####### Appendix B

Additional Studies and Projects

Authorized in TEA-21

######## As of November 2003

The following paragraphs describe and provide the status of each of the
studies and projects that were authorized in the Transportation Equity
Act for the 21^st^ Century (TEA-21) which are not reported in Appendix
A. Appendix B also includes those projects that were reported in
Appendix A of the FY 2004 *Annual Report on New Starts*, but have since
been either appropriated the entirety of requested Section 5309 New
Starts funding or have been suspended by local sponsors.

# 

**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. While providing for current and future
transportation needs, the ATC is helping to create an historical "feel"
for the downtown area. The facility has been designed in the style of
the former Alvarado Hotel (circa 1900), one of the "gems" of the Fred
Harvey-Atchinson, Topeka and Santa Fe string of first class resort
hotels. Three buildings that are eligible for the national register will
be functionally incorporated into the site layout. FTA, city of
Albuquerque, State of New Mexico and the Albuquerque Development
Commission provided funds for the project. The urban transit component
of the project has been completed.

## **Greater Albuquerque Mass Transit Project**

## **Albuquerque, New Mexico**

The city of Albuquerque Transit Department has completed the
alternatives analysis (AA) study for the Rapid Transit Project in the
Central Avenue Corridor (CAC). This Corridor connects the downtown area
with the University of New Mexico and several activity centers. The CAC
was one of the corridors recommended in the Middle Rio Grande
Connections (MRGC) Report for further study and was identified in the
comprehensive plan as a "major transit" corridor. The AA recommended
both light rail transit and bus rapid transit for further evaluation.
The next step of the high capacity project will include conceptual
engineering documents, a Draft Environmental Impact Statement (EIS) and
a financial plan. Conceptual engineering drawings of each alignment
option and centerline alignment will be prepared. The Draft EIS and
conceptual engineering drawings will be used to conduct a detailed
assessment of the environmental, social, economic effects, and
capital/operating costs and cost effectiveness of each alignment/modal
alternative. Completion of the Draft EIS will be the basis for the
selection of a locally preferred alternative. The recommendations that
result from this process will be submitted to FTA for review and
consideration to advance to the Final EIS and preliminary engineering
phase of the project. The city of Albuquerque anticipates completing the
Draft EIS and conceptual engineering in fall 2004.

**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 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, comprehensive alternatives analysis, and selection of the
locally preferred alternative by State agencies in December 2001, an
Environmental Assessment has been released and public meetings have been
conducted. FTA is expected to complete its review of the materials in
late 2003. Six 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 one at Emory University/Centers for Disease Control
that would be connected by shuttle bus, and one at the major Mid-Town
redevelopment at Atlantic Station. Two of the commuter trains would
operate from Athens serving an additional two intermediate stations.
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 identification of
necessary future capacity improvements in the Atlanta area as a
precursor to access and operations discussions.

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

Atlanta, Georgia

The Georgia Regional Transportation Authority (GRTA), with financing
from the Georgia Department of Transportation, is conducting the
*Northern Subarea Study* (NSAS). High growth in office, commercial, and
residential development has occurred within the corridor with additional
significant growth already planned. This study is considering immediate
improvements in the Georgia 400 corridor as well an evaluation of land
use and mobility improvements in the northern subarea of Atlanta.
Projects being evaluated for short-term implementation include operating
express buses on the shoulders of Georgia 400. A proposed 14-mile
corridor extending from the Metropolitan Atlanta Rapid Transit
Authority\'s (MARTA) North Springs Station along the Georgia 400
Corridor to the McGinnis Ferry Parkway is also being considered in the
land use and mobility components of the study. As a next step, MARTA has
initiated an alternatives analysis (AA) on the Georgia 400 (from North
Springs to Windward Parkway) portion of the NSAS. The study will look at
bus rapid transit applications as well as the extension of heavy rail
from the existing North Springs Station. The AA will build on the work
done by GRTA. The study is scheduled for completion by the summer 2004.

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. The AA is evaluating one LRT concept and three BRT
concepts. Completion of the AA and selection of a locally preferred
alternative is scheduled for the end of 2003.

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 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 has been studying the feasibility of
implementing improved transit alternatives along the Interstate 20
corridor that traverses the southern portion of DeKalb County. MARTA is
now 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 2003, Congress has appropriated
\$3.63 million in Section 5309 New Starts funds for this effort. The AA
is scheduled for completion in early 2004.

### 

**Rapid Transit Project**

**Austin, Texas**

In October 1997, the Federal Transit Administration 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. Further planning efforts, including extensive
public involvement, were initiated to refine the locally preferred
alternative to ensure that the area\'s major destinations and activity
centers were incorporated. Upon formal adoption of a revised plan by the
Capital Metro Board and the MPO, Capital Metro initiated the
environmental review process for the proposed LRT and focused initial PE
efforts on a minimum operable segment of the LRT system. In partnership
with the city, Capital Metro has also been studying a commuter rail
option from downtown Austin -- with the last stop in Leander -- that
would yield a quicker implementation in Austin than LRT and would
therefore have higher priority over LRT. In addition, a commuter rail
airport connection to downtown Austin is being considered as a higher
priority.

### 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 and the
Penn-Camden Connection are in final design, and the Silver Spring
Intermodal Transit Center and Baltimore Maintenance Facility are in
preliminary engineering. These projects, undertaken separately by MTA,
are considered exempt from the New Starts criteria because the proposed
New Starts share for each is less than \$25 million. Through FY 2003,
Congress has appropriated \$40.7 million in Section 5309 New Starts
funds for these projects. Allocating these funds among the four
projects, MTA seeks additional Section 5309 New Starts funds only for
the Maintenance Facility.

### 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 (Green Line only), enhanced bus
and no-build. Through FY 2003, 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 will continue to work with the Maryland Transit
Administration and other regional agencies to implement downtown transit
service improvements. Through FY 2003, Congress has appropriated \$0.49
million in Section 5309 New Starts funds for this effort.

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

Bergen County, New Jersey

The Bergen County, New Jersey, Cross County Light Rail Transit (LRT)
line was recommended as one of three new rail lines under the *West
Shore Region Major Investment Study/Draft Environmental Impact
Statement*. Concerns regarding the compatibility of LRT with railroad
freight on this line and the potential availability of Federal Railroad
Administration-compliant diesel multiple unit rail cars has resulted in
planning for a commuter rail technology. The Bergen-Passaic Line is
anticipated to share the right-of-way of the New York, Susquehanna and
Western Railroad southeast from Hawthorne, New Jersey, through the city
of Paterson to a terminus in Hackensack. A future terminus may be
located at a transfer station at Fairview on the Hudson-Bergen LRT
System or connecting to NJ TRANSIT's existing commuter rail system.

Transit Corridor

Birmingham, Alabama

The Birmingham Metropolitan Planning Organization (MPO) and the
Birmingham-Jefferson County Transit Authority (BJCTA) are scheduled to
complete Phase II of the *Birmingham Regional Transportation Corridors
Alternative Analysis (*AA) during the first quarter of 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 19^th^ Street, 5^th^ Avenue South
and 7^th^ 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,
University of Alabama-Birmingham/Medical District to Five Points South
and Lakeview Business District activity centers. (2) The Interstate 65
S. bus rapid transit (BRT) facility would be a 22-mile reversible lane
for buses and high occupancy vehicles from Alabaster (I-65S 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)
The U.S. 280 BRT facility would be 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 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 2004. Through FY 2003, Congress has appropriated \$12.8
million in Section 5309 New Starts funds for the overall effort. The
Birmingham MPO adopted the *Regional Public Transportation System Plan*
and amended long range transportation plan in October 2003. Phase IV --
preliminary engineering/Final EIS -- is scheduled to follow in FY 2005
for the Birmingham Downtown Streetcar.

### 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. The Draft EIS is scheduled for completion in early 2004.
This project is in the Boston area's long range transportation plan.
Through FY 2003, 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, the
Federal Transit Administration 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 2003, 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. The Draft Environmental Impact Statement for Phase
II commenced in April 2002 and is scheduled for completion in early
2004. This project is included in the financially constrained Boston
area long range transportation plan. Through FY 2003, Congress has
appropriated \$5.30 million in Section 5309 New Starts funds for this
effort.

Burlington-Essex Commuter Rail

Burlington, Vermont

The Vermont Agency of Transportation (VTrans) is proposing improvements
to the existing rail infrastructure to allow for commuter rail service
between Burlington and Essex Junction. The proposed project involves
construction of track and structure improvements along the approximately
eight-mile Winooski Branch of the New England Central Railroad, on the
existing alignment and within the right-of-way in the cities/towns of
Burlington, Winooski, Colchester, Essex and the Village of Essex
Junction. New stations are proposed at Barlow Street, Winooski -- in the
vicinity of Fort Ethan Allen/Woodside Drive on the Colchester/Essex line
-- Pearl Street, Essex Junction, on Park Street at the Essex Junction
"Wye", and at the IBM facility. The Chittenden County Transit Authority
would provide feeder bus service to each station. The Burlington to
Essex commuter rail service would continue the existing Charlotte to
Burlington commuter rail service using existing equipment and
maintenance facilities. The total capital cost for the Burlington-Essex
Commuter Rail project is estimated at \$25.2 million (escalated
dollars), with a proposed Section 5309 New Starts share of \$19.4
million. 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 LPA. To date, METRO has purchased and preserved 43
miles of rail right-of-way for future passenger use. Through FY 2003,
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 -
\$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 and is designed 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. Through FY 2003, Congress
has appropriated \$6.13 million in Section 5309 New Starts funds for
this effort. While \$1.5 million was obligated, the remainder of the
\$4.63 million is pending CARTA\'s future course of action as FUTREX,
the company that proposed the monobeam, is planning to undertake an
airport transportation project in Manila, Philippines first, as opposed
to the Charleston, SC project that Congress intended.

**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 of a new station. The city of Chicago
has established a task force of stakeholders to pursue the detailed
planning of the facility. 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 *Phase I 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. Metra and the
corridor\'s municipalities have recently started Phase II, which will
include refinement of service and land-use alternatives, travel
forecasting, and cost estimation. A *Land Use and Community Planning
Study* for this corridor was completed in April 2003 as part of Phase
II. The Chicago Area Transportation Study (local Metropolitan Planning
Organization) has included this project in its draft 2030 regional
transportation plan, which is scheduled for adoption in late 2003.

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.

Northwest Rail Transit 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 currently underway for the Hoffman
Estates-to-Joliet portion. Metra intends to initiate an alternatives
analysis of the Joliet-O'Hare segment of the STAR Line in 2004, which
will adhere to the Federal Transit Administration's planning and project
development process for New Starts projects.

# Interstate 71 Corridor LRT 

**Cincinnati, Ohio**

The Ohio Kentucky Indiana Regional Council of Governments, the Southwest
Ohio Regional Transit Authority (SORTA) and the Transit Authority of
Northern Kentucky completed preliminary engineering/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. The majority of the alignment is
publicly owned, partly on SORTA-owned right-of-way. 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. As
part of value engineering conducted on the line as part of the Regional
Rail Plan component of SORTA's *MetroMoves Plan*, a 1.1-mile tunnel and
alignment through Cincinnati's medical center area was deleted and was
replaced by a nearby alignment that uses a portion of SORTA-owned
abandoned freight rail right-of-way. The alternative alignment had been
analyzed during the major investment study phase of the project. The
revised plan also includes a streetcar route that connects the I-71
corridor light rail line, downtown, and the University-Medical Center
area. The revisions would sharply reduce costs and increase the
efficiency and effectiveness of the project. There are no plans for a
funding referendum in 2004.

### 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 (MIS/EIS) 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 was
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 - through NOACA -
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. GCRTA is presently completing the
additional study of this alternative within the original study corridor
and supplementing the DEIS with an Environmental Assessment. The study
and locally preferred alternative process is scheduled for completion in
2003. Through FY 2003, 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 of a potential
extension of the Blue Line. 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. GCRTA
anticipates this commitment by December 2003. Through FY 2003, 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 in a two-tiered process.

**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 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 alternatives interface with
the Euclid Corridor Transportation Project (ECTP), the bus rapid transit
project presently in final design along Euclid Avenue. The technical
studies are complete. GCRTA is awaiting the completion of the *Lakefront
Access Plan*, site selection for the new Convention Center, and the
completion of final design for the ECTP before selecting a locally
preferred alternative for the North-South Corridor AA. Through FY 2003,
Congress has appropriated \$0.99 million in Section 5309 New Starts
funds for this effort.

# 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, combined 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. The
Inter-Island Ferry Authority was the grant recipient. Through FY 2003,
Congress has appropriated \$6.3 million in Section 5309 New Starts funds
for this effort.

### 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 intends to
begin an Environmental Impact Statement for this project in late 2003.
Through FY 2003, Congress has appropriated \$0.5 million in Section 5309
New Starts funds for this effort. These funds lapsed in October 2000.

### Downtown Detroit to Metro Airport Rail Project

### Detroit, Michigan

In late summer 2000, the Southeast Michigan Council of Governments
(SEMCOG) began a study of the feasibility of implementing rail service
between downtown Detroit and the Detroit Metropolitan Airport. The study
examined five alternative routes/modes for providing service between the
airport and the downtown area, estimated potential ridership, costs and
impediments and concluded with a recommendation of which, if any, of the
alternatives should be carried into the next phase of analysis. This
phase of the study was completed in June 2001. In October 2001, SEMCOG
adopted the *Regional Transit Plan* that calls for a four-tiered
comprehensive transit system in SE Michigan; a 12 corridor rapid transit
network, enhanced fixed-route service, improved and expanded community
transit and establishment of regional links. The Downtown Detroit to
Metro Airport is one of the 12 corridors recommended for rapid transit
in the *Regional Transit Plan*. The study corridor is approximately 20
miles long. This effort is currently in the alternatives analysis (AA)
phase. 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. A set of evaluation
criteria will also be developed. The AA is being merged with a portion
of a Federal Highway Administration study of an Ann Arbor to Detroit
corridor. SEMCOG is managing the study. A prime contractor for the
consulting team has been selected. Through FY 2003, Congress has
appropriated \$0.49 million in Section 5309 New Starts funds for this
effort.

# Eagle River to Knik River Track Improvements

# Girdwood, Alaska

As a part of the Girdwood Commuter Rail Project, the Alaska Railroad
Corporation (ARRC) is proposing track improvements between Girdwood and
Wasilla. This project would realign sharp curves north of Anchorage
between Eagle River and Knik River. The track realignment would increase
speeds, facilitate operations, and improve safety for ARRC customers and
staff. ARRC operates both freight and passenger service over the section
of trackage 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. Through FY 2003, 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.

# South Anchorage Double Track

# Girdwood, Alaska

As a part of the Girdwood Commuter Rail Project, the Alaska Railroad
Corporation (ARRC) is proposing 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 would 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 trackage 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.
Additional New Starts funds will not be needed in the future to complete
the project, although the AARC intends to continue to seek Section 5309
New Starts funding for other projects. Through FY 2003, 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 cities of Newport News, Williamsburg and Hampton
initiated a major investment study (MIS) on a proposed 32-mile corridor
along the CSX rail right-of-way. The Hampton Roads Metropolitan Planning
Organization (MPO) identified the CSX (Peninsula) Corridor, from
Williamsburg to Newport News, as a priority transportation corridor to
provide long-range alternatives to widening existing roadways. The
Hampton Roads MPO determined that an MIS was needed to establish
feasible alternatives leading to the development of a multimodal
transportation system on the Virginia Peninsula. The CSX Corridor MIS
evaluated six alternatives, ranging from a no-build alternative to a
fully automated fixed guideway system. The MIS was completed in December
1997 and recommended light rail transit (LRT) as the locally preferred
alternative (LPA). Hampton Roads Transit (HRT) updated the 1997 CSX MIS,
which resulted in a LPA consisting of about 33 miles of LRT largely in
railroad right-of-way in the Peninsula Corridor between Williamsburg,
Newport News, and Hampton, Virginia. The Hampton Roads MPO endorsed the
Peninsula LRT LPA and included it in the region's financially
constrained 2021 long range transportation plan (LRTP). The alternatives
analysis modified the LPA after examining several extensions and
alternative alignments, including: 1) four alignments to Hampton,
several of which are designed to serve Coliseum Central which is the
commercial center of Hampton, 2) an alignment serving the Airport/Oyster
Point area which is the office/retail heart of Newport News and 3) other
extensions from the LPA. The CSXT corridor from Williamsburg to downtown
Newport News was considered as a baseline for all the alternatives. Five
alternatives were identified for detailed analysis of both LRT service
and diesel multiple units (DMU) service. *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. On March 19, 2003 the MPO
approved the LPA and has included it in the 2026 LRTP currently under
development. HRT anticipates identification of a minimum operable
segment (MOS) in late 2003. HRT will also examine several possible yard
sites along the CSX right-of-way, to be included with the MOS, in a
Draft Environmental Impact Statement (EIS). The LPA, including a
financing plan for the MOS, will be submitted to FTA in early 2004. The
Draft EIS is scheduled for completion in spring 2004.

### Downtown Circulator (City Light Rail Connection to the Central Business District)

### Hartford, Connecticut

The Greater Hartford Transit District is studying the feasibility of
developing a 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. Through FY 2003, 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) is currently
conducting 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
include on-road BRT with 14 stations, a dedicated busway with eight
stations, and a hybrid service combining both service characteristics.
Through FY 2003, 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 2003, Congress has
appropriated \$0.49 million in Section 5309 New Starts funds for this
effort. These funds have lapsed.

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 would 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 -- 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. An interim operating segment (IOS) of the
In-Town BRT would be the first phase to be constructed. The 5.6-mile IOS
is located between Iwilei and Waikiki, along the Kakaako Makai
alignment, and would have 20 transit stops, 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 is estimated at \$50.9
million in year of expenditure dollars and is fully funded. Funding for
the IOS capital improvements would be \$7.95 million from FTA's Section
5309 Bus Capital Program, \$11.90 million from FTA's Section 5309 New
Starts Program, and the remaining \$31.0 million from the city's General
Obligation Bonds, already approved in the city's FY 2003 capital
improvement budget. The required federal funding has been appropriated
by Congress in the FY 2003 Omnibus Appropriations Bill (P.L. 108-7) and
the FY 2002 U.S. DOT and Related Agencies Appropriations Act
(P.L.107-87). 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.

**Advanced Transit Program (ATP)**

**Houston, Texas**

The ATP is Houston METRO\'s plan for advanced high capacity transit in
its 1,285-square mile service area. The first component to begin
operation will be the locally funded 7.5-mile METRORail light rail line
from downtown Houston to south of Reliant Park. Future projects will
flow from ongoing implementation of METRO's long range plan. Adopted by
the Board of Directors in August 2003, this is METRO\'s long-range
transit system plan for the region. *METRO Solutions* includes a bus
component featuring expansion of bus service, buses and facilities, and
a rail component with extensions of light rail and a commuter rail line.
On November 4, 2003, voters approved *METRO Solutions* and authorized
\$640 million in bonds to implement the plan. Additional corridor
project development activities will ensue, consistent with FTA
requirements. In FY 2003, Congress appropriated \$10.82 million in
Section 5309 New Starts funds for this effort

### Northeast Indianapolis Corridor

### Indianapolis, Indianapolis

The Indianapolis Metropolitan Planning Organization, in cooperation with
the Indiana Department of Transportation and other stakeholders, has
completed a major investment study/Draft Environmental Impact Statement
(MIS/EIS) that examined the feasibility of major transit investments
within the northeast portion of Marion County and the southeast portion
of Hamilton County between U.S. Route 31 and Interstate 70. The study
corridor also encompasses parts of Interstate 69/State Route 37 and
Interstate 465. In previous years, I‑69/SR 37, as well as U.S. 31, were
identified for major highway investments. Traffic congestion, along with
rapid commercial and industrial development, has also been increasing
within the study corridor. As a potential alternative, the Hoosier
Heritage Port Authority purchased the Norfolk Southern rail line
extending from 10th Street in Indianapolis to Tipton, Indiana. In
January 2002, a locally preferred alternative (LPA) was selected. The
LPA included highway improvements and recommended that transit
alternatives be further studied, including a feasibility analysis of
extending rapid transit service from downtown Indianapolis to the
Indianapolis International Airport. During FY 2002, the MPO chose a
consulting team to determine and analyze a conceptual regional rapid
transit system with appropriate rapid transit technology (bus rapid
transit and/or rail). It is anticipated that the study will take 18 to
24 months to complete. The current study will determine whether a major
transit capital investment is warranted and, if deemed appropriate,
develop the requisite New Starts criteria information. Through FY 2003,
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. The
Corridor, prioritized from the *Transportation Alternatives Study*
completed in June 2000, 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
AA/Draft EIS will consider all viable modal and alignment transportation
alternatives for improving mobility in the selected corridor, 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/Draft Environmental Impact Statement (AA/EIS) for the North/Southeast Corridor in the Jacksonville urbanized area. The Corridor, prioritized from the *Transportation Alternatives Study* completed in June 2000, 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 and the selected mode is bus rapid transit. The Draft EIS has been submitted to FTA for review, prior to formal adoption of a locally preferred alternative. 

# East-West Corridor

# Jefferson, Orleans, and St. Charles Parishes, Louisiana

The East-West Corridor, approximately 13 miles in length, consists of
proposed transit rail improvements from the Louis Armstrong
International Airport to the New Orleans central business district. The
project emerged from an alternatives analysis study that was completed
in 1999. A Notice of Intent to prepare an Environmental Impact Statement
(EIS) 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. A Draft EIS including detailed environmental evaluation of
project impacts for the identified alternatives will be available for
review in late summer 2004. The current total capital cost estimate is
\$473 million (or \$537.9 million in year of expenditure dollars) with
nearly 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. Each of the three jurisdictions along the
project corridor, the city of New Orleans, Jefferson Parish, and the
city of Kenner are currently engaged in updates of their comprehensive
plans with emphasis on sustainable growth and transit-oriented
development. A comprehensive financial plan to address both capital
funding needs as well as annual operating and maintenance costs is being
developed. In conjunction with this effort, the project team and local
governmental agencies are working together to identify an owner entity
organization that will satisfy the multi-jurisdictional aspects of the
project.

### Kenosha-Racine-Milwaukee Rail Extension \[Metra\]

### Kenosha-Racine-Milwaukee, Wisconsin

The Southeastern Wisconsin Regional Planning Commission (SEWRPC), the
Metropolitan Planning Organization for the region, has completed a study
examining the feasibility of commuter rail service in the
Kenosha-Racine-Milwaukee Corridor. The study focus was 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
2003. A request to enter preliminary engineering is scheduled in early
2004. Through FY 2003, Congress has appropriated \$7.42 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 2003, Congress has appropriated \$1.49 million
in Section 5309 New Starts funds for this effort. In FY 2003, Congress
also appropriated \$3.3 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 constructing a 2.5-mile
vintage streetcar circulator system on existing right-of-way connecting
the River Market and the Convention Center in downtown Little Rock to
the Alltel Arena in North Little Rock. The service would be provided by
three replica streetcars operating on a single track and powered by
overhead catenary. The project's total cost is estimated at \$19.5
million, and service is expected to be operational by November 2004.
Through FY 2003, Congress has appropriated \$9.6 million in Section 5309
New Starts funds for this project. No additional New Starts funds will
be needed for the project.

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. However, several years ago,
the New York City Queens Borough President's Office made a similar
proposal for an LRT along the LIC waterfront.

**Metrolink (San Bernardino Line)**

### Los Angeles, California

The Southern California Regional Rail Authority (SCRRA) is proposing a
series of improvements to its commuter rail service within an existing
railroad right-of-way. These 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 platform additions or
extensions at existing stations on the line. These improvements would
result 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. There are currently 30 daily train
trips in the corridor serving over 10,000 daily commuter rail trips. The
estimated capital cost for the current project is \$46 million. Through
FY 2003, 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 over 7,200 daily trips and another 1,000 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 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 2003, 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. Following several community outreach
efforts that resulted in good community support for the project, final
design is complete. Construction started in January 2003 and is
scheduled for completion in 30 months.

# 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
2003, 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 the Federal
Transit Administration on future submittals for corridor projects.

### 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. The Federal Transit Administration 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. It is currently
envisioned that the project would be funded with National Highway System
resources.

**North Bay Commuter Rail**

**Marin/Sonoma, California**

The Sonoma Marin Area Rail Transit project is a 75-mile commuter rail
corridor serving North Bay residents. Project sponsors are preparing an
alternatives analysis/Draft Environmental Impact Statement (AA/EIS) for
the 14-station corridor, including analysis of three ferry terminal
sites serving San Francisco. A Notice of Intent to prepare an AA/Draft
EIS was published in the Federal Register on August 22, 2003. The
Governor recently signed legislation creating the new SMART Rail
District in January 2003. Following completion of an environmental
review, a funding initiative is anticipated in fall 2004.

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 Medical
Center Rail Extension (currently under construction). 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 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. Several alternatives are being studied. 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 started the process to conduct 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 that includes 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.

### 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 Station (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. The
Federal Transit Administration 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, residential, retail and business districts. WCD prepared a draft
alternative analysis (AA) study for the Federal Transit Administration'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 November 2004. 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**

In October 2002, the New Jersey TRANSIT Corporation (NJ TRANSIT)
initiated a Draft Environmental Impact Statement (EIS) to further
examine rail options between Lakehurst and Newark, New Jersey. 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. Information on the local financial commitment, mobility
improvements, cost effectiveness, environmental benefits and operating
efficiencies will be developed as part of the Draft EIS. The EIS will be
based on the 1996 MOM major investment study (MIS) and subsequent
studies. An enhanced bus system, proposed in the MIS and adopted by NJ
TRANSIT's Board of Directors, is currently advancing as an independent
initiative. Through FY 2003, 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. TAMC is preparing a project study
report and the necessary environmental documents to begin service by
2006, identifying all the needed capital improvements, institutional
arrangements and an estimation of the projected operating subsidy. The
California Traffic Congestion Relief Act is providing \$20 million and
Proposition 116 funds are providing \$3 million for this project. A
second component includes the implementation of inter-city 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. Monterey County 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. An additional \$2.1
million was authorized for Monterey County toward grade-crossing
improvements under TEA-21. The proposed inter-city 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.

### Personal Rapid Transit

### Morgantown, West Virginia

The University of West Virginia is planning an upgrade of 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 2003, 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 1.5- by 2-square-mile area, located
in central Nassau County within the Town of Hempstead. The Nassau Hub is
defined as an area bordered by Hempstead Turnpike (NY-24) to the south,
Clinton Road to the west, Old Country Road to the north and Merrick
Avenue to the east. The study area boundaries have been expanded to
include the northeast portion of the Village of Hempstead, the area
surrounding the Mineola railroad station, and Eisenhower Park. The
Nassau Hub, in its entirety, contains retail, office, manufacturing,
warehousing, a regional active park, a preserve, two colleges, museums
and a sports arena. The study will consider a range of alternatives,
including light rail transit, a fixed guideway loop, and shuttle buses
that would connect existing facilities and new infill development into a
pedestrian/transit-friendly environment. Potential circulator transit
service would also connect with a Long Island Rail Road (LIRR) commuter
rail station(s). Nassau County will seek assistance from the New York
Metropolitan Transportation Council (local Metropolitan Planning
Organization), LIRR, New York State DOT, and Long Island Bus, along with
civic groups and the local business and development community. Through
FY 2003, Congress has appropriated \$0.5 million in Section 5309 New
Starts funds for this effort. A grant for the AA study was awarded in
December 1999. The study will be completed by June 2004.

**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 2003, Congress has appropriated \$0.49 million in
Section 5309 New Starts funds for this effort. These funds have lapsed.

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

New York/New Jersey Metropolitan Area

NJ TRANSIT and the Port Authority of New York and New Jersey are
preparing a Draft Environmental Impact Statement (EIS) for this project.
This followed the completion of the technical work on the major
investment study in 2003. The project's primary focus is to extend
commuter rail service through a new rail tunnel under the Hudson River
to increase rail station capacity proximate to New York Penn Station.
Project sponsors anticipate the completion of the Draft EIS in the
summer of 2005. Through FY 2003, Congress has appropriated \$4.9 million
in Section 5309 New Starts 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) which 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) Study, previously known as
the "Astoria East Elmhurst Extension," is being conducted as part of a
cooperative partnership comprised of the city of New York, Queens
Borough President's Office, the Port Authority of New York and New
Jersey and the New York Metropolitan Transportation Authority (MTA). The
purpose of the LASA Study is to determine the physical, operational and
capital requirements, environmental impacts and potential mitigation
measures associated with the provision of one-seat ride subway service
from Lower and Midtown Manhattan to LaGuardia Airport. An alternatives
analysis/Draft Environmental Impact Statement (AA/EIS) is being
conducted by MTA, acting as the lead local agency. The Federal Transit
Administration is the lead federal agency in the planning effort, with
the Federal Aviation Administration, Federal Highway Administration and
the Federal Railroad Administration acting as cooperating agencies, as
defined by the National Environmental Policy Act. Using an established
set of criteria, a "long list" of approximately 20 alternatives has been
screened down to a "short list," which includes various branches and/or
extensions of the New York City subway system and the Long Island Rail
Road as well as a new people mover and guided busway systems. The Draft
EIS will include the build alternatives that survive the short list
evaluation and will then be analyzed for environmental impacts.

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
preliminary 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 that will 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 resulted in 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. Due to the September 11^th^
tragedy, NYCDOT is temporarily operating ferry service from the Brooklyn
Army Terminal at 59^th^ Street in Brooklyn to the Whitehall Street Ferry
Terminal in Manhattan.

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
one of the LMA's goals 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 than they currently have. 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 that improved 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 Draft Environmental Impact
Statement issued in March 2003. 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 project 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 facility will
be a new six-pier, 33,915 square foot, two-story terminal that will
serve private ferry routes operating along the Hudson River and the New
York Harbor. The new terminal will replace a three-pier terminal at Pier
78. A Finding of No Significant Impact was provided for the project on
September 20, 2001 and initiation of construction was intended in late
2002. 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

\$47 million. The Federal Transit Administration has awarded \$18.6
million in Section 5309 New Starts and Federal Highway Administration's
special projects' funding that were appropriated by Congress through FY
2003 for this effort.

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. The Federal Transit Administration provided \$10.4 million 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 and construction of Slip 7 for private
ferry services to Midtown Manhattan. Construction efforts began in
October 2001 and are scheduled for completion in June 2004. Total
capital costs for the St. George Ferry Terminal reconstruction are
currently estimated at \$111 million - slightly above the baseline
costs. The Federal Transit Administration has awarded \$2.5 million in
Section 5309 New Starts funds for this effort that have been
appropriated by Congress through FY 2003. The U.S. Department of
Transportation is also providing approximately \$44.9 million in loans
under the Transportation Infrastructure, Finance and Innovation Act
(TIFIA) program.

### 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. The
Federal Transit Administration 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 being in operations at all times. The closed
slip is reopened at the acceptance of beneficial use of the associated
construction phase. Phase I-A, involving Slip 3, was opened to the
public in March 2002, although the finish work will not be completed
until late 2004 as finish work is performed on the entire terminal.
Phase I-C, affecting Slip 2, was initiated during May 2002 and completed
in April 2003 with the return to service of the slip. NYCDOT anticipates
that overall construction will be complete in December 2004 - 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 2003, Congress has
appropriated \$15.6 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 \$73.7 million. The value of
construction contracts awarded to date is \$136.9 million.

### Southeastern North Carolina Corridor

### North Carolina

The North Carolina Department of Transportation (NCDOT), in association
with the Virginia Department of Rail and Public Transportation (VDRPT),
is proposing to implement high-speed intercity passenger rail service
along the Southeast High Speed Rail (SEHSR) corridor from Washington, DC
to Charlotte, North Carolina. The SEHSR was one of five national
high-speed rail corridors designated under the Intermodal Surface
Transportation Efficiency Act of 1991. Nine routes are under
consideration, including the existing Amtrak intercity passenger rail
line between Charlotte, Greensboro, Raleigh, Selma, Rocky Mount and
Richmond. The SEHSR corridor is anticipated to connect with this service
via the Northeast Corridor in Washington, DC and is being planned to
interface with rail transit systems currently under development in the
urbanized areas of North Carolina. North Carolina and Virginia are
coordinating their efforts on the implementation of the SEHSR. NCDOT has
conducted feasibility studies on the SEHSR corridor in North Carolina,
including evaluations of travel-time savings, ridership forecasts,
environmental benefits, operating efficiencies, and environmental impact
screenings and other analyses. These studies are summarized in the SEHSR
*Corridor Status Report* (April 1999). In July 1999, NCDOT published a
Notice of Intent to prepare a Tiered Environmental Impact Statement
(EIS) on the SEHSR Corridor from Washington, DC to Charlotte, NC. This
work is a joint effort between NCDOT, VDRPT, Virginia DOT, Federal
Railroad Administration and the Federal Highway Administration. A Final
EIS has been published and a Record of Decision was issued jointly by
the Federal Highway Administration and the Federal Railroad
Administration in October 2002. The study included extensive public
involvement and interagency coordination. In 1998, the U.S. DOT extended
the SEHSR south from Charlotte through Greenville and Spartanburg, South
Carolina to Atlanta and Macon, Georgia and south from Raleigh through
Columbia, South Carolina and Savannah, Georgia to Jacksonville, Florida.
North Carolina and Virginia have begun to work with Georgia and South
Carolina on the development of the fully extended corridor. An
engineering feasibility report is scheduled for release during the
fourth quarter of calendar 2003 on the Charlotte, NC to
Greenville-Spartanburg, SC to Atlanta-Macon, GA leg of the SEHSR.

### 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 Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). In
the fall of 2000, the NICTD Board endorsed a two-phased strategy. Phase
I is the preferred alignment and terminates in Valparaiso, Indiana.
Phase I uses the existing Canadian National alignment from Valparaiso to
Airline Junction in Munster. Phase 2 would follow the CSX alignment to
Airline Junction. Both alignments would use approximately 4.5 miles of
unused former Monon right-of-way purchased under ISTEA and jointly owned
by the two towns of Munster and Hammond, Indiana and the NICTD. The
right-of-way begins at Airline Junction in Munster, Indiana and ends at
Dan Rabin Transit Plaza in downtown Hammond. From this point, the MIS
proposed a parallel (northwesterly) route adjacent to the Indiana Harbor
Belt to Calumet City, Illinois, a flyover west of Torrence Avenue
eventually joining the South Shore right of way north of 130^th^ Street
with direct access via Metra's (the commuter rail agency for
Northeastern Illinois) Electric to Randolph Street line in Chicago.
Phase I, the preferred alignment, is anticipated to cost

\$250 million. NICTD is working on a business plan to identify a source
of funding for the estimated \$125 million local share. Through FY 2003,
Congress has appropriated \$2.95 million in Section 5309 New Starts
funds for this effort.

Lackawanna Cut-off Corridor

Northern New Jersey/Northeastern Pennsylvania

An Environmental Assessment (EA) is progressing for the restoration of
commuter rail service along a Northwest New Jersey and Northeast
Pennsylvania corridor using existing and abandoned rail right-of-way
between Port Morris, New Jersey, and Scranton, Pennsylvania. The New
Jersey TRANSIT and the Pennsylvania Department of Transportation, with
NJ TRANSIT as the grantee, along with the involvement of the counties of
Morris, Sussex, and Warren in New Jersey and the counties of Monroe and
Lackawanna in Pennsylvania, will jointly pursue the project. Preliminary
discussions have taken place between the two States on sharing the
project's capital, operating, and maintenance costs. The scope of the
next phase includes drafting a cost-sharing agreement between New Jersey
and Pennsylvania. The corridor 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, Mount Pocono, Analomink, and East Stroudsburg in Pennsylvania
and Blairstown and Andover in New Jersey. Through FY 2003, Congress has
appropriated \$2.95 million in Section 5309 New Starts funds and \$1.0
million in Section 330 funds for this effort. Completion of the EA has
been scheduled for December 2004.

Newark--Elizabeth Rail Link (NERL) -- Elizabeth Segment

Northern New Jersey

At the request of Union County, New Jersey, and the city of Elizabeth,
NJ TRANSIT has -completed a Supplemental Draft Environmental Impact
Statement (SDEIS) to analyze the effects of an alignment modification on
the segment contained within the city of Elizabeth on the third minimum
operable segment (MOS-3) of NERL. Circulation of the SDEIS for the
Elizabeth Segment was completed in September 2003. The SDEIS supplements
the Draft EIS for the full NERL system, which was completed by NJ
TRANSIT in January 1997. As originally proposed in the 1997 Draft EIS,
the full NERL system would cover an 8.8-mile area linking Newark and
Elizabeth, New Jersey, with a proposed light rail transit (LRT) system.
The LRT system was planned for construction in three MOSs. MOS-1: a
one-mile connection between Broad Street Station and Newark Penn Station
is currently under construction (a Full Funding Grant Agreement was
executed between FTA and NJ TRANSIT in August 2000 for MOS-1); MOS-2: a
one-mile line from Newark Penn Station to Camp Street in downtown
Newark; and MOS-3: a seven-mile LRT line from downtown Newark to Midtown
Elizabeth, including a station serving Newark International Airport
(NIA). The NERL MOS-3 project, as described in the 1997 Draft EIS,
includes stations south of NIA at the following locations: Routes 1 & 9,
McClellan Street, Airport City, Division Street, Spring Street and the
terminus at Midtown Elizabeth. The proposed Union County LRT would
modify the alignment of the segment of NERL MOS-3 that is included in
the city of Elizabeth. The new proposed alignment would diverge just
south of the proposed McClellan Street Station, proceed through NIA's
parking lot "D" to the Jersey Gardens Mall, then turn west and reconnect
to the proposed Spring Street Station and terminate at the originally
proposed Elizabeth Midtown Station in downtown Elizabeth. The modified
alignment is anticipated to support the extensive commercial and retail
development that has been initiated in the Elizabeth port area since the
completion of the Draft EIS in 1997. The modified alignment is also
anticipated to assist in optimizing land use at NIA through an LRT
connection to the existing Airport Monorail system. The implementation
of the Elizabeth Segment of NERL would be performed 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.

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

### Northern New Jersey

In August 1996, NJ TRANSIT completed an Environmental Assessment for
restoring commuter rail service on the New York, Susquehanna Western
rail line (NYS&W) as far as Sparta, New Jersey. The Federal Transit
Administration issued a Finding of No Significant Impact in September
1996. The project includes upgrading 40 miles of single track from
Hawthorne, Passaic County, to Sparta, Sussex County; 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. The service would connect to NJ TRANSIT's Main Line at
Hawthorne, New Jersey, where trains would serve the Secaucus Transfer
Station and Hoboken. NJ TRANSIT is currently working with the Township
of Hardyston to locate the storage yard on the site of the Lasinski Road
landfill. The total capital cost for the NYS&W passenger restoration
project is estimated at over \$100 million. Another component of this
project is the rehabilitation of the Paterson Station on the NJ TRANSIT
Main Line to comply with the Americans with Disabilities Act (ADA) of
1990. The Paterson Station rehabilitation was completed in 2001. Through
FY 2003, 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 along with 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. During the same month, the
Federal Transit Administration 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. The EA is scheduled for completion in late
2004. Through FY 2003, Congress has appropriated \$4.46 million in
Section 5309 New Starts funds for this effort.

**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 10-15
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 21^st^ century. BART is considering automated guideway
transit and a state-of-the-art bus system with signal preemption and
some dedicated right-of-way. The selected system would be designed to
make the trip in six to seven minutes. The city of Oakland has asked
that the intermediate stops be included in the study of alternatives
although the cost-constrained budget precludes early implementation of
these elements. Planning funds for the proposed project are included in
the regional transportation plan and State Transportation Improvement
Program. Capital funding for the project is included in Alameda County's
Expenditure Plan for Measure B, a county-wide ballot initiative that
will provide \$72 million in sales tax revenue for the project, which is
budgeted between \$200 - \$230 million. Measure B was passed in November
2000 receiving over 66 percent of the vote. 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.

**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.

**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 would provide for future commuter rail growth both at
Providence and South County, Rhode Island. Currently, commuter rail
carries approximately 825 riders per day at Providence with eight round
trips. 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 2003, Congress has appropriated \$9.88 million in Section
5309 New Starts funds.

### 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

The Southeastern Pennsylvania Transportation Authority (SEPTA) is
completing an alternatives analysis/Draft Environmental Impact Statement
(AA/EIS) 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
proposed corridor, almost all of which is located along an existing
freight rail right-of-way (ROW), is roughly parallel to the U.S. Route
202 Expressway and the Pennsylvania Turnpike. Revision of the AA/Draft
EIS is currently underway. The revision will expand and re-examine the
study to include the MetroRail alternative, the locally preferred
alternative selected for the Philadelphia - Schuylkill Valley Metro
(SVM). If constructed, these two lines, along with the Route 100 light
rail extension, would intersect in the Norristown/King of Prussia area.
The change in technology could result in cost reductions as a result of
shared vehicle development and procurement of common maintenance
facilities. As the AA/Draft EIS revision has proceeded, several other
issues have been identified for evaluation. The increased growth and
development in Chester County since the project limits were originally
scoped in 1995 have resulted in the need to examine service west of the
currently proposed terminus at Glenloch. Also, both Chester County and
Tredyffrin Township have requested the Cassatt Road station be
relocated. Montgomery County has requested analysis of ridership impacts
of its newly proposed multi-modal transportation center at Lafayette
Street and the Pennsylvania Turnpike. Additionally, the ridership
modeling will require some further adjustments in light of the
corridor's consistently suburban character, compared to the mixed
urban/suburban character of the SVM. At Trenton, and from Glenloch to
Downingtown, cross county trains would interface with Amtrak services.
As a result, the operational impacts need to be evaluated. The Norfolk
Southern (NS) freight railroad, the owner of the Morrisville Line
railroad ROW encompassing most of the proposed project, will need
increased project involvement, including an analysis of potential
freight impacts. NS' freight impact analysis would then require
subsequent evaluation by SEPTA. Through FY 2003, Congress has
appropriated \$3.17 million in Section 5309 New Starts funds for this
effort.

Lower Merion Township

Philadelphia, Pennsylvania

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

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. Through FY
2003, Congress has appropriated \$3.95 million in Section 5309 New
Starts funds for this effort.

### Airborne Shuttle System

### Pittsburgh, Pennsylvania

### 

The proposed Pittsburgh Airborne Shuttle System, put forth by a private
sector group, has been dropped in favor of a project to design and
construct a low-speed magnetic levitation system. The low-speed magnetic
levitation research and development program (also called Urban Maglev
Program) was authorized in Section 3015(c) of TEA-21. As part of the
Urban Maglev Program, the Federal Transit Administration (FTA)
cumulatively made an award of \$16.7 million in research funds to
General Atomics, San Diego, to conduct research and development on
low-speed magnetic levitation. A test track of 400 feet is under
construction at the company for testing a test vehicle in the next 15 to
18 months. The Urban Maglev initiative is a cost-share program in which
the development team provides 20 percent in non-Federal matching funds.
Projects that would be funded under the Urban Maglev program are
undertaken in three discrete phases: (1) Evaluation of Proposed System
Concept, (2) Prototype Subsystems Development and (3) System Integration
and Deployment Planning. The General Atomics project is in Phase II. In
addition to the private sector group, the General Atomics/Pittsburgh
Maglev team includes the Pennsylvania Department of Transportation, Port
Authority of Allegheny County, Western Pennsylvania Maglev Development
Corporation, Carnegie Mellon University and several
Pittsburgh-based businesses. While no longer pursuing the Pittsburgh
Airborne Shuttle project, the General Atomics Team would like to
demonstrate the technology of Urban Maglev at an appropriate site upon
successful completion of the technology development. Their current
choice is the California University of Pennsylvania.

### Portland Marine Highway Program

### Portland, Maine

The proposed project consists of the consolidation of local commuter
ferry traffic and inter-coastal ferry traffic at one central marine
facility. The facility would also provide connections to ground-based
transportation, including buses, rail, automobiles and airport shuttles.
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. This project is a part of a larger
statewide plan (Explore Maine) that connects several key attraction
areas with various modes of transportation in an effort to reduce the
need for automobile-only access to these areas. Through FY 2003,
Congress has appropriated \$1.98 million in Section 5309 New Starts
funds and \$.49 million in Section 5309 Bus funds. To date \$1.98
million was obligated for the purchase of a new replacement ferry with
increased passenger capacity of 33 percent. The new replacement ferry
will be fully accessible from all decks.

# South Corridor 

# 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 nearly 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. The
project sponsor, Tri-County Metropolitan Transportation District of
Oregon (Tri-Met), requested approval for preliminary engineering (PE) in
August 2003. The Final EIS is scheduled for completion in summer/fall
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 light rail connection. Final environmental
and design work for the Milwaukie Light Rail Project is scheduled to
begin after the completion of the Interstate 205/Downtown 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 proposing to use 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 Federal Transit
Administration-funded vessel for this project, awarded in September
2001, 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 \$24.9 million.
Congress has 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 approximately one-half of the total funding
appropriated to the Alaska/Hawaii Ferry Projects program. 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 has
appropriated \$25.56 million in Section 5309 New Starts funds for the
Alaska portion of the Alaska/Hawaii ferry projects, which includes
\$24.99 million for new high-speed ferry and \$0.57 million for a
support facility.

South County Commuter Rail Extension (Integrated Intermodal
Transportation)

Providence-Wickford Junction, Rhode Island

The Rhode Island Department of Transportation (RIDOT) completed an
Environmental Assessment for the extension of the existing
Providence-to-Boston commuter rail service. The project involves the
extension of rail service approximately 20 miles from Providence to
Wickford Junction (North Kingston) along the Amtrak-owned Northeast
Corridor. The Federal Transit Administration issued a final
environmental determination on February 6, 2003. RIDOT is working with
the Massachusetts Bay Transportation Authority (the commuter rail
operator) on the implementation of this project.

**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 \$110 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 2003, 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.

# Folsom Extension

### Sacramento, California

The Sacramento Regional Transit District (RT) is proposing a series of
multiple improvements to the existing light rail transit (LRT) corridor
between downtown Sacramento and the existing Mather Field Station, with
a potential extension of the LRT line from Mather Field LRT to downtown
Folsom. The proposed project also includes a potential extension of the
LRT line in downtown Sacramento. The majority of the needed right-of-way
for the proposed project has already been acquired using State and local
funds. A portion of right-of-way acquisition is required in downtown
Folsom. Improvements to the existing LRT system in the Folsom Corridor
will include double-tracking two portions of the existing line at Bee
Bridge and 65^th^-to-Watt Streets. These improvements will allow the RT
to operate limited-stop express rail service from downtown Folsom to
downtown Sacramento.

### Placer County Corridor

### Sacramento, California

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

# South Sacramento Corridor Phase 2

# Sacramento, California

The Sacramento Regional Transit District (RT) is planning the South
Sacramento Corridor Phase II Project, a 5-mile light rail, 4-station
extension to an existing light rail system. The proposed project would
extend the existing light rail service from the South Corridor Phase I,
which opened for revenue service in August of 2003, to serve the rapidly
growing suburban communities around Franklin Boulevard, Center Parkway,
Consumes River College, and Calvine-Auberry. In June 2003, RT requested
approval to initiate preliminary engineering on the South Corridor Phase
II Project. However, FTA was unable to evaluate the benefits of the
proposed build alternative and has been working with RT to improve the
evaluation of the baseline and build alternatives and to promote more
transit-supportive land use in the corridor. Currently, much of the
corridor is undeveloped and there are limited policies to encourage
transit-supportive development in the proposed station areas.

# 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) have completed a major investment
study (MIS) in the Cross County Corridor including St. Louis city and
county. The study evaluated transportation alternatives such as light
rail transit (LRT), busway, highway improvements, transportation system
management alternatives, and a no-build alternative. A locally preferred
alternative (LPA), which included highway and transit improvements, was
selected in September 1997. The transit LPA is a 28.8-mile LRT line that
extends Metrolink west in the city of St. Louis through downtown Clayton
in St. Louis County, and then south from Clayton beyond the Interstate
55/Interstate 270 interchange in southeast St. Louis County and north
from Clayton to beyond the Interstate 170/Interstate 270 interchange in
North St. Louis County. Total estimated capital costs range from \$1
billion to \$1.2 billion. The first phase of the Cross County Corridor
project is entirely locally funded. Through FY 2003, Congress has
appropriated \$3.44 million in Section 5309 New Starts funds for
subsequent phases of the Cross County Corridor. Local officials are
using the earmarked funds to support additional alternatives analysis in
the southern portions of the corridor (Clayton beyond I-55 / I-270
interchange in southeast St. Louis County).

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

### St. Paul-Minneapolis, Minnesota

The Ramsey County Regional Railroad Authority is examining mobility
improvement options in a corridor that generally extends from downtown
St. Paul to downtown Minneapolis. The proposed corridor includes
connections to the Hiawatha Corridor light rail project (currently under
construction) and the proposed Riverview, 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 will evaluate a range of alternatives and
alignments. A draft alternatives analysis/Environmental Impact Statement
has been completed. Selection of a locally preferred alternative is
anticipated in winter 2003. Through FY 2003, Congress has appropriated
\$0.98 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 2003, 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 2003, 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 six 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
\$330 million.

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 estimated at \$156.3
million.

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 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 Midvale and West Jordan to the proposed
Sunrise planned community. The study concluded that extending the
project was feasible. The project proposed construction on existing
Union Pacific railroad right-of-way, of which discussions are underway
with UTA regarding acquisition. The proposed LRT would be constructed
at-grade and would have nine stations with bus transfer facilities and
park-and-ride lots. WFRC, UTA and the cities of Midvale, South Jordan
and West Jordan and the Kennecott Development Company are preparing a
Draft Environmental Impact Statement (EIS) and plan to complete a Final
EIS in July 2004. The project is included in the region's long range
transportation plan. New ridership for the LRT extension is projected at
4,400 in the year 2030. Scheduled to begin operation in 2009, total
capital costs are estimated at \$174 million (current year dollars) for
the initial operating segment to Bangerter Highway, with an additional
\$98.1 million (current year dollars) estimated for the segment from
Bangerter Highway to Sunrise.

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 2004. A Final EIS is
scheduled for completion in July 2004. 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 4.9-mile extension that would include bus
transfer facilities and park-and-ride lots. New ridership for the LRT
extension is projected at 2,400 in the year 20030. Total capital costs
are estimated at \$225 million (current year dollars).

Caltrain Extension to Hollister

San Francisco-San Jose, California

The Council of San Benito County Governments is proposing an extension
of Caltrain service approximately 13 miles south from the current
terminus in Gilroy, along an existing rail line, to the city of
Hollister, located in the southeast portion of the San Francisco Bay
region. Hollister is the population center for San Benito County, the
fastest growing county in California over the past five years. Hollister
has grown in response to the increasing demand for affordable housing
for Silicon Valley workers. Further planning, regional consensus
building, and public involvement are needed to determine the specific
technology and frequency of rail service for the proposed corridor.
Total capital costs for upgrading the existing freight rail line are
estimated at \$15 million. Through FY 2003, Congress has appropriated
\$0.99 million in Section 5309 New Starts funds for this effort.

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. Through FY 2003, Congress has not appropriated any funds
for the Minillas Extension.

Regional Transit Corridor

San Joaquin, California

The Altamont Commuter Express (ACE) Authority is proposing a series of
service improvements to the existing commuter rail line operating in the
Silicon and Tri-Valley areas. ACE serves eight cities and many of the
major employers in the Silicon Valley, Central Valley and Tri-Valley
areas. The proposed project includes the purchase of an additional train
set (locomotive and passenger coaches) and associated track
improvements, which are estimated to result in a nearly 50 percent
increase in ridership, and a corresponding increase in fare revenues.

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 freight rail line run through the length of most of
the corridor. The MIS projects include the purchase of the rail
right-of-way for future transportation uses, including a bike/pedestrian
path along the right-of-way and partial funding for High Occupancy Toll
(HOT) lanes on the parallel highway. Major bus improvements within the
corridor received the highest priority and the largest amount of
projected funding. A feasibility study for the HOT lanes concluded that
toll-free High Occupancy Vehicle lanes would better meet project
objectives and eliminated the toll lane alternative from further
consideration. The SCCRTC programmed \$3.34 million to commence the
Environmental Impact Report for the Highway 1 Widening in September
2002.

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

**Santa Fe, New Mexico**

The city of Santa Fe, in conjunction with Santa Fe County, and in
cooperation with the Santa Fe Southern Railway and the New Mexico State
Highway and Transportation Department, 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 lead to the future provision of 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
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 (TIP). The project
is also listed in the New Mexico State TIP. Through FY 2003, Congress
has appropriated \$4.42 million in Section 5309 New Starts funds for
this effort. 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. In FY 2003, \$0.99 million in additional funding was
appropriated from Section 344 of the Highway Trust Fund.

### 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 will be
seeking bids for design of the electrification of the next portion of
track in the near future. Lackawanna County is not seeking Section 5309
New Starts funds for this effort 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. Through FY 2003,
Congress has provided \$0.6 million in Section 5309 New Starts funds for
this effort.

# Airport Link

# Seattle, Washington

The Central Puget Sound Regional Transit Authority (Sound Transit) is
planning a 24-mile Central *Link* light rail transit (LRT) line running
north to south from Northgate, through downtown and southeast Seattle to
the cities of Tukwila and SeaTac, Washington. The proposed Seattle
*Link* project includes 21 (including two deferred) stations and four
(one deferred) park-and-ride lots (approximately 2,100 new spaces).
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. It would connect with
Sound Transit's 14-mile Initial Segment of *Link* light rail currently
under an FTA Full Funding Grant Agreement, which serves downtown
Seattle, the south downtown industrial area and sports stadia, the south
Seattle communities of Beacon Hill and Rainier Valley, and the city of
Tukwila. The project is being coordinated in partnership with the Port
of Seattle and the city of SeaTac. 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 has signed an agreement in principle with the Port of Seattle
for extending the Central *Link* Initial Segment to the Sea-Tac
International Airport terminal. Sound Transit anticipates completing the
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. 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. Further extension of *Link* 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.
Currently, Sound Transit's design and cost estimating work is on hold
pending further progress on the Port's comprehensive development plan
and is scheduled to resume in 2004. Updated environmental review, as
necessary, is anticipated to start toward the end of 2004. TEA-21
Section 3030(a)(85) authorized the Seattle Sound Move Corridor (*Link*
and *Sounder*) for final design and construction. Through FY 2003,
Congress has appropriated \$90.97 million for the *Link* LRT.

# North Link 

# Seattle, Washington

Sound Transit (Central Puget Sound Regional Transit Authority) is
planning a 24-mile central *Link* light rail transit (LRT) line running
north to south from Northgate, through downtown and southeast Seattle to
the cities of Tukwila and SeaTac, Washington. *Link* proposes 21
(including two deferred) stations and four (one deferred) park-and-ride
lots (approximately 2,100 new spaces). The system would operate on
existing and new right-of-way (ROW). Sound Transit plans to phase
construction of the entire system. North *Link* would constitute the
second phase. For the approximately eight-mile North Link segment, Sound
Transit is evaluating alternatives for extending the Central *Link*
light rail Initial Segment north from downtown Seattle to Northgate. 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 published a Supplemental Draft EIS on the North *Link*
project. Sound Transit is expected to select a locally preferred
alternative in February 2004. TEA-21 Section 3030(a)(85) authorized the
Seattle Sound Move Corridor (*Link* and *Sounder*), for final design and
construction. Through FY 2003, Congress has appropriated \$90.97 million
for the *Link* LRT.

# 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. The Everett-Seattle commuter rail segment would
include three new multimodal stations -- Everett, Mukilteo, and Edmunds
-- that provide connections to a variety of transportation services,
including local and express buses, the Washington State ferry system
(connecting cities on the east and west sides of Puget Sound), the
proposed *Link* light rail system in Seattle, and Amtrak. Eight trains
per day running in the peak direction (four round trips) would serve up
to six stations, including two provisional stations and the existing
King Street Station in Seattle. Average weekday boardings are forecast
at 2,400 in year 2010. The service would be part of the 82-mile
*Sounder* commuter rail corridor serving 14 stations from Lakewood,
through the downtowns of Tacoma and Seattle, and terminating in Everett.
Service from Tacoma to Seattle began in September 2000. 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. A Memorandum of Understanding with BNSF laying out a process for
instituting Sounder service in the corridor was executed on May 28,
2003. FTA Section 5307 and Federal Highway Administration Flexible Funds
have been applied to several station improvements, which are not part of
the New Starts project. The Everett station is nearly complete, and the
other stations are in final design. FTA expects Sound Transit to seek
approval to enter final design for the New Starts portion of the project
in December 2003. The project is estimated to cost \$239 million
(escalated dollars), with a proposed Section 5309 New Starts share of
\$24.9 million. TEA-21 Section 3030(a)(85) authorized the Sound Move
Corridor for final design and construction. Through FY 2003, Congress
has appropriated \$108.82 million 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 -- Seattle, 2)
Southworth-Vashon-Fauntleroy, 3) Bremerton-Seattle, 4) Bainbridge -
Seattle, 5) Kingston- Edmonds, 6) Clinton-Mukilteo, 7) Port
Townsend-Keystone, 8) Anacortes-San Juan. In fiscal year 2002, 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, redevelopment of the Keystone Terminal and construction of
four ferryboats 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 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. Washington State Ferries 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 is examining the feasibility of implementing a Micro
Rail Trolley system in a corridor that includes the central business
district. An alternatives analysis study is underway and is scheduled
for completion in late 2003. Through FY 2003, Congress has appropriated
\$1.93 million in Section 5309 New Starts funds for this effort.

# 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 has 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. The Draft EIS is
planned for release in spring 2004. STA plans to submit a New Starts
application in August 2004 followed by a request to enter preliminary
engineering in fall 2004. Through FY 2003, Congress has appropriated
\$6.92 million in Section 5309 New Starts funds for the project. FTA has
released all of these funds.

**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 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 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
\$45.5 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 2003,
Congress has appropriated \$24.79 million in Section 5309 New Starts
funds for this project.

Altamont Commuter Rail

Stockton, California

The San Joaquin Regional Rail Commission (SJRRC), the Alameda Congestion
Management Agency, and the Santa Clara Valley Transportation Authority
have proposed to implement a commuter rail system along an existing
Union-Pacific Railroad right-of-way operating between San Joaquin,
Alameda and Santa Clara counties. A Joint Powers Board comprised of
members from each of the three agencies was also created to operate the
proposed Altamont Commuter Express. The SJRRC would be the managing
agency for the initial 36-month term of an agreement executed between
the three agencies. In addition to identifying potential sources for
capital and operating funds, the member agencies will define the methods
for allocating future costs and the shares of future capital improvement
contributions from the member agencies. Through FY 2003, Congress has
appropriated \$6.91 million in Section 5309 New Starts funds for this
effort.

# Lakewood-to-Tacoma Commuter Rail

# Tacoma, Washington

The Central Puget Sound Regional Transit Authority (Sound Transit) is
proposing to implement peak-period commuter rail service for an
eight-mile segment linking Tacoma and Lakewood, Washington. This segment
includes a 1.2-mile new 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 service would be part of the 82-mile *Sounder* commuter
rail corridor serving 14 stations from Lakewood, through the downtowns
of Tacoma and Seattle, and terminating in Everett. Service from Tacoma
to Seattle began in September 2000. Lakewood-to-Tacoma commuter rail
service is scheduled to begin operations in 2006. The Final
Environmental Impact Statement for the project was published in July
2002 and the Record of Decision was signed in December 2002. Sound
Transit has been negotiating with BNSF for the use and operation of
commuter rail in the corridor for several years. A Memorandum of
Understanding with BNSF laying out a process for instituting *Sounder*
service was executed on May 28, 2003. A final agreement is expected by
December 2003 at which time Sound Transit will request FTA approval to
enter final design for the project. The project is estimated to cost
\$132 million (escalated dollars), with a proposed Section 5309 New
Starts share of \$24.9 million. TEA-21 Section 3030(a)(85) authorized
the Sound Move Corridor for final design and construction. Through FY
2003, Congress has appropriated \$108.82 million for the 82-mile
*Sounder* commuter rail system.

Toledo -- Regional Core Circulator

Toledo, Ohio

The Toledo Metropolitan Area Council of Governments (TMACOG) is
conducting an alternatives analysis of Regional Core Circulator options
for the downtown area. The study will analyze modifications to the
roadway and mass transit network to provide improved local circulation
and connections between downtown attractions including 5/3 Field (a
minor league baseball park), Seagate Convention Center, COSI (a science
museum), the Docks and Marina District, and mixed-use developments on
the east bank of the Maumee River. The study will also examine improved
connections to nearby attractions such as Martin Luther King Jr. Plaza
(location of the Amtrak rail station), the Toledo Zoo, and the Toledo
Museum of Art. The study began in June 2002 and is scheduled for
completion with the identification of a locally preferred alternative in
late 2003. Through FY 2003, Congress has appropriated \$0.99 million in
Section 5309 New Starts funds for this effort.

**Dulles Corridor Rapid Transit Project Phase 1**

# Washington, D.C. Metropolitan Area

The Virginia Department of Rail and Public Transportation (DRPT), in
conjunction with the Washington Metropolitan Area Transit Authority
(WMATA), proposes to extend Washington Metrorail service from eastern
Fairfax County through Tysons Corner and into the Dulles Corridor,
terminating at Wiehle Avenue in Reston. The project would establish the
first phase of planned Metrorail service ultimately extending to the
Washington Dulles International Airport and eastern Loudoun County.
Phase I of the Dulles Corridor Rapid Transit Project is intended to
result in travel-time savings between the corridor and the region's
core, expand the reach of the existing regional rail system to one of
the metropolitan area's primary business and retail centers, and support
local land use and development objectives.

The full extension of Metrorail from East Falls Church to Route 772 in
Loudoun County was selected as the locally preferred alternative (LPA)
in November 2002, upon completion of a Draft Environmental Impact
Statement (EIS). The Metrorail LPA replaced the phased bus rapid
transit/rail system adopted in previous studies and approved into
preliminary engineering (PE) by FTA in March 2000. Due to local and
Federal funding constraints, DRPT and WMATA developed a Phase 1
Metrorail extension terminating at Wiehle Avenue. FTA signed a
Supplemental Draft EIS in October 2003 on the Phase 1 project. The Final
EIS will cover both the Phase 1 project and the full LPA; its
publication is anticipated in spring 2004. DRPT requested approval from
FTA for initiation of PE of the Phase 1 project in August 2003. FTA,
however, has identified concerns regarding DRPT's technical capacity and
capability for undertaking preliminary engineering on the Dulles
Corridor Rail Phase 1 project, and the procedural requirements of
Virginia's Public-Private Transportation Act (PPTA). FTA is working with
DRPT to gain a better understanding of both its project management
capabilities and the role of private sector participants (through the
PPTA) in subsequent project development and implementation.

The proposed Phase 1 project has an estimated capital cost of \$1.5
billion (escalated dollars), with project funding comprising Federal
Section 5309 New Starts monies (50 percent). DRPT is updating the
project's financial plan and working to secure local funding
commitments. Through FY 2003, Congress has appropriated \$141.8 million
in Section 5309 New Starts funds for this project.

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 2002, 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 2003, Congress has
appropriated \$12.07 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.

### Delaware Transit Corporation Commuter Rail Improvements

# Wilmington, Delaware

The Delaware Transit Corporation (DTC)/Delaware Department of
Transportation (DelDOT) intends to increase capacity (including adding a
third track) on a segment of the Northeast high-speed corridor from
Wilmington to Newark, DE. Currently, the number of tracks in this
segment decrease from three to two, thus creating choke points that
require commuter trains to frequently stand on sidings when high-speed
operations conflict with commuter operations. Due to this conflict,
Amtrak limits the number of commuter trains per day to nine round trips.
This restriction prevents the operation of badly needed commuter
service. DTC/DelDOT intends to build a third track and related capacity
improvements that will shorten travel time and increase the frequency of
service in this congested segment. For these same reasons, DTC/DelDOT
also intends to purchase six commuter rail cars. This project will use
funds originally intended for the Wilmington Trolley Project in the
amount of \$5.75 million. In FY 2003, Congress appropriated an
additional \$1.97 million in Section 5309 New Starts funds for this
effort. DTC/DelDOT anticipates entering into preliminary engineering by
2004. A request for future funding for final design, construction, and
additional commuter rail cars is expected.