New York State Department of Transportation

MULTIMODAL TRANSPORTATION PROGRAM SUBMISSION: 2009-2014

Submitted by Astrid C. Glynn, Commissioner of Transportation March 2008

NEW YORK STATE DEPARTMENT OF TRANSPORTATION Multimodal Transportation Program Submission March 2008

EXECUTIVE SUMMARY .............................................................................................. 1 INTRODUCTION............................................................................................................. 3 TRANSPORTATION GOALS: ACHIEVEMENT OF STATES PRIORITIES ...... 5 Guiding Principles ........................................................................................................ 5 Multimodal Transportation Goals, Objectives and Investment Criteria ................ 6 DBE and M/WBE Initiatives...................................................................................... 16 TRANSPORTATION PRIORITIES CONSISTENT WITH PUBLIC INPUT ....... 17 A NEW POLICY FRAMEWORK FOR TRANSPORTATION IN NEW YORK... 21 PROGRAM INVESTMENTS PROPOSED 5-YEAR CAPITAL PROGRAM..... 22 Annual Funding .......................................................................................................... 24 Fund Sources ............................................................................................................... 25 CORE PROGRAM......................................................................................................... 27 Category: Pavement.................................................................................................... 28 Category: Bridge......................................................................................................... 30 Category: Other Highway Assets .............................................................................. 31 Category: Materials and System Management........................................................ 32 Category: Safety.......................................................................................................... 36 Category: Bicycle/Pedestrian/ADA ........................................................................... 37 Category: Mobility...................................................................................................... 38 Category: Engineering and Right-Of-Way .............................................................. 39 Category: State Forces Preventive Maintenance ..................................................... 39 Category: Rail and Ports............................................................................................ 41 Category: Aviation...................................................................................................... 42 Category: Non-MTA Transit ..................................................................................... 43 Category: Local........................................................................................................... 44 MAJOR PROJECTS ...................................................................................................... 46 ENHANCEMENT PROGRAM .................................................................................... 52

EXECUTIVE SUMMARY The New York State Department of Transportation (NYSDOT) Five-Year Capital Program for State Fiscal Years 2009/10 through 2013/14 is being submitted pursuant to Chapter 384 of the New York State Laws of 2007. The five-year program detailed in this plan is a significant, essential first step that will stabilize conditions and help to provide for the future needs of a modern, safe, reliable and efficient multimodal transportation system for the people of New York State. In order to go beyond this initial step, New York State must have strong support from the Federal government as a full partner in providing substantial additional funding to meet our vital transportation needs. Federal funds provide 50 percent of the States current highway capital construction budget and 25 percent of its transit capital construction budget. The strength of this partnership in the years ahead to a large extent will be determined by authorization of a new Federal surface transportation funding act in 2009. It is critical that New York State begin working now to ensure this funding legislation provides a fair and equitable distribution of aid to support the continuing efforts we must make to meet the States future transportation needs. The $25.7 billion five-year program NYSDOT is submitting to the State Legislature is aimed at beginning this forward-looking effort by ensuring the State has the resources necessary now to carry out the vital maintenance and rehabilitation of its highways and bridges and to support public transportation, rail, aviation and port facilities. It recognizes that these investments are critical to promoting both future job growth and economic development and the quality of life New Yorkers deserve in all regions of our State. The program represents a turnaround plan that stabilizes current conditions and creates a foundation for future investments. The program is subject to approvals by regional Metropolitan Planning Organizations (MPOs) across the State. As presented, the program calls for addressing core multimodal infrastructure needs through a mix of preventive maintenance and capital construction improvements. It also advances a wide-range of statewide multimodal transportation projects that are candidates for funding, based on a federally prescribed public process requiring the approval of MPOs, in consultation with affected industries and businesses and others with a stake in the performance of an efficient system. In initiating the States long-term efforts to succeed in meeting the needs of a 21st century transportation system, the program recognizes the significant effects of inflation on construction costs. It identifies cost-effective investments designed to enhance our current transportation network by making it more reliable and accessible and tailoring it to support a growing economy. It also seeks to improve the safety of the traveling public and to complement the States efforts to upgrade air quality, reduce energy use and enhance New Yorkers quality of life. In its preparation, NYSDOT undertook a comprehensive 20-year assessment of the States transportation needs, carefully analyzing the challenges facing all modes of the

States transportation network for the period 2010 through 2030. As part of this effort, NYSDOT sought to gain a better understanding of the publics transportation expectations through a series of nine statewide forums. Conducted during the months prior to submitting this program, the forums gathered public opinion on the program and policy priorities. Forum participants discussed transit-system limitations, the need for increased multimodal travel opportunities, capacity issues confronting our various systems and the clash of an aging infrastructure with increasing demands. The program achieves a comprehensive, yet targeted, multimodal response to meeting the States transportation needs by setting a series of accomplishment-focused goals, objectives and investment criteria. Among the initiatives it sets forth to attain these goals are: extending the service life of highways, including improving pavement smoothness; reducing the number of deficient bridges throughout the State; ensuring a safe and reliable public transportation system by replacing buses, facilities and related equipment, by utilizing preventive and corrective maintenance and by reducing travel time; enhancing service frequency and improving on-time performance on key passenger rail corridors; and extending the service life of essential rail, port and aviation facilities through investments that promote asset preservation and good infrastructure condition.

INTRODUCTION This proposed multimodal transportation program for the 2009-14 period reconfirms New York States commitment to a world-class transportation system that serves as the foundation for a vibrant State economy. Strategic investment in this period, through a funding partnership with the Federal government, will help to ensure long-term job growth and greater economic opportunity for New Yorkers. Our transportation system is part of a national network that is integral to the economic vitality and security of the Nation. We cooperate and coordinate with neighboring states on transportation planning and investment to create regional benefits and improvements that stretch far beyond the boundaries of New York State. Clearly, the Federal government should bear a greater share of the cost of building, maintaining and operating our systems. This program will increase investment in the vast network of highways and bridges, throughout New York, as well as its essential public transportation, rail, aviation, and port facilities.1 It will support both publicly and, in certain cases, privately owned transportation facilities that are vital to the movement of people and goods. This five-year program is a significant, essential first step in helping to provide for the future needs of a modern, safe, reliable and efficient multimodal transportation system for the people of New York State.

Transportation System New York State is fortunate to have one of the largest and most diversified multimodal transportation systems in the nation, providing essential mobility as evidenced by the following annual statistics: More than 141 billion vehicles miles driven on over 113,000 miles of highways and 17,000 bridges statewide; More than 130 public transportation operators provide approximately 2.6 billion passenger trips; Each year, approximately 1.5 million riders use Amtraks Empire and Adirondack services, and more than 7.5 million rail passengers pass through Penn Station using Amtrak;

This program submission excludes the MTA, PANYNJ, and the Thruway Authority

Over 73 million tons of freight move on 3,500 miles of rail; Approximately 84 million passengers served by over 500 public and private aviation facilities; and Four port authorities and numerous private ports handling more than 150 million tons of freight.

As a result of New York States extensive support for public transportation, it has the lowest per capita use of energy for transportation of any state in the nation. Energy consumption per capita for transportation is approximately two-thirds of the national average.

20-Year Transportation System Needs NYSDOT recently completed an assessment of the States multimodal investment needs for the 2010-2030 period and concluded that the States transportation system is under stress, chiefly as a result of its age, heavy use, and lack of adequate investment in past years. Following a decade of progress in the 1990s, infrastructure conditions began to deteriorate at the same time as demand on the system increased. This has been further compounded by marked inflation in construction-related costs that have significantly reduced the buying power of transportation dollars. Since 1990, Vehicle Miles of Travel (VMT) in the State have increased from 293 million to 382 million in 2005, a 30 percent increase. Utilization of the State's public transportation network has also significantly increased. During this same period, total public transportation trips increased from 1.9 billion annually to approximately 2.6 billion annually, a 37 percent increase. Freight movement to and from New York State has increased from 435 million tons in 1996 to more than 1.1 billion tons in 2006, more than a 150 percent increase. Freight movement is expected to double in the next 20 years. Intercity passenger rail ridership in New York State has increased by more than 15 percent during the last five years. We must begin by turning around our current declining trends in infrastructure condition to create a stable environment for future investments. This plan addresses that need. Further progress will require significantly increased Federal resources for both capital and operating needs.

TRANSPORTATION GOALS: ACHIEVEMENT OF STATES PRIORITIES These transportation goals are fully consistent with and supportive of key statewide priorities for economic development, energy efficiency and promoting smart growth. In fact, progress toward achieving these transportation goals is essential to accomplishing the States priorities. These priorities include: Promote economic development, supported by cost-effective investments in existing and new transportation infrastructure. o Preserving the existing multimodal transportation system and investing in the strategic expansion contained in this program will support the States economy and facilitate economic development. Increased emphasis on bridge repairs, as well as investments in key gateways such as the Peace Bridge, will help to ensure that New Yorks economy has the mobility it needs. Promote energy efficiency in support of lower costs, and reductions in energy usage and greenhouse gas emissions. o The program facilitates increased use of energy efficient modes, such as freight and intercity rail, public transportation and increased reliance on cleaner technologies. The program also includes an investment in technology to improve operating efficiencies. Encourage smart growth statewide through State support for improved land use planning. o As part of the Smart Growth Council, NYSDOT will look for opportunities to facilitate sound land use planning. NYSDOT has developed a technical assistance program for interested municipalities. This program will also support smart growth by encouraging redevelopment and by supporting a full range of multimodal transportation, including rail and public transportation.

Guiding Principles The following guiding principles will serve as the foundation for the investment priorities included in the new program as well as for future programs. The individual goals and objectives will be derived from these principles. They are: Preservation of Transportation Assets: Proven asset management principles such as balanced preventive maintenance and capital investments are the key to preserving the system. Priorities will be determined by the functional importance of an asset, regardless of who owns the asset. Support for the States Economic Vitality and Quality of Life: Investments should improve the States economy and the quality of life for all New Yorkers.

Investment decisions should reflect better linkages between transportation and land use planning. Enhanced Mobility for People and Goods: Increased travel reliability and the provision of appropriate modal choices and access for the traveling public are essential purposes beyond asset preservation. Stewardship for the States Environment: Investments should enhance and protect the human, natural and built environment, and they should give priority to conserving non-renewable energy resources, as well as reducing fuel emissions and greenhouse gases. Safety for the Traveling Public: Investments should support efforts to reduce fatalities and serious injuries and to improve management of risks across all modes.

Multimodal Transportation Goals, Objectives and Investment Criteria The following goals are comprised of three elements: brief goal statements, goal objectives and investment criteria. They are intended to provide policy and program guidance to the States transportation operators, including NYSDOT, as they prepare and implement approved five-year transportation programs. They are derived from and consistent with the guiding principles described above. While some goals and objectives are long-term in nature, the 2009-14 program will promote a turnaround that stabilizes conditions and creates a foundation for future investments. Specific planned accomplishments for the proposed program are discussed following presentation of these programs.

Multimodal Transportation Infrastructure Preservation Multimodal infrastructure preservation includes separate goals for highway and bridge, public transportation, intercity passenger rail, freight rail, ports, aviation and bicycle/pedestrian (bike/ped) assets.

Highway and Bridge Infrastructure Preservation Goal Statement Extend the service life of all highway and bridge-related assets, with priority given to the facilities that are most important to the transportation system, through the application of both maintenance and capital investments. Objectives Establish a hierarchy of investments that give priority to bridges and pavements on critical corridors, necessary for both people and goods movement. Ensure timely application of appropriate preventive and corrective maintenance strategies in order to slow the rate of asset deterioration and the need for more costly future capital investments. Repair critically deficient highway bridges and large culverts, regardless of ownership, through appropriate capital investments. Reduce the overall number of deficient bridges, regardless of ownership, throughout the State. Reduce load postings that limit a bridges ability to carry its designed loads. Improve pavement surface conditions, particularly targeting Interstates and other National Highway System (NHS) roads. Improve pavement smoothness consistent with the Federal Highway Administration (FHWA) roughness goal, which will provide safer, more fuel-efficient roads for the public. Preserve and improve, as appropriate, essential highway-related assets, including, but not limited to, guiderail, drainage and signals. Preserve lower-volume highways and bridges that provide essential connections in rural areas. Investment Selection Criteria Priority should be given to more highly utilized assets, particularly those on the Interstate and NHS.

Perform appropriate preventive and corrective maintenance activities as detailed in the Departments Maintenance and Operations Plan. Give priority to the rehabilitation or replacement of bridges with critical elements that are seriously deteriorated (condition rating less than three (3)). Give priority to maintaining Interstate bridges in good condition (average condition rating greater than four and a half (4.5)) and NHS bridges in at least fair condition (average condition rating greater than four (4)). Reduce load restrictions on Interstate and other NHS bridges. Give priority to maintaining large culverts in at least fair condition (structural and obstruction ratings four (4) or better). Give priority to maintaining pavement conditions on heavily traveled roads, particularly on Interstates, in at least good condition (surface rating seven (7) or better). Give priority to high-volume corridors, especially Interstate and other NHS highways, with rough ride quality (International Roughness Index (IRI) greater than 170). Give priority to non-NHS pavements with Annual Average Daily Traffic (AADT) greater than 20,000 with very rough ride quality (IRI greater than 220). Give priority to maintaining those pavements that are critical to moving people and goods in at least fair condition (surface rating six (6) or better).

Public Transportation Infrastructure Preservation Goal Statement Ensure the safe and reliable movement of passengers through appropriate investments in core public transportation infrastructure. Objectives Deliver reliable public transportation service through continued investment in the core system by replacing buses, facilities and related equipment as they reach their federally rated useful life.

Extend the service life of public transportation assets through adherence to industry standard/manufacturers recommended preventive maintenance activities. Establish energy efficiency and emissions reductions as key criteria for vehicle replacements. Coordinate resources with other transportation providers, such as human-services agencies, to assure maximum utility from all asset investments. Make transit facilities greener. Investment Selection Criteria Priority should be given to core infrastructure investment that maintain and increase the current transportation market share for transit. Buses, facilities and related equipment should be replaced as they reach their federally rated useful life. Replacement vehicles should use clean energy propulsion systems. Vehicle choices (particularly vehicle size) should reflect potential new markets, including coordination opportunities among transit operators, as well as needs of existing ridership. Investments should be consistent with established industry standard and/or manufacturer recommended preventive maintenance schedules. New technology applications should support the most efficient use of existing fleet and infrastructure.

Intercity Passenger Rail Preservation Goal Statement Ensure the safe and reliable movement of rail passengers through strategic investments in core system infrastructure. Objectives Complete the State Rail Plan and begin to implement it through a multi-year capital program. Support core infrastructure investments that will help to increase passenger rail ridership by three percent annually.

Make strategic investments that preserve existing rail infrastructure required for future passenger rail enhancements. Make strategic investments that enhance service reliability and move toward an on-time performance goal of 90 percent in the Empire Corridor. Support core infrastructure investments that reduce travel time in key passenger rail corridors. Leverage current and future Federal passenger rail funding opportunities, including Federal Railroad Administration (FRA) State Matching Grant programs, Federal taxexempt/credit bonds, Federal loan guarantees, carbon credits, public-private partnerships and other innovative finance mechanisms. Investment Selection Criteria Projects are consistent with the State Rail Plan. Projects will help achieve increases in passenger rail ridership by 3 percent annually. Projects will enhance the safety of both the traveling public and the system in general. Projects will enhance the reliability and efficiency of the system, allowing for enhanced or increased capacity (i.e., rail yards, rail passing sidings and signal improvements). Investments contribute to achieving established on-time performance standards. Investments provide connectivity between modes. Investments mitigate environmental impacts on the transportation system and promote energy efficiency. Investments leverage current and future Federal passenger rail funding opportunities.

Freight Rail and Upstate Port Infrastructure Preservation Goal Statement Extend the service life of essential rail and port facilities through public investments that promote asset preservation and the attainment of good infrastructure condition and reliable service.

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Objectives Complete the State Rail Plan and begin to implement it through a multi-year capital program. Support reliable rail freight transportation service through investment in the preservation of core infrastructure assets (including track, bridges and terminals). Support public investments in rail infrastructure to maintain and grow the market share of freight transported by rail. Improve main line track conditions for sustainable FRA Class II operations. Give priority to establishing and preserving last mile connections to rail-served industries. Extend and improve condition of essential port facilities necessary for ongoing operations. Investment Selection Criteria Projects are consistent with the State Rail Plan Leverage public funds with private investment to increase the overall public benefits. Preserve the most essential rail facilities, regardless of class. Maintain rail service critical to support and expand New Yorks economy. Preserve port facilities essential to maintaining current service levels and improve access to these facilities.

Aviation Infrastructure Preservation Goal Statement Extend the service life of essential aviation facilities through public investments that promote asset preservation, the attainment of good infrastructure condition and ensure secure facilities. Objectives Leverage all available Federal aid.

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Give priority to removing or lowering airport runway approach obstructions in order to increase safety factors and allow greater use of existing airport runways. Provide transient aircraft hangers, a priority requirement for business use of airports. Support general aviation airport efforts to improve security through fencing and surveillance system investments. Support aviation facilities that provide the only reliable air service for a given region. Investment Selection Criteria Meet required match for Federal funds. Give priority to aviation projects that provide significant economic benefits. Update navigation and other technology related to safety and security.

Multimodal Transportation Mobility Goal Statement Enhance the movement of people and goods through improvements in system reliability, cost-effective congestion mitigation, network connectivity, accessibility and modal choice. Objectives Develop and begin implementing strategies for increasing the market share for modes that promote energy efficiencies and reductions in emissions. Develop a plan and implement strategies to reduce growth in anticipated system congestion and growth in VMT, consistent with sound local transportation and land use planning. Enhance mobility on existing systems, through the application of proven technologies, before expanding the system.

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Increase public transportation ridership and intercity passenger rail ridership to promote energy conservation and improved air quality. Improve travel reliability for both people and goods through incident management strategies and commitments to on-time performance and reliable travel times. Encourage improved system designs that meet the transportation needs of elderly individuals and those with disabilities. Improve walkability, particularly in neighborhoods and commercial centers. Encourage municipalities to extend the bike/ped network and ensure that bike/ped elements are appropriately included in NYSDOT designed projects. Continue process of eliminating highway bridge clearance restrictions with greatest impact on personal mobility and goods movement. Expand modal choice in the most congested urbanized corridors and regions to promote energy conservation and improved air quality. Facilitate improved rural public transportation service. Improve capacity and reliability of intercity passenger rail service. Strengthen regional connections between population centers by either intercity bus or intercity passenger rail. Support minimum clearances, consistent with an overall rail plan, for critical rail corridors. Support increased weight carrying capacity for critical rail corridors to attain line capacity for 286,000 pound rail cars. Help expand rail and port terminals and related assets to meet increased service demand. Improve access to rail and port terminals. Encourage point-to-point air transportation access through enhancements of both commercial and general aviation facilities. Investment Selection Criteria Give priority to investments based upon sound transportation and land use planning.

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Give priority to investments that promote efficient and reliable mobility for both people and goods. Emphasize investments that support network connectivity and accessibility. Give priority to investments that effectively support energy and emission reduction strategies. Emphasize operational and demand management strategies prior to consideration of system expansion. Enhance modal choices in the most congested areas to promote mobility and energy efficiency. Give priority to projects with the greatest public benefit particularly for underserved populations.

Environmental Sustainability Goal Statement Support a sustainable environment through improved energy efficiency in the transportation system and the protection and improvement of air and water quality. Objectives Lower the transportation sectors contribution to greenhouse gases and global climate change. Develop and adopt sustainability standards for construction and maintenance activities. Reduce the growth in transportations consumption of non-renewable petroleum resources. Consistent with National Ambient Air Quality Standards, lower emission of pollutants and support air quality conformity goals in both non-attainment and maintenance areas. Reduce non-stormwater discharges within Designated Urbanized Areas in order to ensure clean drinking water and biodiversity. Ensure that transportation related investments appropriately protect wetlands and biodiversity.

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Investment Selection Criteria Design of all transportation projects should consider methods for attaining the objectives above. Projects should consider impacts on mobility.

Multimodal Transportation Safety Goal Statement Improve safety in all transportation modes, regardless of jurisdiction, to save lives, reduce the number and severity of personal injuries and prevent crashes. Objectives Reduce the number of fatalities and the fatal crash rate per 100 million VMT. Reduce the Mean Severity of Injury (MSI) rate. Reduce work zone intrusions. Reduce number and severity of truck, bus and rail accidents. Reduce rail grade crossing accidents. Investment Selection Criteria Number of projected reductions in deaths and injuries at High-Accident Locations (HALs). Investment will address highway HALs. Investment will address rail and grade crossing accidents.

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The above goals, objectives and criteria in large part represent what we do. The following initiatives describe an important part of how we intend to do business. DBE and M/WBE Initiatives The Department of Transportation is a significant purchaser of goods and services. As such, NYSDOTs activities need to advance broader economic goals, including increased opportunities for minority and women owned businesses. NYSDOT is committed to the success of its Disadvantaged Business Enterprise (DBE) and Minority and WomenOwned Business Enterprise (M/WBE) programs and related activities. The following actions are among several recently taken or planned to strengthen these programs and increase opportunities for DBEs and M/WBEs. Measuring the success of these actions will be part of measuring the success of the program. We want to work closely with our industry partners to advance these goals. Providing additional staff resources to the DBE and M/WBE programs through the Office of Civil Rights, the Office of Construction, the Division of Legal Affairs and the Main Office Purchase Unit. Developing a statewide outreach program for DBE and M/WBE by establishing a statewide DBE and M/WBE Outreach Program to inform the disadvantaged, minority and women-owned business community of upcoming opportunities in highway construction, civil engineering and transportation-related contracts. This outreach includes networking events, increased advertising in targeted publications and enhancing the Office of Civil Rights Website. Increasing the number of M/WBE by expediting the M/WBE application process for firms already certified as a DBE. Increasing internal M/WBE utilization through staff training. Purchasing training will feature a special instructional segment on the use of the Department of Economic Developments Website Directory of M/WBEs. Increasing external opportunities for DBE and M/WBE through the Consultant Base Preservation Effort, which is designed to enhance and broaden participation by qualified small firms in its engineering consultant program. Planning Supportive Services for DBE. The Department is currently conducting a statewide DBE needs assessment that will become the basis for developing a DBE Supportive Services Program.

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TRANSPORTATION PRIORITIES CONSISTENT WITH PUBLIC INPUT As part of its formulation of this program, NYSDOT held a series of nine public forums in cooperation with the local Metropolitan Planning Organizations (MPOs) across the State both to describe the 20-Year Needs Assessment to the public and to solicit the transportation priorities of New Yorks citizens. This outreach effort complemented and built on the ongoing work of the MPOs, which are the federally approved planning entities that establish long-term regional transportation plans and approve projects for Federal funding.2 Throughout the State, NYSDOT heard not only an appreciation for transportation as a necessary component of a successful economy, but also a strong desire for greater connectivity and an understanding that a range of transportation choices could be important for the lives that New Yorkers seek to lead. For instance in Watertown, NYSDOT was told of a job training program with a catchment area limited by the lack of transit service. In Rochester, one speaker described the need for better air and/or rail service to connect the regions major cities to the State capital. In Binghamton, there was discussion of how freight rail could provide cleaner, more energy efficient and cheaper transport for New Yorks manufactured goods and agricultural products. In Albany, the subject was the need to tie Federal transportation policy to national energy and environmental policy. And everywhere there was concern that the transportation system be sound and reliable that the bridges are kept open and that congestion be alleviated. The 2009-14 NYSDOT Multimodal Capital Program is consistent with the response heard from the public at these forums and also with the goals of the short-term investment programs developed by the States MPOs. The 2009-14 program will begin to address many of the issues raised at these forums within the funding available over the next five years and will provide the policy framework, new investment strategies and a sound basis for building future State transportation programs.

Highlights of Public Forums The forums took place in Watertown, Albany, Rochester, Binghamton, Syracuse, Poughkeepsie, Buffalo, Staten Island and Long Island. Six of the forums had themes: Mobility and Accessibility in Rural Areas; Energy and the Environment; the Economy; Rail and Freight; Congestion; and Land Use. The others focused on a general discussion of the States needs. Each forum included a roundtable discussion consisting of area transportation providers, local recipients of transportation services, academics, labor and
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The list of projects that is included in this program was drawn heavily from the MPOs Transportation Improvement Programs (TIPs) and since Federal funding is a key ingredient of this program, a good deal of it will be subject to approval by the MPOs.

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construction industry representatives, members of civic organizations and other transportation stakeholders. Nearly 600 people in total attended the forums and offered their input on the need for increased multimodal opportunities; capacity issues with an aging infrastructure trying to support an expanding population; limited transit options; and questions about local projects. More than 100 people submitted comments in writing via mail and email and those, combined with statements offered at the forums, will be gathered into a report for Governor Paterson and the Legislature as well as to New Yorks congressional delegation. Following are several examples of comments from the forums: Watertown We need to relate infrastructure rehabilitation to economic development more directly. We should see it as an investment and put the dollars where there is the best return. Anthony G. Collins, president, Clarkson University We have many contracts with Fort Drum, but the only way to get to the Fort is by taxi, which can cost $18 to $20 a day. We are charged with keeping a ratio of disabled to non-disabled persons employed and without [adequate transit] some people just stay home and dont work. Getting to Fort Drum is critical to our mission [the opportunity to train more people for the workforce]. Sandy Petrillose, coordinator of Community Based Employment, Jefferson Rehabilitation Center The bus system is an incredibly valuable asset to students particularly disabled students. But for students [in outlying counties], we know we are not reaching them. We know by the calls we get every semester with students saying I cant get here. Can you run a bus? It does have to be done by partnering, and what I would advocate for is a role for the State to help in some of that partnering. For a college the size of mine to arrange all those rides would be virtually impossible. We need a system that supports workers, students, farmers all at the same time, and there are times when we need the State to step in and say, We can facilitate this for you. Carole A. McCoy, president, Jefferson Community College.

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Albany It is so easy to state that transportation, energy and the environmental are inexorably linked. We work collaboratively to develop improvement in the New York State transportation system to reduce our energy consumption and the associated environmental impacts and increase the economic viability of all consumers and residents of this State. New York State, like many others, is heavily dependent on petroleum for its transportation needs. Make no mistake; New York needs its full share of [Federal] aid if we are to address our transportation needs. We must work together [and utilize Federal aid] in order to address fuel efficiency, reduce petroleum use and reduce harmful emissions. Paul Tonko, president and chief executive officer of New York State Energy Research and Development Authority (NYSERDA) Binghamton Railroads are a driver of economic development. [They] are an essential part of the balance of the economic health of the State and of its social benefits. Bruce Liberman, president, Railroads of New York (RONY) and vice president of Anacostia & Pacific and Chairman of New York and Atlantic Railway Rochester The future condition of the State highway system is no doubt very important. However, equally important is the local infrastructure which accounts for 87 percent of the total highway mileage, and 50 percent of the bridges. Sufficient funding for the local system must be balanced with the State system. Don Higgins, Livingston County Highway Superintendent Investment in (Americans with Disabilities Act) ADA compliance and providing accessible transportation multimodal will attract ridership, as well as employment and productivity among the disabled populations. Access to handicap-accessible transportation remains a top priority. Courtney Totter, National MS Society/Accessible Transportation Advisory Committee (ATAC) If we really want to think strategically about future needs, we should be developing a high-speed rail network. There are currently no direct flights between two major upstate cities (Rochester and Buffalo) and our State capital. This is a critical economic development issue that must be addressed. The cost of fuel and other issues makes the prospect of restoring these flights unlikely. A high-speed rail system is what we need. Debbie Stendardi, vice president, government and community relations, Rochester Institute of Technology

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Long Island There needs to be a closer alignment, coordination and integration of DOT planning with local municipalities. I recommend that DOT projects be formally incorporated and consistent with local community land use plans. The DOT needs to actively participate in any ongoing, community-based planning efforts. Sarah Lansdale, AICP, executive director of Sustainable Long Island

Staten Island I can go out at any time of the day or night and find rush-hour traffic and adding more highway lanes arent going to help anything. You can't build yourself out of the problem. William Henderson, executive director of the MTA's Permanent Citizens Advisory Committee Hudson Valley Intercity bus carriers are often overlooked. They also play an important role in getting transportation needs in New York State. One of the ways for them to play a role is for them to become more efficient with park-andride facilities and intermodal facilities available, and they can play a bigger part in convincing the people that they provide a valuable role. Christine Falzone, director of sales and marketing, Coach USA

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A NEW POLICY FRAMEWORK FOR TRANSPORTATION IN NEW YORK The multimodal transportation program submitted for the 2009-14 period represents a departure from previous strategies. A new policy framework for investing in our multimodal transportation system is needed, not only to preserve the vital transportation network, but also to improve it to meet the new demands of competing in the global economy. New strategies will allow us to make the most cost-effective investments and begin to reverse the decline in the conditions of our transportation assets. The funding levels for this five-year period represent a turnaround plan that stabilizes conditions and creates a foundation for investments necessary to restore and enhance the States transportation system. While immediate investments will be the focus of this program, it is critical that the State understand the importance of a longer-term, sustained and consistent approach to meeting its transportation needs. Above all else, the 2009-14 program focuses on meeting the core multimodal infrastructure needs. Regardless of funding levels, the State must grant the highest priority to preservation of the existing infrastructure through an appropriate mix of preventive maintenance and capital construction investments. On top of this core investment strategy, this program identifies cost-effective investments to enhance the existing system, support a growing economy, complement efforts to reduce energy use and improve the quality of life for all New Yorkers. It recognizes that a balanced and well-planned system is essential and that appropriate modal choices are essential to efficiently move both people and goods. The new policy framework embodied by this fiveyear program anticipates a renewed partnership between the Federal government and the State in supporting the necessary investments in transportation. Clearly, the Federal government, which created the nations Interstate Highway System more than 50 years ago, has a special responsibility to fund the reconstruction, preservation and needed enhancements to this system. Likewise, the nations rapidly deteriorating bridges and public transit systems deserve greater Federal support. The next Federal transportation act should provide incentives for transportation systems that are transit friendly and energy efficient, an area where New York is already a national leader. As described below, the proposed 2009-14 program presumes Federal support growing at rates consistent with the last two transportation acts to address myriad multimodal needs in a full partnership with the State. The transportation issues we face are national as well as local, and no investment strategy will be successful without a full partnership between the State and Federal governments.

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PROGRAM INVESTMENTS PROPOSED 5-YEAR CAPITAL PROGRAM The proposed NYSDOT Capital Program for State fiscal years 2009-10 through 2013-14 reflects the investments necessary to maximize the useful life of our existing transportation infrastructure, to manage our assets in the most cost-effective manner, to protect public safety, to maintain our system in a condition at least equal to current conditions, to complete important major projects with statewide transportation and economic significance and to implement key enhancements to our transportation network. The program and project cost estimates included herein were developed from existing data sources for purposes of framing the total value of a five-year transportation plan that will begin approximately a year from the date of this submission. There is still much work to do to refine the particulars and to produce a final mix of projects and cost estimates that will achieve the intended goals of our plan. Since NYSDOT shares in a planning and project selection process with local MPOs, the Department will be working with our MPO partners to develop consensus on specific projects and investment levels. The inflationary assumptions that underlie the proposed investment levels are based principally on the historical inflation experienced in our capital program during the previous six years, an average of approximately 6.28 percent annually. Some moderation is assumed for the later years of the plan. To the extent that actual inflation varies from this projected trend line, we will need to reassess our year-of-expenditure cost estimates and adjust the program or funding accordingly. The investment summary tables below, which display the proposed funding for major program components, are organized by core, major projects and enhancement categories. Complete detail on these categories and the specific elements of which they are comprised follows later in this presentation. Proposed NYSDOT Capital Program 2009-10 through 2013-14 Investment Summary Tables CORE PROGRAM Investment Item Pavement Bridge Other Highway Assets Safety Bike/Ped/ADA Mobility Engineering, Program Support & Management Proposed Funding 2009-10 through 2013-14 (Millions) $4,217 $4,486 $1,207 $1,062 $127 $176 $4,871

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CORE PROGRAM Proposed Funding 2009-10 through 2013-14 (Millions) Right-of-Way $380 Preventive Maintenance State Forces $1,711 NYSDOT Fleet, Major Equipment & Parts $326 Maintenance Facilities $148 Rail and Ports $228 Aviation $145 Non-MTA Transit $292 Federal Funds for Local Projects $2,352 CHIPS $1,711 Local Bridge Program $250 Marchiselli $233 Special Federal $206 TOTAL CORE $24,128 Columns may not add due to rounding Investment Item

MAJOR PROJECTS Proposed Funding Investment Item 2009-10 through 2013-14 (Millions) Conversion of Rte 17 to I-86 $793 Gowanus Expressway $267 Ft. Drum Connector $84 Route 219 $83 Border Crossing Program $33 LIRR 3rd Track $80 Empire Corridor South Passenger Rail $71 Peace Bridge $90 Land Use Planning Initiative $12 TOTAL MAJOR PROJECTS $1,513 Columns may not add due to rounding

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ENHANCEMENTS Proposed Funding Investment Item 2009-10 through 2013-14 (Millions) Enhancing Bicycle and Pedestrian Systems $10 Travel Demand Management $10 ITS Expansion $19 Engineering and ROW for Enhancements $6 CHIPS Increase $28 TOTAL ENHANCEMENTS $74 Columns may not add due to rounding

TOTAL PROGRAM Investment Item Core Program Major Projects Enhancements Proposed Funding 2009-10 through 2013-14 (Millions) $24,128 $1,513 $74 TOTAL PROGRAM $25,715 Columns may not add due to rounding

Annual Funding Projected annual funding that would be required for the proposed program is displayed in the table below. Annual Capital Funding (Millions) 2010-11 2011-12 2012-13 $5,418 $5,046 $5,519

2009-10 Annual Funding $4,122

2013-14 $5,610

Total $25,715

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Fund Sources The funding sources for the proposed 2009-10 through 2013-14 Capital Program are summarized in the table below: Proposed NYSDOT Capital Program Proposed Funding Source 2009-10 through 2013-14 (Millions) Federal Funds $9,189 State/Fed/Other Funds* $15,836 Carryover Bond Act Funds $690 Total Fund Sources $25,715 *Represents both existing State Dedicated Fund resources, as well as a need for significant additional funds yet to be identified from State, Federal or other sources. The current State Fiscal Plan, including proposed actions in the Executive Budget, assumes that $3.35 billion of General Fund dollars will be transferred to the Dedicated Highway and Bridge Trust Fund (DHBTF) from 2009-10 through 2013-14. This proposal would require additional cash resources of approximately $1.7 billion, creating a total cash need in the five-year program period of over $4.9 billion.

Federal Funds The estimate of Federal aid in support of this program reflects the assumption of modest growth in Federal aid applicable to the NYSDOT program, commensurate with the growth that occurred between the two previous State five-year programs approximately 18 percent. While this level is prudent for planning purposes, it represents only a minimum standard for Federal participation in New Yorks transportation program. Our transportation system is part of a national network that is integral to the economic vitality and security of the Nation. We cooperate and coordinate with neighboring states on transportation planning and investment to create regional benefits and improvements that stretch far beyond the boundaries of New York State. Clearly, the Federal government should bear a greater share of the cost of building, maintaining and operating our systems. The current six-year Federal Transportation Act, known as SAFETEA-LU, will expire on September 30, 2009, and a successor Act will need to be put in place to continue Federal transportation funding. In preparation for the new Act, SAFETEA-LU established the National Surface Transportation Policy and Revenue Study Commission to inform debate and to suggest policy and financial goals for the new program. The Commission issued its report in January 2008, finding that many of the transportation challenges we face are national in nature, and that Federal funding should be provided at a higher level to

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address those concerns. NYSDOT has already begun to work in coalition with other states to advocate for a new Act that will incorporate this principal. As referenced above, the assumptions in this proposal regarding Federal funding and its application to specific programs and projects are dependent on obtaining approval from federally authorized local MPOs.

Carryover Bond Act Funds The State transportation plan that was enacted in 2005 included $1.45 billion of funding from the Rebuild and Renew New York Transportation Bond Act of 2005 that was planned for obligation through 2009-10. The funding sources for the proposed program include $690 million of these funds to support Bond Act projects scheduled in 2009-10 and to complete some Bond Act projects that have experienced schedule delays beyond 2009-10.

State/Additional Federal/Other Fund Sources After application of Federal and carry over Bond Act funds, the remaining $15.8 billion would be supported by State, additional Federal and/or other funds. To the extent that Federal Aid under the new Act exceeds the modest growth assumptions referenced above, portions of this funding would shift to the Federal category. State fund sources for NYSDOT programs have traditionally included the State Highway and Bridge Dedicated Fund, the Dedicated Mass Transportation Trust Fund, General Obligation Bond programs and the General Fund. Additional fund sources and funding mechanisms may also become available as a result of the authorization of the next Federal transportation act.

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CORE PROGRAM The Core Program reflects the investments necessary to maximize the useful life of our existing transportation infrastructure, to manage our assets in the most cost-effective manner, to protect public safety, and to maintain our system in a condition at least equal to current conditions. It should be noted that a large part of the program described here, specifically that portion financed from Federal funds in urbanized areas, must be developed in partnership with the local MPOs. Therefore, many of the projects included in this plan should be considered as candidates, subject to approval by the MPOs through the federally required metropolitan planning process. Also, while we have developed this program using current assumptions regarding inflation and cost escalation, further adjustments to the program may be needed as the actual inflation rates become known. Following are the program categories, elements and funding levels that comprise the Core investment program. Category Pavement Pavement Pavement Bridge Bridge Bridge Other Highway Assets Other Highway Assets Other Highway Assets Other Highway Assets Other Highway Assets Other Highway Assets Other Highway Assets Other Highway Assets Safety Bike/Ped/ADA Mobility Engineering/ROW Engineering/ROW Engineering/ROW Bridge Capital Bridge Contract PM Subtotal Materials and System Management Drainage Guiderail & Impact Attenuators Rest Areas Traffic Signals Roadside Environmental Stewardship Traffic Control Signs Subtotal Safety Bicycle/Pedestrian/ADA Mobility Engineering, Program Support and Management Right-Of-Way Subtotal Element Pavement Capital Pavement Contract PM Subtotal Cost (Millions) $2,644 $1,573 $4,217 $3,337 $1,149 $4,486 $863 $191 $57 $32 $32 $19 $13 $1,207 $1,062 $127 $176 $4,871 $380 $5,251

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Category

Element

Cost (Millions) $1,711 $326 $148 $2,185 $152 $75 $228 $145 $292 $2,352 $1,711 $250 $233 $206 $4,752 $24,128

State Forces PM Core Preventive Maintenance State Forces PM NYSDOT Fleet, Major Equipment and Parts State Forces PM Maintenance Facilities State Forces PM Subtotal Rail and Ports Passenger Rail Rail and Ports Freight Rail and Ports Rail and Ports Aviation Non-MTA Transit Local Local Local Local Local Local Total Aviation Non-MTA Transit Federal Funds for Local Projects CHIPS Local Bridge Program Marchiselli Special Federal Subtotal

Subtotal

Category: Pavement Pavement Capital $2.644 B

This investment, in conjunction with core maintenance investments, is necessary to hold average pavement conditions statewide at the 2007 level. The proposed Pavement Capital Core Program will rehabilitate or reconstruct 3,695 lane-miles of pavement (9.7 percent of lane miles under NYSDOT jurisdiction) over the five-year program period and reduce the paving cycle to 13.8 years. NYSDOT annually a conducts a highway condition survey to determine the surface condition for each section of highway on the New York State Touring Route System. The Touring Route System consists of 41,260 lane miles, of which 38,183 lane miles are under State (NYSDOT) jurisdiction. Pavement surface conditions on State highways are determined annually using a ten point scoring methodology. Pavements rated 5 or less are considered to be in poor condition, while pavements rated 6 are considered fair. Pavements rated poor or fair are generally candidates for repair. The statewide goal is to keep NYS highway pavements in a state-of-good-repair (SOGR), with high volume roads such as the Interstate System, National Highway System (NHS) 28

and other trade corridors maintained to an overall higher condition level than lower volume roads. Since 2000, however, New York State has experienced a steady increase in the amount of deficient pavement. At current program funding levels, the percentage of pavement rated either poor or fair is forecast to increase from 38.6 percent in 2007 to over 50 percent by 2014. Key to reversing that trend is a reduction in the paving cycle. Over the last five-year program, the paving cycle was approximately 18 years. The proposed Core program will reduce this cycle to 13.8 years, substantially increasing the amount of pavement in a SOGR. Below is a graphic which shows historical pavement conditions and forecasted conditions for the current investment level and the proposed Core Program.

58 56 54 52 50 48 46 44 42 40 38 36 34 32 30 28

Percent Poor Plus Fair

46.6

42.8

42.9

40.9

38.9

38.6

40.7

42.6

42.6

37.2

37.6

42.2

44.5

36.7

41.4

46.5

40.2

48.3

38.8

50.2

38.6

52.0

38.6

53.5

38.6

55.0

32.9

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 Year History Current Funding Proposed Program

Pavement Contract Preventive Maintenance (PM)

30.2

32.1

32.2

34.1

$1.573 B

This investment, in conjunction with core capital and other core maintenance investments, is necessary to hold average pavement conditions statewide at the 2007 level. The Pavement Contract PM funding will allow an additional 10,155 lane miles of single course overlay paving and other pavement preventive maintenance work during the five-year program period, as well as other pavement preventative maintenance work.

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38.6

56.0

State Highway Pavement Trend and Forecasts

Pavement preventive maintenance (PM) activities include crack sealing and other treatments designed specifically to extend the service life of pavement structures. Liquid asphalt treatments such as microsurfacing not only prevent water from entering the subgrade, but also improve rideability. The proposed Core Program will increase the use of these treatments and will fund an additional 2,031 lane miles of single course overlays each year. It should be noted that cleaning and repair of drainage systems, an important preventive maintenance strategy for pavements, will be described later.

Category: Bridge Bridge Capital $3.337 B

This investment, in conjunction with core maintenance investments, is necessary to hold average bridge conditions statewide at the 2007 level. The Bridge Capital funding will provide for rehabilitation or replacement of some 533 State bridges. The bridge population in New York State includes 7,602 State highway bridges and 8,551 highway bridges maintained by local government. Each element of every bridge span is inspected at least biennially and rated on a 1 (poor condition) to 7 (new condition) scale. Individual element ratings are combined by formula to compute an average condition rating for each bridge. Bridges with an average condition rating less than 5 are considered deficient, while bridges with an average condition rating less than 3 are considered critically deficient. Although the term deficient is used to describe the condition of these bridges, it should be emphasized that these bridges are considered safe and would be closed if bridge inspectors considered them otherwise. While bridge conditions have steadily improved since the early 1990s, the most recent data suggest that this trend is reversing. At current program funding levels, State bridge conditions are forecast to worsen from 29.2 percent deficient in 2007 to 33.2 percent deficient in 2014. The proposed Core program will emphasize preventive and corrective maintenance to slow the deterioration process and to keep bridges from entering the deficient category. This strategy will include the rehabilitation or replacement of critically deficient bridges and very large culverts and will focus on structures where weight or height restrictions interrupt seamless travel and waste time and fuel. Priority will be given to the Interstate System and other structures that are the most highly traveled and essential to commerce and economic development.

Bridge Contract Preventive Maintenance (PM)

$1,149 B

This investment, in conjunction with core capital and other core maintenance investments, is necessary to hold average bridge conditions statewide at the 2007 level. This includes corrective and demand maintenance for some 2,285 State bridges and painting for an additional 1,670 bridges.

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Preventive Maintenance (PM) treatments must be applied at the correct time in order for bridge structures to reach their design life. Typical PM activities include cyclical washing and painting to protect the steel from damaging materials such as road salt, lubrication of bridge bearings to assure proper expansion and contraction, and deck sealing to prevent corrosive materials from entering the sub-structure. Failure to perform appropriate cyclical PM treatments reduces the useful life of a bridge structure and increases the need for far more costly bridge replacement and rehabilitation projects in order to keep the structure safe and functional. The following graphic shows the historical trend and forecast conditions for the current investment level and the proposed Core Program.

State Highway Bridge Trend and Forecasts

35.0 Percent Deficient by Number
32.9 32.7 34.2 29.2 34.7 29.2

36.0
33.7 29.2

34.0 33.0 32.0 31.0 30.0 29.0 28.0 27.0 26.0

30.9

30.2

29.5

29.3

28.4

28.3

28.9

29.2

30.1

29.6

30.6

29.6

31.2

28.0

29.4

29.5

31.7

27.9

29.4

32.2

27.8

29.3

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 Year History Current Funding Proposed Program

Category: Other Highway Assets This category funds programs to maintain and repair assets other than pavement and bridges that are essential to the safety, reliability, longevity and customer satisfaction of the States highway infrastructure. Often referred to as highway appurtenances, these assets are fundamental to the operation of the highway system and provide a variety of critical benefits to the motoring public. These assets have historically been neglected and underfunded and continuing this trend would be comparable to rehabilitating an older

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27.3

27.4

29.2

33.2

home without repairing deteriorated and dangerous electrical wiring. Assets in this category include materials, drainage structures, traffic signals, guiderail, and signs. The investment strategy for these assets includes capital rehabilitation, cyclical maintenance treatments, and corrective repairs.

Category: Materials and System Management Materials and System Management $863 M

This level of investment will provide the funds necessary to provide for significant investments in Intelligent Transportation Systems (ITS), congestion management and mitigation by Traffic Management Centers (TCM), support ongoing Transportation Systems Management (TSM) and Transportation Demand Management (TDM) programs and purchase essential materials for ongoing and emergency bridge and pavement repairs. This element funds the enhancement of traveler information systems, as well as the operating costs for the Departments TMCs and ongoing TSM and TDM programs. These programs are essential to the Departments efforts to mitigate highway congestion. ITS systems are fundamental to both safety and mobility. ITS includes freeway management systems such as the Inform system on Long Island, incident management systems such as variable message signs and video surveillance cameras, and road weather management systems such as sensors in the pavement to detect ice or other hazardous conditions. The Department will also use these funds to purchase asphalt and other materials essential to the ongoing and emergency repair of pavements and bridges.

Drainage

$191 M

The investment will provide funds toward the rehabilitation of our critically deficient large culverts and for the cleaning of large culverts to restore their ability to carry water and prevent flooding. It will also address the needs of small culverts and roadside ditches. Job-Order Contracting (JOC) will be used for most culvert replacements and rehabilitations. Additionally, this investment will be used to purchase equipment and materials for State forces to perform culvert cleaning and repairs, as well as ditch and closed drainage system (storm sewer) maintenance. Many aging culverts have deteriorated beyond the point where they can withstand maximum flow. Others have filled with sediment, reducing their capacity and causing them to overtop prematurely.

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Culverts are inspected, evaluated, and rated in manner similar to bridges. Currently, of the approximately 6,000 large culverts maintained by NYSDOT, 2,123 are rated structurally deficient and an additional 843 are critically deficient. It must be noted that the only difference between a deficient culvert and a deficient bridge is the size of the span. A large culvert can have a span of up to 20 feet. Failure of such a culvert could lead to catastrophic results for travelers. Additionally, drainage along highways is critical to the structural integrity of the pavement subgrade. Pavements with saturated subgrades due to sedimentation in ditches lose their water carrying capacity. This can lead to the weakening of the pavement structure. Inadequate drainage has also resulted in highway flooding and, in the winter, can lead to icing and frost heaves. In short, poorly drained subgrades jeopardize the integrity of the pavement, increase risks to the traveling public, and accelerate the pavement deterioration process, which can significantly reduce the service life of pavement treatments and increase the cost of pavement repairs. Guiderail & Impact Attenuators $57 M

This investment is needed to fund the replacement of deteriorating rustic rail guiderails and to provide for spot repairs of damaged guiderail. This will be done through a combination of maintenance by contract and work by State forces. Funding for State forces will be divided between equipment and materials. Guiderail is a safety asset used to return errant vehicles to the highway and away from fixed objects or dangerous slopes. Properly maintained guiderail significantly reduces the severity of highway accidents. But if guiderail is deteriorated or damaged, the traveling public can be exposed to significant dangers. Approximately 23 million linear feet of guide rail are in place along State highways. There is a growing amount of rail that is not functioning as it should, due to damage from hits, inadequate height, loss of tension, or outmoded end treatments. A portion of the States approximately 740 miles of rustic guiderail, found in the Adirondack Park, the Catskill Park, and along historic parkways, is suffering from accelerated deterioration and is in need of replacement. The Department has developed a program to address this problem. This investment is needed to fund that important safety program. More generally, the proposed Core Program will provide the investment needed to reduce the current replacement cycle for guiderail from 60 to 30 years. Similar to guiderail, impact attenuators reduce the severity of a highway crash. They are generally used at highway exit ramp areas or to protect other hard fixed obstacles. Impact attenuator systems generally have a service life of 20 years. The Core Program investment would provide the necessary funding to meet this cycle.

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Rest Areas This level of investment will increase the routine and corrective maintenance of the States 40 rest areas.

$32 M

NYSDOT owns and operates 40 rest areas. Rest areas serve the important purposes of safety and convenience. They are used for truck parking, providing a safe area off the highway for truck drivers to rest before continuing their journey. They also provide opportunities for truck electrification facilities that reduce energy use and vehicle emissions from trucks idling during periods of rest. Rest areas are also helpful in promoting one of New York States leading industries --- tourism, by providing not only convenient stops along major tourist routes but also by providing information on local attractions. Rest area operations include routine maintenance such as cleaning, lawn mowing, and snow and ice removal. In recent years several large gateway-style rest areas have been constructed across the State. The effort to maintain and operate these newer, larger rest areas is beyond the capacity of State forces, necessitating annual maintenance contracts. Funding for these contracts was never added to the Departments budget. The majority of the Departments rest areas are uninsulated, cinderblock buildings built in the 1960s, which are not adequate for current demand. These facilities require significant maintenance and rehabilitation including roofs, heating systems, electrical and plumbing. In addition, they require significant improvements to make them energy efficient.

Traffic Signals

$32 M

This investment will provide funding for signal system retiming, maintenance of loop detection systems and upgrade of controllers. NYSDOT maintains approximately 6,000 traffic signals statewide. The majority of these signals are controlled with 1970s era technology which is prone to failure. Many controllers are so antiquated that replacement parts are no longer manufactured. The entire system should be upgraded with modern, microprocessor-powered controllers. This investment will provide funding to achieve 50 percent of that goal during the fiveyear program. Modernization of the controller inventory will reduce unscheduled field repairs (failures) by 60 percent, from an average of 2.5 visits to one visit per signal, annually. Traffic signals must be regularly maintained to identify and prevent potential malfunctions. The Core Program provides funding for the periodic retiming of signal systems to conserve energy resources and minimize customer stops and delays, maintenance for loop detection systems, the upgrade of controllers to modern technology, installation of audible and visual pedestrian countdown indicators (an important

34

enhancement for pedestrian safety) and installation of back-up energy systems at 3,000 of the States most important intersections. In the event of an evacuation during a power failure these back up systems will prevent breakdown of the transportation network.

Roadside Environmental Stewardship

$19 M

This investment will fund equipment and materials for the Departments mowing program so that an appropriate clear area (typically 30-foot clear zone from pavements edge) can be maintained for safety and sight distances can also be maintained. These funds will also provide equipment, tools and materials for State forces to reduce the number of hazardous trees along the highway network and continue the current investment level for environmental enhancements. Vegetation management and environmental stewardship assist Department forces and contractors in managing the States green assets such as trees, brush and grass. To achieve this objective, NYSDOT engages in initiatives such as mowing limits, elimination of hazardous trees, minimizing the use of herbicides, invasive species control, protection of endangered species habitats and environmental enhancements such as the Departments nationally recognized Green & Blue Highways program. The Core Program funds this activity at existing levels. More than one percent of the green space in New York State is highway right of way. This land serves as habitat for flora and fauna. The Departments Green & Blue Highway program seeks to improve this habitat. Under this program Department resources are combined with resources of local environmental groups to expand opportunities for environmental enhancements. Examples of projects to date include: creating wildlife and aquatic life passage, providing fishing access, creating viewscapes, constructing blue-bird boxes, and creating habitat for ground-nesting birds. Other environmental improvement programs include Adopt-a-Highway, and Sponsor-anInterchange. The Department has identified over 4,000 hazardous trees along the highway network. These are primarily dead or diseased trees that pose an imminent risk of falling on to the highway. An increase in the funding level of this program is essential if the Department is to keep pace with the number of hazardous trees that are identified each year. Highway clear zones provide a conduit for the propagation of invasive plant species. These plants, which are often noxious, crowd out native vegetation and damage habitats. The Department is working actively with the Department of Environmental Conservation and revising internal procedures to curtail and reverse the spread of these invasive species.

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Traffic Control Signs

$13 M

This investment will provide the funding necessary to repair overheard sign structures with immediate safety-related needs. Funding will also address a portion of groundmounted-sign replacement needs created by new Federal standards. There are approximately 3,000 overhead sign structures and 675,000 ground mounted signs on State highways. Timely maintenance and replacement of overhead signs is critical for highway safety. The majority of overhead signs were constructed along with the Interstate highway system in the 1960s and are reaching the end of their service lives. Regular inspections are showing that these signs, which typically weigh several hundred pounds, are beginning to fail at critical connections. In some cases failures of these connections have resulted in collapse of the sign structure. The ideal replacement cycle for overhead and ground mounted signs is every 12 years which results in an average of 8.3 percent replaced every year. The Core Program will provide sufficient funding to achieve this cycle for overhead signs by 2014. At current funding levels, the Department can replace signs only when they fail. Moreover, the Department is required to be in compliance with Federal guidelines for signs. The FHWA recently issued more stringent sign standards and plans to issue new requirements for nighttime visibility, which will require replacement of some signs regardless of the signs overall physical condition.

Category: Safety Safety $1.062 B

With the Core Program, funding would be available to annually investigate 430 HALs; annually inspect one third of all public at-grade rail crossings; and perform 142,000 bus inspections annually. NYSDOT operates a comprehensive safety program for the transportation system, which encompasses highway, passenger carrier, motor carrier and rail. The goal of New Yorks highway safety program is to collaborate with education, enforcement, engineering and emergency medical services organizations to save lives by preventing crashes and reducing the severity of accidents when they do occur. NYSDOT is responsible for developing and implementing the New York State Strategic Highway Safety Plan, the Highway Safety Improvement Program (HSIP) and other related safety programs, as well as maintaining and improving data for the Safety Information Management System, which serves as the basis for determining HALs and treating these locations in the most cost-effective manner.

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The Departments safety activities encompass much more than highway engineering. The Department is charged with inspecting all school buses (142,000 inspections are done annually) as well as buses that are not operated by public authorities and is also responsible for rail safety inspections and rail-grade crossing safety. The Department also funds and staffs the Public Transportation Safety Board (PTSB). Implementation of the Core Program will fund these functions as well as the following highway safety activities: Reducing accidents and their severity by addressing HALs with countermeasures ranging from major construction projects to low cost maintenance activities and installing signing or warning devices to influence driver behavior (430 HALs are expected to be investigated each year), Providing infrastructure and operational improvements, support to public education, and support to enforcement initiatives to prevent transportation systems related fatalities and injuries, and Integrating cost-effective safety improvements into other capital and maintenance projects.

In addition, the proposed program continues the evaluation of intersection safety including the use of roundabouts, modern signal controllers (funding level provided under Traffic Signal element), and pedestrian countdown timers. Programs such as Safe Routes to School and work zone safety initiatives are also funded. The Core Program would provide the funding necessary to annually investigate 430 HALs; annually inspect one third of all public at-grade rail crossings; and fund 142,000 bus inspections annually. It should be noted that the safety funding level shown above does not include assets traditionally covered under the safety category such as signals, guiderail, and signs. Incremental changes that would enable these assets to be maintained on a more appropriate cycle are described individually elsewhere in this Plan.

Category: Bicycle/Pedestrian/ADA Bicycle/Pedestrian/ADA $127 M

This investment will fund audible and visual signals at crossings and the construction/replacement of 13,440 ramps as part of a plan to make sidewalks and intersections on the State highway system ADA compliant. It will also allow the construction of over 82 miles of sidewalks and create some 29 miles of bicycle lanes through widening highway shoulders. New York State ranks first among all states in the number of bicycle and pedestrian work trips taken each day. The costs to improve pedestrian facilities are significant and include costs for maintaining crosswalk markings, replacing pedestrian indicators with

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countdown signals (see Traffic Signals), reconstructing existing sidewalks, constructing new sidewalks and building ADA compliant ramps. Approximately 21,600 sidewalk ramps at signalized intersections must be replaced in order to bring those sidewalks up to ADA standards. This program will fund 10,800 new ADA ramps and 2,640 replacement ramps as they reach the end of their useful life. Construction/replacement of the remaining ramps will be funded in future programs. The Core Program addresses sidewalk construction and reconstruction needs statewide, bringing 70 miles of existing sidewalks into a SOGR and constructing an additional 12 miles of sidewalk. Over 1,200 audible and visual pedestrian countdown indicators will also be funded by this program as well as a program to restripe existing cross-walks at the end of their useful life. This program also funds the widening of about 29 miles of highway shoulders to a fourfoot width so that they can be used as bicycle lanes.

Category: Mobility Mobility $176 M

This funding will maintain the Departments past level of investment in activities that improve mobility through projects including improved highway operations, incident management, other transportation system management activities and park and ride lots. These investments will help to reduce the future growth of traffic congestion. While New York State has made large investments in managing congestion, including transit systems, additional highway capacity, and improved highway operations through traffic management centers (TMCs) and traveler information systems, traffic congestion on the States highway network continues to grow. While a large proportion of congestion growth is due to increased travel, over one half of all traffic delay results from accidents, incidents and highway construction. VMT is projected to continue to increase over the next 20 years as the States population and economy continue to grow. This increase in demand will strain the existing transportation system especially in urban areas where many facilities are at or near capacity. Given current funding levels, congestion, as measured by daily passengerhours of delay, is expected to increase considerably over the next 20 years. Congestion not only impacts travel time but also affects trip reliability. The increase in travel time and reduced reliability of the transportation system has severe negative environmental and economic consequences for all of New York State. Any reduction in the growth of congestion will require new policies that emphasize new solutions. These new policies need to focus on managing the entire transportation system, including improving operations, managing demand and considering pricing

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strategies. These should also include increased investments in more efficient modes such as transit and rail. Implementation of the Core Mobility Program will focus on highway mobility improvements such as improved highway operations, incident management, other transportation system management activities and constructing park and ride lots. In addition to the above investments, mobility is also supported by other initiatives contained in this program such as transit, passenger and freight rail, and bike/ped facilities.

Category: Engineering and Right-Of-Way Engineering, Program Support and Management $4.871 B

This investment level provides funds for all the design; construction inspection; real estate services; contract, legal and administrative support; program and project management and environmental analysis necessary to implement the core capital program. Both State forces and contract funding are encompassed within this level. Central to the implementation of all of all the Departments programs is the funding of engineering and management resources. The magnitude of this element varies directly with the size and scope of our major pavement and bridge programs. Without sufficient engineering and management resources, projects will not be able to advance through design or be adequately monitored during construction.

Right-Of-Way

$380 M

This investment level provides funds for acquisition of property or easements necessary to implement the core capital program. In order for new projects and highway improvements to be advanced, property may need to be acquired, either permanently or temporarily, for construction easements, environmental compliance, or right of way, for example. This element provides the funds needed to make the necessary acquisitions.

Category: State Forces Preventive Maintenance Core Preventive Maintenance $1.711 B

This element funds the essential capital and preventive maintenance activities that are currently performed by DOT forces throughout the State and provides for the vehicles, equipment and facilities that are necessary to support that effort. Activities include

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preventive and corrective maintenance and emergency response as required. In addition, this investment, in conjunction with core capital and other core maintenance investments, is also necessary to hold average bridge conditions at the 2007 level. It provides the most cost effective and timely strategy for performing preventive and corrective maintenance on bridges. This program will address 500 bridges. This funding will provide for 10 new DOT bridge maintenance crews proposed to be added in 2008-09, properly equipped and supplied to perform year round maintenance and repair activities on State bridges including bridge cleaning, joint sealing, joint replacements and structural repairs. The repair work of the crews will focus on deficient elements of bridges that are otherwise in reasonably good condition. DOT staffing for this effort will total 262 reflecting the new crews and supervisory staff. 500 bridges will be addressed by this initiative

NYSDOT Fleet, Major Equipment and Parts

$326 M

This investment will continue NYSDOTs program to replace over-aged equipment and also retrofit existing NYSDOT trucks and equipment with after-market air quality emissions reduction equipment. NYSDOTs equipment replacement needs include: aerial lift trucks for tree work, hydraulic excavators (gradalls) for ditching, sewer jets and catch vacs and catch vac slide-in units for culvert cleaning, sweepers for edge of pavement drainage, and small truck mounted post pounders and pullers for guide rail maintenance. These needs are in addition to the ongoing replacement of snow plowing equipment and the automobile fleet. Most of the aforementioned equipment has exceeded its useful life. NYSDOT commissioned a study to evaluate strategies for the economical maintenance and replacement of its vehicle fleet. The Core Program will fund the replacement of these vehicles and others in accordance with the priorities identified in that study. This element also includes approximately $6.2 million of funding for compliance with the States Diesel Emissions Reduction Act of 2006, which requires a three-year phase-in of emission reduction technology retrofits for all heavy duty vehicles owned by, operated by or on behalf of, or leased by a State agency. It should be noted that the funding estimate for this component may need to be adjusted pending final determination by the Department of Environmental Conservation of the specific technology that will constitute compliance with the Act.

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Maintenance Facilities

$148 M

This investment will fund the repair activities on DOT-owned maintenance facilities and garages that are necessary for public and employee safety and continued operation of the buildings. These facilities are essential to support continuing preventive maintenance and winter snow and ice operations. This level of investment will also reduce the current backlog of non-compliant petroleum bulk storage facilities. The Department owns over 900 individual buildings, of which 500 are used for the traditional Maintenance operation alone. About half of the maintenance facilities house personnel and equipment and the other half function as storage buildings and garages. Almost 50 percent of NYSDOTs facilities were built during the 1950s and few have had anything except cursory maintenance. The Core will continue to fund only cursory repair activities such as roof patching. Further, the Department is responsible for the maintenance of two hundred petroleum fuel storage and compressed natural gas fueling sites located throughout the State. Maintenance activities funded by the Core Program include removal/replacement of tanks, routine repair, parts replacement, and remediation of sites previously contaminated by leaking fuel tanks. This funding level will avert storage tank malfunction and potential environmental damage and will begin to reduce, the current backlog of repair projects. These activities are essential to the Departments obligation to comply with environmental regulations and with the Departments commitment to being a responsible environmental steward.

Category: Rail and Ports Passenger Rail $152 M

The State Rail Plan, currently under development, will include recommendations for statewide programs and projects. This passenger rail program provides the initial investments for identified projects to begin improving service reliability and trip time. The passenger rail projects proposed for the 2009-2014 Capital Rail Plan will make critical infrastructure investments necessary to enhance intercity passenger rail service. Passenger rail improvements will be undertaken to improve service reliability and trip time. Bottlenecks along freight corridors and commuter corridors or at stations will be reduced. Improvements will be made at stations in order to improve safety and facilitate more efficient passenger movement. Critical infrastructure items will be preserved, allowing for future incremental improvements. These improvements are consistent with the recommendations of the Senate High Speed Rail Task Force/Hudson Line Railroad Corridor Transportation Plan Study. These core projects represent initial improvements in the Empire Corridor including signal, track and bridge upgrades.

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Freight Rail and Ports

$75 M

The State Rail Plan, currently under development, will include recommendations for statewide programs and projects. This freight rail program will help address the most critical weight, clearance and preservation needs currently defined. The plan will clarify and prioritize future investment needs. Freight rail improvements will help preserve existing assets to maintain the State's rail network in a SOGR. Beyond maintenance of the existing system, the Core Program will eliminate 286,000 lb. weight restrictions from approximately 66 miles of track, improve clearances at critical bridges, and add rail capacity at select locations throughout the State, all of which will promote the efficient movement of freight. This program will support economic growth through investment in last mile connections and by providing rail access to shippers across the State. Port improvements will provide for additional material handling and storage capabilities, which will increase the competitiveness of New Yorks upstate ports in the world-wide economy.

Category: Aviation Aviation $145 M

This level of investment will fund the first phase of a long term investment plan aimed at addressing several categories of airport projects, including runway and taxiway rehabilitation and terminal improvements. The Aviation Capital Program will specifically fund airport projects unlikely to be funded by the Federal government, such as runway and taxiway rehabilitation, general aviation (GA) fencing and surveillance system projects, safety equipment, automated weather observation systems, fuel facilities, transient aircraft hangars and terminal improvements with related pavements. These investments will result in: 1) bringing New York's system of key economic-benefit airports into a SOGR to spur economic development; 2) upgrading navigation aids to better assure the safety of the traveling public; 3) enhancing GA airport security to help protect our citizens from the threat of terrorism; 4) providing for infrastructure to enhance passenger and cargo air service; and, 5) providing facilities that will improve the ability of airports to be fully self-supporting, thus creating additional employment and removing a burden on local taxpayers.

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Category: Non-MTA Transit Non-MTA Transit $292 M

The 2009-2014 capital program for systems other than the Metropolitan Transportation Authority (non-MTA) will stabilize the average age of the non-MTA bus fleet at the current level of 7.5 years. The core system funding for Non-MTA transit systems will preserve public transportation assets in a SOGR. This includes addressing core system infrastructure that has exceeded the assets federally rated useful life first. Delivering reliable service depends on continued investment in the core system (buses, facilities, and related equipment). Proposed investments in the core system include:
Philip Kaake/CORBIS

Replacing approximately 3,800 accessible buses statewide, including approximately 1,900 large urban transit buses and 1,900 accessible buses that provide a variety of paratransit and demand responsive services in rural and urban communities; Replacing large urban transit buses with accessible clean-diesel buses; Continuing to fund the five-year $50 million program to address the incremental costs of procuring hybrid-electric buses (approximately 320 buses). Replacing at least 50 percent of bus, and light rail facility components as they exceed their federally rated useful life and other facility maintenance activities; and SOGR investments in technology, including but not limited to: scheduling and customer information; revenue and communication systems; and security.

Under the plan investments in the core program, the percentage of the non-MTA bus fleet powered by hybrid electric propulsion systems will increase from seven percent to 16 percent (excludes NYCDOT sponsored MTA Bus Company).

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Category: Local Federal Funds for Local Projects $2.352 B

This level of investment reflects the estimate of Federal funds that will be provided for projects sponsored by local governments and other non-State entities throughout the State. The actual level of Federal funding for local projects will ultimately be determined through a cooperative planning process implemented through federally mandated MPOs. The estimate of Federal aid used for this element reflects growth in local project Federal aid that is consistent with our overall estimate of Federal aid growth.

Consolidated Local Street and Highway Improvement Program (CHIPS)

$1.711 B

The core level of investment for CHIPS reflects funding to continue current funding levels (as per the 2009-10 level planned in the 2005-2010 program) with adjustments for inflation. The Consolidated Local Street and Highway Improvement Program (CHIPS) is intended to assist localities in financing the construction, reconstruction or improvement of local highways, bridges, highway-railroad crossings and/or other local facilities. Counties, cities, towns and villages that report local road mileage under their local jurisdiction are eligible for the CHIPS program. Annual apportionments are calculated according to the allocation formula specified in Section 10-c of the Highway Law. The two most important data inputs for this allocation are local highway inventory mileage and motor vehicle registrations. Projects that are considered eligible for CHIPS capital reimbursement include highway resurfacing or reconstruction, traffic control devices and bridge/culvert rehabilitation or replacement. The capital project must 1) be undertaken by a municipality, 2) be for highway related purposes and 3) have a service life of ten years or more with normal maintenance.

Local Bridge Program

$250 M

This investment will fund continuation of the local bridge initiative that was proposed as part of the 2008-09 Executive Budget. The Local Bridge Program will provide annual capital grants to local governments to enhance maintenance and repair of bridges owned by counties, cities, towns and villages. The program will provide up to 80 percent of project costs and will be modeled after the successful 1988 ACTION Bond Local Bridge Program. Engineering expenses are included along with construction costs.

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Marchiselli Program

$233 M

This investment level continues the existing Marchiselli program that assists local governments in matching Federal aid and grows the State participation commensurate with the expected growth in Federal aid for local governments (see Federal Funds for Local Projects above). The Municipal Street and Highway Program (Marchiselli) supports local governments in funding highway and bridge projects. The Marchiselli program funds a 75 percent of the non-Federal share of a local project. For projects that meet the eligibility requirements, localities are therefore responsible for only five percent of the project costs, rather than the typical 20 percent non-Federal share.

Special Federal Funds

$206 M

This investment level reflects the estimate of Federal aid through special Federal programs that will be available for pass-through to local and other non-State project sponsors. This funding level principally represents funding for the Transportation Enhancements Program that has been a component of recent Federal transportation programs. No State funds are utilized for this program.

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MAJOR PROJECTS Major project commitments consist largely of completing the remaining portions of work categorized as statewide Significant in the 2005-2010 capital program, as well as several important new initiatives including the Peace Bridge Improvement project, LIRR Main Line Corridor project and passenger rail improvements to the Albany-NYC Corridor. Completing these major projects and statewide Significant (SWS) projects from the prior plan requires $1.5 billion. Cost (Millions) $793 $267 $84 $83 $33 $90 $80 $71 $12 $1,513

Element I-86 Gowanus Expressway Ft. Drum Connector Route 219 Border Crossing Program Peace Bridge NYS share LIRR 3rd Track Empire Corridor South Passenger Rail Land Use Planning Initiative All Major Projects Total

I-86, Conversion from Route 17

$793 M

This funding is for a series of projects in the Southern Tier and Hudson Valley to complete the conversion of Route 17 to I-86 and designate the remaining 186 miles of Route 17 as an Interstate Highway. NYSDOT is undertaking a series of projects to complete the conversion of State Route 17 to Interstate 86. The road spans 381 miles from the Pennsylvania state line in Mina, Chautauqua County, to Harriman, Orange County. To date, 195 miles have been designated. When the 2005-2010 MOU was signed, it was anticipated that Interstate 86 designation would require all projects to be built to full Interstate highway standards and that they would be let within that plan period. Current let dates for some projects have slipped outside the MOU period. A comprehensive update to costs and schedules was concluded in August, 2007. The conversion of I-86 is being advanced by over 30 separate projects. Concurrently, FHWA has accepted the concept of designating portions of the existing Route 17 freeway without further improvements and allowing retention of certain design features (e.g., bridge vertical clearances) on the existing freeway. With this go forward approach, the 2009-14 capital program includes $793 million that will enable I-86 designation of the remaining 186 miles of Route 17.

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Gowanus Expressway Repair and Interim Deck Replacement Project

$267 M

The purpose of the Gowanus Expressway Repair and Interim Deck Replacement Project is to extend the useful life of the Gowanus Expressway viaduct until long-term improvements are constructed. The Gowanus Expressway is the major east-west limited access highway in Brooklyn, New York. As a section of Interstate 278, it is a vital link in the regions transportation system, connecting the Verrazano-Narrows Bridge to the west with the Brooklyn-Battery Tunnel to the east, with links to the Shore Parkway, the Prospect Expressway and the remainder of the Brooklyn-Queens Expressway. Built in the 1940s, the Gowanus Parkway was widened to a six-lane Expressway in the 1960s, and has not undergone a significant rehabilitation since then. Studies performed by the New York State Department of Transportation (NYSDOT) in the 1980s revealed extensive deterioration of the roadway deck and steel structure. While ongoing maintenance and repairs have allowed drivers to continue using the Expressway safely, this approach is becoming increasingly costly and impractical. The purpose of the Gowanus Expressway Repair and Interim Deck Replacement Project is to extend the useful life of the Gowanus Expressway viaduct until long-term improvements are constructed. The project involves at least four separate construction contracts. During the interim project, the existing concrete roadway deck will be replaced, localized repairs will be made to the steel structure, new paint will be applied, and new lighting and signage will be installed where required. The interim repair work began in 2005 and is expected to be completed in 2011. This funding is for the remaining project costs during the 2009-14 period.

Fort Drum Connector

$84 M

This project will fund the design and construction of a new connector road from I-81 to Fort Drum. The Fort Drum Connector will improve the transportation link between Interstate 81 and Route 11 near the main gate of the Fort Drum Army Base, north of the City of Watertown. This proposed project would address current deficiencies along the existing transportation facilities and provide for anticipated future use of this corridor, particularly as activities at Fort Drum increase. An Environmental Impact Statement (EIS) is being prepared for the project. The existing highway network was established well before the expansion of the Fort Drum Army Base and the transportation facilities are periodically overwhelmed by the combination of current users and the traffic generated by military and civilian personnel entering and exiting the Base. Additionally, commercial establishments have appeared along these highways to cater to the needs of the additional personnel as well as to the users of Interstate 81 and Route 11. Because of the changes in the area, NYS Route 342

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currently carries high traffic volumes, contributing to increased accident rates, a lowered level of service, intermittent capacity issues, and increased maintenance efforts and expenditures for both NYS Route 342 and US Route 11. The New York State Department of Transportation has been developing and evaluating improvements that will allow activities at Fort Drum to continue to expand despite these increasing traffic demands.

Route 219

$83 M

This funding would construct section 6 of US Route 219, which would extend the fourlane freeway 3.5 miles from Peters Road to Snake Run Road in Cattaraugus County. U.S. Route 219 connects Buffalo with the Southern Tier near Salamanca. The portion from Buffalo to Springville is an expressway. The remaining portion of Route 219 extends for 28 miles, starting at NY Route 39 in Springville, Erie County and ending near Salamanca, Cattaraugus County. The 3.5 miles (Section 5) from NY Route 39 in Springville to Peters Road, Town of Ashford, Cattaraugus County is under construction. In November 2007, Section 5 suffered slope failure due to presence of an ancient landslide formation. Solutions to the geotechnical issues were designed in January 2008 and will include the elimination of two structures over a local road and construction of a detour. The completion of Section 5 construction originally scheduled for December 2009 is now scheduled for 2010. Progress on the design of Section 6 (3.5 miles from Peters Road to Snake Run Road, Town of Ashford) has been delayed by the need to re-apply for a Clean Water Act Section 404 wetland permit from the Army Corps of Engineers (ACOE). While the revised permitting path will strengthen the environmental record and improve the project, it will also result in moving construction of Section 6 to this program period.

Border Crossing Program

$33 M

The 2005 Transportation Bond Act provided $30 million in block funds for border crossing infrastructure improvements ($15 million each for border crossings in Western New York and in Northern New York). The scope of work and the locations for these projects are currently being developed. The Bond Act also provided $15 million for infrastructure needs at the Ogdensburg-Prescott International Bridge. This will fund the remainder of the border work not completed in 2005-2009 period. Northern Border Blocks include the following remaining projects: Ogdensburg Prescott International Bridge A $5 million block from the 2005 Transportation Bond Act will be used along with the $15 million dedicated for bridge maintenance /rehabilitation work.

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Ogdensburg/smaller border crossings Work at the northern border includes making improvements to several of the smaller border crossings (Fort Covington Crossing, Trout River Crossing, Chateaugay Crossing, Overton Crossing, and Rouses Point) and installation of a WIM site and the relocation of the toll booths at the Ogdensburg Bridge.

Western Border Blocks: The $15 million programmed for Western New York will be used for bridge replacements and operational improvements on I-190 between the North Grand Island Bridges and the Lewiston-Queenston Bridge.

Peace Bridge NYS Share

$90 M

This funding would cover the cost of the Peace Bridge Expansion Project beyond what is now expected to be financed by the Peace Bridge Authority and Canada. The project will provide capacity, operational, functional and security improvements to the Peace Bridge and plazas and connecting roadways in the Town of Fort Erie in Ontario, Canada, and the City of Buffalo in New York. The proposed project includes new US border inspection facilities, a new companion bridge and new roadway connections to existing highways. The Peace Bridge Capacity Expansion Project is a locally administered Federal aid project sponsored by the Buffalo and Fort Erie Public Bridge Authority (PBA). The project is of local, statewide and international significance because the Peace Bridge border crossing serves as a major link in the Canadian and US national highway systems forming an economic conduit for trade and tourism. The Peace Bridge connects the Queen Elizabeth Way in Fort Erie, Ontario, with I-190 in Buffalo, NY. The project will provide capacity, operational, functional and security improvements to the Peace Bridge and plazas and connecting roadways in the Town of Fort Erie in Ontario, Canada, and the City of Buffalo in New York. The proposed project includes new US border inspection facilities, a new companion bridge and new roadway connections to existing highways. The project will reduce congestion and improve the overall efficiency and functionality of the Peace Bridge International Border Crossing Facility.

LIRR Main Line Corridor Improvement Project

$80 M

This funding will provide NYSDOTs contribution towards LIRRs Mainline Corridor Project (3rd Track) between Bellerose and Hicksville This project is being advanced by LIRR. It will install 10 miles of a third track and other track improvements along its Main Line between Bellerose and Hicksville stations.

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Approximately 41 percent of all of LIRRs trains utilize the Main Line on a daily basis and the amount of train traffic using the Main Line is expected to increase by some 28 percent when the East Side Access project is completed. There are currently a number of grade crossing locations that cross the Main Line tracks so grade crossing improvements and closings will be a major part of this project. With the expected increase in train traffic, the gate down time at the grade crossings will significantly increase. Without the elimination or closing of grade crossings, significantly larger traffic back-ups will occur at grade crossing locations than currently exist.

Empire Corridor South Passenger Rail

$71 M

This will fund ongoing and new projects identified by the New York State Senate High Speed Rail Task Force and Hudson Line Study to be included as part of the 2008 State Rail Plan (under development), particularly projects that focus on completing rail infrastructure improvements between New York City and the Capital District on the Empire Line. This group of projects builds on work identified in the core program, including signal preservation and enhancement and bridge and track work. There are four projects identified that would increase intercity rail passenger ridership between New York City and the Capital District by increasing reliability and reducing travel time. These investments would greatly assist in moving toward a two-hour express service between Albany and New York City. More importantly, these projects would bring us closer to the goal of attaining a 90 percent on-time-performance for all passenger trains between these two destinations. The four ongoing and prospective projects include: Poughkeepsie Construction of yard and track improvements for the Poughkeepsie Metro-North Yard and the related realignment of the Main Line. $32 million would be NYSDOTs contribution to this critical project, with the balance being provided by Metro North. The project will remove a major choke point in the system for Empire Service and Metro North. Station Improvements $13 million to improve stations, enhance access and upgrade passenger information systems. Near Hyde Park New Hudson Line rail crossovers would be funded at $13 million which would support construction of a new control point on this critical joint passenger and rail corridor. Rensselaer Ongoing infrastructure improvements at the Rensselaer Station are increasing station capacity, reliability, and efficiency to accommodate increased and expansion of passenger service. This $13 million project would complete the

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planned capital construction project and complements both passenger and freight rail improvements along the Empire Corridor.

Land Use Planning Initiative This element funds the Land Use Planning Initiative which will provide community planning grants and facilitate regional Smart Growth analysis in advance of major investments.

$12 M

The Land Use Planning Initiative provides funding to communities to comprehensively plan for their transportation system needs, and, in turn, positions the State to make costeffective and sustainable transportation investments. Over the life of the program, the funds enable the completion of two large sustainable/corridor studies, 10 to 15 smaller community planning studies, and 8 to 10 community planning grants. This initiative complements Commissioner Glynns initiative to better integrate transportation and land use planning, and supports the Multimodal Program investment principles, transportation goals and priorities respective to economic vitality and environmental sustainability.

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ENHANCEMENT PROGRAM Enhancements to the Core Program consist of investments that expand the utility or extent of current facilities, services and programs. While Core Program investments maximize the useful life of existing transportation assets, enhancements provide funding for new activities that improve the transportation system above existing levels. Element Cost (Millions) Enhancing Bicycle and Pedestrian Systems $10 ITS Expansion $19 Travel Demand Management $10 Enhancement Engineering and Right-Of-Way $6 CHIPS Increase $28 All Enhancements Total $74 (Table may not add due to rounding.)

Enhancing Bicycle and Pedestrian Systems

$10 M

This element will fund 50 miles of extensions to existing bicycle routes or construction of new bicycle routes along State highway shoulders. In concert with the funds provided under the Core Program, this element will provide funding which will enable 50 miles of additional bicycle lanes to be installed along State highways.

ITS Expansion This element funds selected expansion of the ITS network to add additional ITS infrastructure where needed.

$19 M

ITS equipment provides NYSDOT managers with information on travel conditions and use of many higher volume highways, largely in metropolitan areas, and can also be used to inform travelers of adverse conditions or other alternative routes that they may want to consider in completing their travel. Accordingly, ITS investments provide NYSDOT with the tools it needs to manage congested roadways and address traffic incidents such as vehicle accidents and breakdowns, in order to operate the highway system most efficiently and improve traffic flow. This element would provide supplemental funding to that provided in the Core Program to enable further investments needed to enhance and expand the States existing ITS network.

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Travel Demand Management

$10 M

This element provides funding for Travel Demand Management (TDM) initiatives which can change travel demand and reduce traffic congestion. TDM initiatives focus on providing options that help to redirect travelers to less crowded, yet convenient modes of transportation. The tool box of TDM activities is quite varied and includes: developing traveler information systems such as TRIPS123; enhancing van pool service; and supporting new technology such as multi-operator transit fare cards. This element provides funds for new TDM initiatives which demonstrate the potential to change travel demand and reduce highway congestion.

Enhancement Engineering and Right-Of-Way This element provides engineering resources needed to implement the above cited enhancement program activities.

$6 M

Engineering resources, and, to a lesser degree acquisition of Right-Of-Way (ROW) are required to develop and advance most NYSDOT projects. This element funds all engineering and ROW activities needed to implement the above cited Enhancement Program activities.

CHIPS Increase

$28 M

This element funds a $5 million annual increase to the CHIPS program (adjusted for inflation) above and beyond Core Program level.

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