**Principles for Funding Recommendations**

As noted above, the project ratings of "Highly Recommended,"
"Recommended," and "Not Recommended" are intended to reflect the overall
merits of each project. A rating of "Recommended" does not translate
directly into a funding recommendation in any given fiscal year. Rather,
the overall project ratings are intended to reflect overall project
merit. Proposed projects that are rated "Recommended" or "Highly
Recommended," are eligible for multi-year funding recommendations in the
President\'s proposed budget, if other project readiness requirements
have been met and if funding is available.

In determining which projects can be expected to be ready for an FFGA
and thus be recommended for funding in the President's Budget, FTA
ensures that there are no project scope or cost issues remaining that
cannot be resolved on a timely basis. Prior to submitting an FFGA to
Congress, FTA applies strict tests for readiness and technical capacity,
verifies that no outstanding project scope or cost issues remain (e.g.,
rail right of way acquisition issues), and confirms that there are no
remaining local financial commitment issues.

When recommending annual funding allocations among proposed New Starts
projects, the following general principles are applied:

-   Existing FFGA commitments should be honored, to the extent that
    funds can be obligated for these projects in the coming fiscal year,
    before any new funding recommendations are made.

-   The FFGA defines the terms of the Federal commitment to a specific
    project, including funding. Upon completion of an FFGA, the Federal
    funding commitment has been fulfilled. Additional project funding
    will not be recommended. Any additional costs beyond the scope of
    the Federal commitment are the responsibility of the grantee.

-   Any project recommended for new funding commitments must meet the
    project justification, finance, and process criteria established by
    Section 5309(e) and be consistent with Executive Order 12893,
    \"Principles for Federal Infrastructure Investments,\" issued
    January 26, 1994.

-   Firm funding commitments, embodied in FFGAs, will not be made until
    the final design process has progressed to the point where
    uncertainties in estimated costs, benefits, and impacts have been
    minimized, so that additional work would not be expected to
    significantly improve these estimates. Funding should be provided to
    the most highly rated projects to allow them to proceed through the
    process on a predictable schedule, to the extent that funds can be
    appropriated to and obligated by such projects in the upcoming
    fiscal year.

-   Funding for initial planning efforts such as alternatives analysis
    is provided through the Section 5303 Metropolitan Planning or
    Section 5307 Urbanized Area Formula Grants programs. FTA does not
    support the use of Section 5309 funds for initial planning
    activities. Moreover, Section 5309(m)(2) limits the amount of annual
    New Starts funding that can be used for purposes other than final
    design and construction to not more than eight percent of the funds
    appropriated.

**New Starts Allocations and Recommendations**

The President's Budget for FY 2005 requests that \$1,531.93 million be
made available for New Starts under Section 5309. After subtracting
amounts for FTA oversight activities proposed in the budget and approved
by P.L. 107-87 and for ferry capital projects in Alaska or Hawaii, and
for projects currently in final design or preliminary engineering, a
total of \$1,355.73 million remains available for projects. Of this
amount, a total of \$930.73 million is proposed for allocation among 26
projects with existing Federal commitments. An additional \$80.00
million is proposed to be allocated for one project for which funding
commitments are currently pending, \$295.00 million is proposed to be
allocated among five projects that are expected to be ready for funding
commitments before the end of FY 2005 (i.e., September 30, 2005), and
\$50.00 million is proposed to be allocated among two meritorious
projects that are worthy of funding in FY 2005. Complete descriptions of
these projects can be found in Appendix A.

Table 7 summarizes the recommendations for FY 2005 funding and overall
funding commitments. For each project, the first column indicates the
overall project rating, as described earlier in this report. The second
column shows the amount of FY 2003 and prior year funds that have been
obligated to each project. The third column shows the amount of funds
identified in the FY 2004 Conference Report. The fourth column shows the
FY 2005 funding recommendations contained in the President's Budget, and
the fifth column indicates the amount of out-year funding remaining for
those projects currently under an FFGA. Finally, the last column sums
the first five columns and shows the total amount to be made available
over the life of the project from Federal New Starts funds for those
projects currently under an FFGA.

## A Word About Full Funding Grant Agreements

Section 5309(e)(7) specifies the FFGA as the means by which New Starts
projects are to be funded. The FFGA defines the project, including cost
and schedule; commits to a maximum level of Federal financial assistance
(subject to appropriation); establishes the terms and conditions of
Federal financial participation; defines the period of time for
completion of the project; and helps to manage the project in accordance
with Federal law.

The FFGA assures the grantee of predictable Federal financial support
for the project (subject to appropriation), while placing a limitation
on the amount of that Federal support. Thus, an FFGA limits the exposure
of the Federal government to cost increases that may result if project
design, engineering and/or project management is not adequately
performed at the local level. While FTA is responsible for ensuring that
planning projections are based on realistic assumptions and that design
and construction follow acceptable industry procedures, it is the
responsibility of project sponsors to ensure that proper project
management, design and engineering have been performed. FTA is not
directly involved in the design and construction of New Starts projects.

Additional information and guidance on developing FFGAs is contained in
FTA Circular C 5200.1A, Full Funding Grant Agreements Guidance, dated
December 5, 2002, and the FTA Rule on Project Management Oversight
(49 CFR Part 633).

## Existing Federal Funding Commitments 

Twenty-six projects have an existing FFGA that commits FTA to provide a
specified level of major capital investment funding. These projects will
require a total of \$930.73 million in FY 2005. An additional two
projects with existing FFGAs will not require funding in FY 2005 if the
FY 2004 Congressional appropriation reflects the proposal in the
Conference Report. The status of these projects and the individual
funding recommendations for FY 2005 are described below. Congress has
authorized all of these projects, and all were either under an FFGA
prior to TEA﷓21 or have been rated as "Recommended" or higher at the
time the FFGA was issued.

## FY 2005 Funding Recommendations for Existing FFGAs

### Atlanta/North Springs (North Line Extension)

The Metropolitan Atlanta Rapid Transit Authority (MARTA) has constructed
a 2.3‑mile, two‑station extension of the North Line from the Dunwoody
station to North Springs. This extension serves the rapidly-growing area
north of Atlanta, which includes Perimeter Center and north Fulton
County, and connects this area with the rest of the region by providing
better transit service for both commuters and inner-city residents
traveling to expanding job opportunities. Revenue operations began in
December 2000. The daily ridership on the rail extension in the year
2005 is estimated at 33,000 riders, including 11,000 new riders.

On December 20, 1994, FTA issued an FFGA committing a total
of \$305.01 million in New Starts funding to this project. In the
Conference Report to the FY 2000 appropriations act, FTA was directed to
amend the FFGA for this project to incorporate a change in scope as
authorized under Section 3030(d)(2) of TEA‑21. Accordingly, on March 2,
2000, FTA amended the FFGA to include 28 additional railcars, a
multilevel parking facility in lieu of a surface parking lot, and
enhancements to customer security and amenity measures at the
Sandy Springs and North Springs stations.

The total cost of the amended project is \$463.18 million, with \$370.45
million from the Section 5309 New Starts program. Of the \$65.53 million
increase in Federal funding, \$10.66 million was applied from unexpended
prior-year funds identified from cost savings on the Dunwoody section of
the North Line extension. Including these prior-year funds, a total of
\$370.19 million has been appropriated for this project through FY 2003.
No funding was allocated to this project in the FY 2004 Conference
Report. The Administration is requesting \$0.26 million in the FY 2005
budget to complete the commitment.

Baltimore/Central LRT Double-Track

The Maryland Transit Administration is upgrading from single to double
track along 9.4 miles of the Baltimore Central Corridor Light Rail Line.
The Central Corridor Line is 29 miles long and operates between Hunt
Valley in the north to Cromwell/Glen Burnie in the south, serving
Baltimore City and Baltimore and Anne Arundel Counties, with extensions
providing direct service to Baltimore's Penn Station and the
Baltimore‑Washington International Airport. In the year 2020, projected
average weekday boardings are estimated at 44,000 with an estimated
6,800 daily new riders. Double track operations are scheduled to begin
on December 31, 2006.

The total cost of the double-tracking and related improvements is
estimated at \$153.70 million. The FFGA for this project was awarded in
July 2001, with a Federal commitment of \$120.00 million. A total of
\$39.19 million has been appropriated through FY 2003, and an additional
\$39.37 million was allocated in the FY 2004 Conference Report for this
project. The Administration is recommending \$29.01 million in FY 2005
for this project.

### Chicago/Douglas Branch Reconstruction

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

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

Reconstruction is scheduled to be complete by January 31, 2005.
Construction started in July 2001 and is 85 percent complete as of
October 2003. The total capital cost of the Douglas Branch
Reconstruction project is estimated at \$482.68 million.

Section 3030(a)(106) of TEA﷓21 authorizes the Douglas Branch to enter
final design and construction. In January 2001, FTA and CTA entered into
an FFGA that commits a total of \$320.10 million in Section 5309 New
Starts funds to this project. A total of \$106.30 million was provided
through FY 2003. An additional \$83.66 million was allocated in the FY
2004 Conference Report for this project. In accordance with the FFGA, it
is recommended that \$85.00 million in Section 5309 New Starts funds be
provided to this project in FY 2005.

### Chicago/North Central Corridor Commuter Rail 

Metra, the commuter rail division of the Regional Transportation
Authority (RTA) of Northeastern Illinois, is adding a second mainline
track along 16.3 miles of the 55‑mile North Central Service commuter
rail line, as well as a 2.3-mile stretch of third track. The North
Central corridor extends from downtown Chicago to Antioch on the
Illinois-Wisconsin border, and traverses suburban Cook and
Lake Counties. It includes the two most significant hubs of employment
in the six-county northeastern Illinois region, the Chicago central
business district and the area surrounding O'Hare International Airport.
Metra estimates that this project will have 8,400 average weekday
boardings by 2020. In addition to new tracks, the proposed project also
includes track and signal upgrades, construction of five new stations,
parking facilities, rail yard expansion and the purchase of two new
diesel locomotives. The improvements are scheduled to be complete in
December 2006. The total capital cost of this project is estimated at
\$225.52 million.

FTA awarded Metra a Full Funding Grant Agreement on November 5, 2001,
for a total of \$135.32 million in Section 5309 New Starts funding.
Through FY 2003, a total of \$75.53 million was provided for this
project, and an additional \$19.68 million was allocated for this
project in FY 2004 Conference Report. FTA recommends that \$20.00
million be provided to the Metra North Central Commuter Rail project in
FY 2005.

### Chicago/Ravenswood Line Expansion

The Chicago Transit Authority (CTA) is planning a series of capital
improvements to enhance the operation of the Ravenswood heavy rail line,
a line that currently experiences capacity problems through a
high-density 9.1-mile corridor. The improvements include the expansion
of existing station platforms on the line to accommodate eight-car
trains, straightening of alignment curves at stations, and other
infrastructure enhancements. As the existing system is over 100 years
old, improvements will allow for expansion of capacity to an already
strong transit corridor with crowded conditions. Based on 1990 census
data, CTA estimates that there are 11,551 low-income households within a
one-half mile radius of the proposed 18 stations. This represents
approximately 13 percent of the total number of households within a
one-half mile radius of the proposed project. CTA also estimates that
the proposed Ravenswood Line Expansion would serve approximately 80,350
jobs that are located within a one-half mile radius of station areas.

The total capital costs of the Ravenswood Line Expansion project are
estimated at \$529.9 million of which \$245.52 million in Federal New
Starts funding is proposed. With the consent of the region's
metropolitan planning organization, CTA has committed \$134.00 million
(28 percent) of FTA Section 5307 Urbanized Area Formula funds to this
project. These funds have been programmed in the region's long-range
transportation plan and Transportation Improvement Program.

FTA approved the project into preliminary engineering in early 2000. In
February 2002, CTA completed an Environmental Assessment. FTA issued a
Finding of No Significant Impact on the project in July 2002. FTA
approved the project into Final Design in August 2002. FTA and CTA
anticipate executing an FFGA in January 2004, with a revenue operations
date scheduled for December 31, 2009. Construction is scheduled to start
in early 2004.

Through FY 2003, a total of \$10.85 million was provided for this
project. To continue progress on this project, the FY 2004 Conference
Report allocated \$9.84 million to the Ravenswood Line Expansion
project. In FY 2005, FTA is recommending \$40.00 million in New Starts
funding for this project.

### Chicago/Southwest Corridor Commuter Rail

Metra, the commuter rail division of the Regional Transportation
Authority (RTA) of Northeastern Illinois, is building an extension and
various improvements to the existing Southwest commuter rail line. The
33‑mile Southwest line provides service from Orland Park to downtown
Chicago. This project extends the line 12 miles from the existing
station at 179^th^ Street in Orland Park, southwest to Manhattan,
Illinois. The project also includes the construction of three miles of
second mainline track, three new stations, expansion of the existing
yard and three diesel locomotives. Metra estimates that 13,800 average
weekday boardings, including 7,600 daily new riders, will use the
improved South West Corridor commuter rail line in the year 2020.
Revenue operations on the extension are scheduled to commence in
December 2006. The total cost of this project is estimated at
\$198.12 million.

An FFGA was signed on November 5, 2001, authorizing \$103.02 million in
Section 5309 New Starts funding. Through FY 2003, a total of \$60.74
million has been provided for this project. In the FY 2004 Conference
Report, \$19.68 million in New Starts funding was allocated for the
Metra Southwest Corridor Commuter Project. In accordance with the FFGA,
FTA recommends \$20.00 million in Section 5309 New Starts funds be
provided to the Metra Southwest Corridor project in FY 2005.

### Chicago/Union-Pacific West Line Extension

Chicago's Metra commuter rail division is constructing additional
extensions and improvements on its Union Pacific West Commuter Rail
line. The Union Pacific West project, also known as the Central Kane
Corridor, is an extension of the existing 35‑mile Union Pacific West
(UPW) line, which currently provides service between Geneva and downtown
Chicago. This project will extend the line 8.5 miles west to Elburn with
two new stations serving Elburn and La Fox, purchase two diesel
locomotives, and construct a storage yard. The extension itself will use
existing railroad track and right-of-way currently used by both Metra
and the Union Pacific freight railroad. This project will link the
rapidly developing communities to the west of Chicago with the major
employment center in the Chicago CBD. Metra estimates that 3,900 average
weekday boardings will occur on the UPW line in the year 2020. Revenue
operations are scheduled to commence in December 2006. The total capital
cost of the Union Pacific West extension and improvements project is
estimated at \$134.56 million.

FTA issued an FFGA for this project on November 5, 2001, that will
provide a total of \$80.76 million in Section 5309 New Starts funding.
Through FY 2003, a total of \$37.48 million was provided for this
project, and an additional \$11.81 million was allocated for this
project in the FY 2004 Conference Report. In FY 2005, FTA recommends
that \$12.00 million be provided to the Metra Union Pacific West
project.

### Denver/Southeast Corridor LRT

The Regional Transportation District (RTD) in Denver and the Colorado
Department of Transportation (CDOT) are implementing a 19.12‑mile,
13‑station, double-track, light rail transit line, with 34 vehicles and
12 park-and-ride lots. This LRT project will provide service between
downtown Denver and Lincoln Avenue in Douglas County along
Interstate‑25, with a spur along Interstate‑225 to Parker Road in
Arapahoe County. Known as T-REX, the double-tracked line will operate
over an exclusive right-of-way and connect with both the existing
Central Corridor light rail line in downtown Denver and the recently
completed Southwest line. By 2020 ridership is projected to be 38,100
average weekday boardings, including 12,900 new riders. The total
capital cost of this project is estimated at \$879.27 million. Revenue
service is projected for June 2008.

Section 3030(a)(23) of TEA﷓21 authorized the Southeast LRT in Denver for
Final Design and construction. FTA issued an FFGA for this project on
November 17, 2000, which will provide a total of \$525.00 million in
Section 5309 New Starts funding. A total of \$129.71 million in Section
5309 New Starts funds was appropriated for this project through FY 2003,
and an additional \$78.73 million is allocated in the FY 2004 Conference
Report. It is recommended that \$80.00 million be provided to this
project in FY 2005, as specified in the FFGA.

### Ft. Lauderdale/South Florida Regional Transportation Authority Commuter Rail Upgrades, Segment 5 

The South Florida Regional Transportation Authority (SFRTA), formerly
Tri-County Commuter Rail Authority (Tri-Rail) is undertaking several
system improvements to the 71.7-mile regional transportation system it
operates between Palm Beach, Broward and Miami-Dade counties in South
Florida. This area has a population of over four million, nearly
one-third of the total population of Florida. The improvements include
construction of a second mainline track, rehabilitation of the signal
system, station and parking improvements, acquisition of new rolling
stock, improvements to the Hialeah Maintenance Yard facility and
construction of a new, northern layover facility. Double‑tracking will
improve service by a factor of three, permitting 20‑minute intervals
between trains during peak commuter hours instead of the current
one-hour headways. SFRTA estimates that these improvements will result
in 42,100 average daily boardings by 2005, including 14,013 daily new
riders. The revenue operating date is scheduled for March 31, 2005.

On May 16, 2000, FTA issued an FFGA for Segment 5 of the project, which
includes construction of 44.3 miles of the second mainline track and
upgrades to existing grade crossings along the entire 71.7‑mile South
Florida rail corridor. These improvements are expected to be complete by
March 2005. The first four segments, upgrading the Hialeah Maintenance
Yard and replacing the New River Bridge, while part of the overall
project, are not included in the scope of this project. In April 2003,
SFRTA provided a revised cost update to address funding shortfall, cost
escalation, and project schedule delays. The total capital costs for the
Segment 5 project are estimated at \$333.89 million.

The FFGA for the Segment 5 project provides a total of \$110.50 million
in Section 5309 New Starts funding. SFRTA was appropriated a total of
\$81.17 million in FY 2003 and prior year funding for this project, and
an additional \$18.12 million was allocated in the FY 2004 Conference
Report. In accordance with the FFGA, FTA recommends \$11.21 million be
provided to SFRTA in FY 2005 to complete the Federal commitment on this
project.

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

The Metro Rail Red Line Project in Los Angeles was to be planned,
programmed and constructed in phases through a series of Minimum
Operable Segments (MOS). MOS-1 is a 4.4-mile, five-station segment that
was opened for revenue service in January 1993. MOS-2 is a 2.1-mile,
three-station segment that was opened in July 1996. An additional
4.6-mile, five-station segment in MOS-2 was opened in June 1999. ISTEA
Section 3034 authorized three extensions in MOS-3 of the Metro Rail Red
Line: North Hollywood, Eastside, and Mid-City.

The Eastside Extension was originally designed as 3.7 miles of subway
with four stations, extending from Union Station, the origin of MOS-1,
into neighborhoods east of downtown. The Mid-City Extension was
originally planned to extend the Wilshire Boulevard branch generally to
the west beyond the current MOS-2 terminus at Western Avenue. It would
have added 2.3 miles, originally designed as subway, and two stations to
the system. As described below, the original Eastside and Mid-City
extension projects were suspended and are currently undergoing redesign.

In January 1997, after delays in the project, FTA requested that the Los
Angeles County Metropolitan Transit Agency (LACMTA) submit a Recovery
Plan to demonstrate its ability to complete MOS-2 and MOS-3, while
maintaining and operating the existing bus system. On January 14, 1998,
the LACMTA Board of Directors voted to suspend and demobilize
construction on all rail projects other than MOS-2 and the MOS-3 North
Hollywood Extension. The MTA submitted a Recovery Plan to FTA on May 15,
1998, which was approved by FTA on July 2, 1998.

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

As a result of studies conducted during 1998, on November 9, 1998, the
LACMTA Board directed staff to reprogram State and local resources that
were previously allocated to the Eastside and Mid-City Extensions to
other projects, including the LACMTA Accelerated Bus Procurement Plan.
The LACMTA conducted further studies of transit investment options for
the Eastside and Mid-City corridor projects and subsequently requested
FTA's concurrence to initiate preliminary engineering on both corridors.
In October 2000, FTA authorized the LACMTA to begin preliminary
engineering on the Metro Gold Line Extension (formerly known as Eastside
LRT corridor). Final design on the Metro Gold Line Eastside Extension
was approved in October 2002. FTA approved the Mid-City Exposition
corridor project entry into preliminary engineering in January 2002.

The total capital cost of the North Hollywood project is estimated at
\$1,310.82 million, of which the revised FFGA commits \$681.04 million
in Section 5309 New Starts funds. Through FY 2003, a total of \$680.38
million has been appropriated for the North Hollywood section of MOS﷓3;
no additional funding was allocated for this project in the FY 2004
Conference Report. The Administration is requesting \$0.66 million in FY
2005 to complete the Federal commitment on this project.

### Minneapolis/Hiawatha Corridor LRT

Metro Transit and the Metropolitan Council of Minneapolis, in
cooperation with the Minnesota Department of Transportation, Hennepin
County, and the Metropolitan Airports Commission are constructing an
11.6‑mile, 17‑station light rail line linking downtown Minneapolis, the
Minneapolis-St. Paul International Airport, and the Mall of America in
Bloomington. The line will operate along the corridor following
Hiawatha Avenue and Trunk Highway 55. The line begins in the central
business district and travels south on the existing transit mall along
5^th^ Street, follows the former Soo Line Railroad from the Metrodome to
Franklin Avenue, and then runs parallel with Hiawatha Avenue towards the
airport. The line will tunnel under the runways and taxiways for
1.5 miles with one station, emerge on the west side of the airport, and
continue south to the vicinity of the Mall of America in Bloomington.
The project is expected to serve 24,800 average weekday boardings by
2020; 19,300 average weekday boardings are projected in the opening
year. Revenue service is scheduled to commence in December 2004. The
total capital cost of the Hiawatha Corridor LRT is estimated at
\$675.42 million.

Section 3030(a)(91) of TEA-21 authorizes the Twin Cities -- Transitway
Corridors for final design and construction. In January 2001, FTA issued
an FFGA that commits a total of \$334.28 million in Section 5309 New
Starts funds to the Hiawatha Corridor LRT. Of this amount, \$227.37
million has been provided in FY 2003 and prior years, and an additional
\$73.79 million was allocated to this project in the FY 2004 Conference
Report. In accordance with the FFGA, it is recommended that \$33.11
million in Section 5309 New Starts funds be provided to this project in
FY 2005 to complete the Federal commitment on this project.

### New Orleans/Canal Streetcar Line 

The New Orleans Regional Transit Authority (RTA) is developing a
5.4‑mile streetcar project in the downtown area, along the median of
Canal Street. The Canal Streetcar spine will extend from the Canal Ferry
at the Mississippi River in the central business district, through the
mid‑city neighborhood to Carrolton Avenue, where one branch will
continue on Canal Street to the Cemeteries and another will follow
Carrollton Avenue to City Park/Beauregard Circle. The corridor is
located in an existing, built-up area that was originally developed in
the streetcar era. Much of the corridor lies within the central business
district and historic areas, where employment and housing densities, mix
of uses, and pedestrian-oriented development are generally good. The
central business district includes a high-density mix of office, retail,
hotels and leisure attractions. The total capital cost of this project
is estimated at \$161.30 million, of which RTA is seeking
\$129.05 million (80 percent) in Section 5309 New Starts funding.

RTA completed a major investment study for this project in March 1995,
fulfilling the requirement for an alternatives analysis. FTA approved
entry into preliminary engineering in September 1995, and RTA initiated
final design activities in September 1997. Final design is essentially
complete, contracts for vehicle assembly have been awarded, and
construction contracts were awarded in early 2001. RTA expects to open
this line in April 2004. In 2015, RTA estimates that 31,400 average
weekday boardings, including 5,300 daily new riders, will occur on the
Canal Streetcar Line.

Section 3030(a)(51) of TEA﷓21 authorizes the New Orleans Canal Streetcar
Project for final design and construction. In February 2003, FTA issued
an FFGA to RTA for this project. Through FY 2003, Congress has
appropriated a total of \$89.67 million for this project; \$22.92
million was allocated for this project in the FY 2004 Conference Report.
It is recommended that \$16.46 million in Section 5309 New Starts
funding be provided to the project in FY 2005 to complete the Federal
commitment on this project.

### Northern New Jersey/Hudson-Bergen MOS-1

The New Jersey Transit Corporation (NJ TRANSIT) completed a 9.6-mile,
16‑station light rail line along the Hudson River Waterfront in Hudson
and Bergen Counties, from the Hoboken Terminal to 34^th^ Street in
Bayonne and Westside Avenue in Jersey City. This line is intended as the
initial minimum operable segment (MOS-1) of a larger 21-mile, 30-station
line extending from the Vince Lombardi park-and-ride lot in Bergen
County to Bayonne, passing through Port Imperial in Weehauken, Hoboken,
and Jersey City. The core of the completed system will serve the
high-density commercial centers in Jersey City and Hoboken, and provide
connections with NJ TRANSIT commuter rail service, PATH trains to Newark
and Manhattan, and the Port Imperial ferry from Weehauken to Manhattan.
This initial operating segment was constructed under a turnkey contract
to design, build, operate, and maintain the system, which was awarded in
October 1996. Total costs were \$992.14 million for MOS‑1. Construction
began in December 1996. A portion of the MOS-1 line, between 34th Street
and Exchange Place, opened in April 2000, and NJ TRANSIT began revenue
service from Exchange Place north to the Pavonia-Newport Station in
November 2000. Full service to Hoboken Terminal began in September 2002.
The full 21-mile system is expected to carry 94,500 riders per day.

FTA issued an FFGA on October 15, 1996, that commits \$604.09 million in
Section 5309 New Starts funding for MOS﷓1. Through FY 2003, a total of
\$603.77 million has been appropriated for this project. No funding was
provided to this project in the FY 2004 Conference Report. The
Administration is requesting \$0.31 million in FY 2005 to complete the
Federal commitment on this project.

### Northern New Jersey/Hudson-Bergen MOS-2

This line is the second minimum operable segment (MOS-2) of a larger
21-mile, 30-station line know as the NJ TRANSIT Hudson-Bergen LRT system
that will extend from the Vince Lombardi park-and-ride lot in Bergen
County to Bayonne, passing through Port Imperial in Weehauken, Hoboken,
and Jersey City. The core of the completed system will serve the
high-density commercial centers in Jersey City and Hoboken, and provide
connections with NJ TRANSIT commuter rail service, PATH trains to Newark
and Manhattan, and the Port Imperial ferry from Weehauken to Manhattan.

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

FTA issued an FFGA for this project on October 31, 2000, committing a
total of \$500.00 million in Section 5309 New Starts funds. Construction
started in September 2000 under a Letter of No Prejudice to allow the
entire Hudson﷓Bergen project to be constructed at a lower cost by
avoiding the significant costs associated with stopping and then
restarting a major construction project. Through FY 2003, Congress
appropriated \$49.18 million for this MOS-2 project. In the FY 2004
Conference Report, \$98.42 million in New Starts funding was allocated
for this project. In accordance with the FFGA, it is recommended that
\$100.00 million in Section 5309 New Starts funds be provided to this
project in FY 2005.

### Northern New Jersey/Newark Rail Link - MOS-1

The New Jersey Transit Corporation (NJ TRANSIT) is developing a
one-mile, five-station extension of the Newark City Subway light rail
line, running from Broad Street Station in Newark-to-Newark Penn
Station. This project is the first minimum operable segment (MOS-1) of a
proposed 8.8‑mile, 16‑station light rail system that will link the
cities of Newark and Elizabeth, New Jersey. The second stage is a
planned one-mile segment from Newark Penn Station to Camp Street in
downtown Newark, and the third is the planned remaining seven‑mile
segment to Elizabeth, which includes a station serving Newark
International Airport. The total cost of the MOS-1 segment is
\$207.75 million. It will serve 13,300 average weekday boardings by
2015. The projected opening date for this project is June 2005.

Section 3030(a)(57) of TEA﷓21 authorized the New Jersey Urban Core
Project, which consists of eight separate elements including the
Newark-Elizabeth Rail Link, for final design and construction. On August
2, 2000, FTA issued an FFGA committing a total of \$141.95 million in
Section 5309 New Starts funds to the Newark Rail Link MOS-1 project.
Through FY 2003, Congress appropriated a total of \$118.40 million for
this project. An additional \$22.21 million was allocated for this
project in the FY 2004 Conference Report. As specified in the FFGA for
this project, it is recommended that \$1.34 million be provided in FY
2005 to complete the Federal commitment on this project.

### Pittsburgh/Stage II LRT Reconstruction

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

In order to prioritize program needs against financing requirements, the
Port Authority reconfigured its rail improvement program in 1999. As a
result, the Stage II LRT project will itself be undertaken in segments.
The revised Stage II LRT Priority Program includes reconstruction of
10.7 miles on both the Overbrook Line and a portion of the Library Line,
construction of 2,200 park-and-ride spaces, and the purchase of 28 light
rail vehicles. The revenue operations date for the project is June 2004.
The total capital cost of the Stage II Priority Program is estimated at
\$386.46 million. The remaining portions of the original Stage II LRT
project will be undertaken as local funding becomes available.

Section 3030(a)(98) of TEA-21 authorizes the Pittsburgh -- Stage II
Light Rail project for final design and construction. In January 2001,
FTA issued an FFGA for this project that commits a total of \$100.20
million in Section 5309 New Starts funding. Through FY 2003, a total of
\$67.35 million has been appropriated for this project, and an
additional \$31.73 million was appropriated for this project in the FY
2004 Conference Report. In accordance with the FFGA, it is recommended
that \$1.12 million be provided in FY 2005 to complete the Federal
commitment on this project.

### Portland/Interstate MAX LRT Extension

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

On September 20, 2000, FTA and Tri-Met entered into an FFGA that commits
a total of \$257.50 million in Section 5309 New Starts funds to the
project. Through FY 2003, \$139.64 million was appropriated for this
project. A total of \$76.27 million was appropriated for the Interstate
MAX light rail extension in the FY 2004 Conference Report. As the
project has experienced sufficient cost savings, the Administration is
recommending that \$23.48 million be provided to this project in FY 2005
to complete the Federal funding commitment on this project.

### Salt Lake City/CBD to University LRT

The Utah Transit Authority (UTA) has implemented a 2.5‑mile,
four-station light rail line in eastern Salt Lake City, from the
downtown area to Rice-Eccles Stadium on the University of Utah campus.
The line connects with the existing North/South line at Main Street and
travels east along 400 South and 500 South to the stadium. The light
rail vehicles are operating on city streets and property owned by Salt
Lake City, the Utah Department of Transportation, and the University.
The line is intended to significantly improve access to jobs,
educational opportunities, health care, and housing throughout the
corridor. The central business district University line is scaled back
from the originally proposed 10.9‑mile West/East line from the airport
to the university. UTA estimates ridership at 7,500 boardings per
average weekday in January 2020. The line opened for service on December
15, 2001. Total capital costs under the FFGA were \$118.50 million.

FTA issued an FFGA for the central business district to University LRT
project on August 17, 2000, committing a total of \$83.47 million in
Section 5309 New Starts funds. This did not include \$4.96 million in FY
2000 and prior year funding, which brings the total amount of New Starts
funding for this project to \$88.43 million. No funding was allocated
for this project in the FY 2004 Conference Report. The Administration is
requesting \$1.13 million in FY 2005, to complete the Federal commitment
on this project.

### Salt Lake City/Medical Center Extension 

The Utah Transit Authority (UTA) has completed the Medical Center
Extension project, a 1.5-mile light rail transit (LRT) system extending
from the University Line station at Rice-Eccles Stadium to the
University of Utah Health Science Complex (Medical Center). The Medical
Center LRT Line includes three new stations: Huntsman Center, Wasatch
Drive, and Medical Center. The Medical Center LRT Line connects the
University Line LRT and the existing North/South LRT corridor. Station
areas encompass a number of significant activity generators, including
student housing, campus buildings, and a complex of medical facilities.
Population in the corridor is about 5,000 and total Medical Center and
University employment is about 18,000. Revenue Operations started in
September 2003. Based on 1990 census data, there are an estimated 140
low-income households within a one-half mile radius of the proposed
three stations. By 2020 ridership is estimated to reach 4,100 average
weekday boardings, 3,400 of who are new riders.

The total capital costs for this project are projected to be \$89.40
million. An FFGA was executed on May 17, 2002, which provided for
\$53.63 million in Section 5309 New Starts funding (60 percent of the
total cost). Through FY 2003, Congress appropriated \$14.78 million for
the Salt Lake City Medical Center extension. In the FY 2004 Conference
Report, \$30.18 million was allocated for this project. FTA recommends
that \$8.68 million be provided to the Medical Center Extension project
in FY 2005 to complete the Federal commitment on this project.

### San Diego/Mission Valley East LRT Extension

The Metropolitan Transit Development Board is constructing a 5.9‑mile,
four‑station light rail extension of its existing Blue Line, from east
of Interstate 15 to the City of La Mesa, where it will connect to the
existing Orange Line near Baltimore Drive. The Mission Valley East line
will serve four new and two existing stations and would include
elevated, at-grade, and tunnel portions. The project includes two park
and ride lots and a new access road between Waring Road and the
Grantville Station. The corridor runs parallel to Interstate 8 in
eastern San Diego and La Mesa, and is characterized by a mix of low- to
moderate-density industrial, residential, and commercial uses, but
includes several major activity centers such as San Diego State
University, the Grossmont regional shopping center, Kaiser Hospital, the
Alvarado Medical Center, and the Grantville employment area. Over 24,000
jobs and nearly 10,000 residences are located within walking distance of
the proposed stations, and existing zoning is generally supportive of
transit. The project is expected to serve approximately 10,800 average
weekday boardings in the year 2015. Revenue operations are scheduled to
begin on December 31, 2005. Total capital costs are estimated at
\$430.96 million.

On June 22, 2000, FTA issued an FFGA committing a total of \$329.96
million in Section 5309 New Starts funding to this project. Through FY
2003, Congress appropriated \$176.65 million for this project, and an
additional \$63.97 million was allocated for this project in the FY 2004
Conference Report. As specified in the FFGA, it is recommended that
\$81.64 million be provided for this project in FY 2005.

### San Diego/Oceanside-Escondido Rail Corridor 

The North County Transit District (NCTD) in northern San Diego County,
California is planning to convert an existing 22‑mile freight railroad
corridor between Oceanside and Escondido into a rail transit line. The
line will run east from the City of Oceanside through the cities of
Vista and San Marcos and unincorporated portions of San Diego County, to
the City of Escondido, using diesel multiple unit (DMU) rail vehicles.
The alignment also includes 1.7 miles of new right-of-way to serve the
campus of California State University San Marcos (CSUSM). The line is
located along the State Highway 78 corridor, the principal east-west
corridor in the county. The complete 23.7‑mile system will include
15 stations, four of which will be located at existing transit centers.
Passenger rail service will have exclusive use of the rail line during
pre‑defined hours of operation.

Ridership is estimated at 19,000 average weekday boardings in 2020, of
which 8,600 would be daily new riders. Revenue operations are scheduled
to begin in December 2005. This project will help to alleviate the heavy
congestion of northern San Diego County along the State Highway 78
corridor. The project will serve large intermodal transit centers in
both Oceanside and Escondido, and the corridor between the two contains
a dispersed mix of commercial, industrial, and single- and
multiple-family residential developments.

An Environmental Impact Report (EIR) for the Oceanside-Escondido project
was certified in 1990, and a separate EIR for the CSUSM alignment was
certified in 1991. A major investment study was not required under the
procedures in effect at the time, based on concurrence from FTA, FHWA,
the San Diego Association of Governments, Caltrans, the City of
San Marcos, and NCTD. Advance planning was completed in December 1995,
and the Environmental Assessment/Supplemental Environmental Impact
Report was completed in early 1997. FTA approved NCTD's request to enter
final design in February 2000. An FFGA was awarded to NCTD for the
Oceanside-Escondido Rail Corridor in February 2003.

Section 3030(a)(77) of TEA-21 authorized this project for final design
and construction. The total capital cost for this project is estimated
at \$351.52 million, of which NCTD is seeking \$152.10 million in FTA
Section 5309 New Starts funds. Through FY 2003, Congress appropriated
\$37.66 million in Section 5309 New Starts funds for this project, and
an additional \$47.24 million was allocated for this project in the FY
2004 Conference Report. It is recommended that \$55.00 million be
provided for this project in FY 2005.

### San Francisco/BART Extension to San Francisco International Airport

The Bay Area Rapid Transit (BART) in San Francisco and the San Mateo
County Transit District (SamTrans) have completed an 8.7-mile,
four-station extension of the BART system to serve San Francisco
International Airport (SFO). The project consists of a 7.5-mile mainline
extension from the existing BART station at Colma, through Colma, South
San Francisco, and San Bruno, terminating at the Millbrae Avenue
BART/CalTrain Station. An additional 1.2‑mile spur from the main line
north of Millbrae connects BART trains directly to a station adjoining
the new International Terminal at SFO. Ridership is projected to be
73,800 average weekday passengers by 2010, including approximately
17,800 daily trips by air travelers and airport employees. Revenue
operations began in June 2003.

The San Francisco International Airport is a major partner in this
project. All structures and facilities to be constructed on airport
property, and installation of related equipment, are being funded,
designed and constructed by the airport for BART. This project is also
part of the FTA Turnkey Demonstration Program to determine if the
design/build approach will reduce implementation time and cost.

On June 30, 1997, FTA entered into an FFGA for the BART-SFO extension,
committing a total of \$750 million in Federal New Starts funds to the
project; total capital costs at that time were estimated at \$1,054
million. The FFGA was amended in June 2000, and the total cost increased
to \$1,552 million. This increase is attributed to a surge in local
construction activity that resulted in higher than estimated costs for
construction of the project. Under the terms of the FFGA, such cost
increases are the responsibility of the local project sponsors. Thus,
the original Federal commitment is unchanged at \$750 million. Through
FY 2003, a total of \$469.73 million has been appropriated for this
project. An additional \$98.42 million in New Starts funding was
allocated for the BART-SFO project in FY 2004. In order to make up for
funding shortfalls in previous years, it is recommended that \$100.00
million be provided in FY 2005.

### San Juan/Tren Urbano

The Puerto Rico Department of Transportation and Public Works (DTPW) is
constructing a 10.7-mile, 16-station rapid rail line between Bayamon
Centro and the Sagrado Corazon area of Santurce in the San Juan
metropolitan area. The 74-vehicle system consists of a double-track line
operating over at-grade and elevated rights-of-way with a short
below-grade segment, and a maintenance facility. When complete, this
system is expected to carry 113,300 riders per day by 2010.

On March 13, 1996, FTA entered into an FFGA committing \$307.41 million
in Section 5309 New Starts funds to this project toward the total
project cost of \$1,250.00 million. The funding level under the FFGA
does not include \$4.96 million in Federal New Starts funding provided
prior to FY 1996, which brings total Federal New Starts funding for this
project to \$312.36 million. This FFGA was amended in July 1999, to
include two additional stations and ten additional railcars. This
amendment included \$141.00 million in Section 5307 funds and
\$259.90 million in flexible funding; no additional Section 5309 New
Starts funds were committed. The total capital cost of the project
specified in the FFGA is now \$1,653.60 million.

Due to concerns about schedule, costs and project management, in
November 2000, FTA withheld \$165.69 million until the Puerto Rico
Highway and Transportation Authority (PRTHA) submitted a satisfactory
Recovery Plan. These funds were released in March 2002. FTA anticipates
an additional amendment to the FFGA to reflect project cost increases
and schedule changes. The estimated Revenue Operations Date is June 30,
2004.

A total of \$227.95 million in Section 5309 funds was allocated to the
Tren Urbano project in FY 2003 and prior years. An additional \$19.68
million was allocated to this project in the FY 2004 Conference Report.
In accordance with the FFGA, it is recommended that \$54.82 million be
provided to this project in FY 2005.

### Seattle/Central Link Initial Segment

Central Puget Sound Regional Transit Authority (Sound Transit) is
proposing a 13.9-mile Central Link light rail transit (LRT) line running
north to south from Northgate through downtown Seattle and Southeast
Seattle to the cities of Tukwila and SeaTac, Washington. The system
would operate on existing and new rights-of-way, including the existing
1.3-mile Downtown Seattle Transit Tunnel. In the fall of 2001, the Sound
Transit Board decided to implement the initial segment, known as the
Central Link Initial Segment, a 13.9-mile, 11-station LRT line extending
from Convention Place through downtown Seattle and terminating at South
154th Station. The Central Link Initial Segment light rail line includes
1.3 miles of exclusive transit right-of-way in the existing transit
tunnel, and 1.4 miles of right-of-way reconfigured from an existing
busway south of Downtown. The system is forecast to have 42,500 average
weekday boardings in 2020, including 16,000 daily new riders. Total
capital cost is estimated at \$2,491.6 million, of which Sound Transit
has requested \$500.00 million in Section 5309 New Starts funding.

In July 1997, FTA approved a separate Link LRT project to enter
preliminary engineering. A Draft Environmental Impact Statement (Draft
EIS) was published in December 1998. The Final EIS was completed in
November 1999. FTA completed the environmental review and issued a
Record of Decision in January 2000. The Sound Transit Board formally
adopted a 7.2-mile initial Minimum Operable Segment, known as the MOS-1,
for Federal participation in November 1999. FTA approved the project's
advancement into final design in February 2000. Based on increased costs
for tunneling, right-of-way, mitigation, and other factors, Sound
Transit increased the total project cost for the former MOS-1 and
rescheduled the revenue operations date. FTA entered into a Full Funding
Grant Agreement for the former MOS-1 in January 2001.

After Congress and the U.S. Department of Transportation's Office of
Inspector General (OIG) raised significant questions about project
costs, the Sound Transit Board directed staff to re-examine the entire
MOS-1 project to determine if a portion of the 20-mile proposed system
could be identified as a new initial segment, or if MOS-1 could be
redefined to reduce risks and better meet budget limitations. During the
re-examination, the Sound Transit Board maintained its commitment to
build the entire alignment. In September 2001, the Sound Transit Board
identified the Central Link Initial Segment from Convention Place to
South 154^th^ Station as a new MOS. Following its identification of a
new MOS, Sound Transit responded to Congressional, OIG, and FTA
inquiries about project scope and costs. Based upon additional review,
FTA approved the project's entrance into final design in August 2002.
FTA entered into a Full Funding Grant Agreement for the new MOS, the
Central Link Initial Segment in October 2003.

Section 3030(a)(85) of TEA-21 authorized the "Seattle Sound Move
Corridor (Link and Sounder)" project for final design and construction.
The Central Link Initial Segment light rail transit line represents the
initial segment of this project. Through FY 2003, Congress appropriated
\$90.97 million for this project. In the FY 2004 Conference Report, a
total of \$73.81 million was allocated for the Seattle Central Link
Initial Segment. In accordance with the FFGA, it is recommended that
\$80.00 million be provided in FY 2005.

### St. Louis/Metrolink St.Clair Extension 

The Bi-State Development Agency (Bi-State) is developing a 26-mile
extension of the Metrolink light rail line from downtown East St. Louis,
Illinois to the Mid America Airport in St. Clair County. A 17.4-mile
minimum operable segment (MOS) extends from the current Metrolink
terminal in downtown East St. Louis to Belleville Area College (now
known as Southwest Illinois College). This segment consists of eight
stations, seven park-and-ride lots, 20 new light rail vehicles, and a
new maintenance facility in East St. Louis. The route makes extensive
use of abandoned railroad rights-of-way. Revenue service began on May 5,
2001. The total capital cost of the St. Clair Extension is estimated at
\$339.20 million.

On October 17, 1996, FTA and Bi-State entered into an FFGA that commits
a total of \$243.94 million in Section 5309 New Starts funding to
complete the 17.4-mile MOS to Southwest Illinois College and provides
for extending the system to Mid-America Airport should funding become
available at a later date. Through FY 2003, a total of \$243.88 million
has been appropriated for this project. No funding was allocated to this
project in the FY 2004 Conference Report. The Administration is
requesting \$0.06 million in FY 2005 to complete the FFGA commitment to
this project. The amount of funds already appropriated less those funds
not attributable to the FFGA commitment plus the funds requested for FY
2005 do not add to the total FFGA commitment due to rounding.

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

The Maryland Transit Administration (MTA) and the Washington
Metropolitan Area Transit Authority (WMATA) are developing a joint
project to extend the Blue Line of the Washington Metrorail system from
the Addison Road station to Largo Town Center in Prince George's County,
Maryland. The 3.1‑mile, two-station extension will be operated by WMATA
as an integral part of the regional Metrorail system, providing access
to downtown Washington, D.C. and the surrounding counties in Maryland
and Virginia. The line follows an alignment through central
Prince George's County that has been preserved as a rail transit
corridor in the county's Master Plan. The two new stations will be
located at the Morgan Boulevard station, north of MD‑214
(Central Avenue), and at Largo Town Center just outside the
Capital Beltway (Interstate‑95/495). Shuttle bus service is proposed to
link both new stations with the sports complex located at FedEx Field.
MTA managed the project through preliminary engineering, and WMATA has
assumed responsibility for managing the final design and construction
activities. MTA and WMATA expect this extension to open for service by
December 31, 2004. Average weekday boardings are estimated at 20,040
including 15,310 daily new riders. The total capital cost for this
extension is \$433.90 million.

This project is authorized by Section 3030(a)(94) of TEA﷓21 to enter
final design and construction. On December 15, 2000, FTA entered into an
FFGA with WMATA that commits a total of \$260.30 million in Section 5309
New Starts funds to this project. This does not include \$5.65 million
in prior year funds that were provided to the MTA for planning
activities associated with this project, which would bring the total
amount of Section 5309 New Starts funding to \$265.95 million. A total
of \$120.89 million has been appropriated through FY 2003, and an
additional \$63.97 million was allocated in the FY 2004 Conference
Report. In accordance with the FFGA, it is recommended that \$75.43
million be provided for this project in FY 2005 to complete the Federal
commitment on this project.

## Existing FFGAs Fully Funded in the President's FY 2004 Budget 

### The following two projects with existing FFGAs will not require additional funding in FY 2005, if Congress enacts the FY 2004 Conference Report as proposed.

### Dallas/North Central LRT Extension

Dallas Area Rapid Transit (DART) is constructing a 12.5‑mile,
nine‑station extension of its light rail system from the Park Lane
Station north to Plano. DART estimates that approximately 17,000 riders
will use this extension by 2010, of which 7,000 will be new riders. The
total cost of this project is estimated at \$517.20 million. DART began
contracting for construction and purchasing vehicles and necessary
right-of-way in May 1998, and expects to open the full length of North
Central extension for revenue service in December 2003.

The North Central extension is authorized for final design and
construction under Section 3030(a)(20) of TEA﷓21. FTA issued an FFGA for
this project on October 6, 1999, that will provide a total of \$333.00
million in Section 5309 New Starts funding. Through FY 2003, a total of
\$289.92 million has been provided to this project, and an additional
\$29.68 million is allocated to the project in the Conference Report for
FY 2004. The Administration is not recommending that any additional
funding be provided to this project in FY 2005.

### Memphis/Medical Center Extension

The Memphis Area Transit Authority (MATA), in cooperation with the
Memphis city government, is building a two-mile light rail extension to
the Main Street Trolley/Riverfront Loop vintage rail system. The
extension would expand service from the central business district east
to the Medical Center area. The line will operate on city streets in
mixed traffic and would connect with the Main Street Trolley, sharing a
lane with automobile traffic on Madison Avenue between Main Street and
Cleveland Street. Six new stations will be located along the route. The
line will be designed to accommodate light rail vehicles, but vintage
rail cars will be used until a proposed regional LRT line is implemented
and a fleet of modern LRT vehicles is acquired. The revenue operations
date is March 2004. The total capital cost of this project is estimated
at \$74.58 million. This project will be the last segment of the
downtown rail circulation system, as well as the first segment of a
possible regional light rail line.

Section 3030(a)(43) of TEA-21 authorized the Memphis Corridor to enter
final design and construction. On December 12, 2000, FTA issued an FFGA
committing a total of \$59.67 million in Section 5309 New Starts funds
to the Medical Center Extension. A total of \$50.16 million has been
appropriated for this project through FY 2003. An additional \$9.10
million was allocated to this project in the FY 2004 Conference Report.
No funding is recommended for this project in FY 2005.

## Pending Federal Funding Commitments

In addition to the funding recommendations for existing Federal
commitments discussed above, a new commitment is pending for one
project, the Los Angeles Metro Gold Line East Side Extension. The Metro
Gold Line East Side Extension project was recommended for a Full Funding
Grant Agreement in the FY 2003 Annual Report on New Starts, and this
FFGA is anticipated to be executed in the spring of 2004. In
anticipation of this commitment, FTA recommends that a total of \$80.00
million be allocated to this project in FY 2005. This project has been
rated as "Recommended" under the criteria and processes specified by
TEA-21. The funding recommendation described below is based on the
anticipated funding need of this project in FY 2005. This project has
been authorized in TEA﷓21 for final design and construction.

### Los Angeles/Metro Gold Line East Side Extension 

The Los Angeles County Metropolitan Transportation Authority (LACMTA) is
developing a nearly 6-mile, eight-station light rail transit (LRT) line
to serve a heavily urbanized, and transit-dependent area between
downtown Los Angeles and East Los Angeles. The East Side Corridor has
among the highest residential densities in Los Angeles with over 60 bus
routes currently serving neighborhoods along the proposed LRT alignment.
Many of these bus routes are at capacity during peak travel times, and
suffer delays resulting from traffic congestion. The proposed project is
anticipated to improve transit reliability and capacity in the corridor
and provide travel time savings to East Side residents accessing jobs in
downtown Los Angeles and other employment destinations along the
LACMTA's rail and rapid bus network.

Compared to bus alternatives, the light rail system will provide nearly
9,000 weekday hours of travel time benefits in 2020. The project is
further estimated to carry 23,000 average weekday riders in 2020,
including 8,600 daily new riders. Based on 1990 census data, there are
an estimated 5,330 low-income households representing 17 percent of all
households within a one-half mile radius of the transit station areas.
There are an estimated 84,000 employees within one-half mile of transit
station areas. The Los Angeles region is classified as an extreme area
for ozone, a serious area for carbon monoxide and particulate matter,
and as an attainment area for nitrogen oxides.

The East Side LRT project was originally defined in minimum operable
segment as a 3.7-mile heavy rail subway extension under the Los Angeles
River to First and Leona Streets in East Los Angeles. On
January 14, 1998, however, the LACMTA Board of Directors voted to
suspend and demobilize construction on the East Side project, as well as
the Mid-City rail line along Wilshire Boulevard. Following this
decision, LACMTA conducted extensive alternatives analyses that resulted
in the selection of LRT in the East Side corridor. FTA approved entry
into preliminary engineering for the East Side light rail line in
October 2002, and approved it into final design in October 2002.

Section 3030(a)(38) of TEA﷓21 authorizes the LACMTA East Side LRT for
final design and construction. In early 2002, LACMTA completed the
National Environmental Policy Act processes and entered into final
design. The total capital costs of the East Side LRT are expected to be
\$898.81 million, of which LACMTA is seeking \$490.70 million in Section
5309 New Starts funding. Commitment authority totaling \$647.00 million
was set aside by an earlier FFGA for this and the Mid-City corridor.
Through FY 2003, Congress appropriated \$17.27 million for the "Metro
Goldline" East Side Extension project. No funding was allocated to this
project in the FY 2004 Conference Report. FTA is requesting \$80.00
million in FY 2005 for this project.

###