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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 STATE’S 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 State’s 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 State’s 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 State’s 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 State’s 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 State’s transportation needs, carefully analyzing the challenges facing all modes of the

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State’s transportation network for the period 2010 through 2030. As part of this effort, NYSDOT sought to gain a better understanding of the public’s 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 State’s 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.

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INTRODUCTION This proposed multimodal transportation program for the 2009-14 period reconfirms New York State’s 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 Amtrak’s Empire and Adirondack services, and more than 7.5 million rail passengers pass through Penn Station using Amtrak;

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

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During this same period. total public transportation trips increased from 1. Following a decade of progress in the 1990’s. This plan addresses that need. We must begin by turning around our current declining trends in infrastructure condition to create a stable environment for future investments.6 billion annually. chiefly as a result of its age. Further progress will require significantly increased Federal resources for both capital and operating needs. Vehicle Miles of Travel (VMT) in the State have increased from 293 million to 382 million in 2005. Freight movement is expected to double in the next 20 years. This has been further compounded by marked inflation in construction-related costs that have significantly reduced the buying power of transportation dollars. and Four port authorities and numerous private ports handling more than 150 million tons of freight. Energy consumption per capita for transportation is approximately two-thirds of the national average. a 30 percent increase. Since 1990.1 billion tons in 2006. Utilization of the State's public transportation network has also significantly increased. As a result of New York State’s extensive support for public transportation. and lack of adequate investment in past years. it has the lowest per capita use of energy for transportation of any state in the nation. more than a 150 percent increase.9 billion annually to approximately 2. infrastructure conditions began to deteriorate at the same time as demand on the system increased. 4 .• • • Over 73 million tons of freight move on 3. Intercity passenger rail ridership in New York State has increased by more than 15 percent during the last five years. 20-Year Transportation System Needs NYSDOT recently completed an assessment of the State’s multimodal investment needs for the 2010-2030 period and concluded that the State’s transportation system is under stress. heavy use.500 miles of rail. Approximately 84 million passengers served by over 500 public and private aviation facilities. Freight movement to and from New York State has increased from 435 million tons in 1996 to more than 1. a 37 percent increase.

public transportation and increased reliance on cleaner technologies. will help to ensure that New York’s economy has the mobility it needs. Encourage smart growth statewide through State support for improved land use planning. and reductions in energy usage and greenhouse gas emissions. Promote energy efficiency in support of lower costs. o As part of the Smart Growth Council. 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. regardless of who owns the asset. Increased emphasis on bridge repairs. • • 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. supported by cost-effective investments in existing and new transportation infrastructure. energy efficiency and promoting smart growth. The individual goals and objectives will be derived from these principles. NYSDOT has developed a technical assistance program for interested municipalities. The program also includes an investment in technology to improve operating efficiencies. This program will also support smart growth by encouraging redevelopment and by supporting a full range of multimodal transportation.TRANSPORTATION GOALS: ACHIEVEMENT OF STATE’S PRIORITIES These transportation goals are fully consistent with and supportive of key statewide priorities for economic development. o The program facilitates increased use of energy efficient modes. as well as investments in key gateways such as the Peace Bridge. progress toward achieving these transportation goals is essential to accomplishing the State’s priorities. Priorities will be determined by the functional importance of an asset. In fact. such as freight and intercity rail. These priorities include: • Promote economic development. • 5 . Support for the State’s Economic Vitality and Quality of Life: Investments should improve the State’s economy and the quality of life for all New Yorkers. NYSDOT will look for opportunities to facilitate sound land use planning. o Preserving the existing multimodal transportation system and investing in the strategic expansion contained in this program will support the State’s economy and facilitate economic development. including rail and public transportation.

Investment decisions should reflect better linkages between transportation and land use planning. They are intended to provide policy and program guidance to the State’s transportation operators. • • Multimodal Transportation Goals. freight rail. aviation and bicycle/pedestrian (bike/ped) assets. Objectives and Investment Criteria The following goals are comprised of three elements: brief goal statements. including NYSDOT. the 2009-14 program will promote a turnaround that stabilizes conditions and creates a foundation for future investments. as well as reducing fuel emissions and greenhouse gases. intercity passenger rail. and they should give priority to conserving non-renewable energy resources. Stewardship for the State’s Environment: Investments should enhance and protect the human. Specific planned accomplishments for the proposed program are discussed following presentation of these programs. While some goals and objectives are long-term in nature. natural and built environment. Safety for the Traveling Public: Investments should support efforts to reduce fatalities and serious injuries and to improve management of risks across all modes. They are derived from and consistent with the guiding principles described above. • 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. goal objectives and investment criteria. 6 . public transportation. Multimodal Transportation Infrastructure Preservation Multimodal infrastructure preservation includes separate goals for highway and bridge. ports. as they prepare and implement approved five-year transportation programs.

regardless of ownership. particularly those on the Interstate and NHS. throughout the State. Preserve and improve. through appropriate capital investments. 7 . Reduce the overall number of deficient bridges. drainage and signals. particularly targeting Interstates and other National Highway System (NHS) roads.Highway and Bridge Infrastructure Preservation Goal Statement Extend the service life of all highway and bridge-related assets. Investment Selection Criteria Priority should be given to more highly utilized assets. Reduce load postings that limit a bridge’s ability to carry its designed loads. Repair critically deficient highway bridges and large culverts. guiderail. 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. which will provide safer. more fuel-efficient roads for the public. through the application of both maintenance and capital investments. Preserve lower-volume highways and bridges that provide essential connections in rural areas. as appropriate. Improve pavement surface conditions. essential highway-related assets. regardless of ownership. Objectives Establish a hierarchy of investments that give priority to bridges and pavements on critical corridors. with priority given to the facilities that are most important to the transportation system. necessary for both people and goods movement. Improve pavement smoothness consistent with the Federal Highway Administration (FHWA) roughness goal. including. but not limited to.

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 large culverts in at least fair condition (structural and obstruction ratings four (4) or better). with rough ride quality (International Roughness Index (IRI) greater than 170). especially Interstate and other NHS highways.5)) and NHS bridges in at least fair condition (average condition rating greater than four (4)). in at least good condition (surface rating seven (7) or better). Give priority to maintaining Interstate bridges in good condition (average condition rating greater than four and a half (4.000 with very rough ride quality (IRI greater than 220).Perform appropriate preventive and corrective maintenance activities as detailed in the Department’s Maintenance and Operations Plan. particularly on Interstates. facilities and related equipment as they reach their federally rated useful life. Give priority to non-NHS pavements with Annual Average Daily Traffic (AADT) greater than 20. Reduce load restrictions on Interstate and other NHS bridges. 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. Give priority to high-volume corridors. 8 . Give priority to maintaining pavement conditions on heavily traveled roads. 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).

Objectives Complete the State Rail Plan and begin to implement it through a multi-year capital program. facilities and related equipment should be replaced as they reach their federally rated useful life.” Investment Selection Criteria Priority should be given to core infrastructure investment that maintain and increase the current transportation market share for transit. 9 . Investments should be consistent with established industry standard and/or manufacturer recommended preventive maintenance schedules. Coordinate resources with other transportation providers. Establish energy efficiency and emissions reductions as key criteria for vehicle replacements. as well as needs of existing ridership. such as human-services agencies. Support core infrastructure investments that will help to increase passenger rail ridership by three percent annually. Buses. Replacement vehicles should use clean energy propulsion systems. Intercity Passenger Rail Preservation Goal Statement Ensure the safe and reliable movement of rail passengers through strategic investments in core system infrastructure. including coordination opportunities among transit operators. to assure maximum utility from all asset investments. Make transit facilities “greener.Extend the service life of public transportation assets through adherence to industry standard/manufacturers recommended preventive maintenance activities. New technology applications should support the most efficient use of existing fleet and infrastructure. Vehicle choices (particularly vehicle size) should reflect potential new markets.

Investments provide connectivity between modes. rail passing sidings and signal improvements). Federal taxexempt/credit bonds. Investments leverage current and future Federal passenger rail funding opportunities. Projects will help achieve increases in passenger rail ridership by 3 percent annually. Make strategic investments that enhance service reliability and move toward an on-time performance goal of 90 percent in the Empire Corridor. rail yards. public-private partnerships and other innovative finance mechanisms. allowing for enhanced or increased capacity (i. Projects will enhance the reliability and efficiency of the system. Projects will enhance the safety of both the traveling public and the system in general.e. 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.Make strategic investments that preserve existing rail infrastructure required for future passenger rail enhancements. 10 . including Federal Railroad Administration (FRA) State Matching Grant programs. Federal loan guarantees. carbon credits.. Leverage current and future Federal passenger rail funding opportunities. Support core infrastructure investments that reduce travel time in key passenger rail corridors. Investments contribute to achieving established on-time performance standards. Investment Selection Criteria Projects are consistent with the State Rail Plan. Investments mitigate environmental impacts on the transportation system and promote energy efficiency.

Preserve port facilities essential to maintaining current service levels and improve access to these facilities. regardless of class. Give priority to establishing and preserving “last mile” connections to rail-served industries. Maintain rail service critical to support and expand New York’s economy. 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. the attainment of good infrastructure condition and ensure secure facilities. Objectives Leverage all available Federal aid. bridges and terminals). Support public investments in rail infrastructure to maintain and grow the market share of freight transported by rail. 11 . Support reliable rail freight transportation service through investment in the preservation of core infrastructure assets (including track.Objectives Complete the State Rail Plan and begin to implement it through a multi-year capital program. Extend and improve condition of essential port facilities necessary for ongoing operations. Improve main line track conditions for sustainable FRA Class II operations. Aviation Infrastructure Preservation Goal Statement Extend the service life of essential aviation facilities through public investments that promote asset preservation.

network connectivity. Support aviation facilities that provide the only reliable air service for a given region. a priority requirement for business use of airports. Enhance mobility on existing systems. Support general aviation airport efforts to improve security through fencing and surveillance system investments. accessibility and modal choice. Provide transient aircraft hangers. before expanding the system. Update navigation and other technology related to safety and security. through the application of proven technologies. Give priority to aviation projects that provide significant economic benefits. Multimodal Transportation Mobility Goal Statement Enhance the movement of people and goods through improvements in system reliability. 12 . Develop a plan and implement strategies to reduce growth in anticipated system congestion and growth in VMT. cost-effective congestion mitigation. consistent with sound local transportation and land use planning. Objectives Develop and begin implementing strategies for increasing the market share for modes that promote energy efficiencies and reductions in emissions.Give priority to removing or lowering airport runway approach obstructions in order to increase safety factors and allow greater use of existing airport runways. Investment Selection Criteria Meet required match for Federal funds.

Strengthen regional connections between population centers by either intercity bus or intercity passenger rail. Encourage improved system designs that meet the transportation needs of elderly individuals and those with disabilities. Support minimum clearances. Improve travel reliability for both people and goods through incident management strategies and commitments to on-time performance and reliable travel times. Improve capacity and reliability of intercity passenger rail service. Help expand rail and port terminals and related assets to meet increased service demand. 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. for critical rail corridors.Increase public transportation ridership and intercity passenger rail ridership to promote energy conservation and improved air quality.000 pound rail cars. Support increased weight carrying capacity for critical rail corridors to attain line capacity for 286. Investment Selection Criteria Give priority to investments based upon sound transportation and land use planning. consistent with an overall rail plan. Continue process of eliminating highway bridge clearance restrictions with greatest impact on personal mobility and goods movement.” particularly in neighborhoods and commercial centers. Improve access to rail and port terminals. Encourage municipalities to extend the bike/ped network and ensure that bike/ped elements are appropriately included in NYSDOT designed projects. Improve “walkability. Encourage point-to-point air transportation access through enhancements of both commercial and general aviation facilities. 13 .

Consistent with National Ambient Air Quality Standards. Enhance modal choices in the most congested areas to promote mobility and energy efficiency. Reduce the growth in transportation’s consumption of non-renewable petroleum resources. lower emission of pollutants and support air quality conformity goals in both non-attainment and maintenance areas. Develop and adopt sustainability standards for construction and maintenance activities. Emphasize investments that support network connectivity and accessibility.Give priority to investments that promote efficient and reliable mobility for both people and goods. 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. Give priority to investments that effectively support energy and emission reduction strategies. 14 . Objectives Lower the transportation sector’s contribution to greenhouse gases and global climate change. Ensure that transportation related investments appropriately protect wetlands and biodiversity. Give priority to projects with the greatest public benefit particularly for underserved populations. Reduce non-stormwater discharges within Designated Urbanized Areas in order to ensure clean drinking water and biodiversity. Emphasize operational and demand management strategies prior to consideration of system expansion.

Projects should consider impacts on mobility. Investment will address highway HALs. Multimodal Transportation Safety Goal Statement Improve safety in all transportation modes.Investment Selection Criteria Design of all transportation projects should consider methods for attaining the objectives above. Reduce number and severity of truck. to save lives. Objectives Reduce the number of fatalities and the fatal crash rate per 100 million VMT. bus and rail accidents. Investment Selection Criteria Number of projected reductions in deaths and injuries at High-Accident Locations (HALs). Reduce rail grade crossing accidents. reduce the number and severity of personal injuries and prevent crashes. Investment will address rail and grade crossing accidents. 15 . Reduce work zone intrusions. Reduce the Mean Severity of Injury (MSI) rate. regardless of jurisdiction.

As such. the Office of Construction. increased advertising in targeted publications and enhancing the Office of Civil Rights Website. including increased opportunities for minority and women owned businesses. • • • • • 16 . which is designed to enhance and broaden participation by qualified small firms in its engineering consultant program. Increasing the number of M/WBE by expediting the M/WBE application process for firms already certified as a DBE. the Division of Legal Affairs and the Main Office Purchase Unit. The Department is currently conducting a statewide DBE needs assessment that will become the basis for developing a DBE Supportive Services Program. Measuring the success of these actions will be part of measuring the success of the program. Purchasing training will feature a special instructional segment on the use of the Department of Economic Development’s Website Directory of M/WBEs. minority and women-owned business community of upcoming opportunities in highway construction. Increasing internal M/WBE utilization through staff training. DBE and M/WBE Initiatives The Department of Transportation is a significant purchaser of goods and services. We want to work closely with our industry partners to advance these goals. The following actions are among several recently taken or planned to strengthen these programs and increase opportunities for DBEs and M/WBEs. This outreach includes networking events. Increasing external opportunities for DBE and M/WBE through the Consultant Base Preservation Effort. NYSDOT’s activities need to advance broader economic goals. NYSDOT is committed to the success of its Disadvantaged Business Enterprise (DBE) and Minority and WomenOwned Business Enterprise (M/WBE) programs and related activities. Developing a statewide outreach program for DBE and M/WBE by establishing a statewide DBE and M/WBE Outreach Program to inform the disadvantaged.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. • Providing additional staff resources to the DBE and M/WBE programs through the Office of Civil Rights. civil engineering and transportation-related contracts. Planning Supportive Services for DBE.

The others focused on a general discussion of the State’s needs. a good deal of it will be subject to approval by the MPOs. NYSDOT heard not only an appreciation for transportation as a necessary component of a successful economy. new investment strategies and a sound basis for building future State transportation programs. This outreach effort complemented and built on the ongoing work of the MPOs. local recipients of transportation services. And everywhere there was concern that the transportation system be sound and reliable – that the bridges are kept open and that congestion be alleviated. Buffalo. 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. which are the federally approved planning entities that establish long-term regional transportation plans and approve projects for Federal funding. Congestion.TRANSPORTATION PRIORITIES CONSISTENT WITH PUBLIC INPUT As part of its formulation of this program. For instance in Watertown. Binghamton. more energy efficient and cheaper transport for New York’s manufactured goods and agricultural products. NYSDOT was told of a job training program with a catchment area limited by the lack of transit service. Energy and the Environment. the subject was the need to tie Federal transportation policy to national energy and environmental policy. Rail and Freight. Poughkeepsie. Syracuse. one speaker described the need for better air and/or rail service to connect the region’s major cities to the State capital. academics. Albany. there was discussion of how freight rail could provide cleaner. Highlights of Public Forums The forums took place in Watertown. In Binghamton. Rochester. 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 State’s MPOs. and Land Use. labor and 2 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. 17 .2 Throughout the State. Six of the forums had themes: Mobility and Accessibility in Rural Areas. In Rochester. Each forum included a roundtable discussion consisting of area transportation providers. Staten Island and Long Island. 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. 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 York’s citizens. In Albany. the Economy.

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

[They] are an essential part of the balance of the economic health of the State and of its social benefits. Make no mistake. There are currently no direct flights between two major upstate cities (Rochester and Buffalo) and our State capital. equally important is the local infrastructure which accounts for 87 percent of the total highway mileage. Sufficient funding for the local system must be balanced with the State system. Access to handicap-accessible transportation remains a top priority. National MS Society/Accessible Transportation Advisory Committee (ATAC) “If we really want to think strategically about future needs.” —Courtney Totter.” —Debbie Stendardi. The cost of fuel and other issues makes the prospect of restoring these flights unlikely. However. 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. president. Rochester Institute of Technology 19 . like many others.Albany “It is so easy to state that transportation. government and community relations.” —Paul Tonko.” —Bruce Liberman. vice president. New York needs its full share of [Federal] aid if we are to address our transportation needs. as well as employment and productivity among the disabled populations. we should be developing a high-speed rail network. reduce petroleum use and reduce harmful emissions. This is a critical economic development issue that must be addressed. New York State. president and chief executive officer of New York State Energy Research and Development Authority (NYSERDA) Binghamton “Railroads are a driver of economic development.” —Don Higgins. 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. We must work together [and utilize Federal aid] in order to address fuel efficiency. and 50 percent of the bridges. is heavily dependent on petroleum for its transportation needs. Livingston County Highway Superintendent “Investment in (Americans with Disabilities Act) ADA compliance and providing accessible transportation – multimodal – will attract ridership. energy and the environmental are inexorably linked. A high-speed rail system is what we need.

and they can play a bigger part in convincing the people that they provide a valuable role.” —Christine Falzone. community-based planning efforts. director of sales and marketing. Coach USA 20 . The DOT needs to actively participate in any ongoing. I recommend that DOT projects be formally incorporated and consistent with local community land use plans. They also play an important role in getting transportation needs in New York State.” —Sarah Lansdale. coordination and integration of DOT planning with local municipalities.” —William Henderson. executive director of the MTA's Permanent Citizens Advisory Committee Hudson Valley “Intercity bus carriers are often overlooked.Long Island “There needs to be a closer alignment. You can't build yourself out of the problem. 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 aren’t going to help anything. 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.

sustained and consistent approach to meeting its transportation needs. this program identifies cost-effective investments to enhance the existing system. but also to improve it to meet the new demands of competing in the global economy. The next Federal transportation act should provide incentives for transportation systems that are transit friendly and energy efficient. not only to preserve the vital transportation network. The transportation issues we face are national as well as local. 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. has a special responsibility to fund the reconstruction. preservation and needed enhancements to this system. the Federal government.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. which created the nation’s Interstate Highway System more than 50 years ago. Above all else. and no investment strategy will be successful without a full partnership between the State and Federal governments. Clearly. As described below. On top of this core investment strategy. 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 State’s transportation system. 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. the State must grant the highest priority to preservation of the existing infrastructure through an appropriate mix of preventive maintenance and capital construction investments. 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. 21 . While immediate investments will be the focus of this program. 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. support a growing economy. it is critical that the State understand the importance of a longer-term. Likewise. A new policy framework for investing in our multimodal transportation system is needed. the 2009-14 program focuses on meeting the core multimodal infrastructure needs. an area where New York is already a national leader. Regardless of funding levels. the nation’s rapidly deteriorating bridges and public transit systems deserve greater Federal support. complement efforts to reduce energy use and improve the quality of life for all New Yorkers.

217 $4. To the extent that actual inflation varies from this projected trend line. the Department will be working with our MPO partners to develop consensus on specific projects and investment levels. major projects and enhancement categories. to complete important major projects with statewide transportation and economic significance and to implement key enhancements to our transportation network. we will need to reassess our year-of-expenditure cost estimates and adjust the program or funding accordingly. Some moderation is assumed for the later years of the plan.062 $127 $176 $4. to manage our assets in the most cost-effective manner. 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. Program Support & Management Proposed Funding 2009-10 through 2013-14 (Millions) $4.486 $1. The investment summary tables below.207 $1.28 percent annually. Complete detail on these categories and the specific elements of which they are comprised follows later in this presentation. are organized by core. to maintain our system in a condition at least equal to current conditions. Since NYSDOT shares in a planning and project selection process with local MPOs.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 protect public safety. 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. 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.871 22 . an average of approximately 6. 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. which display the proposed funding for major program components.

711 NYSDOT Fleet.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.711 Local Bridge Program $250 Marchiselli $233 Special Federal $206 TOTAL CORE $24.CORE PROGRAM Proposed Funding 2009-10 through 2013-14 (Millions) Right-of-Way $380 Preventive Maintenance – State Forces $1.513 Columns may not add due to rounding 23 .352 CHIPS $1. Major Equipment & Parts $326 Maintenance Facilities $148 Rail and Ports $228 Aviation $145 Non-MTA Transit $292 Federal Funds for Local Projects $2. 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.

418 $5.610 Total $25.046 $5.519 2009-10 Annual Funding $4.122 2013-14 $5.513 $74 TOTAL PROGRAM $25.128 $1.715 24 .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.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.

While this level is prudent for planning purposes. 2009. creating a total cash need in the five-year program period of over $4.715 *Represents both existing State Dedicated Fund resources.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. This proposal would require additional cash resources of approximately $1. commensurate with the growth that occurred between the two previous State five-year programs — approximately 18 percent. Federal or other sources. The current State Fiscal Plan. 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. Our transportation system is part of a national network that is integral to the economic vitality and security of the Nation. it represents only a minimum standard for Federal participation in New York’s transportation program. including proposed actions in the Executive Budget. will expire on September 30. The Commission issued its report in January 2008. The current six-year Federal Transportation Act.836 Carryover Bond Act Funds $690 Total Fund Sources $25. 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.9 billion.35 billion of General Fund dollars will be transferred to the Dedicated Highway and Bridge Trust Fund (DHBTF) from 2009-10 through 2013-14. assumes that $3.7 billion. known as SAFETEA-LU. 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. and a successor Act will need to be put in place to continue Federal transportation funding.189 State/Fed/Other Funds* $15. and that Federal funding should be provided at a higher level to 25 . finding that many of the transportation challenges we face are national in nature. the Federal government should bear a greater share of the cost of building. In preparation for the new Act. maintaining and operating our systems. as well as a need for significant additional funds yet to be identified from State.

8 billion would be supported by State. portions of this funding would shift to the Federal category. State/Additional Federal/Other Fund Sources After application of Federal and carry over Bond Act funds. As referenced above. General Obligation Bond programs and the General Fund. 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. the Dedicated Mass Transportation Trust Fund. 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. additional Federal and/or other funds. NYSDOT has already begun to work in coalition with other states to advocate for a new Act that will incorporate this principal. 26 . State fund sources for NYSDOT programs have traditionally included the State Highway and Bridge Dedicated Fund. Additional fund sources and funding mechanisms may also become available as a result of the authorization of the next Federal transportation act. Carryover Bond Act Funds The State transportation plan that was enacted in 2005 included $1. the remaining $15. To the extent that Federal Aid under the new Act exceeds the modest growth assumptions referenced above.45 billion of funding from the Rebuild and Renew New York Transportation Bond Act of 2005 that was planned for obligation through 2009-10.address those concerns.

elements and funding levels that comprise the Core investment program. Also. It should be noted that a large part of the program described here.573 $4.217 $3. specifically that portion financed from Federal funds in urbanized areas. Program Support and Management Right-Of-Way Subtotal Element Pavement Capital Pavement Contract PM Subtotal Cost (Millions) $2. and to maintain our system in a condition at least equal to current conditions. Therefore. to manage our assets in the most cost-effective manner. while we have developed this program using current assumptions regarding inflation and cost escalation.207 $1. must be developed in partnership with the local MPOs. further adjustments to the program may be needed as the actual inflation rates become known. many of the projects included in this plan should be considered as candidates.337 $1. Following are the program categories. to protect public safety.CORE PROGRAM The Core Program reflects the investments necessary to maximize the useful life of our existing transportation infrastructure.149 $4. subject to approval by the MPOs through the federally required metropolitan planning process.062 $127 $176 $4.871 $380 $5.486 $863 $191 $57 $32 $32 $19 $13 $1. 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.251 27 .644 $1.

Pavement surface conditions on State highways are determined annually using a “ten point” scoring methodology.Category Element Cost (Millions) $1.183 lane miles are under State (NYSDOT) jurisdiction. while pavements rated 6 are considered “fair.752 $24.185 $152 $75 $228 $145 $292 $2.” Pavements rated poor or fair are generally candidates for repair.128 State Forces PM Core Preventive Maintenance State Forces PM NYSDOT Fleet. with high volume roads such as the Interstate System. 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. is necessary to hold average pavement conditions statewide at the 2007 level. National Highway System (NHS) 28 .260 lane miles.7 percent of lane miles under NYSDOT jurisdiction) over the five-year program period and reduce the paving cycle to 13.644 B This investment. 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.711 $326 $148 $2.352 $1. of which 38. Pavements rated 5 or less are considered to be in “poor” condition. The statewide goal is to keep NYS highway pavements in a state-of-good-repair (SOGR). in conjunction with core maintenance investments.8 years.695 lane-miles of pavement (9.711 $250 $233 $206 $4. The proposed Pavement Capital Core Program will rehabilitate or reconstruct 3. The Touring Route System consists of 41.

6 53. Below is a graphic which shows historical pavement conditions and forecasted conditions for the current investment level and the proposed Core Program.1 $1.and other trade corridors maintained to an overall higher condition level than lower volume roads.8 42. Over the last five-year program.1 32.573 B This investment.2 48.9 40.0 38. At current program funding levels.5 36. is necessary to hold average pavement conditions statewide at the 2007 level. 29 38.9 38.6 42.6 42.155 lane miles of single course overlay paving and other pavement preventive maintenance work during the five-year program period.2 44.8 years.2 37.2 32.0 32. The Pavement Contract PM funding will allow an additional 10.6 40.3 38. New York State has experienced a steady increase in the amount of deficient pavement. substantially increasing the amount of pavement in a SOGR.6 percent in 2007 to over 50 percent by 2014.5 38. in conjunction with core capital and other core maintenance investments.9 38.6 52.2 38.7 42. the percentage of pavement rated either poor or fair is forecast to increase from 38. Since 2000.6 37.8 50.9 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 Year History Current Funding Proposed Program Pavement Contract Preventive Maintenance (PM) 30.0 State Highway Pavement Trend and Forecasts . 58 56 54 52 50 48 46 44 42 40 38 36 34 32 30 28 Percent Poor Plus Fair 46.5 40.7 41. as well as other pavement preventative maintenance work. however.6 55. The proposed Core program will reduce this cycle to 13. the paving cycle was approximately 18 years.4 46.6 42. Key to reversing that trend is a reduction in the paving cycle.6 56.2 34.

but also improve rideability. in conjunction with core maintenance investments. the most recent data suggest that this trend is reversing.337 B This investment. Each element of every bridge span is inspected at least biennially and rated on a “1” (poor condition) to “7” (new condition) scale. in conjunction with core capital and other core maintenance investments. 30 .551 highway bridges maintained by local government. will be described later.2 percent deficient in 2007 to 33. Category: Bridge Bridge Capital $3. Bridges with an average condition rating less than 5 are considered “deficient. Liquid asphalt treatments such as microsurfacing not only prevent water from entering the subgrade.670 bridges.602 State highway bridges and 8. The proposed Core Program will increase the use of these treatments and will fund an additional 2. is necessary to hold average bridge conditions statewide at the 2007 level. State bridge conditions are forecast to worsen from 29. is necessary to hold average bridge conditions statewide at the 2007 level. This includes corrective and demand maintenance for some 2. Individual element ratings are combined by formula to compute an “average” condition rating for each bridge. an important preventive maintenance strategy for pavements. The Bridge Capital funding will provide for rehabilitation or replacement of some 533 State bridges.2 percent deficient in 2014.Pavement preventive maintenance (PM) activities include crack sealing and other treatments designed specifically to extend the service life of pavement structures. At current program funding levels.” while bridges with an average condition rating less than 3 are considered “critically deficient.285 State bridges and painting for an additional 1. It should be noted that cleaning and repair of drainage systems. Bridge Contract Preventive Maintenance (PM) $1. Priority will be given to the Interstate System and other structures that are the most highly traveled and essential to commerce and economic development. 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.149 B This investment. The proposed Core program will emphasize preventive and corrective maintenance to slow the deterioration process and to keep bridges from entering the deficient category.” Although the term “deficient” is used to describe the condition of these bridges. While bridge conditions have steadily improved since the early 1990’s. The bridge population in New York State includes 7. it should be emphasized that these bridges are considered safe and would be closed if bridge inspectors considered them otherwise.031 lane miles of single course overlays each year.

longevity and customer satisfaction of the State’s highway infrastructure.7 29.0 32.0 31.2 27.4 29. These assets have historically been neglected and underfunded and continuing this trend would be comparable to rehabilitating an older 31 27.0 33.2 34.2 29.2 28.2 29.0 27.” these assets are fundamental to the operation of the highway system and provide a variety of critical benefits to the motoring public.0 29.6 29. lubrication of bridge bearings to assure proper expansion and contraction.0 33.6 31.5 31.0 30. 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.4 29. and deck sealing to prevent corrosive materials from entering the sub-structure.1 29.3 28.7 27.0 26.0 30.2 .4 32.9 29.0 28.7 29. Often referred to as “highway appurtenances.5 29.0 Percent Deficient by Number 32.6 30.Preventive Maintenance (PM) treatments must be applied at the correct time in order for bridge structures to reach their design life.7 34.3 27.0 29.9 30.2 30.2 34.4 28. The following graphic shows the historical trend and forecast conditions for the current investment level and the proposed Core Program. Typical PM activities include cyclical washing and painting to protect the steel from damaging materials such as road salt.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.2 33.9 29. State Highway Bridge Trend and Forecasts 35.2 36.3 28. reliability.8 29.9 32.

Assets in this category include materials. incident management systems such as variable message signs and video surveillance cameras. traffic signals. as well as ditch and closed drainage system (storm sewer) maintenance. ITS systems are fundamental to both safety and mobility. ITS includes freeway management systems such as the Inform system on Long Island. The Department will also use these funds to purchase asphalt and other materials essential to the ongoing and emergency repair of pavements and bridges. congestion management and mitigation by Traffic Management Centers (TCM). guiderail.home without repairing deteriorated and dangerous electrical wiring. cyclical maintenance treatments. 32 . 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). The investment strategy for these assets includes capital rehabilitation. Job-Order Contracting (JOC) will be used for most culvert replacements and rehabilitations. this investment will be used to purchase equipment and materials for State forces to perform culvert cleaning and repairs. Others have filled with sediment. reducing their capacity and causing them to overtop prematurely. drainage structures. It will also address the needs of small culverts and roadside ditches. 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. 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. and road weather management systems such as sensors in the pavement to detect ice or other hazardous conditions. Many aging culverts have deteriorated beyond the point where they can withstand maximum flow. as well as the operating costs for the Department’s TMCs and ongoing TSM and TDM programs. These programs are essential to the Department’s efforts to mitigate highway congestion. and corrective repairs. Additionally. and signs.

can lead to icing and frost heaves. Guiderail is a safety asset used to return errant vehicles to the highway and away from fixed objects or dangerous slopes. They are generally used at highway exit ramp areas or to protect other hard fixed obstacles. Properly maintained guiderail significantly reduces the severity of highway accidents.Culverts are inspected. 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. Failure of such a culvert could lead to catastrophic results for travelers. 33 . Similar to guiderail. Impact attenuator systems generally have a service life of 20 years. poorly drained subgrades jeopardize the integrity of the pavement. The Core Program investment would provide the necessary funding to meet this cycle. A large culvert can have a span of up to 20 feet. More generally. 2. loss of tension. Funding for State forces will be divided between equipment and materials. There is a growing amount of rail that is not functioning as it should. Pavements with saturated subgrades due to sedimentation in ditches lose their water carrying capacity. or outmoded end treatments. This investment is needed to fund that important safety program. A portion of the State’s approximately 740 miles of rustic guiderail.” It must be noted that the only difference between a deficient culvert and a deficient bridge is the size of the span. The Department has developed a program to address this problem. Currently. Approximately 23 million linear feet of guide rail are in place along State highways. which can significantly reduce the service life of pavement treatments and increase the cost of pavement repairs. and along historic parkways. In short. But if guiderail is deteriorated or damaged. is suffering from accelerated deterioration and is in need of replacement.123 are rated structurally “deficient” and an additional 843 are “critically deficient. the proposed Core Program will provide the investment needed to reduce the current replacement cycle for guiderail from 60 to 30 years. evaluated. the traveling public can be exposed to significant dangers. of the approximately 6. and accelerate the pavement deterioration process. increase risks to the traveling public. impact attenuators reduce the severity of a highway crash. and rated in manner similar to bridges. inadequate height. found in the Adirondack Park.000 large culverts maintained by NYSDOT. in the winter. This can lead to the weakening of the pavement structure. due to damage from hits. Additionally. the Catskill Park. This will be done through a combination of maintenance by contract and work by State forces. Inadequate drainage has also resulted in highway flooding and. drainage along highways is critical to the structural integrity of the pavement subgrade.

In recent years several large gateway-style rest areas have been constructed across the State.tourism. Rest areas are also helpful in promoting one of New York State’s leading industries --. from an average of 2. The majority of these signals are controlled with 1970’s era technology which is prone to failure. lawn mowing.000 traffic signals statewide. NYSDOT maintains approximately 6. The effort to maintain and operate these newer. necessitating annual maintenance contracts. electrical and plumbing. Many controllers are so antiquated that replacement parts are no longer manufactured. microprocessor-powered controllers. and snow and ice removal. In addition. They also provide opportunities for truck electrification facilities that reduce energy use and vehicle emissions from trucks idling during periods of rest. The entire system should be upgraded with modern. larger rest areas is beyond the capacity of State forces. Rest areas serve the important purposes of safety and convenience.5 visits to one visit per signal. installation of audible and visual pedestrian countdown indicators (an important 34 . They are used for truck parking. This investment will provide funding to achieve 50 percent of that goal during the fiveyear program. heating systems. maintenance for loop detection systems. $32 M NYSDOT owns and operates 40 rest areas. The majority of the Department’s rest areas are uninsulated. These facilities require significant maintenance and rehabilitation including roofs. Traffic signals must be regularly maintained to identify and prevent potential malfunctions. they require significant improvements to make them energy efficient. The Core Program provides funding for the periodic retiming of signal systems to conserve energy resources and minimize customer stops and delays. the upgrade of controllers to modern technology.Rest Areas This level of investment will increase the routine and corrective maintenance of the State’s 40 rest areas. Traffic Signals $32 M This investment will provide funding for signal system retiming. Funding for these contracts was never added to the Department’s budget. by providing not only convenient stops along major tourist routes but also by providing information on local attractions. Modernization of the controller inventory will reduce unscheduled field repairs (failures) by 60 percent. providing a safe area off the highway for truck drivers to rest before continuing their journey. maintenance of loop detection systems and upgrade of controllers. Rest area operations include routine maintenance such as cleaning. annually. which are not adequate for current demand. cinderblock buildings built in the 1960’s.

These are primarily dead or diseased trees that pose an imminent risk of falling on to the highway. invasive species control. Under this program Department resources are combined with resources of local environmental groups to expand opportunities for environmental enhancements. NYSDOT engages in initiatives such as mowing limits. and Sponsor-anInterchange. and creating habitat for ground-nesting birds.enhancement for pedestrian safety) and installation of back-up energy systems at 3. To achieve this objective. The Core Program funds this activity at existing levels. 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.000 hazardous trees along the highway network. 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. This land serves as habitat for flora and fauna. The Department’s Green & Blue Highway program seeks to improve this habitat. Roadside Environmental Stewardship $19 M This investment will fund equipment and materials for the Department’s mowing program so that an appropriate clear area (typically 30-foot clear zone from pavement’s edge) can be maintained for safety and sight distances can also be maintained. constructing blue-bird boxes. minimizing the use of herbicides. These plants. which are often noxious. crowd out native vegetation and damage habitats. protection of endangered species habitats and environmental enhancements such as the Department’s nationally recognized Green & Blue Highways program. Other environmental improvement programs include Adopt-a-Highway. In the event of an evacuation during a power failure these back up systems will prevent breakdown of the transportation network. brush and grass.000 of the State’s most important intersections. More than one percent of the green space in New York State is highway right of way. 35 . elimination of hazardous trees. 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. The Department has identified over 4. creating viewscapes. providing fishing access. Vegetation management and environmental stewardship assist Department forces and contractors in managing the State’s “green assets” such as trees. Highway clear zones provide a conduit for the propagation of invasive plant species. These funds will also provide equipment. Examples of projects to date include: creating wildlife and aquatic life passage.

The ideal replacement cycle for overhead and ground mounted signs is every 12 years which results in an average of 8. the Department can replace signs only when they fail. are beginning to fail at critical connections. The goal of New York’s highway safety program is to collaborate with education. enforcement. Category: Safety Safety $1. annually inspect one third of all public at-grade rail crossings.3 percent replaced every year. the Department is required to be in compliance with Federal guidelines for signs. funding would be available to annually investigate 430 HALs. and perform 142. 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.000 overhead sign structures and 675. There are approximately 3. which will require replacement of some signs regardless of the signs’ overall physical condition. The majority of overhead signs were constructed along with the Interstate highway system in the 1960’s and are reaching the end of their service lives. passenger carrier.Traffic Control Signs $13 M This investment will provide the funding necessary to repair overheard sign structures with immediate safety-related needs. motor carrier and rail. 36 . engineering and emergency medical services organizations to save lives by preventing crashes and reducing the severity of accidents when they do occur. Funding will also address a portion of groundmounted-sign replacement needs created by new Federal standards. NYSDOT operates a comprehensive safety program for the transportation system.062 B With the Core Program. Timely maintenance and replacement of overhead signs is critical for highway safety. which encompasses highway.000 bus inspections annually.000 ground mounted signs on State highways. At current funding levels. In some cases failures of these connections have resulted in collapse of the sign structure. which typically weigh several hundred pounds. Regular inspections are showing that these signs. Moreover. as well as maintaining and improving data for the Safety Information Management System. The FHWA recently issued more stringent sign standards and plans to issue new requirements for nighttime visibility. which serves as the basis for determining HALs and treating these locations in the most cost-effective manner. The Core Program will provide sufficient funding to achieve this cycle for overhead signs by 2014.

and fund 142. The Core Program would provide the funding necessary to annually investigate 430 HALs. Providing infrastructure and operational improvements. Programs such as Safe Routes to School and work zone safety initiatives are also funded.The Department’s safety activities encompass much more than highway engineering. annually inspect one third of all public at-grade rail crossings.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. • • In addition. 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. replacing pedestrian indicators with 37 .000 bus inspections annually. guiderail. Incremental changes that would enable these assets to be maintained on a more appropriate cycle are described individually elsewhere in this Plan. The costs to improve pedestrian facilities are significant and include costs for maintaining crosswalk markings. New York State ranks first among all states in the number of bicycle and pedestrian work trips taken each day. modern signal controllers (funding level provided under Traffic Signal element). support to public education. It should be noted that the safety funding level shown above does not include assets traditionally covered under the safety category such as signals. and pedestrian countdown timers. the proposed program continues the evaluation of intersection safety including the use of roundabouts. and support to enforcement initiatives to prevent transportation systems related fatalities and injuries.440 ramps as part of a plan to make sidewalks and intersections on the State highway system ADA compliant. and signs. and Integrating cost-effective safety improvements into other capital and maintenance projects. The Department is charged with inspecting all school buses (142. 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). It will also allow the construction of over 82 miles of sidewalks and create some 29 miles of bicycle lanes through widening highway shoulders.

congestion. reconstructing existing sidewalks. Approximately 21. traffic congestion on the State’s highway network continues to grow. This program will fund 10. managing demand and considering pricing 38 . VMT is projected to continue to increase over the next 20 years as the State’s population and economy continue to grow. While a large proportion of congestion growth is due to increased travel. as measured by daily passengerhours of delay.640 replacement ramps as they reach the end of their useful life. additional highway capacity. including improving operations. Over 1. incident management. other transportation system management activities and park and ride lots. This increase in demand will strain the existing transportation system especially in urban areas where many facilities are at or near capacity. Congestion not only impacts travel time but also affects trip reliability. Any reduction in the growth of congestion will require new policies that emphasize new solutions. While New York State has made large investments in managing congestion.600 sidewalk ramps at signalized intersections must be replaced in order to bring those sidewalks up to ADA standards. including transit systems. Category: Mobility Mobility $176 M This funding will maintain the Department’s past level of investment in activities that improve mobility through projects including improved highway operations.countdown signals (see Traffic Signals). The Core Program addresses sidewalk construction and reconstruction needs statewide. These investments will help to reduce the future growth of traffic congestion. and improved highway operations through traffic management centers (TMCs) and traveler information systems. 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. is expected to increase considerably over the next 20 years.800 new ADA ramps and 2.200 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. constructing new sidewalks and building ADA compliant ramps. incidents and highway construction. Given current funding levels. bringing 70 miles of existing sidewalks into a SOGR and constructing an additional 12 miles of sidewalk. Construction/replacement of the remaining ramps will be funded in future programs. These new policies need to focus on managing the entire transportation system. over one half of all traffic delay results from accidents.

program and project management and environmental analysis necessary to implement the core capital program. Program Support and Management $4. property may need to be acquired. legal and administrative support. incident management.strategies. Right-Of-Way $380 M This investment level provides funds for acquisition of property or easements necessary to implement the core capital program. projects will not be able to advance through design or be adequately monitored during construction.871 B This investment level provides funds for all the design. Implementation of the Core Mobility Program will focus on highway mobility improvements such as improved highway operations. Activities include 39 . Category: State Forces Preventive Maintenance Core Preventive Maintenance $1. other transportation system management activities and constructing park and ride lots. In order for new projects and highway improvements to be advanced. In addition to the above investments. or right of way. either permanently or temporarily. Central to the implementation of all of all the Department’s programs is the funding of engineering and management resources. passenger and freight rail. for example. These should also include increased investments in more efficient modes such as transit and rail. The magnitude of this element varies directly with the size and scope of our major pavement and bridge programs. construction inspection. for construction easements. contract. real estate services.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. environmental compliance. and bike/ped facilities. mobility is also supported by other initiatives contained in this program such as transit. Category: Engineering and Right-Of-Way Engineering. equipment and facilities that are necessary to support that effort. Both State forces and contract funding are encompassed within this level. This element provides the funds needed to make the necessary acquisitions. Without sufficient engineering and management resources.

which requires a three-year phase-in of emission reduction technology retrofits for all heavy duty vehicles owned by.preventive and corrective maintenance and emergency response as required. and small truck mounted post pounders and pullers for guide rail maintenance. in conjunction with core capital and other core maintenance investments. The Core Program will fund the replacement of these vehicles and others in accordance with the priorities identified in that study. sweepers for edge of pavement drainage. is also necessary to hold average bridge conditions at the 2007 level. The repair work of the crews will focus on deficient elements of bridges that are otherwise in reasonably good condition. hydraulic excavators (gradalls) for ditching. this investment. This funding will provide for 10 new DOT bridge maintenance crews proposed to be added in 2008-09. Major Equipment and Parts $326 M This investment will continue NYSDOT’s program to replace over-aged equipment and also retrofit existing NYSDOT trucks and equipment with after-market air quality emissions reduction equipment. joint replacements and structural repairs. It provides the most cost effective and timely strategy for performing preventive and corrective maintenance on bridges. These needs are in addition to the ongoing replacement of snow plowing equipment and the automobile fleet. This element also includes approximately $6. properly equipped and supplied to perform year round maintenance and repair activities on State bridges including bridge cleaning. 40 . This program will address 500 bridges. NYSDOT’s equipment replacement needs include: aerial lift trucks for tree work. 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. NYSDOT commissioned a study to evaluate strategies for the economical maintenance and replacement of its vehicle fleet. 500 bridges will be addressed by this initiative NYSDOT Fleet.2 million of funding for compliance with the State’s Diesel Emissions Reduction Act of 2006. Most of the aforementioned equipment has exceeded its useful life. or leased by a State agency. DOT staffing for this effort will total 262 reflecting the new crews and supervisory staff. operated by or on behalf of. joint sealing. sewer jets and catch vacs and catch vac slide-in units for culvert cleaning. In addition.

These core projects represent initial improvements in the Empire Corridor including signal. 41 . allowing for future incremental improvements. The Department owns over 900 individual buildings. This funding level will avert storage tank malfunction and potential environmental damage and will begin to reduce. track and bridge upgrades. the current backlog of repair projects. The passenger rail projects proposed for the 2009-2014 Capital Rail Plan will make critical infrastructure investments necessary to enhance intercity passenger rail service. will include recommendations for statewide programs and projects. These activities are essential to the Department’s obligation to comply with environmental regulations and with the Department’s commitment to being a responsible environmental steward. Improvements will be made at stations in order to improve safety and facilitate more efficient passenger movement. the Department is responsible for the maintenance of two hundred petroleum fuel storage and compressed natural gas fueling sites located throughout the State. These improvements are consistent with the recommendations of the Senate High Speed Rail Task Force/Hudson Line Railroad Corridor Transportation Plan Study. Category: Rail and Ports Passenger Rail $152 M The State Rail Plan. Passenger rail improvements will be undertaken to improve service reliability and trip time. These facilities are essential to support continuing preventive maintenance and winter snow and ice operations. Maintenance activities funded by the Core Program include removal/replacement of tanks. Almost 50 percent of NYSDOT’s facilities were built during the 1950’s and few have had anything except cursory maintenance. Further. parts replacement. routine repair. Critical infrastructure items will be preserved. The Core will continue to fund only cursory repair activities such as roof patching. About half of the maintenance facilities house personnel and equipment and the other half function as storage buildings and garages. Bottlenecks along freight corridors and commuter corridors or at stations will be reduced.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. of which 500 are used for the traditional Maintenance operation alone. This passenger rail program provides the initial investments for identified projects to begin improving service reliability and trip time. currently under development. This level of investment will also reduce the current backlog of non-compliant petroleum bulk storage facilities. and remediation of sites previously contaminated by leaking fuel tanks.

000 lb. Port improvements will provide for additional material handling and storage capabilities. The plan will clarify and prioritize future investment needs. 5) providing facilities that will improve the ability of airports to be fully self-supporting. improve clearances at critical bridges. automated weather observation systems. 2) upgrading navigation aids to better assure the safety of the traveling public. which will increase the competitiveness of New York’s upstate ports in the world-wide economy. will include recommendations for statewide programs and projects. safety equipment. all of which will promote the efficient movement of freight. These investments will result in: 1) bringing New York's system of key economic-benefit airports into a SOGR to spur economic development. fuel facilities.Freight Rail and Ports $75 M The State Rail Plan. Beyond maintenance of the existing system. This program will support economic growth through investment in “last mile” connections and by providing rail access to shippers across the State. 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. transient aircraft hangars and terminal improvements with related pavements. 4) providing for infrastructure to enhance passenger and cargo air service. currently under development. and add rail capacity at select locations throughout the State. The Aviation Capital Program will specifically fund airport projects unlikely to be funded by the Federal government. general aviation (GA) fencing and surveillance system projects. and. Freight rail improvements will help preserve existing assets to maintain the State's rail network in a SOGR. clearance and preservation needs currently defined. weight restrictions from approximately 66 miles of track. 3) enhancing GA airport security to help protect our citizens from the threat of terrorism. including runway and taxiway rehabilitation and terminal improvements. such as runway and taxiway rehabilitation. This freight rail program will help address the most critical weight. the Core Program will eliminate 286. 42 . thus creating additional employment and removing a burden on local taxpayers.

including but not limited to: scheduling and customer information. and related equipment).900 large urban transit buses and 1. and light rail facility components as they exceed their federally rated useful life and other facility maintenance activities. including approximately 1. 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). • • • • Under the plan investments in the core program. Proposed investments in the core system include: © Philip Kaake/CORBIS • Replacing approximately 3. The core system funding for Non-MTA transit systems will preserve public transportation assets in a SOGR. and security. This includes addressing core system infrastructure that has exceeded the assets federally rated useful life first. Replacing large urban transit buses with accessible clean-diesel buses.900 accessible buses that provide a variety of paratransit and demand responsive services in rural and urban communities. 43 . and SOGR investments in technology. Replacing at least 50 percent of bus.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. revenue and communication systems. facilities.800 accessible buses statewide. Delivering reliable service depends on continued investment in the core system (buses.5 years. Continuing to fund the five-year $50 million program to address the incremental costs of procuring hybrid-electric buses (approximately 320 buses).

The Local Bridge Program will provide annual capital grants to local governments to enhance maintenance and repair of bridges owned by counties. The capital project must 1) be undertaken by a municipality. cities.Category: Local Federal Funds for Local Projects $2. 44 . traffic control devices and bridge/culvert rehabilitation or replacement. The program will provide up to 80 percent of project costs and will be modeled after the successful 1988 ACTION Bond Local Bridge Program. 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. The two most important data inputs for this allocation are local highway inventory mileage and motor vehicle registrations. The actual level of Federal funding for local projects will ultimately be determined through a cooperative planning process implemented through federally mandated MPOs. cities. highway-railroad crossings and/or other local facilities. 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.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.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. Projects that are considered eligible for CHIPS capital reimbursement include highway resurfacing or reconstruction. bridges. towns and villages. towns and villages that report local road mileage under their local jurisdiction are eligible for the CHIPS program. Counties. 2) be for highway related purposes and 3) have a service life of ten years or more with normal maintenance. Engineering expenses are included along with construction costs. Consolidated Local Street and Highway Improvement Program (CHIPS) $1. Annual apportionments are calculated according to the allocation formula specified in Section 10-c of the Highway Law. reconstruction or improvement of local highways.

For projects that meet the eligibility requirements. rather than the typical 20 percent non-Federal share.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). This funding level principally represents funding for the Transportation Enhancements Program that has been a component of recent Federal transportation programs. 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. The Municipal Street and Highway Program (“Marchiselli”) supports local governments in funding highway and bridge projects. No State funds are utilized for this program. 45 . The Marchiselli program funds a 75 percent of the non-Federal share of a local project. localities are therefore responsible for only five percent of the project costs.

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. The conversion of I-86 is being advanced by over 30 separate projects. Orange County. When the 2005-2010 MOU was signed. NYSDOT is undertaking a series of projects to complete the conversion of State Route 17 to Interstate 86..513 Element I-86 Gowanus Expressway Ft. Completing these major projects and statewide Significant (SWS) projects from the prior plan requires $1. bridge vertical clearances) on the existing freeway. With this go forward approach. 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. 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. Concurrently. LIRR Main Line Corridor project and passenger rail improvements to the Albany-NYC Corridor. The road spans 381 miles from the Pennsylvania state line in Mina. 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. A comprehensive update to costs and schedules was concluded in August. Chautauqua County.g. to Harriman. 46 . Cost (Millions) $793 $267 $84 $83 $33 $90 $80 $71 $12 $1. 2007. Current let dates for some projects have slipped outside the MOU period. To date. as well as several important new initiatives including the Peace Bridge Improvement project.5 billion. the 2009-14 capital program includes $793 million that will enable I-86 designation of the remaining 186 miles of Route 17.MAJOR PROJECTS Major project commitments consist largely of completing the remaining portions of work categorized as statewide Significant in the 2005-2010 capital program. 195 miles have been designated.

with links to the Shore Parkway. 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. connecting the Verrazano-Narrows Bridge to the west with the Brooklyn-Battery Tunnel to the east. Because of the changes in the area. the existing concrete roadway deck will be replaced. Built in the 1940’s. New York. north of the City of Watertown. The project involves at least four separate construction contracts. the Gowanus Parkway was widened to a six-lane Expressway in the 1960’s. localized repairs will be made to the steel structure. 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. Fort Drum Connector $84 M This project will fund the design and construction of a new connector road from I-81 to Fort Drum. This funding is for the remaining project costs during the 2009-14 period. new paint will be applied. and new lighting and signage will be installed where required. 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. and has not undergone a significant rehabilitation since then. the Prospect Expressway and the remainder of the Brooklyn-Queens Expressway. 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. An Environmental Impact Statement (EIS) is being prepared for the project. The Gowanus Expressway is the major east-west limited access highway in Brooklyn. While ongoing maintenance and repairs have allowed drivers to continue using the Expressway safely. NYS Route 342 47 . particularly as activities at Fort Drum increase. this approach is becoming increasingly costly and impractical.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. During the interim project. The interim repair work began in 2005 and is expected to be completed in 2011. As a section of Interstate 278. This proposed project would address current deficiencies along the existing transportation facilities and provide for anticipated future use of this corridor. Studies performed by the New York State Department of Transportation (NYSDOT) in the 1980’s revealed extensive deterioration of the roadway deck and steel structure. it is a vital link in the region’s transportation system.

This will fund the remainder of the border work not completed in 2005-2009 period. Town of Ashford. Progress on the design of Section 6 (3. which would extend the fourlane freeway 3. The Bond Act also provided $15 million for infrastructure needs at the Ogdensburg-Prescott International Bridge. U. a lowered level of service. 48 . The remaining portion of Route 219 extends for 28 miles. starting at NY Route 39 in Springville.S. Cattaraugus County. 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). it will also result in moving construction of Section 6 to this program period. Erie County and ending near Salamanca. The scope of work and the locations for these projects are currently being developed.currently carries high traffic volumes. In November 2007. The completion of Section 5 construction originally scheduled for December 2009 is now scheduled for 2010.5 miles from Peters Road to Snake Run Road. Section 5 suffered slope failure due to presence of an ancient landslide formation. While the revised permitting path will strengthen the environmental record and improve the project. and increased maintenance efforts and expenditures for both NYS Route 342 and US Route 11.5 miles (Section 5) from NY Route 39 in Springville to Peters Road.5 miles from Peters Road to Snake Run Road in Cattaraugus County. Cattaraugus County is under construction. 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. 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). The portion from Buffalo to Springville is an expressway. 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. contributing to increased accident rates. The 3. 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. intermittent capacity issues. Route 219 connects Buffalo with the Southern Tier near Salamanca. Route 219 $83 M This funding would construct section 6 of US Route 219.

functional and security improvements to the Peace Bridge and plazas and connecting roadways in the Town of Fort Erie in Ontario. 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.• Ogdensburg/smaller border crossings – Work at the northern border includes making improvements to several of the smaller border crossings (Fort Covington Crossing. The project will provide capacity. a new companion bridge and new roadway connections to existing highways. functional and security improvements to the Peace Bridge and plazas and connecting roadways in the Town of Fort Erie in Ontario. with I-190 in Buffalo. Trout River Crossing. Overton Crossing. The project will reduce congestion and improve the overall efficiency and functionality of the Peace Bridge International Border Crossing Facility. Chateaugay Crossing. It will install 10 miles of a third track and other track improvements along its Main Line between Bellerose and Hicksville stations. The project is of local. Canada. The Peace Bridge Capacity Expansion Project is a locally administered Federal aid project sponsored by the Buffalo and Fort Erie Public Bridge Authority (PBA). 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 project will provide capacity. Ontario. 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. NY. The proposed project includes new US border inspection facilities. 49 . and the City of Buffalo in New York. The proposed project includes new US border inspection facilities. and Rouses Point) and installation of a WIM site and the relocation of the toll booths at the Ogdensburg Bridge. and the City of Buffalo in New York. operational. operational. Canada. a new companion bridge and new roadway connections to existing highways. The Peace Bridge connects the Queen Elizabeth Way in Fort Erie. LIRR Main Line Corridor Improvement Project $80 M This funding will provide NYSDOT’s contribution towards LIRR’s Mainline Corridor Project (3rd Track) between Bellerose and Hicksville This project is being advanced by LIRR.

This group of projects builds on work identified in the core program. particularly projects that focus on completing rail infrastructure improvements between New York City and the Capital District on the Empire Line. enhance access and upgrade passenger information systems. reliability. $32 million would be NYSDOT’s contribution to this critical project. This $13 million project would complete the • • • 50 . 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. The project will remove a major choke point in the system for Empire Service and Metro North. With the expected increase in train traffic. 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). including signal preservation and enhancement and bridge and track work. More importantly. significantly larger traffic back-ups will occur at grade crossing locations than currently exist.Approximately 41 percent of all of LIRR’s 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. with the balance being provided by Metro North. Rensselaer — Ongoing infrastructure improvements at the Rensselaer Station are increasing station capacity. and efficiency to accommodate increased and expansion of passenger service. 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. 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. the “gate down time” at the grade crossings will significantly increase. 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. These investments would greatly assist in moving toward a two-hour express service between Albany and New York City. 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. Station Improvements — $13 million to improve stations. Without the elimination or closing of grade crossings.

positions the State to make costeffective and sustainable transportation investments. in turn. and supports the Multimodal Program investment principles. transportation goals and priorities respective to economic vitality and environmental sustainability. This initiative complements Commissioner Glynn’s initiative to better integrate transportation and land use planning. and 8 to 10 community planning grants. 51 . and. the funds enable the completion of two large sustainable/corridor studies. 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. 10 to 15 smaller community planning studies.planned capital construction project and complements both passenger and freight rail improvements along the Empire Corridor. $12 M The Land Use Planning Initiative provides funding to communities to comprehensively plan for their transportation system needs. Over the life of the program.

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. While Core Program investments maximize the useful life of existing transportation assets.) 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. largely in metropolitan areas. 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. $19 M ITS equipment provides NYSDOT managers with information on travel conditions and use of many higher volume highways. This element would provide supplemental funding to that provided in the Core Program to enable further investments needed to enhance and expand the State’s existing ITS network. Accordingly. enhancements provide funding for new activities that improve the transportation system above existing levels. this element will provide funding which will enable 50 miles of additional bicycle lanes to be installed along State highways. ITS investments provide NYSDOT with the tools it needs to manage congested roadways and address traffic incidents such as vehicle accidents and breakdowns. 52 . in order to operate the highway system most efficiently and improve traffic flow. services and programs.ENHANCEMENT PROGRAM Enhancements to the Core Program consist of investments that expand the utility or extent of current facilities. ITS Expansion This element funds selected expansion of the ITS network to add additional ITS infrastructure where needed. In concert with the funds provided under the Core Program.

This element funds all engineering and ROW activities needed to implement the above cited Enhancement Program activities. enhancing van pool service. Enhancement Engineering and Right-Of-Way This element provides engineering resources needed to implement the above cited enhancement program activities. to a lesser degree acquisition of Right-Of-Way (ROW) are required to develop and advance most NYSDOT projects. and. This element provides funds for new TDM initiatives which demonstrate the potential to change travel demand and reduce highway congestion. $6 M Engineering resources. 53 .Travel Demand Management $10 M This element provides funding for Travel Demand Management (TDM) initiatives which can change travel demand and reduce traffic congestion. The “tool box” of TDM activities is quite varied and includes: developing traveler information systems such as TRIPS123. 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. and supporting new technology such as multi-operator transit fare cards. yet convenient modes of transportation. TDM initiatives focus on providing options that help to redirect travelers to less crowded.