resources.

##### North Bay Commuter Rail

**Marin/Sonoma, California**

See the description for Sonoma-Marin Passenger Rail. Project sponsors
have informed FTA that the two are the same.

Memphis Regional Rail Plan

Memphis, Tennessee

The Memphis Area Transit Authority (MATA) is undertaking an alternatives
analysis/Draft Environmental Impact Statement study for a fixed guideway
investment in the Downtown-Airport Corridor. The Corridor is
approximately ten miles in length, connecting the central business
district and Medical Center with the Memphis International Airport.
Intermediate stops would be placed at key residential and employment
areas along the route. The project would be fully integrated with the
existing Main Street Trolley/Riverfront Loop rail system and the Madison
Avenue Line (formerly referred to as the Medical Center Rail Extension).
Emphasis is being placed on provision of a direct connection to the
airport terminal and convenient access to the main Federal Express
sorting facility located nearby. By 2023, the forecast year, the
Corridor is expected to include about 25 percent of regional employment.
A large number of low-income individuals also reside in the Corridor.
About 33 percent of the residents currently live below the poverty
level. Two final alternatives are being studied in detail. The Downtown
-- Airport Corridor is part of the Southeast Corridor, one of three
regional corridors included in the Metropolitan Planning Organization's
long range transportation plan. The others are the North Corridor and
South Corridor. When complete, the regional rail system will comprise
about 70 miles of fixed guideway serving the city of Memphis and
surrounding areas.

Kendall-Airport Corridor

Miami, Florida

Miami-Dade Transit (MDT), in cooperation with the Florida Department of
Transportation (FDOT), conducted an alternatives analysis (AA) study to
examine mobility improvements in the Kendall corridor to the Miami
Intermodal Center. The corridor spans approximately 15 miles with both
east-west and north-south segments. The Kendall segment, from Southwest
147^th^ Avenue to the Dadeland area, is centered along Southwest 88^th^
Street or North Kendall Drive. Bus rapid transit (BRT) was selected as
the locally preferred alternative, with the westernmost segment of the
corridor including exclusive lanes for the proposed BRT, from Southwest
152^nd^ Avenue to the Florida Turnpike. The airport segment, from the
Kendall area to the Miami International Airport (MIA), is centered along
two corridors and consists of high occupancy vehicle lanes that would be
built on the Florida Turnpike and the Palmetto Expressway (State Route
826). In addition, exclusive bus ramps are contemplated for the area
around North Kendall Drive and SR 874 and the western side of Florida
International University. Major trip generators, along with the study
area, include the MIA, Mall of Americas, downtown Dadeland, Baptist
Hospital and Miami-Dade Community College (Kendall Campus). The
Kendall-Airport AA study commenced in April 1998 and was completed in
April 2000. The corridor was identified in Miami-Dade's 2025 long range
transportation plan as requiring premium transit service. Several prior
studies have examined the feasibility of transitways in the study area
and concluded that transitways were viable options. The Kendall-SR 826
AA study was funded locally by FDOT and managed by MDT. This study will
be updated in the near future. Since local voters' approval of the
*People's Transportation Plan* and a dedicated source of local transit
funds in late 2002, a revision is needed to consider higher capacity
alternatives along the N. Kendall Drive (SW 88^th^ Street) segment.

# Northeast Corridor

Miami, Florida

Miami-Dade Transit has begun the process of conducting an alternatives
analysis (AA) study for the area's Northeast Corridor. The proposed
corridor extends approximately 13.6 miles from Miami's central business
district to the Broward County line, serving the cities of Miami, Miami
Shores, North Miami, North Miami Beach and Aventura. The Northeast
Corridor AA will examine mobility enhancements generally along the
Biscayne Boulevard alignment, including a parallel railroad corridor.
Transit technologies that will be studied include busway, light rail and
diesel multiple unit options. The Corridor was identified in
Miami-Dade's 2025 long range transportation plan as needing premium
transit improvements. The Corridor also has been studied as part of the
Metropolitan Planning Organization's *Miami-Dade Transit Corridors
Transitional Analyses* (1993), which concluded that the proposed
Corridor was viable for premium transit improvements. A recent
coordinated effort involving the Florida Department of Transportation,
the South Florida Regional Transportation Authority (SFRTA), the South
Florida Regional Planning Council and the three county MPOs is exploring
the possibility of adding a Broward-Palm-Beach segment, making this a
regional corridor study covering the entire eastern edge of the South
Florida area.

### Palmetto Metrorail

### Miami, Florida

Miami-Dade Transit constructed a 1.4-mile extension of the Metrorail
system from its northern terminus (Okeechobee Station) to west of the
Palmetto Expressway (State Road 826). The project included construction
of one at-grade station and an at-grade 700-space park-and-ride
facility. The project will facilitate auto access to the northern
terminus station with its placement adjacent to the major roadway in the
region. The project is estimated to generate 1,900 new transit riders by
the year 2015. The total capital cost for the project was \$87.8
million. FTA provided approximately 56 percent of the total capital
costs, while State and county sources provided 44 percent. This project
was completed on May 30, 2003, and the extension and new Metrorail
station are presently in revenue service.

### Downtown Transit Connector Study

### Milwaukee, Wisconsin

In April 2000, the Wisconsin Center District (WCD), the city of
Milwaukee and Milwaukee County, initiated the *Milwaukee Downtown
Transit Connector Study* to examine alternative transit improvements
within the downtown Milwaukee area to link downtown attractions with
hotels, and residential, retail and business districts. WCD prepared a
draft alternative analysis (AA) study for FTA's review in late 2002. The
AA examined light rail, guided bus, and non-guided bus technologies. The
light rail alternative has been eliminated as an alternative in the
study. The study will examine more closely the alternatives of
non-guided bus and guided bus technologies. The study is refining the
basic alignment and route locations. The WCD will continue with the
environmental documentation and conceptual phase of the study. This will
result in a Draft Environmental Impact Statement, selection of a locally
preferred alternative (LPA) and request to enter preliminary
engineering. The selection of an LPA is anticipated in April 2005. This
study is funded with Interstate Substitute Transit Program and other
Federal funds. A grant was awarded and executed in March of 2000 for
these funds. Approximately \$3.5 million has been used for this study.

**Monmouth/Ocean/Middlesex (MOM) Study**

**Monmouth-Ocean-Middlesex, New Jersey**

The Monmouth-Ocean-Middlesex (MOM) project is a commuter rail extension
off either NJ TRANSIT's Northeast Corridor Line or North Jersey Coast
Line to Lakehurst, Ocean County, New Jersey. A 1996 Major Investment
Study (MIS) identified multiple rail alignments and an enhanced bus
system as potential alternatives. The enhanced bus service is currently
advancing as an independent initiative. In October 2002, the New Jersey
TRANSIT Corporation (NJ TRANSIT) began work on Draft Environmental
Impact Statement (EIS) on MOM rail options. The Draft EIS will focus on
three potential diesel-powered commuter rail alternatives: Lakehurst via
Monmouth Junction, Lakehurst via Red Bank, and Lakehurst via Matawan.
The Monmouth Junction commuter rail alignment connects with Amtrak's
Northeast Corridor in Middlesex County. The other two alternatives
connect with the North Jersey Coast Line in Monmouth County. Through FY
2005, Congress has appropriated \$7.8 million in Section 5309 New Starts
funds for this effort.

**Monterey County Commuter Rail and Inter-City Passenger Rail**

**Monterey County, California**

The Transportation Agency for Monterey County (TAMC) is proposing the
development of two passenger rail line extensions to Monterey County.
The first involves the extension of the Caltrain commuter rail service
from the San Francisco peninsula, of which four trains now operate to
Gilroy for peak trips in the morning and evening. TAMC has chosen two
trains for initial service on an existing rail line to Salinas, with
stations in Pajaro and Castroville, with an eventual expansion to four
trains. TAMC expects to complete a project study report and the
necessary environmental documents by 2006, identifying all the needed
capital improvements, institutional arrangements and an estimation of
the projected operating subsidy to begin service by 2009. The California
Traffic Congestion Relief Act is providing \$20 million and Proposition
116 funds are providing \$3 million for this project. The second project
is the implementation of passenger rail service between San Francisco
and Marina/Seaside. Right-of-way acquisition of the Monterey Branch Line
was completed in September 2003 with a purchase of 12.6-miles from the
Union Pacific Railroad in the amount of \$9.3 million. TAMC plans to use
\$14 million from the California Rail Initiative for the inter-city
service under State Proposition 116 and has secured \$0.45 million for
environmental clearance, preliminary design and an economic assessment
of the branch line improvements between Castroville and Seaside. The
proposed passenger rail connection is being planned to connect to other
existing rail services in the Bay area, including the Capital Corridor
inter-city service between San Jose and Sacramento (Colfax) and the
Altamont Commuter Express between San Jose and Stockton. An additional
\$2.1 million was authorized for Monterey County toward grade-crossing
improvements under TEA-21.

### Personal Rapid Transit

### Morgantown, West Virginia

The University of West Virginia has upgraded the heating and on-board
vehicle control system on the Morgantown Personal Rapid Transit system.
The system was originally developed as a research and demonstration
project during the 1970s. The system consists of 8.2 miles of dedicated
guideway with five passenger stations and a fleet of 71 fully automated
vehicles. Through FY 2005, Congress has appropriated \$8.2 million in
Section 5309 New Starts funds for this effort.

**Nassau Hub**

**Nassau County, New York**

Nassau County is conducting an alternatives analysis (AA) study of
transportation improvements within a ten square mile area, located in
central Nassau County within the Town of Hempstead. The Nassau Hub is
defined as an area bordered by the MTA Long Island Rail Road (LIRR) Port
Jefferson Branch to the north and Hempstead Turnpike to the south. The
western boundary runs along Rockaway and Cathedral Avenues, and the
eastern boundary is Merrick/Post Avenue, although Eisenhower Park is
included in the study corridor. Also included in the study area are all
or parts of the Villages of Mineola, Westbury, Garden City, and
Hempstead, and the Hamlets of Carle Place and Uniondale, as well as
unincorporated portions of Garden City. The Nassau Hub, in its entirety,
contains retail, office, manufacturing, warehousing, a regional park, a
preserve, two colleges, museums and a sports arena. The study is
considering a range of alternatives, including light rail transit, bus
rapid transit, a fixed guideway loop, and shuttle buses that would
convert existing facilities and new infill development into a
pedestrian/transit-friendly environment. Potential circulator transit
service would also connect with Long Island Rail Road (LIRR) commuter
rail stations at Mineola and Hempstead. Nassau County is advancing the
AA with assistance from the New York Metropolitan Transportation Council
(NYMTC), which is the local Metropolitan Planning Organization, MTA,
LIRR, LI Bus, New York State DOT, and the County's three Towns of
Hempstead, North Hempstead and Oyster Bay, along with civic groups and
the local business and development community. Through FY 2005, Congress
has appropriated \$0.5 million in Section 5309 New Starts funds, and
NYMTC, through the Unified Planning Work Program (UPWP), has provided an
additional \$0.4 million for the study. The initial Federal grant for
the AA study was awarded in December 1999, and the UPWP funds were
appropriated during FY 2003 and FY 2004, with the additional funds
targeted to enhanced public outreach and a more robust ridership demand
modeling effort. As a result, the AA, which was originally scheduled for
completion by June 2004, will now be completed by March 2005.

**Newburgh LRT System**

**Newburgh, New York**

The city of Newburgh is planning to initiate a feasibility study for a
proposed light rail transit (LRT) system linking its Hudson River
waterfront to Stewart International Airport. There is currently no
public transportation between the two sites, with the exception of
hourly bus service along the Broadway Corridor. The proposed LRT
corridor would run along Broadway (Route 17K), connecting Newburgh's
waterfront, historic district and downtown commercial area with the
airport and the surrounding industrial facilities, a distance of
approximately four miles. The corridor could also be extended across the
Hudson River \-- via the Newburgh Beacon Bridge \-- to an existing
Metro-North commuter rail station, creating an innovative intermodal
system. A segment of the proposed corridor passes through the city's
federally designated Enterprise Community area. It would also serve a
major portion of Newburgh's New York State Economic Development Zone
(EDZ). The proposed LRT is intended to boost tourism in the city by
creating a unique and direct link between its historic waterfront area
and the region's major entry point for outside visitors. In addition,
the proposed project is intended to provide job access to the Stewart
vicinity's industrial sites for Newburgh's underutilized work force. The
feasibility study would take approximately 12 months to complete and
would include consultation with the Town of Newburgh, Orange County,
State of New York Department of Transportation, Stewart Airport
Commission, New York Metropolitan Transportation Authority/Metro North,
New York State Thruway Authority, New York State Bridge Authority and
the Newburgh EDZ. The study would also include consideration of
alternative transportation systems.

Waterfront Access

New London, Connecticut

The proposed Waterfront Access project in the city of New London is an
extension of the existing waterfront and its intermodal facility. The
city is in the process of defining the project. At this time, no
consensus has emerged to pursue transit improvements within the
corridor. Through FY 2005, Congress has appropriated \$0.49 million in
Section 5309 New Starts funds for this effort, but these funds have
lapsed.

# Access to the Region's Core (formerly the Trans-Hudson Midtown Corridor)

New York/New Jersey Metropolitan Area

The Access to the Region's Core project (ARC) consists of the extension
of direct commuter rail service to Manhattan from Bergen, Passaic,
Hunterdon, Somerset and Union Counties in New Jersey, as well as Orange
and Rockland Counties in New York. The project's primary focus is to
extend commuter rail service through a new rail tunnel under the Hudson
River to a new station in midtown Manhattan. Following the completion of
the technical work on the Major Investment Study in 2003, NJ TRANSIT and
the Port Authority of New York and New Jersey, the project's sponsors,
began work on a Draft Environmental Impact Statement (EIS) for this
project. Work on the Draft EIS is proceeding. In addition to the tunnel
which is depicted as a \"long term\" goal, NJT is also evaluating
several \"shorter term\" efforts that would involve extending platforms,
provide increased pedestrian movement and train storage. It has not been
decided how the shorter term goals will be handled within the context of
the EIS. Through FY 2005, Congress has appropriated \$5 million in
Section 5309 New Starts funds and \$3.5 million in Section 115 funds for
this effort.

**8^th^ Avenue Subway Connection**

### New York, New York

The Pennsylvania Station Redevelopment Corporation (PSRC) is proposing a
pedestrian connection between the existing Pennsylvania Station and the
new Amtrak area in the James A. Farley Building as a component of the
Pennsylvania Station Redevelopment Project. The proposed project would
widen an existing pedestrian passageway on 33^rd^ Street (Midtown
Manhattan) that connects Penn Station with the New York City Transit
8^th^ Avenue/34^th^ Street subway station and the Long Island Rail Road
West End Corridor and extend it to the Farley Building. The existing
passageway is currently overcrowded. In addition to widening the
corridor, the proposed project includes reducing the grade of a ramp in
the corridor, improving accessibility for the disabled, and upgrading
the lighting, ventilation and life safety components. Total capital
costs for the proposed connection are estimated at \$10.8 million. The
construction budget for the Farley Building Project is estimated at
\$305 million. The overall Farley Building Project is estimated at \$788
million, of which \$268 million is proposed for Federal funding. In
addition, \$160 million in Transportation Infrastructure Finance and
Innovation Act (TIFIA) loan funds have been applied to the project. The
8^th^ Avenue Subway Connection represents a portion of the Federal
share. The Federal Railroad Administration (FRA) has been the lead
agency for the project. FRA issued a Finding of No Significant Impact
for the project in September 1999.

**Astoria-East Elmhurst Extension (LaGuardia Airport Subway Access
Study)**

New York, New York

The LaGuardia Airport Subway Access (LASA) alternatives analysis study
being conducted by the Metropolitan Transportation Authority (MTA) has
been suspended.

Broadway-Lafeyette-Bleecker Street

New York, New York

See the description for the Brooklyn-Manhattan Access project. Project
sponsors have informed the Federal Transit Administration that the two
are the same.

Brooklyn-Manhattan Access (formerly known as the East River Crossing
Major Investment Study)

New York, New York

The New York Metropolitan Transportation Authority/New York City Transit
(MTA/NYCT) have completed a major investment study (MIS) to examine the
operating and engineering options for improving the capacity and
flexibility of subway services crossing the East River. As a result of
this study, NYCT has begun design work for the Broadway-Bleecker Street
passenger transfer, as well as the rehabilitation of the Bleecker Street
Station, which will make the complex ADA compliant. Construction is
expected to cost approximately \$50 million and is scheduled for
inclusion in MTA's 2005-2009 Capital Program. NYCT has also begun work
for the Jay Street-Lawrence Street passenger transfer, as well as the
rehabilitation of both stations to make both stations ADA compliant.
Construction is expected to cost approximately \$165 million and is
scheduled for inclusion in MTA's 2005-2009 Capital Program.

### Brooklyn - Staten Island Ferry

### New York, New York

The New York City Department of Transportation (NYCDOT) and the Port
Authority of New York and New Jersey recently performed a series of
studies examining potential routes connecting Staten Island (SI) with
downtown Brooklyn, either directly, after a stop in Manhattan, or en
route to a Midtown-Manhattan landing. Currently, there is no ferry
service from Staten Island to downtown Brooklyn. In 1997, NYCDOT
solicited the business community's interest in operating these routes.
The response to the request indicated limited interest by private
operators, in part due to the recent elimination of SI Ferry passenger
fares, and the creation of the One City-One Fare free transfer between
the New York Metropolitan Transportation Authority's buses and subways.
NYCDOT has indicated that if a private ferry operator were to express
interest, NYCDOT would consider constructing or enhancing existing
docking space to support the service.

Lower Manhattan Access Alternatives

New York, New York

In November 1997, the New York Metropolitan Transportation Authority
(MTA) initiated the *Lower Manhattan Access Study* (LMA) to examine
transportation alternatives that would improve access from the New York
City suburbs to Lower Manhattan. An extension of the Second Avenue
Subway (SAS) from 63^rd^ Street to Lower Manhattan was one of the five
short-list build alternatives developed by the LMA. The study determined
that a full-length SAS was the most successful alternative in addressing
the LMA's goal of improving access from New York's suburbs to Lower
Manhattan, by allowing suburban commuters to make an easier transfer to
a less crowded subway line. Adding a new SAS line would reduce crowding
on the existing Lexington Avenue Line and improve travel capacity and
reliability to Lower Manhattan. The LMA also found that certain
transportation systems management (TSM) approaches to improving
pedestrian and intermodal transfers between various commuter railroad
terminals, subway stations, and major trip destinations within Lower
Manhattan would also serve the area's identified problems and needs. The
analysis and recommendations were incorporated into the SAS'
Supplemental Final Environmental Impact Statement issued in April 2004.
In addition, one of LMA's TSM proposals, the Dey Street corridor, has
been incorporated into MTA's Fulton Street Transit Center project.

Manhattan East Side Alternatives

New York, New York

See the profile for the Second Avenue Subway MOS I in Appendix A under
projects currently in preliminary engineering.

**Midtown West Ferry Terminal (Pier 79)**

### New York, New York

### The New York City Department of Transportation (NYCDOT) and the New York City Economic Development Corporation will be constructing a ferry terminal at Pier 79 located on Manhattan's West Side. The West Midtown Intermodal Ferry Terminal (WMIFT) project site is adjacent to the Hudson River Park and will incorporate specific park elements to provide continuity between the Hudson River Park and the project site. These elements include a bike path (the Route 9A bike path) and an 18-foot-wide walkway. The proposed project at Pier 79 entails the development of an approximately 33,915 square-foot municipally owned intermodal ferry facility to be used by various ferry operators and six slips at three barges totaling 16,795 square feet on Pier 79 in Manhattan. The terminal will be approximately 112 feet wide and 296 feet long, and will be built around the base of the existing Lincoln Tunnel Ventilator. The two-story terminal will have a maximum height of 34 feet. Most of the new building will be used for passenger operations. This includes a passenger waiting area. The remaining space will provide space for offices, a café, and concessions. Construction of a new, elevated walkway located along the building's western façade will provide continuous public access to the waterfront. The new terminal will replace a three-pier terminal at Pier 78. A Finding of No Significant Impact was issued for the project on September 20, 2001, and initiation of construction was February 2004. Some of the dredging work associated with the project was accelerated to fall 2001 in order to advance temporary docking facilities made necessary by the transportation disruptions resulting from the World Trade Center attack. More than 17,000 customers flow through the facility daily. Total capital costs are estimated at \$51.5 million. FTA has awarded \$22.2 million in Section 5309 New Starts and Federal Highway Administration special projects' funding that was appropriated by Congress. FTA also awarded \$11.4 million in special Department of Defense appropriated funds, as part of the September 11th Security Upgrade to enhance ferry service in the New York Harbor. Currently, the project is close to 70 percent complete.

North Shore Railroad

New York, New York

The Rehabilitation of the North Shore Railroad Line project involves
conducting an alternatives analysis/Draft Environmental Impact Statement
(AA/EIS) to examine the feasibility of re-establishing passenger rail
service along the North Shore Rail line located on Staten Island, New
York. Originally, the line went from Cranford, New Jersey to the St.
George Ferry terminal on Staten Island. The current project only
considers the section between the Arlington Rail Yards and St. George,
Staten Island, a distance of approximately 5.2 miles. This effort is
part of a larger project to improve intermodal connections between New
York and New Jersey to transport freight from ocean-going ships and
trucks, as well as passengers, to a new industrial work site, the
Howland Hook Marine Terminal on Staten Island. This project is also
expected to stimulate economic development on Staten Island. The study
will evaluate a range of alternatives, including no-build, bus rapid
transit, commuter rail and diesel multiple unit technology. Phase I and
Phase II of the rehabilitation project have been completed. Phase III
consists of revitalizing the remaining portion of the rail corridor for
passenger service and implementing the AA/EIS study. Currently, the
project is not in the Transportation Improvement Program/State
Transportation Improvement Program. However, the North Shore Railroad
Line effort is one of the studies included in the Corridor Level
Options' discussion in the draft regional transportation plan for the
New York City urbanized area. FTA provided \$10.4 million in
appropriated funds to purchase the Staten Island North Shore Railroad
right-of-way from Howland Hook to St. George.

### St. George Ferry Intermodal Terminal

### New York, New York 

### The New York City Department of Transportation (NYCDOT) is renovating the St. George Ferry Terminal of its Staten Island Ferry Service. The terminal is located on Staten Island and functions as a termination point for ferry service between Staten Island and Manhattan. The terminal also provides intermodal connections for commuter rail, Metropolitan Transportation Authority (MTA) - Staten Island Railway, MTA/New York City Transit buses, vans, automobiles, bicycles and pedestrians. The facility has not undergone significant improvements since it was built in 1950, and requires a major restoration. Renovation activities will include new entrances, a pedestrian plaza at the concourse level, new stairs, escalators and elevators, parking facilities that conform to the Americans with Disabilities Act of 1990 (ADA), a new pedestrian walkway, and retail stores. Separately funded, but included in the construction effort, is the renovation of the bus terminal areas of the facility, known as the Staten Island -- Brooklyn Mobility Project (\$1,771,196 Federal and \$442,799 local) and construction of Slip 7 for private ferry services to Midtown Manhattan (\$997,380 federal and \$249,345 local). Construction efforts began in October 2001, and are scheduled for completion in June 2005. In early 2003, the New York City Office of Management and Budget approved a budget increase of approximately \$15 million for the ferry terminal project to cover increased project scope. The budget increase brought the project's overall budget to \$127.1 million. This represents an increase of approximately 54 percent over the original budget of \$82.6 million. FTA has awarded \$4.7 million in Section 5309 New Starts funds for SGFT (not including Federal formula funds for Slip 7 and Staten Island -- Brooklyn Mobility) that have been appropriated by Congress through FY 2005. The U.S. Department of Transportation is also providing approximately \$32.8 million in loans under the Transportation Infrastructure, Finance and Innovation Act (TIFIA) program. This brought the total Federal obligation to the ferry terminal project to \$40.2 million. The value of construction contracts awarded to date is \$96.1 million.

### Whitehall Intermodal Terminal

### New York, New York 

The New York City Department of Transportation (NYCDOT) is undertaking
the reconstruction of the Whitehall Intermodal Ferry Terminal (WIFT).
NYCDOT is the grant recipient of the funds, while the New York City
Economic Development Corporation (NYCEDC) is the subgrantee. As the
subgrantee, NYCEDC is tasked with the responsibility of overseeing the
design and construction of the terminal. The terminal, located at the
southern tip of Manhattan, was mostly destroyed by fire in 1991, and
ferry service has been operating out of interim facilities since then.
Reconstruction of the terminal will include improved connections with
the New York Metropolitan Transportation Authority/New York City
Transit's subway and bus system. The Staten Island Ferry system carries
over 65,000 daily riders. Monthly ridership on the Staten Island Ferry
system is 1.7 million. Annual ridership is approximately 20 million. FTA
approved a Finding of No Significant Impact for the WIFT in September
1999. Reconstruction activities started in June 2000. The facility is
being reconstructed in multiple phases, with two of the three slips in
operation at all times. Phase I-A, involving Slip 3, was opened to the
public in March 2002, although the finish work will not be completed
until late 2005, when finish work is performed on the entire terminal.
Phase I-C was initiated in May 2002 and completed in April 2003 with the
return to service of the slip. Phase II was initiated in May 2003 and
will be complete by February 2005. Phase III was initiated in July 2003
and will be complete by June 2005. Phase IIIB is scheduled to begin in
February 2005 and be completed by June 2005. NYCDOT anticipates that
overall construction will be complete in June 2005 - more than one year
beyond the project's baseline schedule. Slip 1 is scheduled to return to
service in January 2005. In early 2003, the New York City Office of
Management and Budget approved a budget increase of approximately \$15.7
million for the WIFT project to cover increased project scope. The
budget increase brought the project's overall budget to \$189.4 million.
This represents an increase of approximately 58 percent over the
original budget of \$120 million and 42 percent over the 1999 project
budget of \$134 million. Through FY 2005, Congress has appropriated
\$16.4 million in Section 5309 New Starts funds for the project. These
funds were allocated for project management and construction only. A
Transportation Infrastructure Finance and Innovation Act (TIFIA) loan
provided \$58.1 million. This brought the total Federal obligation to
the WIFT to \$74.5 million. The value of construction contracts awarded
to date is \$136.9 million.

**Southeastern North Carolina Corridor**

**North Carolina**

A Record of Decision was issued for the Southeast High Speed Rail
Corridor Tier I Environmental Impact Statement covering the Washington
DC to Charlotte NC portion of the corridor in October 2002. Virginia and
North Carolina have begun a Tier II Environmental Impact Statement for
the portion of the corridor from Petersburg VA to Raleigh NC. This
document will examine potential impacts involved in rebuilding the
portion of the line in Virginia (presently removed) and upgrading the
entire segment

to handle passenger and freight service. The passenger service will have
a maximum speed of 110 mph. Improvements to the North Carolina Railroad
corridor were completed in the third quarter of 2004 resulting in a
travel time between Raleigh and Charlotte of approximately 3 hours 15
minutes (a 30 minute reduction from past schedules). Further
improvements are underway which will reduce the travel time to 3 hours 5
minutes by the third quarter of 2005. Other progress in the corridor is
evidenced by the signing of a master agreement between the Virginia
Department of Rail & Public Transportation (VDRPT) and CSX regarding
work in the corridor. VDRPT has begun work on a new bridge in the
corridor at Quantico. A Technical Monograph was released by the Federal
Railroad Administration in January of 2004 analyzing the Washington DC
to Charlotte portion of the preferred corridor, and a Feasibility
Engineering Study was completed in May 2004 by the states (GA, SC, NC)
for the Charlotte-Atlanta-Macon portion of the corridor. Those states
are presently negotiating with Norfolk Southern regarding a capacity
analysis and Environmental Impact Statement for this same segment.

### West Lake Commuter Rail Link (South Shore Commuter Rail)

### Northern Indiana

The Northern Indiana Commuter Transportation District (NICTD) has
completed a major investment study (MIS) for the West Lake Corridor to
examine the southern extension of the South Shore Line commuter rail
service. The MIS built upon an extensive alternate mode study done prior
to the Intermodal Surface Transportation Efficiency Act of 1991. The
project has been divided into two minimum operating segments. MOS-1
project limits are from Airline Junction to Randolph St. and MOS-2 is
from Airline Junction to Valparaiso (CN alignment) and Lowell (CSX
alignment). The cost of MOS-1 is estimated at \$210 million. The cost of
MOS-2 is estimated at \$130 million. During the summer of 2004, project
sponsors worked with the counties and municipalities that would benefit
from the new rail service to devise a cost sharing plan to advance
preliminary engineering and environmental activities. This effort
resulted in the passage of an inter-local agreement that committed
\$750,000 per year in local funds over two years to provide the local
share for these activities. Through FY 2005, Congress has appropriated
\$5.43 million in Section 5309 New Starts funds for this effort.

**Passaic-Bergen Rail (Cross County Rail)**

Northern New Jersey

The, Cross County Light Rail line was recommended as one of three new
rail lines under the *West Shore Region Major Investment Study/Draft
Environmental Impact Statement*. The Cross County Rail alignment was
proposed as an extension of the Hudson-Bergen Light Rail System (HBLRTS)
starting at the originally proposed HBLRTS terminus at the Vince
Lombardi park-and-ride and continuing to the town of Maywood, New
Jersey, along the New York Susquehanna and Western (NYS&W) freight
railroad, a distance of approximately 10 miles. Further extensions to
Paterson, Passaic County, New Jersey, were also proposed. As planning
progressed, the compatibility of light rail with railroad freight and
the uncertainty about the ultimate terminus of the HBLRTS raised
concerns about the Cross County as originally proposed. Currently, NJ
TRANSIT, the project sponsor, is conducting additional planning work on
both the potential availability of Federal Railroad
Administration-compliant diesel multiple unit rail cars and possible
changes in the alignment.

Lackawanna Cut-off Corridor

Northern New Jersey/Northeastern Pennsylvania

The Lackawanna Cut-off project consists of a single-track commuter rail
line with passing sidings between Scranton, Pennsylvania, and Port
Morris, New Jersey, a distance of 88 miles. Stations would be located in
Scranton, Tobyhanna, Pocono Mountain, Analomink, East Stroudsburg and
Delaware Gap in Pennsylvania and Blairstown and Andover in New Jersey.
An Environmental Assessment (EA) is progressing for the restoration of
commuter rail service along this corridor. NJ TRANSIT and the
Pennsylvania Department of Transportation, with NJ TRANSIT as the
grantee, are jointly pursuing this project, with the involvement of the
counties of Morris, Sussex, and Warren in New Jersey and the counties of
Monroe and Lackawanna in Pennsylvania. Discussions have taken place
between the two States on sharing the project's capital, operating, and
maintenance costs for the preparation of a financial plan for the
project. The scope of the next phase includes drafting a cost-sharing
agreement between New Jersey and Pennsylvania. Through FY 2005, Congress
has appropriated \$4.5 million in Section 5309 New Starts funds and
\$1.0 million in Section 330 funds for this effort.

Union County Light Rail (Newark--Elizabeth Rail Link (NERL MOS-3))

Northern New Jersey

This proposed 5.8-mile light rail system would connect Newark Liberty
International Airport Lot "D" to downtown Elizabeth in Union County via
the Jersey Gardens Mall. Originally conceived as the third phase of the
Newark-Elizabeth Rail Link (NERL MOS3), the alignment was modified to
include stops at the newly constructed Jersey Garden Mall and renamed
"Union County Light Rail." The Union County Light Rail project is
advancing as a joint development partnership between the NJ DOT,
NJ TRANSIT, Union County and the private sector under New Jersey's 1997
Public-Private Partnership legislation. NJ TRANSIT has completed work on
a Supplemental Draft Environmental Impact Statement (SDEIS), which
details the impacts of the modification of the alignment since the
original 1997 DEIS for the entire NERL project was completed. NJ TRANSIT
is in the process of completing the FEIS.

**New York, Susquehanna & Western Commuter Rail (Hawthorne-Warwick
Corridor)**

### Northern New Jersey

The proposed New York, Susquehanna & Western Commuter Rail project is an
extension of commuter rail service from NJ TRANSIT's Main Line in
Hawthorne, New Jersey, to Sparta in Sussex County along a portion of the
NYS&W freight railroad. The project includes upgrading 40 miles of
single track; construction of five passing sidings at seven-mile
intervals; construction of nine new rail passenger stations;
installation of a new wayside signal system; and construction of a
storage and light maintenance yard at the western terminus of the line.
Proposed stations would serve Hawthorne, Midland Park, Wyckoff, Oakland,
Pompton Lakes, Butler, Newfoundland, Stockholm and Sparta. In August
1996, NJ TRANSIT completed an Environmental Assessment for the project.
FTA issued a Finding of No Significant Impact in September 1996.
NJ TRANSIT is currently working with the Township of Hardyston to locate
a future storage yard on the site of the Lasinski Road landfill. Another
component of the project, the rehabilitation of the Paterson Station to
comply with the Americans with Disabilities Act (ADA), was completed in
2001. Through FY 2005, Congress has appropriated \$29.73 million in
Section 5309 New Starts funds for both the NYS&W passenger restoration
and the Paterson Station rehabilitation.

Union Township Station (Raritan Valley)

Northern New Jersey

In 1995, Union County and NJ TRANSIT initiated a study to determine the
potential for establishing a new train station and for fostering
development in the Townley section of the Township of Union, New Jersey.
The station is located at Morris Avenue on NJ TRANSIT's Raritan Valley
Line. In November 1999, a Final Environmental Assessment was completed
for the Union Township Station, and FTA issued a Finding of No
Significant Impact. The Union Township Station consists of a rail
station building, a new bridge for the railroad tracks at Morris Avenue,
a 545-foot high, level, center-island canopied platform, a 20-foot wide
pedestrian underpass to access the rail station's central platform from
the parking lots, two parking lots with a combined capacity of 484
spaces, an access road entering the site from Green Lane at the entrance
of Kean University, and the realignment of existing railroad tracks and
all signals and communications. NJ TRANSIT completed the construction of
the station with non-Federal funds. The station was opened in 2003.

West Trenton Line Corridor

Northern New Jersey

NJ TRANSIT is conducting an Environmental Assessment (EA) for the
restoration of commuter rail service on the West Trenton Line between
Ewing in Mercer County, New Jersey, and Bridgewater in Somerset County,
New Jersey, a distance of 21.6 miles, where the line would connect with
NJ TRANSIT's existing Raritan Valley Line providing service to Midtown
Manhattan via Newark Penn Station. The proposed project would include
the installation of a second track in selected locations, signal
improvements, construction of five stations, parking facilities, train
storage yard, and rail equipment acquisition. The project cost is
approximately \$125 million. Information on mobility improvements,
environmental benefits, cost effectiveness, operating efficiencies,
transit-supportive land use and other factors is currently being
developed as part of the EA. Through FY 2005, Congress has appropriated
\$4.5 million in Section 5309 New Starts funds for this effort.

**Northern Branch**

**Northern New Jersey**

The extension of light rail service along the Northern Branch freight
railroad in Bergen County, New Jersey, was recommended as one of three
new rail lines under the *West Shore Region Major Investment Study*. The
proposed alignment would extend light rail service approximately 10
miles from the terminus of Hudson-Bergen Light Rail MOS-2 at Tonnelle
Avenue in North Bergen, New Jersey, through Englewood to Tenafly.
NJ TRANSIT is currently working on the Draft Environment Impact
Statement (EIS) for the project. Federal funding was provided for this
project through a Congressional appropriation of \$4 million for the
West Shore Area study.

**West Shore Line Commuter Rail Service**

**Northern New Jersey**

The West Shore commuter rail project was recommended as one of three new
rail lines under the *West Shore Region Major Investment Study*. The
West Shore commuter rail project would extend NJ TRANSIT's commuter rail
network through the New Jersey Meadowlands to connect with the West
Shore freight railroad and proceed north into New York State, a distance
of approximately 35 miles. Since the MIS was completed, NJ TRANSIT and
the New Jersey Sports and Exposition Authority have advanced the
extension of commuter rail service to the Meadowlands Sports Complex as
a separate project using local funds. However, the Meadowlands Sports
Complex rail extension will be designed such that it is compatible with
future construction of the West Shore commuter rail project. Federal
funding was provided for this project through a Congressional
appropriation of \$4 million for the West Shore area study.

**Oakland Airport-BART Corridor**

**Oakland, California**

The Bay Area Rapid Transit District (BART) is working with the Port of
Oakland and the city of Oakland on a proposed 3.2-mile transit link
between the Oakland Coliseum BART station and the Oakland International
Airport. The route would generally follow an alignment along Hegenberger
Road. The present non-stop bus service can make the trip in 10 to 15
minutes (including a five-minute wait), but due to traffic congestion,
often takes 30 minutes or more. The technology for the connector would
be selected to provide the speed and added capacity necessary to serve
the rapid growth in air passengers and employees anticipated at the
airport in the 21st century. BART is considering automated guideway
transit. The selected system would be designed to make the trip in six
to seven minutes. The Federal Transit Administration issued a Record of
Decision for the project in July 2002. No Section 5309 New Starts funds
will be sought for this project. The total project budget for the BART
Oakland Airport Connector Project is approximately \$232 million (in
2001 dollars). The project has been a collaborative partnership between
BART, the Alameda County Transportation Improvement Authority (ACTIA),
the Alameda County Congestion Management Agency (ACCMA), the California
Transportation Commission (CTC), California Department of Transportation
(Caltrans), the City of Oakland and the Port of Oakland. The project
schedule calls for award of a design-build contract in late 2005 with
start-up in 2010.

**Central Florida Light Rail Transit Project**

**Orlando, Florida**

The Florida Department of Transportation (FDOT) and the Central Florida
Regional Transportation Authority (LYNX), in cooperation with METROPLAN
Orlando, is currently preparing a Supplemental Draft Environmental
Impact Statement (SDEIS) for the Central Florida Light Rail Transit
System project in Seminole County and Orange County. Scheduled for
completion in 2004, the SDEIS is designed to augment the original EIS
completed for the initial North/South Corridor project in November 1998.
The SDEIS follows studies and public involvement activities to revise
the light rail transit alignment in the 20-mile corridor paralleling
Interstate 4, which is currently undergoing major reconstruction. The
revised locally preferred alignment extends south from Altamonte
Springs, Maitland, and Eatonville through downtown Orlando, and
continues south through the Universal Studios area, diverting from I-4
to a proposed intermodal center near Sea World, International Drive, and
a major convention center. Through FY 2003, Congress has appropriated
\$53.98 million for this effort. Of this amount, \$15.47 million of
these funds were returned following the conclusion of the initial LRT
study. A Commuter Rail North/South connection is also being studied from
DeLand in Volusia County to Kissimmee in Osceola County. This 61-mile
system is proposed to serve commuting passengers from the Central
Florida region into the Orlando Central Business District (CBD) as well
as to key activity centers along the corridor. This project has been
designated as a regional priority.

**Rhode Island Commuter Rail Improvement Program (Pawtucket Layover
Facility)**

**Pawtucket, Rhode Island**

The Pawtucket Layover Facility Project is a joint Rhode Island
Department of Transportation/ Massachusetts Bay Transportation Authority
venture, consisting of the design and construction of a six-track
commuter rail yard for the purpose of overnight layover/storage of
commuter rail equipment, to serve both the existing Providence-Boston
service and Rhode Island's future South County commuter rail service.
The proposed site is located in the northwest quadrant of the I-95 and
Smithfield Avenue Interchange on the Pawtucket/Providence City Line. The
12-acre parcel is situated adjacent to and east of the Amtrak Main Line.
The facility will provide for future commuter rail growth both at
Providence and South County, Rhode Island. The project is substantially
complete and is expected to be in full operation in 2005. The total
capital cost for this project is estimated at \$18.5 million, with a
proposed Section 5309 New Starts share of \$10 million. Through FY 2005,
Congress has appropriated \$9.88 million in Section 5309 New Starts
funds for the effort.

### Broad Street Line Extension

Philadelphia, Pennsylvania

The city of Philadelphia has completed the first phase of an
alternatives analysis (AA) study. The study narrows the short list of
alternatives to two: Alternatives "C-Prime" and "D". Alternative
"C-Prime" includes a new, modern subway line along Roosevelt Boulevard
directly connecting into the existing Broad Street line's express
tracks. This alternative also includes a connecting one-mile extension
of the Market Frankford Line (MFL). "C-Prime" consists of a mixture of
cut-and-cover and open cut subway stations along the line. Alternative
"D" includes extensions of the Broad Street Line and Roosevelt
Expressway into Northeast Philadelphia. Alternative "D" does not include
the extension of the MFL. Study sponsors intend to seek funding to
further refine and study the two alternatives in a future AA/Draft
Environmental Impact Statement. The line would extend the existing Broad
Street line in Center City Philadelphia northeast to the Bucks County
line. Preliminary estimates for the project are approximately \$3.5
billion. The city of Philadelphia is currently trying to identify
funding sources for the second phase of the AA, as well as identify
local match funds for any future New Starts funding that they may
receive.

Cross County Metro

Philadelphia, Pennsylvania

In December 2003, the Southeastern Pennsylvania Transportation Authority
(SEPTA) completed an alternatives analysis/Draft Environmental Impact
Statement along a proposed 60-mile suburban corridor in a southwest to
northeast direction from Glenloch in Chester County through Norristown
in Montgomery County and terminating in Morrisville, Bucks County. The
project is presently on hold pending local decisions.

Lower Merion Township

Philadelphia, Pennsylvania

It appears that this project has taken the shape of a proposed extension
of the Route 100 Norristown High Speed Line. The line would branch from
the existing Route 100 at Gulf Mills and directly serve stations at the
King of Prussia Mall and the business/office park, and terminate at
Valley Forge. It would provide a direct one-seat ride from Upper Darby
(69th Street) and numerous stations in Delaware County and, via a
transfer from the Market Frankford rapid transit line at 69th Street, an
alternative all-rail route from Center City Philadelphia in lieu of the
existing express buses, which are subject to highway congestion. The
Route 100 extension would permit the elimination or scaling back of
certain bus routes by offering an improved alternative service. The
capital cost of the project is projected at \$340M in YOE, assuming
termination at Valley Forge.

Highspeed Rail

Philadelphia-Pittsburgh, Pennsylvania

The Federal Transit Administration has not received any information on
this effort.

### Roaring Fork Valley (Aspen-Glenwood Springs Corridor)

### Pitkin County, Colorado

In 1995, the Colorado Department of Transportation (CDOT) completed a
feasibility study of rail transit in the 40-mile Aspen to Glenwood
Springs Corridor in the Roaring Fork Valley, about 160 miles west of
Denver. The study estimated that a valley-wide rail system would cost
approximately \$129 million. As a result, the city of Aspen is
considering a locally funded light rail transit line in a four-mile
segment of the corridor connecting Pitkin County Airport with downtown
Aspen. CDOT, meanwhile, conducted an alternatives analysis (AA) study to
analyze transportation alternatives, alignments, and costs in the
remainder of the valley, the 35-mile corridor from Aspen to Glenwood
Springs. The AA was completed in the spring of 2003, with bus rapid
transit emerging as a potential improvement in the corridor. FTA
continues to work with RFTA on the development of assumptions for New
Starts analysis. Through FY 2005, Congress has appropriated \$3.95
million in Section 5309 New Starts funds for this effort.

### Airborne Shuttle System

### Pittsburgh, Pennsylvania

The Pittsburgh Airborne Shuttle System, proposed by a private sector
group led by General Atomics several years ago, has been dropped in
favor of a project to develop a low-speed magnetic levitation (maglev)
system. The new project is to design and construct a demonstration
system called the California University of Pennsylvania Sky Shuttle
System (CUPSS). The CUPSS is proposed for operation at the California
University of Pennsylvania, which is approximately 35 miles south of
Pittsburgh. The University has a unique transportation problem within
the campus. Inadequate space for road expansion, steep terrain and other
problems make it a suitable candidate for maglev transportation on an
elevated guideway. The General Atomics maglev system is the choice of
both the California University of Pennsylvania and the Pennsylvania
Department Of Transportation (Penn DOT). The Federal Transit
Administration (FTA) recently awarded a grant to California University
of Pennsylvania to perform work associated with the demonstration
system, including Engineering Update and Construction Planning;
Technology Refinements and Validation Testing; CUPSS Local Coordination;
and Program Management. The FTA has awarded approximately \$17.75
million in research funds to General Atomics (GA) to conduct research
and development on low-speed magnetic levitation under the Urban Maglev
Program as authorized in Section 3015(c) of TEA-21. As required under
the Urban Maglev Program, the development team associated with GA
provided 20 percent in non-Federal matching funds. The GA maglev system
is undergoing testing on a test track of approximately 400 feet at GA\'s
headquarters. Performance evaluation of the system is expected to be
completed by the middle of 2005, prior to initiation of any
demonstration at California University of Pennsylvania. The General
Atomics/Pittsburgh Maglev team includes the Penn DOT, Port Authority of
Allegheny County, Western Pennsylvania Maglev Development Corporation,
Carnegie Mellon University and several Pittsburgh-based businesses. Penn
DOT initiated an Environmental Assessment (EA) of the project, but the
EA needs revisions to include certain missed issues. Some of the issues
not addressed include the no-build alternative, secondary impacts on
land use, impact on historic and archaeological resources, noise and
vibration assessment, impact of electromagnetic radiation on health,
water quality and storm water management, and construction impacts on
water quality.

### Portland Marine Highway Program

### Portland, Maine

This project is a joint Maine Department of Transportation and city of
Portland venture for the design and construction of both marine and
landside improvements that would support bringing together of the
various modes and operations Through FY 2004 Congress has appropriated
\$1.98 million in Section 5309 New Starts funds and \$.49 million in
Section 5309 Bus funds. To date all New Starts have been obligated for
the purchase of a new replacement ferry for the Portland-based Casco Bay
Island Transit District (CBITD). The new replacement ferry will be fully
accessible from all decks with increased passenger capacity of 33
percent. Future funds are expected to be used for the expansion of
CBITD's intermodal facility.

South Corridor -- Phase II Milwaukie Light Rail Project

Portland, Oregon

Metro, the Metropolitan Planning Organization for the Portland region,
completed a Supplemental Draft Environmental Impact Statement (SDEIS)
and conceptual engineering for the southern half of the South/North
Transit Corridor in December 2002 and an Amendment to the SDEIS in
October 2003 to include the downtown portion of the project. The SDEIS
is a supplement to the South/North Corridor Light Rail Draft EIS that
was completed in 1998. The corridor is the region's highest priority
transportation project for the next several years and has been planned
in two implementation phases - the South Corridor Interstate
205/Downtown Mall Light Rail Project and the South Corridor Milwaukie
Light Rail Project. Both phases, in addition to the recently completed
Interstate Metropolitan Area Express light rail line, constitute the
South-North Corridor authorized in Section 3030 of TEA-21. The
Interstate 205/Downtown Mall Light Rail Project would provide service
between the Clackamas Town Center and the Gateway Transit Center,
connecting with existing light rail and another extension from existing
light rail through downtown Portland. The Metro Council selected a
locally preferred alternative (LPA) for the project in April 2003, and
FTA approved it into preliminary engineering in March 2004. The Phase II
Milwaukie Light Rail Project would provide direct high-capacity transit
between downtown Milwaukie and downtown Portland with exclusive light
rail right-of-way. Bus rapid transit (BRT) would connect Oregon City and
the Clackamas Town Center to the Milwaukie Transit Center, providing a
high capacity transit connection to light rail. Final environmental and
design work for the Milwaukie Light Rail Project is scheduled to begin
after the completion of the Interstate 205/Portland Mall Light Rail
Project.

# Alaska Marine Highway System

# Prince William Sound, Alaska 

#  

The Alaska Marine Highway System (AMHS) of the Alaska Department of
Transportation and Public Facilities is using funds available through
the Alaska/Hawaii Ferry Projects Program to purchase new high-speed
ferries. The comprehensive and larger AMHS fleet improvement plan calls
for four new high speed ferries to provide service to communities in the
following minimum operable segment (MOS) corridors: Whittier, Valdez,
Cordova (MOS-1); Juneau, Sitka (MOS-2); Ketchikan, Petersburg (MOS-3);
and Juneau, Petersburg (MOS-4). The FTA -funded vessel for this project
would provide daily, point-to-point service in the Prince William Sound
region of southeast Alaska (MOS-1). Vessel delivery is anticipated in
2005. The capital cost of the project is estimated at \$38.5 million.
The FTA Section 5309 New Starts funding share is \$24.99 million. These
funds have been awarded. Congress allotted \$51 million to the
Alaska/Hawaii Ferry Projects program, with the intent that the states
would each use \$25 million of the funds. Since Alaska was ready to
implement projects, FTA awarded grants to Alaska for its half of the
funds. In August 2003, FTA awarded \$0.57 million for the construction
of a support facility in Cordova. These two grants constitute one-half
of the total funding appropriated to the Alaska/Hawaii Ferry Projects
program through FY 2003. FTA plans to award the remaining funds to
Hawaii. However, should Hawaii be unable to use the funds, FTA will
consider awarding the funds to Alaska for additional MOSs. FTA approved
AMHS to initiate preliminary engineering and final design in August
2001. Through FY 2003, Congress appropriated \$51.14 million for the
Alaska/Hawaii program, and FTA has awarded \$25.57 million in Section
5309 New Starts funds to Alaska. This includes \$24.99 million for the
high-speed ferry and \$0.57 million for the support facility. In FY
2004, Congress appropriated an additional \$10.13 million for the
Alaska/Hawaii program. In FY 2005, Congress appropriated \$10.21 million
in Section 5309 New Starts funds for the Alaska/Hawaii program.

**San Jacinto Branch Line (Riverside to Romoland)**

**Riverside County, California**

The Riverside County Transportation Commission (RCTC) plans to extend
Metrolink commuter rail service from downtown Riverside to the
unincorporated area of Romoland via the San Jacinto Branch Line. The
project is comprised of railbed, track, and signal and station
improvements, construction of up to four stations, and acquisition of
rolling stock for the first 19 miles of the San Jacinto Branch Line
between Riverside, Moreno Valley, March Air Reserve Base and Perris.
Total capital costs are estimated at \$189 million. RCTC purchased the
right of way from the Atchison Topeka and Santa Fe (ATSF) railroad in
1993 using local and State bond funds. ATSF retained freight operating
rights. Its successor railroad, Burlington Northern Santa Fe, operates
freight service and maintains the line, by agreement with RCTC. The
project is in the Southern California Association of Governments\'
regional transportation plan. Through FY 2005, Congress appropriated
\$0.5 million in Section 5309 New Start funds for the project. RCTC has
committed \$23 million of local funds to the project.

Amtrak/Folsom Corridor (AFC)

Sacramento, California

The Sacramento Regional Transit District (RT) has been involved in a
project that includes a series of multiple improvements to the existing
light rail transit (LRT) corridor between downtown Sacramento and a
terminus at the Historic Folsom Station. The project also includes an
extension of the LRT line in downtown Sacramento to directly serve the
Sacramento Valley Station (formerly called the Amtrak Station), and the
acquisition of fourteen (14) new light rail vehicles. All but a few
parcels of the required right-of-way for the project have been acquired,
using federal, state and local funds. Improvements to the Folsom
Corridor include double tracking from Brighton to Watt Ave, and new
double-track construction from Mather Field Station to the Sunrise
Station. These improvements have been completed and revenue service
began on June 11, 2004. The project also includes new double track
construction to approximately 1 mile west of the Hazel Station and
single-track construction from there to Historic Folsom, serving three
additional stations at Iron Point, Glenn Drive and Historic Folsom.
Construction of this segment is anticipated to be complete in the summer
of 2005. Additionally, on the west end of this corridor in downtown
Sacramento, the project includes an extension of approximately 0.7 miles
from the LRT line on 7^th^/8^th^ and K Streets to the Sacramento Valley
Station at 4^th^ and H Streets. This segment is anticipated to be
complete in September 2005. Revenue operations for both the Sacramento
Valley Station segment and the Historic Folsom segment is scheduled to
begin in October 2005. It is anticipated that soon after revenue
operations, limited-stop express rail service will commence, shortening
the commute time between Historic Folsom and downtown Sacramento.

### Placer County Corridor

### Sacramento, California

The Federal Transit Administration has not received any information on
this effort.

South Corridor LRT Extension

Sacramento, California

The Sacramento Regional Transit District (RT) is proposing to implement
an extension of its existing South Corridor light rail transit (LRT)
line from its current terminus at Meadowview Road south and east to
Cosumnes River College, near the intersection of State Highway 99 and
Calvert Road. The four-station, 4.2-mile project would operate in an
exclusive, primarily at-grade right-of-way requiring four street
crossings along the alignment. No additional vehicles or yard
improvements would be necessary to operate the proposed service, which
features 10-minute peak-period frequencies. 2,700 park-and-ride spaces
would be constructed at three of the four proposed stations as part of
the project. The project is anticipated to generate 11,000 boardings by
2025. RT submitted a premature request for preliminary engineering (PE)
for the LRT Extension project in 2003. Following a reduction in project
scope and cost, work with local stakeholders to further identify
transit-oriented development opportunities in the corridor, improvements
to the project's baseline alternative against which to measure the
benefits of the proposed extension, and refinements to the project's
management plan, RT resubmitted a PE request in August 2004. In November
2004, local voters passed an extension of Sacramento County\'s 1/2 cent
sales tax for transportation projects, which includes revenues for
operating the LRT Extension project. FTA evaluated the South Corridor
LRT Extension\'s New Starts project justification and local financial
commitment criteria, resulting in a *Recommended* rating. FTA expects to
formally approve the project into PE in early 2005.

# Metro South (Cross County) Corridor

### St. Louis, Missouri

The East-West Gateway Coordinating Council (EWGCC) - the local
Metropolitan Planning Organization - and the Missouri Highway and
Transportation Department (MoDOT) are conducting an alternatives
analysis study on the Metro South Corridor in St. Louis. The Metro South
Corridor is a corridor that extends to the west and to the south of the
previously studied Cross County Corridor (from Clayton, Missouri beyond
I-55 / I-270 interchange in southeast St. Louis County). A locally
funded MetroLink light rail extension project is currently under
construction in the Cross County Corridor. The Metro South Corridor
Study is underway and a full range of build and no-build alternatives
are being studied. It is anticipated that a decision regarding a locally
preferred alternative will occur in 2005. Through FY 2005, Congress has
appropriated \$3.44 million in Section 5309 New Starts funds for this
effort.

**Twin Cities -- Transitway Corridors (Central Corridor)**

### St. Paul-Minneapolis, Minnesota

The Ramsey County and Hennepin County Regional Railroad Authorities are
examining mobility improvement options in a corridor that generally
extends from downtown St. Paul to downtown Minneapolis. The corridor
includes connections to the Hiawatha Corridor light rail project (opened
in 2004) and the proposed Northstar and Red Rock corridors. The corridor
also connects major local destinations, including the University of
Minnesota, State Capitol, and St. Paul's Midway area. The study has
evaluated a range of alternatives and alignments. A draft alternatives
analysis/Environmental Impact Statement has been completed. The
alternatives have been narrowed to light rail transit or bus rapid
transit on University Avenue. Selection of a locally preferred
alternative is anticipated in winter 2004. Through FY 2005, Congress has
appropriated \$2.7 million in Section 5309 New Starts funds for this
effort.

**Twin Cities -- Transitway Corridors (Riverview Corridor)**

### St. Paul-Minneapolis, Minnesota

The Ramsey County Regional Railroad Authority (RCRRA) has selected a
busway alternative as the locally preferred alternative (LPA) for the
*Riverview Corridor Major Investment Study*. The corridor extends from
downtown St. Paul along the west bank of the Mississippi River, and
connects the Minneapolis-St. Paul International Airport, the Hiawatha
Corridor light rail line (currently under construction) and the Mall of
America retail complex in Bloomington, Minnesota. The RCRRA has allowed
the Metropolitan Council to undertake an Environmental Impact Statement
(EIS) for the Riverview Corridor busway project. Although a Draft EIS
was completed in 2001, a Final EIS has not been prepared. The
Metropolitan Council (local Metropolitan Planning Organization) adopted
a local resolution that chose the busway alternative as the LPA for the
Riverview Corridor. However, lack of State funding has rendered this
project inactive. Through FY 2005, Congress has appropriated \$4.61
million in Section 5309 New Starts funds for this effort.

**Pinellas County -- Mobility Initiative**

### St. Petersburg-Clearwater, Florida

The Pinellas County Metropolitan Planning Organization (MPO) initiated a
major investment study in 1997 to identify multimodal transportation
solutions to mobility issues in multiple corridors. Based on the study's
first tier analysis, fixed guideway transit concepts were identified for
further evaluation within corridors in the north and central portions of
the county, east-west corridors in the middle of the county, and
north-south corridors between St. Petersburg and Clearwater. At the
conclusion of the alternatives analysis, the MPO selected a conceptual
locally preferred alternative (LPA) in October 2001. The conceptual LPA
was refined in July 2003 to include 38 miles of elevated dual guideway
using monorail technology. The MPO continues to explore private sector
and community involvement, financing options, and transit-oriented
development potential in station areas. Through FY 2005, Congress has
appropriated \$2.45 million in Section 5309 New Starts funds for this
effort.

Airport-to-Salt Lake City CBD LRT Extension

Salt Lake City, Utah

The proposed project would extend the North/South Light Rail Transit
(LRT) line from the Salt Lake City central business district (CBD)
approximately 5.5 miles west to the Salt Lake City International
Airport, one of the largest traffic generators in the State of Utah.
Eight stations would also be constructed as part of the project. An
alternatives analysis study, Final Environmental Impact Statement, and
Record of Decision, including preliminary engineering, were completed as
part of the Airport to University LRT extension, and were included in
the region's long range transportation plan. The capital cost for the
Airport-to-Salt Lake City CBD LRT extension is currently estimated at
\$230 million (in 2004 year dollars).

Draper to Sandy Light Rail Extension

Salt Lake City, Utah

The Utah Transit Authority (UTA), in cooperation with the Wasatch Front
Regional Council (local Metropolitan Planning Organization), and the
cities of Sandy and Draper, completed a feasibility study to examine the
option of extending the North/South Light Rail Transit Line
approximately seven miles to the suburban communities of Draper and
Sandy. The study concluded that extending transit to the cities of Sandy
and Draper is feasible. The project proposed construction on existing
railroad right-of-way owned by UTA. The city councils of Draper and
Sandy have adopted resolutions reflecting this action. The proposed
Draper to Sandy extension would have six stations complete with
park-and-ride lots and bus transfer facilities. The proposed project is
included in the region's long range transportation plan. Total capital
costs for the Draper to Sandy extension are not known. Initial
environmental analysis for the extension is being conducted as part of a
broader study of the I-15 corridor from Salt Lake to Utah County. This
study will include an alternatives analysis.

Mid-Jordan Light Rail Extension

Salt Lake City, Utah

The Utah Transit Authority (UTA) and the Wasatch Front Regional Council
(WFRC), in cooperation with the cities of Murray, Midvale, South Jordan
and West Jordan and the Kennecott Development Company, completed a
feasibility study to examine options of extending the North/South Light
Rail Transit (LRT) Line approximately 10.1 miles from the existing
Fashion Place West Station through the cities of Murray, Midvale, West
Jordan and South Jordan to the proposed Sunrise planned community. The
study concluded that extending the project was feasible. The proposed
project would be built on an existing Union Pacific railroad
right-of-way, which UTA purchased a portion of as part of a larger
corridor preservation project. The proposed LRT would be constructed
at-grade and would have nine stations with bus transfer facilities and
park-and-ride lots. Based on the feasibility study WFRC, UTA and the
above noted cities are preparing a Draft Environmental Impact Statement
(EIS) and plan to complete a Final EIS in 2005. The project is included
in the region's long range transportation plan. Ridership for the LRT
extension is projected at 9,500 in the year 2025. UTA has submitted to
FTA a request to enter preliminary engineering on the project, which FTA
is reviewing. The project is scheduled to begin operation in 2009. Total
capital costs that are estimated at \$288 million (in 2004 year
dollars).

West Valley City Light Rail Extension

Salt Lake City, Utah

The proposed West Valley City Light Rail Transit (LRT) Extension would
connect the North/South LRT line to Utah's second largest city, which is
also the second largest destination in the Utah Transit Authority's
system. A Level I alternatives analysis study was completed for the West
Valley transit corridor. LRT was selected as the preferred alternative
and is included in the Wasatch Front Regional Council's long range
transportation plan. A Draft Environmental Impact Statement (EIS) is
underway and is scheduled for completion in early 2005. A Final EIS is
scheduled for completion in 2006. The project will require the
acquisition of new right-of-way. Connecting to the existing LRT at South
Central Pointe Station and terminating at West Valley City Center, four
stations are proposed for the 5.1-mile extension that would include bus
transfer facilities and park-and-ride lots. Ridership for the LRT
extension is projected at 5,800 in the year 2025. Total capital costs
are estimated at \$239 million (in 2004 year dollars).

**Caltrain Extension to Hollister**

**San Francisco-San Jose, California**

The Council of San Benito County decided not to continue with plans for
the proposed extension to Caltrain services to Hollister due to lack of
local funding. Funds appropriated by Congress through FY 2003 were
extended for the neighboring Monterey County Branch Line rail project
described under Monterey County.

**Regional Transit Corridor**

**San Joaquin, California**

See Altamont Commuter Rail.

Tren Urbano (Minillas Extension)

San Juan, Puerto Rico

The Puerto Rico Department of Transportation and Public Works (PRDTPW),
through its Highway and Transportation Authority (PRHTA), proposed an
extension of its heavy rail rapid transit system, known as Tren Urbano
Phase I (currently under construction). The proposed investment was
planned to extend Tren Urbano Phase I approximately one mile under Ponce
de Leon Avenue from its current terminus at Sagrado Corazon to the
Minillas area of Santurce, which is home to government offices of the
Commonwealth, the Luis A. Ferre Fine Arts Centers, four major hospitals,
and is one of the main commercial and residential districts on the
Island. In February 2003, PRHTA notified FTA that it reevaluated
transportation priorities for the island and determined that an
extension from Rio Piedras to Carolina had a higher priority than the
Minillas Extension. Consequently, PRHTA informed FTA that it does not
intend to proceed in the near future with further planning or design on
the Minillas Extension. TEA-21 Section 3030(a)(82) authorized the San
Juan Tren Urbano Extension to Minillas for final design and
construction.

**Santa Cruz Fixed Guideway**

**Santa Cruz, California**

The Santa Cruz County Regional Transportation Commission (SCCRTC)
completed a major investment study (MIS) in 1999 to evaluate
improvements in the Watsonville to Santa Cruz Corridor. A State highway
and an underutilized active freight rail line run the length of the
corridor. The MIS projects include the purchase of the rail right-of-way
for future transportation uses, development of a bike/pedestrian path
along the rail right-of-way, bus system and local road improvements, and
Highway 1 widening. In December 2004, the SCCRTC approved a Letter of
Intent with Union Pacific Railroad for purchase of the 32-mile rail line
for \$19 million by the end of 2005. The scenic rail line traverses the
county\'s primary urbanized areas as well as numerous state and local
beaches and parks, university marine research facilities, historic
villages and amusement park, harbor, and coastal wetlands. Post
acquisition, limited recreational rail service is planned on a portion
of the line. An \$8 million Highway 1 HOV/Widening Environmental Impact
Report is in progress, although a local ½ cent, 30-year tax measure
proposed to finance the widening project was not approved by voters in
November 2004.

**Santa Fe -- El Dorado Rail Link**

**Santa Fe, New Mexico**

The City of Santa Fe, in cooperation with Santa Fe County, Santa Fe
Southern Railway and the New Mexico Department of Transportation, is
proposing to acquire the Santa Fe Southern Railway between the
city-owned rail yard and the Lamy rail yard, or approximately 18.1 miles
of rail line. The proposed project would preserve the corridor for
future commuter rail service between Santa Fe and an urbanizing area
south of the city. The proposed undertaking resulted from a commuter
rail demonstration project that established a need for providing public
transportation services in the Santa Fe/El Dorado commuter corridor.
Project sponsors anticipate that the project would provide important
connections between El Dorado and other urbanizing areas south of the
city, to educational institutions, employment centers and retail hubs in
the city, including historic Downtown Santa Fe. The I-25/Old Las Vegas
Highway corridor is a highly congested corridor leading into and out of
Santa Fe. The project is aimed at meeting the area's long range goals of
reducing sprawl, concentrating future growth in areas served by existing
transportation infrastructure and maintaining Santa Fe's air quality.
The project is identified in the City General Plan, the County Growth
Management Plan, the Santa Fe Metropolitan Planning Organization's (MPO)
Long Range Transportation Plan and the MPO's Transportation Improvement
Program. The project is also listed in the New Mexico State
Transportation Improvement Program. Through FY 2005, Congress has
appropriated \$4.42 million in Section 5309 New Starts funds for this
effort. FY 2003 Section 330 Federal Highway funds have been approved by
FTA, in the amount of \$993,500, to help fund this project. These funds
have been awarded to the City of Santa Fe and negotiations are currently
underway for the acquisition of the Santa Fe Southern Railway.

### Laurel Line Intermodal Corridor

### Scranton, Pennsylvania

Lackawanna County is proposing the restoration of historic trolley
passenger service on an old interurban trolley line between Scranton and
Wilkes-Barre with major destination points at Montage,
Wilkes-Barre/Scranton International Airport and Wilkes-Barre, a total
distance of approximately 16 miles. The proposed corridor is located
along a right-of-way (ROW) that largely parallels Interstate 81 from
Scranton to the vicinity of the Scranton Airport. Luzerne County owns
approximately 11 miles of the ROW, while Lackawanna County owns the
remaining five miles. Currently, there is light but active freight
service along most of the route. The first 1.5 miles of track from
Scranton/Steamtown are now electrified. Lackawanna County is not
pursuing this project at this time.

# SEATAC -- Personal Rapid Transit

SeaTac, Washington

The city of SeaTac, Washington in cooperation with other local agencies,
has conducted a major investment study (MIS) to examine several options
to improve the mobility of the city's commercial core, which includes
the activity centers located around the International Boulevard area and
the SeaTac International Airport. The MIS, completed in July 1997,
resulted in a locally preferred transportation strategy recommending a
Personal Rapid Transit (PRT) system. The total estimated capital cost
for Phase I of the PRT system was estimated at \$307.5 million. Phase I
of the proposed project includes the acquisition of 210 PRT vehicles,
operating along 12.1 miles of "one-way" guideway and serving a
forecasted ridership of 24,000 patrons, utilizing 21 PRT stations. The
city of SeaTac has incorporated the proposed PRT system into its
municipal comprehensive and transportation plans. Since the primary
beneficiaries of the proposed PRT system are local businesses, a
\"Partnership Franchise" between public and private entities was
recommended as part of the implementation approach. FTA is unaware of
any recent developments with this project.

# Airport Link

# Seattle, Washington

The Central Puget Sound Regional Transit Authority (Sound Transit) is
planning a 24-mile Central *Link* light rail transit (LRT) project
running north to south from Northgate, through downtown and southeast
Seattle, to the cities of Tukwila and SeaTac, Washington. The proposed
Central *Link* project includes 19 stations and three park-and-ride
facilities. Sound Transit plans to phase construction of the entire
system. The approximately three-mile Airport *Link* segment would extend
from the South 154^th^ Street Station in the City of Tukwila south to
the South 200^th^ Street Station in the City of SeaTac. The project is
being coordinated in partnership with the Port of Seattle and the City
of SeaTac. It would connect with Sound Transit's 14-mile Initial Segment
of *Link* light rail currently under an FTA Full Funding Grant
Agreement. The Sound Transit Board adopted *The Sound Move Regional
Transit Plan* in May 1996. Voters approved \$3.9 billion in local
funding for implementation of the plan in November 1996. A Draft
Environmental Impact Statement (EIS) was published in December 1998. The
Final EIS was completed in November 1999. Sound Transit anticipates
completing the Airport Link project in two separate construction phases.
The first extension will run approximately 1.6 miles from South 154^th^
Street in Tukwila south to a station near the existing Airport parking
garage. Sound Transit has signed an agreement in principle with the Port
of Seattle for extending light rail to the Sea-Tac International Airport
terminal. The Port's plans call for a transportation center that will
connect passengers with Airport terminal and parking facilities, as well
as bus and light rail services. The project has been delayed while the
Port of Seattle updated its comprehensive development plan in response
to changes in the airline industry after 9/11. Sound Transit has begun
to work on plans for updating the environmental documentation, and have
indicated to FTA that a supplemental environmental assessment (EA) could
be published by March 2005, with a final environmental determination by
August 2005. The cost of this project is not yet known. Sound Transit
does not intend to request FTA 5309 New Starts funds for the project,
but does intend to use FTA 5307 Formula funds and possibly other Federal
funds. Further extension of *Link Light Rail* south of the Airport
Station to the South 200^th^ Street Station in SeaTac will follow the
adopted Central *Link* alignment. These extensions will complete the
southernmost segment of the Central *Link* light rail project. TEA-21
Section 3030(a)(85) authorized the Seattle Sound Move Corridor (*Link*
and *Sounder*) for final design and construction. Through FY 2005,
Congress has appropriated \$164.79 million for this effort.

# North Link 

# Seattle, Washington

The Central Puget Sound Regional Transit Authority (Sound Transit) is
planning a 24-mile Central *Link* light rail transit (LRT) project
running north to south from Northgate, through downtown and southeast
Seattle, to the cities of Tukwila and SeaTac, Washington. The Central
*Link* project includes 19 stations and three park-and-ride facilities.
The system would operate on existing and new right-of-way (ROW). Sound
Transit plans to phase construction of the entire system. For the
approximately eight-mile North Link segment, Sound Transit is evaluating
alternatives for extending the Initial Segment north from downtown
Seattle to the Northgate area of Seattle. The 14-mile Initial Segment is
currently under an FTA Full Funding Grant Agreement. The North *Link*
Extension would serve the dense urban neighborhoods and employment
centers of central Seattle, the University District, Roosevelt, and
Northgate. The Sound Transit Board adopted the *Sound Move Regional
Transit Plan* in May 1996. Voters approved \$3.9 billion in local
funding for implementation of the plan in November 1996. A Draft
Environmental Impact Statement (EIS) was published in December 1998. The
Final EIS was completed in November 1999. In November 2003, Sound
Transit issued a Supplemental Draft EIS on the North *Link* project. In
May 2004, Sound Transit selected a locally preferred alternative from
Downtown Seattle to the University District. Sound Transit plans to
apply to FTA for entry into preliminary engineering for a segment from
Downtown Seattle to Husky Stadium at the University of Washington in
late 2004. TEA-21 Section 3030(a)(85) authorized the Seattle Sound Move
Corridor (*Link* and *Sounder*), for final design and construction.
Through FY 2005, Congress has appropriated \$164.79 million for this
effort.

Everett-to-Seattle Commuter Rail

Seattle, Washington

The Central Puget Sound Regional Transit Authority (Sound Transit)
proposes to implement peak-period commuter rail service in the 35-mile
Burlington Northern Santa Fe (BNSF) corridor linking Everett and
Seattle, Washington. This project will be an extension of the currently
operating Tacoma-Seattle commuter rail service. The Everett extension
would be part of an overall 82-mile commuter rail corridor serving up to
14 stations in the central Puget Sound region. The Everett-Seattle
segment would include three new multimodal stations that provide
connections to a variety of transportation services, including local,
regional, and long distance bus services; the Washington State ferry
system; Link light rail; and Amtrak. Up to eight trains per day running
in the peak direction (four round trips) would serve three new stations
north of Seattle -- Edmonds, Mukilteo, and Everett. Average weekday
boardings are forecast at 2,400 in year 2010. By 2020, 0.8 million
riders will be carried annually between Everett and Seattle. The capital
budget for the project is \$385 million in Year of Expenditure dollars.
Over seventy five percent of the project budget is derived from local
funding sources, with the remaining funded through other sources,
including FTA New Starts funds. Approximately \$93 million in Federal
funding has been secured for this segment, including \$24.9 million in
New Starts funds. FTA Section 5307 and Federal Highway Administration
Flexible Funds have been used for station improvements. The Everett
station is nearly complete, and the other stations are in final design.
FTA has awarded the New Start funds for right-of-way acquisition of the
rail line. The Final Environmental Impact Statement was published in
November 1999 and the Record of Decision was signed in February 2000. In
March 2003, the project completed a Section 7 consultation under the
Endangered Species Act. An agreement with BNSF laying out a process for
instituting Sounder service was executed in December 2003. The project
initiated partial service in December 2003. FTA approval of Final Design
for the New Starts funds is pending resolution of compliance with the
Americans for Disabilities Act. TEA-21 Section 3030(a)(85) authorized
the Sound Move Corridor for final design and construction. Through FY
2005, Congress has appropriated \$113.04 million in New Starts funds to
the 82-mile Sounder commuter rail system.

**Washington State Ferries Marine Highway System -- Ferries and
Facilities**

## **Seattle, Washington**

The Washington State Department of Transportation - Washington State
Ferries (WSF), in cooperation with local jurisdictions and transit
agencies, is initiating a program of infrastructure investments
throughout its system. This includes the development of key intermodal
facilities and the procurement of ferryboats to support corridors
critical to commuter service and economic development in a six-county
region. These corridors are: 1) Southworth-Vashon-Fauntleroy, 2)
Bremerton-Seattle, 3) Bainbridge - Seattle, 4) Kingston- Edmonds, 5)
Clinton-Mukilteo, 6) Port Townsend-Keystone, and 7) Anacortes-San Juan.
In fiscal year 2003, WSF carried 25 million riders over these marine
corridors. Capital projects under development include the Seattle
Multimodal Terminal, Southworth Terminal, Bainbridge Island Multimodal
Terminal, Edmonds Crossing Multimodal Terminal, Mukilteo Multimodal
Terminal, Anacortes Multimodal Terminal, Keystone Terminal
redevelopment, and construction of four ferry boats to replace vessels
at the end of their useful life. The proposed projects would improve
safety and operational efficiency, add capacity and provide multimodal
connections between WSF and Sound Transit's *Sounder* Commuter Rail
system as well as local and express bus service provided by King County
Metro, Kitsap Transit, Island Transit, Everett Transit, and Community
Transit. Carpool/vanpool programs will be supported through the
development of priority parking spaces at terminals and priority
load/unload for those modes traveling on passenger/auto ferries. Total
capital costs are estimated at \$1.2 billion. WSF is seeking up to \$75
million in federal funding for the projects. WSF is the largest ferry
system in the United States and the second largest transit system in the
State, serving eight counties within Washington and the Province of
British Columbia in Canada. The existing system has 10 routes and 20
terminals that are served by 29 vessels.

Micro Rail Trolley System

Sioux City, Iowa

The city of Sioux examined the feasibility of implementing a Micro Rail
Trolley system in a corridor that includes the central business
district. An alternatives analysis study was completed in 2003. The
locally preferred alternative is the no build alternative. Through FY
2005, Congress has appropriated \$1.93 million in Section 5309 New
Starts funds for this effort.

**Sonoma-Marin Passenger Rail**

**Sonoma and Marin Counties, California**

The Sonoma-Marin Area Rail Transit (SMART) District project is a 75-mile
passenger rail corridor serving San Francisco\'s North Bay. The district
is currently preparing an Alternatives Analysis/Draft Environmental
Impact Report/Draft Environmental Impact Statement (AA/EIR/EIS) for the
rail corridor. The passenger rail corridor includes service to 14 rail
stations providing service from Sonoma County south to a ferry terminal
in Marin County with service to San Francisco. In addition to the
passenger rail system, a continuous bicycle/pedestrian corridor is also
proposed along the corridor. The corridor project includes the addition
of 2,500 new park and ride spaces and incorporates a strong Transit
Oriented Development policy for rail stations. The project will utilize
the existing Northwestern Pacific Railroad alignment, which is in public
ownership. A Notice of Intent to prepare an AA/EIR/EIS was published in
the Federal Register on August 22, 2003. Following the certification of
the environmental documents, the SMART Rail District will present a
funding initiative to district voters in November, 2006.

# South Valley Corridor 

# Spokane, Washington

The Spokane Regional Transportation Council (SRTC), the Metropolitan
Planning Organization for the Spokane region, completed a major
investment study (MIS) in 1997 that examined a range of high capacity
transportation alternatives within the South Valley Corridor. The
corridor is approximately 16 miles in length, running from the Spokane
central business district (CBD) east to the city of Liberty Lake near
the Idaho border. The corridor connects Spokane's CBD with the
Riverpoint Higher Education Park, the County Fair and Expo Center and
residential and employment areas in the City of Spokane, the City of
Spokane Valley, and the City of Liberty Lake. Trips within the corridor
are projected to nearly double between the years 2000 and 2025 based on
current population and employment forecasts. The Spokane area has been
classified as a serious non-attainment area for carbon monoxide. The
1997 MIS considered three alternatives including: high capacity vehicle
lanes, express busways, and light rail transit (LRT). Based on the
results of the MIS and input from a public information program, LRT was
selected as the preferred alternative. SRTC's metropolitan
transportation plan for the Spokane area, updated and adopted in
November of 1999, includes the project. The Spokane Transit Authority
(STA) is managing the conceptual engineering phase. A conceptual design
for a dual track electrified system was completed in 2001 with an
estimated cost of \$585 million (escalated dollars). Lower cost
alternatives were studied in 2002 that included single and shared track
options as well as the use of diesel multiple unit vehicles. As a
result, the project transitioned from an Environmental Assessment to a
Draft Environmental Impact Statement (EIS) in order to refine the
definition of the preferred alternative. In 2003, STA added two new
alternatives for study in the Draft EIS: a full length bus rapid transit
(BRT) alternative and a mixed-mode LRT/BRT alternative. STA has begun
work on the Draft EIS, which may be ready for publication by Spring
2005. The project has been delayed, in part, due to technical
difficulties with the ridership forecasting model and a public ballot to
raise revenues for STA's bus system. Through FY 2005, Congress has
appropriated \$6.92 million in Section 5309 New Starts funds for this
effort.

**Stamford Urban Transitway**

**Stamford, Connecticut**

The city of Stamford is proposing to design and construct a one-mile
Urban Transitway that would provide a direct east-west dedicated
busway/HOV connection to the Stamford Intermodal Transportation Center,
the most heavily utilized mass transportation facility in the State of
Connecticut. The Transitway would include exclusive lanes for buses and
other high occupancy vehicles, as well as enhanced bicycle lanes and
sidewalks along the entire corridor. The project would also include
Intelligent Transportation System features providing bus signal priority
at intersections, and real time information at variable message signs,
kiosks and bus stops along the Transitway. Modifications to public bus
routes made possible by the improved street alignment and traffic signal
improvements would expand transportation mobility for households in the
corridor, as well as bus/rail intermodal passengers. The street
realignment at the eastern end of the Transitway would facilitate direct
access to and from the Connecticut Transit bus maintenance facility. An
additional Phase 2 extension of the Transitway to the Route 1 corridor
is currently in the early planning stages. The total capital cost for
the proposed Urban Transitway is estimated at \$49.2 million, with a
proposed Section 5309 New Starts share of \$24.79 million. FTA approved
the city of Stamford\'s request to initiate final design on the Urban
Transitway project in August 2003. Through FY 2005, Congress has
appropriated \$27.77 million in Section 5309 New Starts funds for this
effort.

**Altamont Commuter Rail**

# Stockton, California

The San Joaquin Regional Rail Commission (SJRRC) has implemented a
commuter rail system along an existing Union-Pacific Railroad
right-of-way operating between San Joaquin, Alameda and Santa Clara
Counties. Through FY 2005, Congress has appropriated \$10.88 million
toward this effort in Section 5309 New Starts funds. This project, now
known as the Altamont Commuter Express (ACE), has completed the initial
three-year demonstration period and has expanded service along the
corridor from the initial two daily round trips Monday through Friday to
three daily round trips and anticipates adding a fourth round trip in
2005. SJRRC, the managing agency of the ACE service, is constructing a
permanent passenger rail equipment maintenance facility for ACE. ACE
currently leases a maintenance facility from the Union Pacific Railroad
(UPRR) on a month to month lease. The maintenance facility project
includes the purchase of right-of-way to construct a permanent facility
and end the month to month lease with the UPRR. The facility is planned
for two phases of construction, with Phase I estimated costs of \$17
million and Phase II estimated costs of \$15 million. This will provide
the ability to maintain 53 passenger rail cars and ten locomotives. The
total cost of the project is estimated at \$32 million. With the
completion of the Phase I construction in 18 to 24 months, ACE will be
able to maintain and operate up to six train sets and more then double
existing ridership which is approximately 600,000 passenger trips
annually. Local and state funds were used to buy an additional train set
and federal funds are to be used for the maintenance facility.

**Lakewood-to-Tacoma Commuter Rail**

# Tacoma, Washington

The Central Puget Sound Regional Transit Authority (Sound Transit)
proposes to implement peak-period commuter rail service in an eight-mile
corridor linking Tacoma and Lakewood, Washington. This project will be
an extension of the currently operating Tacoma-Seattle commuter rail
service. The Lakewood extension would be part of an overall 82-mile
commuter rail corridor serving up to 14 stations in the central Puget
Sound region. The Lakewood-Tacoma project includes two new stations at
South Tacoma and Lakewood, a 1.2-mile long rail line on new right-of-way
from the existing Tacoma Dome Station to the Burlington Northern Santa
Fe (BNSF) railroad branch line, and a 6.5-mile improvement to the branch
line at South Tacoma and Lakewood stations. The project would provide up
to 18 trains per day running in the peak direction (nine round trips)
between Lakewood and Seattle. Average weekday boardings are forecast at
700 in year 2010. The capital budget for this project is \$205 million
in Year of Expenditure dollars. Approximately 80 percent of the project
budget is derived from local funding sources, with the remaining funded
through other sources, including FTA New Starts funds. To date, the
Lakewood-Tacoma segment has received \$24.9 million in New Starts funds
and \$17 million in other Federal and state funding sources. The Final
Environmental Impact Statement for the project was published in July
2002 and the Record of Decision was signed in December 2002. An
agreement with BNSF laying out a process for instituting Sounder service
was executed in December 2003. FTA approval of Final Design is pending
resolution of compliance with the Americans for Disabilities Act. The
project is scheduled to begin service in 2007. TEA-21 Section
3030(a)(85) authorized the Sound Move Corridor for final design and
construction. Through FY 2005, Congress has appropriated \$113.04
million in New Starts funds for this effort.

Toledo -- Regional Core Circulator

Toledo, Ohio

The Toledo Metropolitan Area Council of Governments (TMACOG) is
conducting an alternatives analysis of transit options for the Toledo
Region\'s Core area including downtown Toledo, the Toledo Museum of Art,
Toledo Hospital, and the University of Toledo. The study will analyze
modifications to the roadway and mass transit network to provide
improved circulation and connections between three of the largest
employment centers in the area: the University of Toledo (UT - a large
education and research institution), the Toledo Hospital (hub of a major
multi-county integrated health system), and downtown Toledo (financial,
service, and government center with other attractions including 5/3
Field - a minor league baseball park, Seagate Convention Center, COSI -
a science museum, the Docks and Marina District - mixed-use developments
on the east bank of the Maumee River). The study will also examine
improved connections to nearby regional facilities such as Martin Luther
King Jr. Plaza (location of the Amtrak rail station) and the Toledo Zoo.
The study began with a focus on the downtown Toledo area in June 2002
and was originally scheduled for completion in late 2003. In September
2003 public meetings were held regarding the Locally Preferred
Alternative. Based on comments from the public and at the November 2003
Steering Committee, the need was identified to seek additional
cost/benefit information and to re-scope the need statement to include
the connection to UT and the Toledo Hospital. In August 2004 a contract
modification was issued to revise purpose and need, investigate initial
alternatives and to solicit public input on additional corridor
connections. Upon the completion of additional work (scheduled to be
completed in winter/spring 2005) the LPA will be selected. Through FY
2005, Congress has appropriated \$0.99 million in Section 5309 New
Starts funds for this effort.

Georgetown-Ft. Lincoln Corridor

Washington, D.C. Metropolitan Area

The District of Columbia, in cooperation with the Washington
Metropolitan Area Transit Authority, is planning to conduct an
alternatives analysis study for a fixed guideway transit system
operating from Georgetown to Ft. Lincoln New Town in Washington, D.C.
The proposed corridor extends approximately 6.5 miles from Georgetown
via M Street in northwest, to the new Washington Convention Center at
Mt. Vernon Square (currently completing construction) and then continues
along the New York Avenue corridor to Ft. Lincoln near South Dakota
Avenue in northeast Washington, DC. The proposed transit line would
support existing and planned housing and economic development at the new
Convention Center, New York Avenue and Ft. Lincoln areas as well as
provide alternative transit to Georgetown's commercial and residential
areas. The proposed alignment would provide east-west cross-town rail
transit service north of existing Metrorail lines in downtown
Washington., D.C. and would identify potential connections to existing
Metrorail service in the vicinity of Mt. Vernon Square and New York
Avenue. The study will also consider alternative alignments, station
locations, terminal locations and alternative modes of transit
operation.

Maryland Route 5 Corridor (Waldorf Corridor Study)

Washington, D.C. Metropolitan Area

The Maryland Transit Administration of the Maryland Department of
Transportation is currently conducting a transit-service staging plan
for the Maryland Route 5/Waldorf Corridor. The study is one of several
recommendations resulting from the *U.S. 301 South Corridor
Transportation Study*, a major investment study that was completed in
1996. The study corridor extends approximately 19.5 miles from inside
the Capital Beltway in Prince George's County, Maryland along Maryland
Route 5 and continues along U.S. 301 and the Pope's Creek Branch freight
rail line to White Plains in Charles County, Maryland. The alignment
connects to the Washington Metrorail system at the Branch Avenue
Metrorail Station. The purpose of the study is to identify a future
light rail transit (LRT) alignment, station site, and a maintenance yard
site, which can be reserved for the development of an LRT system.
Through FY 2005, Congress has appropriated \$0.99 million in Section
5309 New Starts funds for this effort.

Washington-Richmond Corridor Improvements

Washington, D.C. Metropolitan Area-Richmond, Virginia

Due to increased congestion throughout the Washington, D.C. metropolitan
region, the Virginia Railway Express (VRE) is proposing to expand
commuter rail service to include the entire Washington, D.C.-Richmond,
Virginia corridor. VRE currently operates commuter rail service between
Washington, D.C. and Fredericksburg, Virginia and to Manassas, Virginia.
The Virginia Department of Rail and Public Transportation (VDRPT)
initiated the *Washington, D.C.-Richmond, Virginia Rail Corridor Study*
to identify specific improvements required to increase the maximum speed
of passenger trains and to reduce the running time between Washington,
D.C. and Richmond, Virginia, thus making it feasible for commuter rail
service. The Commonwealth's corridor study, completed in April 1996,
recommended a six-phase rail improvement program along the existing CSX
right-of-way. The improvements include, but are not limited to,
straightening certain curve tracks, adding new signals, rail-crossing
safety measures, constructing new track in several areas of the existing
right-of-way, incrementally adding a third track, and purchasing new
rolling stock and passenger facilities. Through FY 2005, Congress has
appropriated \$15.02 million in Section 5309 New Starts funds for this
effort. In addition to the Commonwealth's initiative, the Federal
Railroad Administration completed a congressionally requested study of
the Washington-Richmond corridor in May 1999. The study, developed in
coordination with VDRPT, VRE and other regional transportation agencies,
focused on the capital requirements for commuter rail service and
intercity passenger rail service along the corridor. This study, along
with the 1996 corridor study referenced above, have prompted follow-up
discussions between VRE, VDRPT, and CSX regarding high priority projects
needed to implement the first stage of increased train service,
culminating in the negotiation / execution of a Memorandum of
Understanding (MOU) and an engineering agreement spelling out how the
improvements are to be accomplished. State funds in the amount of \$65.9
million have been appropriated to pay for these and several second phase
improvements. As a result, there is an agreed-upon plan for increasing
passenger train traffic on the line from 32 trains per day to 40 trains
per day.

Wilmington Train Station Renovation Project

Wilmington, Delaware

The Wilmington Train Station Renovation Project consists of major
improvements at the multi-purpose intermodal transportation center in
downtown Wilmington. The station first opened in 1905 as the
Pennsylvania Railroad Station. Today, the Wilmington Train Station
provides a focus for several transportation modes, including inter-city
passenger rail operated by Amtrak, SEPTA commuter rail service (provided
by the Delaware Department of Transportation), regional bus service
provided by Delaware Transit Corporation, inter-city buses, charter bus,
and pedestrian access. Major improvements scheduled for completion in
2005 include: Installation of a fully accessible entrance to the Front
Street side of the station; Replacement of windscreens on the low-level
platforms; Removal of non-historic canopies on the low-level platforms;
Installation of electronic signs on the commuter low-level platform on
Track 1; Install a new display with real time transit information;
Renovation of public restrooms; Remove the glass curtain walls at the
two retail outlets on the concourse level; Installation of a new
elevator to the high level platform; and Installation of a mini-high
ramp on the commuter low-level platform on Track 1. The estimated
capital cost of the project is \$6.73 million, which includes a \$3.24
million Section 5309 New Starts funding share. Through FY 2005, Congress
has appropriated \$3.44 million for this effort. FTA approved DTC's
request to enter preliminary engineering for the project in the spring
of 2004.