nysdot capital plan march2008

8/6/2019 NYSDOT Capital Plan March2008

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New York StateDepartment of Transportation

MULTIMODAL TRANSPORTATIONPROGRAM SUBMISSION:

2009-2014

Submitted by

Astrid C. Glynn, Commissioner of Transportation

March 2008



NEW YORK STATE DEPARTMENT OF TRANSPORTATIONMultimodal Transportation Program Submission

March 2008

EXECUTIVE SUMMARY .............................................................................................. 1INTRODUCTION............................................................................................................. 3TRANSPORTATION GOALS: ACHIEVEMENT OF STATE’S PRIORITIES...... 5

Guiding Principles ........................................................................................................ 5Multimodal Transportation Goals, Objectives and Investment Criteria ................ 6 DBE and M/WBE Initiatives...................................................................................... 16

TRANSPORTATION PRIORITIES CONSISTENT WITH PUBLIC INPUT ....... 17A NEW POLICY FRAMEWORK FOR TRANSPORTATION IN NEW YORK... 21PROGRAM INVESTMENTS – PROPOSED 5-YEAR CAPITAL PROGRAM..... 22

Annual Funding .......................................................................................................... 24Fund Sources ............................................................................................................... 25

CORE PROGRAM ......................................................................................................... 27Category: Pavement.................................................................................................... 28Category: Bridge ......................................................................................................... 30Category: Other Highway Assets .............................................................................. 31Category: Materials and System Management ........................................................ 32Category: Safety.......................................................................................................... 36Category: Bicycle/Pedestrian/ADA ........................................................................... 37Category: Mobility...................................................................................................... 38Category: Engineering and Right-Of-Way .............................................................. 39Category: State Forces Preventive Maintenance ..................................................... 39Category: Rail and Ports............................................................................................ 41Category: Aviation...................................................................................................... 42Category: Non-MTA Transit ..................................................................................... 43Category: Local ........................................................................................................... 44

MAJOR PROJECTS ...................................................................................................... 46ENHANCEMENT PROGRAM .................................................................................... 52



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EXECUTIVE SUMMARY

The New York State Department of Transportation (NYSDOT) Five-Year CapitalProgram for State Fiscal Years 2009/10 through 2013/14 is being submitted pursuant toChapter 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 providefor the future needs of a modern, safe, reliable and efficient multimodal transportationsystem for the people of New York State.

In order to go beyond this initial step, New York State must have strong support from theFederal government as a full partner in providing substantial additional funding to meetour vital transportation needs. Federal funds provide 50 percent of the State’s currenthighway capital construction budget and 25 percent of its transit capital constructionbudget. The strength of this partnership in the years ahead to a large extent will bedetermined 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 mustmake to meet the State’s future transportation needs.

The $25.7 billion five-year program NYSDOT is submitting to the State Legislature isaimed at beginning this forward-looking effort by ensuring the State has the resourcesnecessary now to carry out the vital maintenance and rehabilitation of its highways andbridges and to support public transportation, rail, aviation and port facilities. Itrecognizes that these investments are critical to promoting both future job growth andeconomic development and the quality of life New Yorkers deserve in all regions of ourState. The program represents a turnaround plan that stabilizes current conditions andcreates 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 multimodalinfrastructure needs through a mix of preventive maintenance and capital constructionimprovements. It also advances a wide-range of statewide multimodal transportationprojects that are candidates for funding, based on a federally prescribed public processrequiring the approval of MPOs, in consultation with affected industries and businessesand 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 21 st centurytransportation system, the program recognizes the significant effects of inflation onconstruction costs. It identifies cost-effective investments designed to enhance ourcurrent transportation network by making it more reliable and accessible and tailoring itto support a growing economy. It also seeks to improve the safety of the traveling publicand to complement the State’s efforts to upgrade air quality, reduce energy use andenhance New Yorkers’ quality of life.

In its preparation, NYSDOT undertook a comprehensive 20-year assessment of theState’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 transportationexpectations through a series of nine statewide forums. Conducted during the monthsprior to submitting this program, the forums gathered public opinion on the program andpolicy priorities. Forum participants discussed transit-system limitations, the need for

increased multimodal travel opportunities, capacity issues confronting our varioussystems and the clash of an aging infrastructure with increasing demands.

The program achieves a comprehensive, yet targeted, multimodal response to meeting theState’s transportation needs by setting a series of accomplishment-focused goals,objectives and investment criteria. Among the initiatives it sets forth to attain these goalsare: extending the service life of highways, including improving pavement smoothness;reducing the number of deficient bridges throughout the State; ensuring a safe andreliable 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 facilitiesthrough 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 NewYork State’s commitment to a world-class transportation system that serves as thefoundation for a vibrant State economy. Strategic investment in this period, through a

funding partnership with the Federal government, will help to ensure long-term jobgrowth and greater economic opportunity for New Yorkers.

Our transportation system is part of a national network that is integral to the economicvitality and security of the Nation. We cooperate and coordinate with neighboring stateson transportation planning and investment to create regional benefits and improvementsthat stretch far beyond the boundaries of New York State. Clearly, the Federalgovernment should bear a greater share of the cost of building, maintaining and operatingour 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, andport facilities.1 It will support both publicly and, in certain cases, privately ownedtransportation 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 thefuture needs of a modern, safe, reliable and efficient multimodal transportation system forthe people of New York State.

Transportation System

New York State is fortunate to have one of the largest and most diversified multimodaltransportation systems in the nation, providing essential mobility as evidenced by thefollowing annual statistics:

• More than 141 billion vehicles miles driven on over 113,000 miles of highwaysand 17,000 bridges statewide;

• More than 130 public transportationoperators provide approximately 2.6billion passenger trips;

• Each year, approximately 1.5 millionriders use Amtrak’s Empire andAdirondack services, and more than 7.5million rail passengers pass through PennStation using Amtrak;

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



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• Over 73 million tons of freight move on 3,500 miles of rail;

• Approximately 84 million passengers served by over 500 public and privateaviation facilities; and

• Four port authorities and numerous private ports handling more than 150 milliontons of freight.

As a result of New York State’s extensive support for public transportation, it has thelowest per capita use of energy for transportation of any state in the nation. Energyconsumption per capita for transportation is approximately two-thirds of the nationalaverage.

20-Year Transportation System Needs

NYSDOT recently completed an assessment of the State’s multimodal investment needsfor the 2010-2030 period and concluded that the State’s transportation system is understress, chiefly as a result of its age, heavy use, and lack of adequate investment in pastyears. Following a decade of progress in the 1990’s, infrastructure conditions began todeteriorate at the same time as demand on the system increased. This has been furthercompounded by marked inflation in construction-related costs that have significantlyreduced the buying power of transportation dollars.

Since 1990, Vehicle Miles of Travel (VMT) in the State have increased from 293 millionto 382 million in 2005, a 30 percent increase. Utilization of the State's publictransportation network has also significantly increased. During this same period, total

public transportation trips increased from 1.9 billion annually to approximately 2.6billion annually, a 37 percent increase. Freight movement to and from New York Statehas increased from 435 million tons in 1996 to more than 1.1 billion tons in 2006, morethan a 150 percent increase. Freight movement is expected to double in the next 20years. Intercity passenger rail ridership in New York State has increased by more than 15percent during the last five years.

We must begin by turning around our current declining trends in infrastructure conditionto create a stable environment for future investments. This plan addresses that need.Further progress will require significantly increased Federal resources for both capitaland operating needs.



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TRANSPORTATION GOALS: ACHIEVEMENT OF STATE’S PRIORITIES

These transportation goals are fully consistent with and supportive of key statewidepriorities for economic development, energy efficiency and promoting smart growth. Infact, progress toward achieving these transportation goals is essential to accomplishing

the State’s priorities. These priorities include:

• Promote economic development, supported by cost-effective investments inexisting and new transportation infrastructure.

o Preserving the existing multimodal transportation system and investing inthe strategic expansion contained in this program will support the State’seconomy and facilitate economic development. Increased emphasis onbridge repairs, as well as investments in key gateways such as the PeaceBridge, will help to ensure that New York’s economy has the mobility itneeds.

• Promote energy efficiency in support of lower costs, and reductions in energyusage and greenhouse gas emissions.

o The program facilitates increased use of energy efficient modes, such asfreight and intercity rail, public transportation and increased reliance oncleaner technologies. The program also includes an investment intechnology to improve operating efficiencies.

• Encourage smart growth statewide through State support for improved land useplanning.

o As part of the Smart Growth Council, NYSDOT will look foropportunities to facilitate sound land use planning. NYSDOT has

developed a technical assistance program for interested municipalities.This program will also support smart growth by encouragingredevelopment and by supporting a full range of multimodaltransportation, including rail and public transportation.

Guiding Principles

The following guiding principles will serve as the foundation for the investment prioritiesincluded in the new program as well as for future programs. The individual goals andobjectives will be derived from these principles. They are:

• Preservation of Transportation Assets: Proven asset management principlessuch as balanced preventive maintenance and capital investments are the key topreserving the system. Priorities will be determined by the functional importanceof an asset, regardless of who owns the asset.

• Support for the State’s Economic Vitality and Quality of Life: Investmentsshould improve the State’s economy and the quality of life for all New Yorkers.



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Investment decisions should reflect better linkages between transportation andland use planning.

• Enhanced Mobility for People and Goods: Increased travel reliability and theprovision of appropriate modal choices and access for the traveling public are

essential purposes beyond asset preservation.

• Stewardship for the State’s Environment: Investments should enhance andprotect the human, natural and built environment, and they should give priority toconserving non-renewable energy resources, as well as reducing fuel emissionsand greenhouse gases.

• Safety for the Traveling Public: Investments should support efforts to reducefatalities and serious injuries and to improve management of risks across allmodes.

Multimodal Transportation Goals, Objectives and Investment Criteria

The following goals are comprised of three elements: brief goal statements, goalobjectives and investment criteria. They are intended to provide policy and programguidance to the State’s transportationoperators, including NYSDOT, as theyprepare and implement approved five-yeartransportation programs. They are derivedfrom and consistent with the guidingprinciples described above. While some

goals and objectives are long-term innature, the 2009-14 program will promote aturnaround that stabilizes conditions andcreates a foundation for future investments.Specific planned accomplishments for theproposed program are discussed following presentation of these programs.

Multimodal Transportation Infrastructure Preservation

Multimodal infrastructure preservation includes separate goals for highway and bridge,

public transportation, intercity passenger rail, freight rail, ports, aviation andbicycle/pedestrian (bike/ped) assets.



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Highway and Bridge Infrastructure Preservation

Goal Statement

Extend the service life of all highway and bridge-related assets, with priority given to the

facilities that are most important to the transportation system, through the application of both maintenance and capital investments.

Objectives

Establish a hierarchy of investments that give priority to bridges and pavements oncritical corridors, necessary for both people and goods movement.

Ensure timely application of appropriate preventiveand corrective maintenance strategies in order to slowthe rate of asset deterioration and the need for more

costly future capital investments.

Repair critically deficient highway bridges and largeculverts, regardless of ownership, through appropriatecapital investments.

Reduce the overall number of deficient bridges,regardless of ownership, throughout the State.

Reduce load postings that limit a bridge’s ability to carry its designed loads.

Improve pavement surface conditions, particularly targeting Interstates and otherNational Highway System (NHS) roads.

Improve pavement smoothness consistent with the Federal Highway Administration(FHWA) roughness goal, which will provide safer, more fuel-efficient roads for thepublic.

Preserve and improve, as appropriate, essential highway-related assets, including, but notlimited to, guiderail, drainage and signals.

Preserve lower-volume highways and bridges that provide essential connections in ruralareas.

Investment Selection Criteria

Priority should be given to more highly utilized assets, particularly those on the Interstateand NHS.



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Perform appropriate preventive and corrective maintenance activities as detailed in theDepartment’s Maintenance and Operations Plan.

Give priority to the rehabilitation or replacement of bridges with critical elements that areseriously deteriorated (condition rating less than three (3)).

Give priority to maintaining Interstate bridges in good condition (average conditionrating greater than four and a half (4.5)) and NHS bridges in at least fair condition(average condition rating greater than four (4)).Reduce load restrictions on Interstate andother NHS bridges.

Give priority to maintaining large culverts inat least fair condition (structural andobstruction ratings four (4) or better).

Give priority to maintaining pavementconditions on heavily traveled roads,particularly on Interstates, in at least goodcondition (surface rating seven (7) orbetter).

Give priority to high-volume corridors, especially Interstate and other NHS highways,with rough ride quality (International Roughness Index (IRI) greater than 170).

Give priority to non-NHS pavements with Annual Average Daily Traffic (AADT) greaterthan 20,000 with very rough ride quality (IRI greater than 220).

Give priority to maintaining those pavements that are critical to moving people and goodsin at least fair condition (surface rating six (6) or better).

Public Transportation Infrastructure Preservation

Goal Statement

Ensure the safe and reliable movement of passengers through appropriate investments incore public transportation infrastructure.

Objectives

Deliver reliable public transportation service through continued investment in the coresystem by replacing buses, facilities and related equipment as they reach their federallyrated useful life.



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Extend the service life of public transportation assets through adherence to industrystandard/manufacturers recommended preventive maintenance activities.

Establish energy efficiency and emissions reductions as key criteria for vehiclereplacements.

Coordinate resources with other transportation providers, such as human-servicesagencies, to assure maximum utility from all asset investments.

Make transit facilities “greener.”


Priority should be given to core infrastructure investment that maintain and increase thecurrent transportation market share for transit.

Buses, facilities and related equipment should be replaced as they reach their federallyrated useful life.

Replacement vehicles should use clean energy propulsion systems.

Vehicle choices (particularly vehicle size) should reflect potential new markets, includingcoordination opportunities among transit operators, as well as needs of existing ridership.

Investments should be consistent with established industry standard and/or manufacturerrecommended preventive maintenance schedules.

New technology applications should support the most efficient use of existing fleet andinfrastructure.

Intercity Passenger Rail Preservation

Goal Statement

Ensure the safe and reliable movement of railpassengers through strategic investments in coresystem infrastructure.

Objectives

Complete the State Rail Plan and begin to implementit through a multi-year capital program.

Support core infrastructure investments that will help to increase passenger rail ridershipby three percent annually.



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Make strategic investments that preserve existing rail infrastructure required for futurepassenger rail enhancements.

Make strategic investments that enhance service reliability and move toward an on-timeperformance goal of 90 percent in the Empire Corridor.

Support core infrastructure investments that reduce travel time in key passenger railcorridors.

Leverage current and future Federal passenger rail funding opportunities, includingFederal Railroad Administration (FRA) State Matching Grant programs, Federal tax-exempt/credit bonds, Federal loan guarantees, carbon credits, public-private partnershipsand other innovative finance mechanisms.


Projects are consistent with the State Rail Plan.

Projects will help achieve increases in passenger rail ridership by 3 percent annually.

Projects will enhance the safety of both the traveling public and the system in general.

Projects will enhance the reliability and efficiency of the system, allowing for enhancedor increased capacity (i.e., rail yards, rail passing sidings and signal improvements).

Investments contribute to achieving established on-time performance standards.

Investments provide connectivity betweenmodes.

Investments mitigate environmental impactson the transportation system and promoteenergy efficiency.

Investments leverage current and futureFederal passenger rail funding opportunities.

Freight Rail and Upstate Port Infrastructure Preservation

Goal Statement

Extend the service life of essential rail and port facilities through public investments thatpromote asset preservation and the attainment of good infrastructure condition andreliable service.



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Objectives

Complete the State Rail Plan and begin to implement it through a multi-year capitalprogram.

Support reliable rail freight transportation service through investment in the preservationof core infrastructure assets (including track, bridges and terminals).

Support public investments in rail infrastructure to maintain and grow the market share of freight transported by rail.

Improve main line track conditions for sustainable FRA Class II operations.

Give priority to establishing and preserving “last mile” connections to rail-servedindustries.

Extend and improve condition of essential port facilities necessary for ongoingoperations.


Projects are consistent with the State Rail Plan

Leverage public funds with private investment to increase the overall public benefits.

Preserve the most essential rail facilities, regardless of class.

Maintain rail service critical to support and expand New York’s economy.

Preserve port facilities essential to maintaining current service levels and improve accessto these facilities.

Aviation Infrastructure Preservation

Goal Statement

Extend the service life of essential aviation facilities through public investments thatpromote asset preservation, the attainment of good infrastructure condition and ensuresecure facilities.

Objectives

Leverage all available Federal aid.



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Give priority to removing or lowering airportrunway approach obstructions in order to increasesafety factors and allow greater use of existingairport runways.

Provide transient aircraft hangers, a priorityrequirement for business use of airports.

Support general aviation airport efforts to improve security through fencing andsurveillance system investments.

Support aviation facilities that provide the only reliable air service for a given region.


Meet required match for Federal funds.

Give priority to aviation projects that provide significant economic benefits.

Update navigation and other technology related to safety and security.

Multimodal Transportation Mobility

Goal Statement

Enhance the movement of people and goods through improvements in system reliability,cost-effective congestion mitigation, network connectivity, accessibility and modalchoice.

Objectives

Develop and begin implementing strategies forincreasing the market share for modes that promoteenergy efficiencies and reductions in emissions.

Develop a plan and implement strategies to reducegrowth in anticipated system congestion and growthin VMT, consistent with sound local transportationand land use planning.

Enhance mobility on existing systems, through theapplication of proven technologies, before expandingthe system.



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Increase public transportation ridership and intercity passenger rail ridership to promoteenergy conservation and improved air quality.

Improve travel reliability for both people and goods through incident managementstrategies and commitments to on-time performance and reliable travel times.

Encourage improved system designs that meet the transportation needs of elderlyindividuals and those with disabilities.

Improve “walkability,” particularly in neighborhoods and commercial centers.Encourage municipalities to extend the bike/ped network and ensure that bike/pedelements are appropriately included in NYSDOT designed projects.

Continue process of eliminating highway bridge clearance restrictions with greatestimpact on personal mobility and goods movement.

Expand modal choice in the most congested urbanized corridors and regions to promoteenergy conservation and improved air quality.

Facilitate improved rural public transportation service.

Improve capacity and reliability of intercity passengerrail service.

Strengthen regional connections between populationcenters by either intercity bus or intercity passengerrail.

Support minimum clearances, consistent with anoverall rail plan, for critical rail corridors.

Support increased weight carrying capacity forcritical rail corridors to attain line capacity for 286,000 pound rail cars.

Help expand rail and port terminals and related assets to meet increased service demand.

Improve access to rail and port terminals.

Encourage point-to-point air transportation access through enhancements of bothcommercial and general aviation facilities.


Give priority to investments based upon sound transportation and land use planning.



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Give priority to investments that promote efficient and reliable mobility for both peopleand goods.

Emphasize investments that support network connectivity and accessibility.

Give priority to investments that effectively support energy and emission reductionstrategies.

Emphasize operational and demand management strategies prior to consideration of system expansion.

Enhance modal choices in the most congested areas to promote mobility and energyefficiency.

Give priority to projects with the greatest public benefit particularly for underservedpopulations.

Environmental Sustainability

Goal Statement

Support a sustainable environment throughimproved energy efficiency in the transportationsystem and the protection and improvement of airand water quality.

Objectives

Lower the transportation sector’s contribution togreenhouse gases and global climate change.

Develop and adopt sustainability standards forconstruction and maintenance activities.

Reduce the growth in transportation’s consumption of non-renewable petroleumresources.

Consistent with National Ambient Air Quality Standards, lower emission of pollutantsand support air quality conformity goals in both non-attainment and maintenance areas.

Reduce non-stormwater discharges within Designated Urbanized Areas in order to ensureclean drinking water and biodiversity.

Ensure that transportation related investments appropriately protect wetlands andbiodiversity.



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Design of all transportation projects should consider methods for attaining the objectivesabove.

Projects should consider impacts on mobility.

Multimodal Transportation Safety

Goal Statement

Improve safety in all transportation modes, regardless of jurisdiction, to save lives,reduce the number and severity of personal injuries and prevent crashes.

Objectives

Reduce the number of fatalities and the fatal crash rate per 100 million VMT.

Reduce the Mean Severity of Injury (MSI) rate.

Reduce work zone intrusions.

Reduce number and severity of truck, bus and railaccidents.

Reduce rail grade crossing accidents.


Number of projected reductions in deaths and injuries at High-Accident Locations(HALs).

Investment will address highway HALs.

Investment will address rail and grade crossing accidents.



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The above goals, objectives and criteria in large part represent what we do. Thefollowing initiatives describe an important part of how we intend to do business.

DBE and M/WBE Initiatives

The Department of Transportation is a significant purchaser of goods and services. Assuch, NYSDOT’s activities need to advance broader economic goals, including increasedopportunities for minority and women owned businesses. NYSDOT is committed to thesuccess of its Disadvantaged Business Enterprise (DBE) and Minority and Women-Owned Business Enterprise (M/WBE) programs and related activities. The followingactions are among several recently taken or planned to strengthen these programs andincrease opportunities for DBEs and M/WBEs. Measuring the success of these actionswill be part of measuring the success of the program. We want to work closely with ourindustry partners to advance these goals.

• Providing additional staff resources to the DBE and M/WBE programs through

the Office of Civil Rights, the Office of Construction, the Division of LegalAffairs and the Main Office Purchase Unit.

• Developing a statewide outreach program for DBE and M/WBE by establishing astatewide DBE and M/WBE Outreach Program to inform the disadvantaged,minority and women-owned business community of upcoming opportunities inhighway construction, civil engineering and transportation-related contracts.This outreach includes networking events, increased advertising in targetedpublications and enhancing the Office of Civil Rights Website.

• Increasing the number of M/WBE by expediting the M/WBE application process

for firms already certified as a DBE.

• Increasing internal M/WBE utilization through staff training. Purchasing trainingwill feature a special instructional segment on the use of the Department of Economic Development’s Website Directory of M/WBEs.

• Increasing external opportunities for DBE and M/WBE through the ConsultantBase Preservation Effort, which is designed to enhance and broaden participationby qualified small firms in its engineering consultant program.

• Planning Supportive Services for DBE. The Department is currently conducting

a statewide DBE needs assessment that will become the basis for developing aDBE Supportive Services Program.



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TRANSPORTATION PRIORITIES CONSISTENT WITH PUBLIC INPUT

As part of its formulation of this program, NYSDOT held a series of nine public forumsin cooperation with the local Metropolitan Planning Organizations (MPOs) across theState both to describe the 20-Year Needs Assessment to the public and to solicit the

transportation priorities of New York’s citizens.This outreach effort complemented and built on theongoing work of the MPOs, which are the federallyapproved planning entities that establish long-termregional transportation plans and approve projectsfor Federal funding.2

Throughout the State, NYSDOT heard not only anappreciation for transportation as a necessarycomponent of a successful economy, but also astrong desire for greater connectivity and an

understanding that a range of transportation choices could be important for the lives thatNew Yorkers seek to lead. For instance in Watertown, NYSDOT was told of a jobtraining program with a catchment area limited by the lack of transit service. InRochester, one speaker described the need for better air and/or rail service to connect theregion’s major cities to the State capital. In Binghamton, there was discussion of howfreight rail could provide cleaner, more energy efficient and cheaper transport for NewYork’s manufactured goods and agricultural products. In Albany, the subject was theneed to tie Federal transportation policy to national energy and environmental policy.And everywhere there was concern that the transportation system be sound and reliable –that the bridges are kept open and that congestion be alleviated.

The 2009-14 NYSDOT Multimodal Capital Program is consistent with the responseheard from the public at these forums and also with the goals of the short-terminvestment programs developed by the State’s MPOs. The 2009-14 program will beginto address many of the issues raised at these forums within the funding available over thenext five years and will provide the policy framework, new investment strategies and asound basis for building future State transportation programs.

Highlights of Public Forums

The forums took place in Watertown, Albany, Rochester, Binghamton, Syracuse,Poughkeepsie, Buffalo, Staten Island and Long Island. Six of the forums had themes:Mobility and Accessibility in Rural Areas; Energy and the Environment; the Economy;Rail and Freight; Congestion; and Land Use. The others focused on a general discussionof the State’s needs. Each forum included a roundtable discussion consisting of areatransportation providers, local recipients of transportation services, academics, labor and

2 The list of projects that is included in this program was drawn heavily from the MPOs’ TransportationImprovement Programs (TIPs) and since Federal funding is a key ingredient of this program, a good deal of it will be subject to approval by the MPOs.



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construction industry representatives, members of civicorganizations and other transportation stakeholders.

Nearly 600 people in total attended the forums and offeredtheir input on the need for increased multimodal

opportunities; capacity issues with an aging infrastructuretrying to support an expanding population; limited transitoptions; and questions about local projects.

More than 100 people submitted comments in writing viamail and email and those, combined with statements

offered at the forums, will be gathered into a report for Governor Paterson and theLegislature as well as to New York’s congressional delegation.

Following are several examples of comments from the forums:

Watertown

“We need to relate infrastructure rehabilitation to economic development more directly.We should see it as an investment and put the dollars where there is the best return .”

—Anthony G. Collins, president, Clarkson University

“We have many contracts with Fort Drum, but the only way to get to the Fort is by taxi,which can cost $18 to $20 a day. We are charged with keeping a ratio of disabled tonon-disabled persons employed and without [adequate transit] some people just stayhome and don’t work. Getting to Fort Drum is critical to our mission [the opportunity totrain more people for the workforce].”

—Sandy Petrillose, coordinator of Community Based Employment,Jefferson Rehabilitation Center

“The bus system is an incredibly valuableasset to students – particularly disabled students. But for students [in outlyingcounties], we know we are not reachingthem. We know by the calls we get everysemester with students saying – ‘I can’t get here. Can you run a bus?’ It doeshave to be done by partnering, and what I would advocate for is a role for the Stateto help in some of that partnering. For acollege the size of mine to arrange allthose rides would be virtually impossible.We need a system that supports workers, students, farmers all at the same time, and thereare times when we need the State to step in and say, ‘We can facilitate this for you.’”

—Carole A. McCoy, president, Jefferson Community College.



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Albany

“It is so easy to state that transportation, energy and the environmental are inexorablylinked. We work collaboratively to develop improvement in the New York Statetransportation system to reduce our energy consumption and the associated

environmental impacts and increase the economic viability of all consumers and residents of this State. New York State, like many others, is heavily dependent on petroleum for its transportation needs. Make no mistake; New York needs its full shareof [Federal] aid if we are to address our transportation needs. We must work together [and utilize Federal aid] in order to address fuel efficiency, reduce petroleum use and reduce harmful emissions.”—Paul Tonko, president and chief executive officer of New York State Energy Research

and Development Authority (NYSERDA)

Binghamton

“Railroads are a driver of economic development. [They] are an essential part of thebalance of the economic health of the State and of its social benefits.”—Bruce Liberman, president, Railroads of New York (RONY) and vice president of

Anacostia & Pacific and Chairman of New York and Atlantic Railway

Rochester

“The future condition of the State highway system is no doubt very important. However,equally important is the local infrastructure which accounts for 87 percent of the totalhighway mileage, and 50 percent of the bridges. Sufficient funding for the local systemmust be balanced with the State system.”

—Don Higgins, Livingston County Highway Superintendent

“Investment in (Americans with Disabilities Act) ADA compliance and providingaccessible transportation – multimodal – will attract ridership, as well as employment and productivity among the disabled populations. Access to handicap-accessibletransportation remains a top priority.” —Courtney Totter, National MS Society/Accessible Transportation Advisory Committee

(ATAC)

“If we really want to think strategically about future needs, we should be developing ahigh-speed rail network. There are currently no direct flights between two major upstatecities (Rochester and Buffalo) and our State capital. This is a critical economicdevelopment issue that must be addressed. The cost of fuel and other issues makes the prospect of restoring these flights unlikely. A high-speed rail system is what we need.”—Debbie Stendardi, vice president, government and community relations,

Rochester Institute of Technology



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Long Island

“There needs to be a closer alignment, coordination and integration of DOT planning with local municipalities. I recommend that DOT projects be formally incorporated

and consistent with local community land use plans. The DOT needs to actively participate in any ongoing,community-based planning efforts.”

—Sarah Lansdale, AICP, executive director of Sustainable Long Island

Staten Island

“I can go out at any time of the day or night and find rush-hour traffic and adding morehighway lanes aren’t going to help anything. You can't build yourself out of the problem.”

—William Henderson, executive director of the MTA's Permanent Citizens AdvisoryCommittee

Hudson Valley

“Intercity bus carriers are oftenoverlooked. They also play animportant role in getting transportationneeds in New York State. One of theways for them to play a role is for themto become more efficient with park-and-ride facilities and intermodal facilitiesavailable, and they can play a bigger part in convincing the people that they provide a valuable role.”

—Christine Falzone, director of salesand marketing, Coach USA



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A NEW POLICY FRAMEWORK FOR TRANSPORTATION IN NEW YORK

The multimodal transportation program submitted for the 2009-14 period represents adeparture from previous strategies. A new policy framework for investing in ourmultimodal transportation system is needed, not only to preserve the vital transportation

network, but also to improve it to meet the new demands of competing in the globaleconomy. New strategies will allow us to make the most cost-effective investments andbegin to reverse the decline in the conditions of our transportation assets.

The funding levels for this five-year period represent a turnaround plan that stabilizesconditions and creates a foundation for investments necessary to restore and enhance theState’s transportation system. While immediate investments will be the focus of thisprogram, it is critical that the State understand the importance of a longer-term, sustainedand consistent approach to meeting its transportation needs.

Above all else, the 2009-14 program focuses on meeting the core multimodal

infrastructure needs. Regardless of funding levels, the State must grant the highestpriority to preservation of the existing infrastructure through an appropriate mix of preventive maintenance and capital construction investments. On top of this coreinvestment strategy, this program identifies cost-effective investments to enhance theexisting system, support a growing economy, complement efforts to reduce energy useand improve the quality of life for all New Yorkers. It recognizes that a balanced andwell-planned system is essential and that appropriate modal choices are essential toefficiently move both people and goods.

The new policy framework embodied by this five-year program anticipates a renewed partnershipbetween the Federal government and the State insupporting the necessary investments intransportation. Clearly, the Federal government,which created the nation’s Interstate Highway Systemmore than 50 years ago, has a special responsibility tofund the reconstruction, preservation and neededenhancements to this system. Likewise, the nation’srapidly deteriorating bridges and public transit

systems deserve greater Federal support. The next Federal transportation act shouldprovide incentives for transportation systems that are transit friendly and energy efficient,an area where New York is already a national leader.

As described below, the proposed 2009-14 program presumes Federal support growing atrates consistent with the last two transportation acts to address myriad multimodal needsin a full partnership with the State. The transportation issues we face are national as wellas local, and no investment strategy will be successful without a full partnership betweenthe State and Federal governments.



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CORE PROGRAM

Investment ItemProposed Funding

2009-10 through 2013-14(Millions)

Right-of-Way $380

Preventive Maintenance – State Forces $1,711NYSDOT Fleet, Major Equipment & Parts $326

Maintenance Facilities $148

Rail and Ports $228

Aviation $145

Non-MTA Transit $292

Federal Funds for Local Projects $2,352

CHIPS $1,711

Local Bridge Program $250

Marchiselli $233

Special Federal $206

TOTAL CORE $24,128Columns may not add due to rounding

MAJOR PROJECTS



Conversion of Rte 17 to I-86 $793

Gowanus Expressway $267

Ft. Drum Connector $84Route 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 $1,513Columns may not add due to rounding



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ENHANCEMENTS



Enhancing Bicycle and Pedestrian Systems $10Travel Demand Management $10

ITS Expansion $19

Engineering and ROW for Enhancements $6

CHIPS Increase $28

TOTAL ENHANCEMENTS $74Columns may not add due to rounding

TOTAL PROGRAM



Core Program $24,128

Major Projects $1,513

Enhancements $74

TOTAL PROGRAM $25,715Columns may not add due to rounding

Annual Funding

Projected annual funding that would be required for the proposed program is displayed inthe table below.

Annual Capital Funding (Millions)2009-10 2010-11 2011-12 2012-13 2013-14 Total

AnnualFunding

$4,122 $5,418 $5,046 $5,519 $5,610 $25,715



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Fund Sources

The funding sources for the proposed 2009-10 through 2013-14 Capital Program aresummarized in the table below:

Proposed NYSDOT Capital Program

Funding SourceProposed


Federal Funds $9,189

State/Fed/Other Funds* $15,836

Carryover Bond Act Funds $690

Total Fund Sources $25,715

*Represents both existing State Dedicated Fund resources, as well as a need forsignificant additional funds yet to be identified from State, Federal or other

sources. The current State Fiscal Plan, including proposed actions in theExecutive Budget, assumes that $3.35 billion of General Fund dollars will betransferred to the Dedicated Highway and Bridge Trust Fund (DHBTF) from2009-10 through 2013-14. This proposal would require additional cash resourcesof approximately $1.7 billion, creating a total cash need in the five-year programperiod of over $4.9 billion.

Federal Funds

The estimate of Federal aid in support of this program reflects the assumption of modest

growth in Federal aid applicable to the NYSDOT program, commensurate with thegrowth that occurred between the two previous State five-year programs —approximately 18 percent.

While this level is prudent for planning purposes, it represents only a minimum standardfor Federal participation in New York’s transportation program. Our transportationsystem is part of a national network that is integral to the economic vitality and securityof the Nation. We cooperate and coordinate with neighboring states on transportationplanning and investment to create regional benefits and improvements that stretch farbeyond the boundaries of New York State. Clearly, the Federal government should beara greater share of the cost of building, maintaining and operating our systems.

The current six-year Federal Transportation Act, known as SAFETEA-LU, will expire onSeptember 30, 2009, and a successor Act will need to be put in place to continue Federaltransportation funding. In preparation for the new Act, SAFETEA-LU established theNational Surface Transportation Policy and Revenue Study Commission to inform debateand to suggest policy and financial goals for the new program. The Commission issuedits report in January 2008, finding that many of the transportation challenges we face arenational in nature, and that Federal funding should be provided at a higher level to



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address those concerns. NYSDOT has already begun to work in coalition with otherstates to advocate for a new Act that will incorporate this principal.

As referenced above, the assumptions in this proposal regarding Federal funding and itsapplication to specific programs and projects are dependent on obtaining approval from

federally authorized local MPOs.

Carryover Bond Act Funds

The State transportation plan that was enacted in 2005 included $1.45 billion of fundingfrom the Rebuild and Renew New York Transportation Bond Act of 2005 that wasplanned for obligation through 2009-10. The funding sources for the proposed programinclude $690 million of these funds to support Bond Act projects scheduled in 2009-10and to complete some Bond Act projects that have experienced schedule delays beyond2009-10.

State/Additional Federal/Other Fund Sources

After application of Federal and carry over Bond Act funds, the remaining $15.8 billionwould be supported by State, additional Federal and/or other funds. To the extent thatFederal Aid under the new Act exceeds the modest growth assumptions referencedabove, portions of this funding would shift to the Federal category. State fund sourcesfor NYSDOT programs have traditionally included the State Highway and BridgeDedicated Fund, the Dedicated Mass Transportation Trust Fund, General ObligationBond programs and the General Fund. Additional fund sources and funding mechanismsmay also become available as a result of the authorization of the next Federaltransportation act.



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CORE PROGRAM

The Core Program reflects the investments necessary to maximize the useful life of ourexisting transportation infrastructure, to manage our assets in the most cost-effectivemanner, to protect public safety, and to maintain our system in a condition at least equal

to current conditions.

It should be noted that a large part of the program described here, specifically that portionfinanced from Federal funds in urbanized areas, must be developed in partnership withthe local MPOs. Therefore, many of the projects included in this plan should beconsidered as candidates, subject to approval by the MPOs through the federally requiredmetropolitan planning process. Also, while we have developed this program usingcurrent assumptions regarding inflation and cost escalation, further adjustments to theprogram may be needed as the actual inflation rates become known.

Following are the program categories, elements and funding levels that comprise the

Core investment program.

Category Element Cost(Millions)

Pavement Pavement Capital $2,644

Pavement Pavement Contract PM $1,573

Pavement Subtotal $4,217

Bridge Bridge Capital $3,337

Bridge Bridge Contract PM $1,149

Bridge Subtotal $4,486

Other Highway Assets Materials and System Management $863 Other Highway Assets Drainage $191

Other Highway Assets Guiderail & Impact Attenuators $57

Other Highway Assets Rest Areas $32

Other Highway Assets Traffic Signals $32

Other Highway Assets Roadside Environmental Stewardship $19

Other Highway Assets Traffic Control Signs $13

Other Highway Assets Subtotal $1,207

Safety Safety $1,062

Bike/Ped/ADA Bicycle/Pedestrian/ADA $127Mobility Mobility $176

Engineering/ROW Engineering, Program Support andManagement

$4,871

Engineering/ROW Right-Of-Way $380

Engineering/ROW Subtotal $5,251



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Category Element Cost(Millions)

State Forces PM Core Preventive Maintenance $1,711

State Forces PM NYSDOT Fleet, Major Equipment and Parts $326

State Forces PM Maintenance Facilities $148State Forces PM Subtotal $2,185

Rail and Ports Passenger Rail $152

Rail and Ports Freight Rail and Ports $75

Rail and Ports Subtotal $228

Aviation Aviation $145

Non-MTA Transit Non-MTA Transit $292

Local Federal Funds for Local Projects $2,352Local CHIPS $1,711

Local Local Bridge Program $250

Local Marchiselli $233

Local Special Federal $206

Local Subtotal $4,752

Total $24,128

Category: Pavement

Pavement Capital $2.644 B

This investment, in conjunction with core maintenance investments, is necessary to hold average pavement conditions statewide at the 2007 level. The proposed Pavement Capital Core Program will rehabilitate or reconstruct 3,695 lane-miles of pavement (9.7 percent of lane miles under NYSDOT jurisdiction) over the five-year program period and reduce the paving cycle to 13.8 years.

NYSDOT annually a conducts a highway condition survey to determine the surfacecondition for each section of highway on the New York State Touring Route System.

The Touring Route System consists of 41,260 lane miles, of which 38,183 lane miles areunder State (NYSDOT) jurisdiction. Pavement surface conditions on State highways aredetermined annually using a “ten point” scoring methodology. Pavements rated 5 or lessare considered to be in “poor” condition, while pavements rated 6 are considered “fair.”Pavements rated poor or fair are generally candidates for repair.

The statewide goal is to keep NYS highway pavements in a state-of-good-repair (SOGR),with high volume roads such as the Interstate System, National Highway System (NHS)



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and other trade corridors maintained to an overall higher condition level than lowervolume roads. Since 2000, however, New York State has experienced a steady increasein the amount of deficient pavement. At current program funding levels, the percentageof pavement rated either poor or fair is forecast to increase from 38.6 percent in 2007 toover 50 percent by 2014. Key to reversing that trend is a reduction in the paving cycle.

Over the last five-year program, the paving cycle was approximately 18 years. Theproposed Core program will reduce this cycle to 13.8 years, substantially increasing theamount of pavement in a SOGR.

Below is a graphic which shows historical pavement conditions and forecasted conditionsfor the current investment level and the proposed Core Program.

State Highway Pavement Trend and Forecasts

4 6

. 6

4 2

. 8

4 2

. 9

4 0

. 9

3 7

. 2

3 2

. 9

3 0

. 2 3 2

. 1

3 2

. 2 3 4

. 13

6 . 7 3

8 . 9

3 7

. 6 3 8

. 6 4 0

. 7 4 2

. 6 4 4

. 5 4 6

. 5 4 8

. 3 5 0

. 2 5 2 . 0 5 3

. 5 5 5

. 0 5 6

. 0

4 2

. 6

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. 2

4 1

. 4

4 0

. 2

3 8

. 8

3 8

. 6

3 8

. 6

3 8

. 6

3 8

. 6

283032

34

36

38

4042

44

4648

50525456

58

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016

Year

P e r c e n t P o o r P l u s F a i r

History Current Funding Proposed Program

Pavement Contract Preventive Maintenance (PM) $1.573 B

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



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Pavement preventive maintenance (PM) activities include crack sealing and othertreatments designed specifically to extend the service life of pavement structures. Liquidasphalt treatments such as microsurfacing not only prevent water from entering thesubgrade, but also improve rideability. The proposed Core Program will increase the useof these treatments and will fund an additional 2,031 lane miles of single course overlays

each year. It should be noted that cleaning and repair of drainage systems, an importantpreventive maintenance strategy for pavements, will be described later.

Category: Bridge

Bridge Capital $3.337 B

This investment, in conjunction with core maintenance investments, is necessary to hold average bridge conditions statewide at the 2007 level. The Bridge Capital funding will provide for rehabilitation or replacement of some 533 State bridges.

The bridge population in New York State includes 7,602 State highway bridges and8,551 highway bridges maintained by local government. Each element of every bridgespan is inspected at least biennially and rated on a “1” (poor condition) to “7” (newcondition) scale. Individual element ratings are combined by formula to compute an“average” condition rating for each bridge. Bridges with an average condition rating lessthan 5 are considered “deficient,” while bridges with an average condition rating less than3 are considered “critically deficient.” Although the term “deficient” is used to describethe condition of these bridges, it should be emphasized that these bridges are consideredsafe and would be closed if bridge inspectors considered them otherwise. While bridgeconditions have steadily improved since the early 1990’s, the most recent data suggestthat this trend is reversing. At current program funding levels, State bridge conditions areforecast to worsen from 29.2 percent deficient in 2007 to 33.2 percent deficient in 2014.

The proposed Core program will emphasize preventive and corrective maintenance toslow the deterioration process and to keep bridges from entering the deficient category.This strategy will include the rehabilitation or replacement of critically deficient bridgesand very large culverts and will focus on structures where weight or height restrictionsinterrupt seamless travel and waste time and fuel. Priority will be given to the InterstateSystem and other structures that are the most highly traveled and essential to commerceand economic development.

Bridge Contract Preventive Maintenance (PM) $1,149 B

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



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Preventive Maintenance (PM) treatments must be applied at the correct time in order forbridge structures to reach their design life. Typical PM activities include cyclicalwashing and painting to protect the steel from damaging materials such as road salt,lubrication of bridge bearings to assure proper expansion and contraction, and deck sealing to prevent corrosive materials from entering the sub-structure. Failure to perform

appropriate cyclical PM treatments reduces the useful life of a bridge structure andincreases the need for far more costly bridge replacement and rehabilitation projects inorder to keep the structure safe and functional.

The following graphic shows the historical trend and forecast conditions for the currentinvestment level and the proposed Core Program.

State Highway Bridge Trend and Forecasts

3 2

. 9

3 0

. 9

3 0

. 2

2 9

. 5

2 9

. 3

2 8

. 4

2 8

. 3

2 7

. 9

2 7

. 8

2 7

. 3

2

7 . 4 2

8 . 0

2 8

. 9 2 9

. 23

0 . 1 3

0 . 6 3

1 . 2 3

1 . 7 3

2 . 2 3

2 . 7 3

3 . 2 3

3 . 7 3

4 . 2 3 4

. 7

2 9

. 4 2 9

. 6

2 9

. 6

2 9

. 5

2 9

. 4

2 9

. 3

2 9

. 2

2 9

. 2

2 9

. 2

2 9

. 2

26.0

27.0

28.0

29.0

30.0

31.0

32.0

33.0

34.0

35.0

36.0

1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016

Year

P e r c e n t D e f i c i e n t b y N u m b e r

History Current Funding Proposed Program

Category: Other Highway Assets

This category funds programs to maintain and repair assets other than pavement andbridges that are essential to the safety, reliability, longevity and customer satisfaction of the State’s highway infrastructure. Often referred to as “highway appurtenances,” theseassets are fundamental to the operation of the highway system and provide a variety of critical benefits to the motoring public. These assets have historically been neglected andunderfunded and continuing this trend would be comparable to rehabilitating an older



32

home without repairing deteriorated and dangerous electrical wiring. Assets in thiscategory include materials, drainage structures, traffic signals, guiderail, and signs. Theinvestment strategy for these assets includes capital rehabilitation, cyclical maintenancetreatments, and corrective repairs.

Category: Materials and System Management

Materials and System Management $863 M

This level of investment will provide the funds necessary to provide for significant investments in Intelligent Transportation Systems (ITS), congestion management and mitigation by Traffic Management Centers (TCM), support ongoing TransportationSystems Management (TSM) and Transportation Demand Management (TDM) programsand purchase essential materials for ongoing and emergency bridge and pavement repairs.

This element funds the enhancement of traveler information systems, as well as theoperating 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.

ITS systems are fundamental to both safety and mobility. ITS includes freewaymanagement systems such as the Inform system on Long Island, incident managementsystems such as variable message signs and video surveillance cameras, and road weathermanagement systems such as sensors in the pavement to detect ice or other hazardousconditions.

The Department will also use these funds to purchase asphalt and other materialsessential to the ongoing and emergency repair of pavements and bridges.

Drainage $191 M

The investment will provide funds toward the rehabilitation of our critically deficient large culverts and for the cleaning of large culverts to restore their ability to carry water and prevent flooding. It will also address the needs of small culverts and roadsideditches. Job-Order Contracting (JOC) will be used for most culvert replacements and rehabilitations. Additionally, this investment will be used to purchase equipment and materials for State forces to perform culvert cleaning and repairs, as well as ditch and closed drainage system (storm sewer) maintenance.

Many aging culverts have deteriorated beyond the point where they can withstandmaximum flow. Others have filled with sediment, reducing their capacity and causingthem to overtop prematurely.



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Culverts are inspected, evaluated, and rated in manner similar to bridges. Currently, of the approximately 6,000 large culverts maintained by NYSDOT, 2,123 are ratedstructurally “deficient” and an additional 843 are “critically deficient.” It must be notedthat the only difference between a deficient culvert and a deficient bridge is the size of the span. A large culvert can have a span of up to 20 feet. Failure of such a culvert could

lead to catastrophic results for travelers.

Additionally, drainage along highways is critical to the structural integrity of thepavement subgrade. Pavements with saturated subgrades due to sedimentation in ditcheslose their water carrying capacity. This can lead to the weakening of the pavementstructure. Inadequate drainage has also resulted in highway flooding and, in the winter,can lead to icing and frost heaves. In short, poorly drained subgrades jeopardize theintegrity of the pavement, increase risks to the traveling public, and accelerate thepavement deterioration process, which can significantly reduce the service life of pavement treatments and increase the cost of pavement repairs.

Guiderail & Impact Attenuators $57 M

This investment is needed to fund the replacement of deteriorating “rustic rail”guiderails and to provide for spot repairs of damaged guiderail. This will be donethrough a combination of maintenance by contract and work by State forces. Funding for State forces will be divided between equipment and materials.

Guiderail is a safety asset used to return errant vehicles to the highway and away fromfixed objects or dangerous slopes. Properly maintained guiderail significantly reducesthe severity of highway accidents. But if guiderail is deteriorated or damaged, thetraveling public can be exposed to significant dangers. Approximately 23 million linear

feet of guide rail are in place along State highways. There is a growing amount of railthat is not functioning as it should, due to damage from hits, inadequate height, loss of tension, or outmoded end treatments. A portion of the State’s approximately 740 miles of rustic guiderail, found in the Adirondack Park, the Catskill Park, and along historicparkways, is suffering from accelerated deterioration and is in need of replacement. TheDepartment has developed a program to address this problem. This investment is neededto fund that important safety program. More generally, the proposed Core Program willprovide the investment needed to reduce the current replacement cycle for guiderail from60 to 30 years.

Similar to guiderail, impact attenuators reduce the severity of a highway crash. They are

generally used at highway exit ramp areas or to protect other hard fixed obstacles.Impact attenuator systems generally have a service life of 20 years. The Core Programinvestment would provide the necessary funding to meet this cycle.



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Rest Areas $32 M

This level of investment will increase the routine and corrective maintenance of theState’s 40 rest areas.

NYSDOT owns and operates 40 rest areas. Rest areas serve the important purposes of safety and convenience. They are used for truck parking, providing a safe area off thehighway for truck drivers to rest before continuing their journey. They also provideopportunities for truck electrification facilities that reduce energy use and vehicleemissions from trucks idling during periods of rest. Rest areas are also helpful inpromoting one of New York State’s leading industries --- tourism, by providing not onlyconvenient stops along major tourist routes but also by providing information on localattractions. Rest area operations include routine maintenance such as cleaning, lawnmowing, and snow and ice removal.

In recent years several large gateway-style rest areas have been constructed across the

State. The effort to maintain and operate these newer, larger rest areas is beyond thecapacity of State forces, necessitating annual maintenance contracts. Funding for thesecontracts was never added to the Department’s budget.

The majority of the Department’s rest areas are uninsulated, cinderblock buildings builtin the 1960’s, which are not adequate for current demand. These facilities requiresignificant maintenance and rehabilitation including roofs, heating systems, electrical andplumbing. In addition, they require significant improvements to make them energyefficient.

Traffic Signals $32 M

This investment will provide funding for signal system retiming, maintenance of loopdetection systems and upgrade of controllers.

NYSDOT maintains approximately 6,000 traffic signals statewide. The majority of thesesignals are controlled with 1970’s era technology which is prone to failure. Manycontrollers are so antiquated that replacement parts are no longer manufactured. Theentire system should be upgraded with modern, microprocessor-powered controllers.This investment will provide funding to achieve 50 percent of that goal during the five-year program. Modernization of the controller inventory will reduce unscheduled fieldrepairs (failures) by 60 percent, from an average of 2.5 visits to one visit per signal,annually.

Traffic signals must be regularly maintained to identify and prevent potentialmalfunctions. The Core Program provides funding for the periodic retiming of signalsystems to conserve energy resources and minimize customer stops and delays,maintenance for loop detection systems, the upgrade of controllers to modern technology,installation of audible and visual pedestrian countdown indicators (an important



35

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

Roadside Environmental Stewardship $19 M

This investment will fund equipment and materials for the Department’s mowing program so that an appropriate clear area (typically 30-foot clear zone from pavement’sedge) can be maintained for safety and sight distances can also be maintained. These funds will also provide equipment, tools and materials for State forces to reduce thenumber of hazardous trees along the highway network and continue the current investment level for environmental enhancements.

Vegetation management and environmental stewardship assist Department forces andcontractors in managing the State’s “green assets” such as trees, brush and grass. To

achieve this objective, NYSDOT engages in initiatives such as mowing limits,elimination of hazardous trees, minimizing the use of herbicides, invasive species control,protection of endangered species habitats and environmental enhancements such as theDepartment’s nationally recognized Green & Blue Highways program. The CoreProgram funds this activity at existing levels.

More than one percent of the green space in New York State is highway right of way.This land serves as habitat for flora and fauna. The Department’s Green & BlueHighway program seeks to improve this habitat. Under this program Departmentresources are combined with resources of local environmental groups to expandopportunities for environmental enhancements. Examples of projects to date include:creating wildlife and aquatic life passage, providing fishing access, creating viewscapes,constructing blue-bird boxes, and creating habitat for ground-nesting birds. Otherenvironmental improvement programs include Adopt-a-Highway, and Sponsor-an-Interchange.

The Department has identified over 4,000 hazardous trees along the highway network.These are primarily dead or diseased trees that pose an imminent risk of falling on to thehighway. An increase in the funding level of this program is essential if the Departmentis to keep pace with the number of hazardous trees that are identified each year.

Highway clear zones provide a conduit for the propagation of invasive plant species.These plants, which are often noxious, crowd out native vegetation and damage habitats.The Department is working actively with the Department of Environmental Conservationand revising internal procedures to curtail and reverse the spread of these invasivespecies.



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Traffic Control Signs $13 M

This investment will provide the funding necessary to repair overheard sign structureswith immediate safety-related needs. Funding will also address a portion of ground-mounted-sign replacement needs created by new Federal standards.

There are approximately 3,000 overhead sign structures and 675,000 ground mountedsigns on State highways. Timely maintenance and replacement of overhead signs iscritical for highway safety. The majority of overhead signs were constructed along withthe Interstate highway system in the 1960’s and are reaching the end of their servicelives. Regular inspections are showing that these signs, which typically weigh severalhundred pounds, are beginning to fail at critical connections. In some cases failures of these connections have resulted in collapse of the sign structure.

The ideal replacement cycle for overhead and ground mounted signs is every 12 yearswhich results in an average of 8.3 percent replaced every year. The Core Program will

provide sufficient funding to achieve this cycle for overhead signs by 2014. At currentfunding levels, the Department can replace signs only when they fail.

Moreover, the Department is required to be in compliance with Federal guidelines forsigns. The FHWA recently issued more stringent sign standards and plans to issue newrequirements for nighttime visibility, which will require replacement of some signsregardless of the signs’ overall physical condition.

Category: Safety

Safety $1.062 B

With the Core Program, funding would be available to annually investigate 430 HALs;annually inspect one third of all public at-grade rail crossings; and perform 142,000 businspections annually.

NYSDOT operates a comprehensive safety program for the transportation system, whichencompasses highway, passenger carrier, motor carrier and rail. The goal of New York’shighway safety program is to collaborate with education, enforcement, engineering andemergency medical services organizations to save lives by preventing crashes andreducing the severity of accidents when they do occur.

NYSDOT is responsible for developing and implementing the New York State StrategicHighway Safety Plan, the Highway Safety Improvement Program (HSIP) and otherrelated safety programs, as well as maintaining and improving data for the SafetyInformation Management System, which serves as the basis for determining HALs andtreating these locations in the most cost-effective manner.



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The Department’s safety activities encompass much more than highway engineering. TheDepartment is charged with inspecting all school buses (142,000 inspections are doneannually) as well as buses that are not operated by public authorities and is alsoresponsible for rail safety inspections and rail-grade crossing safety. The Departmentalso funds and staffs the Public Transportation Safety Board (PTSB). Implementation of

the Core Program will fund these functions as well as the following highway safetyactivities:

• Reducing accidents and their severity by addressing HALs with countermeasuresranging from major construction projects to low cost maintenance activities andinstalling signing or warning devices to influence driver behavior (430 HALs areexpected to be investigated each year),

• Providing infrastructure and operational improvements, support to publiceducation, and support to enforcement initiatives to prevent transportationsystems related fatalities and injuries, and

• Integrating cost-effective safety improvements into other capital and maintenanceprojects.

In addition, the proposed program continues the evaluation of intersection safetyincluding the use of roundabouts, modern signal controllers (funding level providedunder Traffic Signal element), and pedestrian countdown timers. Programs such as SafeRoutes to School and work zone safety initiatives are also funded.

The Core Program would provide the funding necessary to annually investigate 430HALs; annually inspect one third of all public at-grade rail crossings; and fund 142,000

bus inspections annually. It should be noted that the safety funding level shown abovedoes not include assets traditionally covered under the safety category such as signals,guiderail, and signs. Incremental changes that would enable these assets to be maintainedon a more appropriate cycle are described individually elsewhere in this Plan.

Category: Bicycle/Pedestrian/ADA

Bicycle/Pedestrian/ADA $127 M

This investment will fund audible and visual signals at crossings and the

construction/replacement of 13,440 ramps as part of a plan to make sidewalks and intersections on the State highway system ADA compliant. It will also allow theconstruction of over 82 miles of sidewalks and create some 29 miles of bicycle lanesthrough widening highway shoulders.

New York State ranks first among all states in the number of bicycle and pedestrian work trips taken each day. The costs to improve pedestrian facilities are significant andinclude costs for maintaining crosswalk markings, replacing pedestrian indicators with



38

countdown signals (see Traffic Signals), reconstructing existing sidewalks, constructingnew sidewalks and building ADA compliant ramps.

Approximately 21,600 sidewalk ramps at signalized intersections must be replaced inorder to bring those sidewalks up to ADA standards. This program will fund 10,800 new

ADA ramps and 2,640 replacement ramps as they reach the end of their useful life.Construction/replacement of the remaining ramps will be funded in future programs.

The Core Program addresses sidewalk construction and reconstruction needs statewide,bringing 70 miles of existing sidewalks into a SOGR and constructing an additional 12miles of sidewalk. Over 1,200 audible and visual pedestrian “countdown” indicators willalso be funded by this program as well as a program to restripe existing cross-walks at theend of their useful life.

This program also funds the widening of about 29 miles of highway shoulders to a four-foot width so that they can be used as bicycle lanes.

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, incident management, other transportation system management activities and park and ride lots.These investments will help to reduce the future growth of traffic congestion.

While New York State has made large investments in managing congestion, includingtransit systems, additional highway capacity, and improved highway operations throughtraffic management centers (TMCs) and traveler information systems, traffic congestionon the State’s highway network continues to grow. While a large proportion of congestion growth is due to increased travel, over one half of all traffic delay results fromaccidents, incidents and highway construction.

VMT is projected to continue to increase over the next 20 years as the State’s populationand economy continue to grow. This increase in demand will strain the existingtransportation system especially in urban areas where many facilities are at or nearcapacity. Given current funding levels, congestion, as measured by daily passenger-hours of delay, is expected to increase considerably over the next 20 years. Congestionnot only impacts travel time but also affects trip reliability. The increase in travel timeand reduced reliability of the transportation system has severe negative environmentaland economic consequences for all of New York State.

Any reduction in the growth of congestion will require new policies that emphasize newsolutions. These new policies need to focus on managing the entire transportationsystem, including improving operations, managing demand and considering pricing



39

strategies. These should also include increased investments in more efficient modes suchas transit and rail.

Implementation of the Core Mobility Program will focus on highway mobilityimprovements such as improved highway operations, incident management, other

transportation system management activities and constructing park and ride lots.

In addition to the above investments, mobility is also supported by other initiativescontained in this program such as transit, passenger and freight rail, and bike/pedfacilities.

Category: Engineering and Right-Of-Way

Engineering, Program Support and Management $4.871 B

This investment level provides funds for all the design; construction inspection; realestate services; contract, legal and administrative support; program and project management and environmental analysis necessary to implement the core capital program. Both State forces and contract funding are encompassed within this level.

Central to the implementation of all of all the Department’s programs is the funding of engineering and management resources. The magnitude of this element varies directlywith the size and scope of our major pavement and bridge programs. Without sufficientengineering and management resources, projects will not be able to advance throughdesign or be adequately monitored during construction.

Right-Of-Way $380 M

This investment level provides funds for acquisition of property or easements necessaryto implement the core capital program.

In order for new projects and highway improvements to be advanced, property may needto be acquired, either permanently or temporarily, for construction easements,environmental compliance, or right of way, for example. This element provides the fundsneeded to make the necessary acquisitions.

Category: State Forces Preventive Maintenance

Core Preventive Maintenance $1.711 B

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



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preventive and corrective maintenance and emergency response as required. In addition,this investment, in conjunction with core capital and other core maintenance investments,is also necessary to hold average bridge conditions at the 2007 level. It provides themost cost effective and timely strategy for performing preventive and correctivemaintenance on bridges. This program will address 500 bridges.

This funding will provide for 10 new DOT bridge maintenance crews proposed to beadded in 2008-09, properly equipped and supplied to perform year round maintenanceand repair activities on State bridges including bridge cleaning, joint sealing, jointreplacements and structural repairs. The repair work of the crews will focus on deficientelements of bridges that are otherwise in reasonably good condition. DOT staffing forthis effort will total 262 reflecting the new crews and supervisory staff. 500 bridges willbe addressed by this initiative

NYSDOT Fleet, 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 qualityemissions reduction equipment.

NYSDOT’s equipment replacement needs include: aerial lift trucks for tree work,hydraulic excavators (gradalls) for ditching, sewer jets and catch vacs and catch vacslide-in units for culvert cleaning, sweepers for edge of pavement drainage, and smalltruck mounted post pounders and pullers for guide rail maintenance. These needs are inaddition to the ongoing replacement of snow plowing equipment and the automobilefleet.

Most of the aforementioned equipment has exceeded its useful life. NYSDOTcommissioned a study to evaluate strategies for the economical maintenance andreplacement of its vehicle fleet. The Core Program will fund the replacement of thesevehicles and others in accordance with the priorities identified in that study.

This element also includes approximately $6.2 million of funding for compliance withthe State’s Diesel Emissions Reduction Act of 2006, which requires a three-year phase-inof emission reduction technology retrofits for all heavy duty vehicles owned by, operatedby or on behalf of, or leased by a State agency. It should be noted that the fundingestimate for this component may need to be adjusted pending final determination by theDepartment of Environmental Conservation of the specific technology that will constitutecompliance with the Act.



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Maintenance Facilities $148 M

This investment will fund the repair activities on DOT-owned maintenance facilities and garages that are necessary for public and employee safety and continued operation of thebuildings. These facilities are essential to support continuing preventive maintenance

and winter snow and ice operations. This level of investment will also reduce the current backlog of non-compliant petroleum bulk storage facilities.

The Department owns over 900 individual buildings, of which 500 are used for thetraditional Maintenance operation alone. About half of the maintenance facilities housepersonnel and equipment and the other half function as storage buildings and garages.Almost 50 percent of NYSDOT’s facilities were built during the 1950’s and few havehad anything except cursory maintenance. The Core will continue to fund only cursoryrepair activities such as roof patching.

Further, the Department is responsible for the maintenance of two hundred petroleum

fuel storage and compressed natural gas fueling sites located throughout the State.Maintenance activities funded by the Core Program include removal/replacement of tanks, routine repair, parts replacement, and remediation of sites previously contaminatedby leaking fuel tanks. This funding level will avert storage tank malfunction andpotential environmental damage and will begin to reduce, the current backlog of repairprojects. These activities are essential to the Department’s obligation to comply withenvironmental regulations and with the Department’s commitment to being a responsibleenvironmental steward.

Category: Rail and Ports

Passenger Rail $152 M

The State Rail Plan, currently under development, will include recommendations for statewide programs and projects. This passenger rail program provides the initialinvestments for identified projects to begin improving service reliability and trip time.

The passenger rail projects proposed for the 2009-2014 Capital Rail Plan will makecritical infrastructure investments necessary to enhance intercity passenger rail service.Passenger rail improvements will be undertaken to improve service reliability and triptime. Bottlenecks along freight corridors and commuter corridors or at stations will bereduced. Improvements will be made at stations in order to improve safety andfacilitate more efficient passenger movement. Critical infrastructure items will bepreserved, allowing for future incremental improvements. These improvements areconsistent with the recommendations of the Senate High Speed Rail Task Force/HudsonLine Railroad Corridor Transportation Plan Study. These core projects represent initialimprovements in the Empire Corridor including signal, track and bridge upgrades.



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Freight Rail and Ports $75 M

The State Rail Plan, currently under development, will include recommendations for statewide programs and projects. This freight rail program will help address the most critical weight, clearance and preservation needs currently defined. The plan will clarify

and prioritize future investment needs.

Freight rail improvements will help preserve existing assets to maintain the State's railnetwork in a SOGR. Beyond maintenance of the existing system, the Core Program willeliminate 286,000 lb. weight restrictions from approximately 66 miles of track, improveclearances at critical bridges, and add rail capacity at select locations throughout theState, all of which will promote the efficient movement of freight. This program willsupport economic growth through investment in “last mile” connections and by providingrail access to shippers across the State.

Port improvements will provide for additional material handling and storage capabilities,

which will increase the competitiveness of New York’s upstate ports in the world-wideeconomy.

Category: Aviation

Aviation $145 M

This level of investment will fund the first phase of a long term investment plan aimed at addressing several categories of airport projects, including runway and taxiwayrehabilitation and terminal improvements.

The Aviation Capital Program will specifically fund airport projects unlikely to be fundedby the Federal government, such as runway and taxiway rehabilitation, general aviation(GA) fencing and surveillance system projects, safety equipment, automated weatherobservation systems, fuel facilities, transient aircraft hangars and terminal improvementswith related pavements. These investments will result in: 1) bringing New York's systemof key economic-benefit airports into a SOGR to spur economic development; 2)upgrading navigation aids to better assure the safety of the traveling public; 3) enhancingGA airport security to help protect our citizens from the threat of terrorism; 4) providingfor infrastructure to enhance passenger and cargo air service; and, 5) providing facilitiesthat will improve the ability of airports to be fully self-supporting, thus creatingadditional employment and removing a burden on local taxpayers.



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Category: Non-MTA Transit

Non-MTA Transit $292 M

The 2009-2014 capital program for systems other than the Metropolitan Transportation

Authority (non-MTA) will stabilize the average age of the non-MTA bus fleet at thecurrent level of 7.5 years.

The core system funding for Non-MTA transit systems willpreserve public transportation assets in a SOGR. Thisincludes addressing core system infrastructure that hasexceeded the assets federally rated useful life first.Delivering reliable service depends on continued investmentin the core system (buses, facilities, and related equipment).Proposed investments in the core system include:

• Replacing approximately 3,800 accessible buses statewide, includingapproximately 1,900 large urban transit buses and 1,900 accessible buses thatprovide a variety of paratransit and demand responsive services in rural and urbancommunities;

• Replacing large urban transit buses with accessible clean-diesel buses;

• Continuing to fund the five-year $50 million program to address the incrementalcosts of procuring hybrid-electric buses (approximately 320 buses).

• Replacing at least 50 percent of bus, and light rail facility components as they

exceed their federally rated useful life and other facility maintenance activities;and

• SOGR investments in technology, including but not limited to: scheduling andcustomer information; revenue and communication systems; and security.

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

© Philip Kaake/CORBIS



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Category: Local

Federal Funds for Local Projects $2.352 B

This level of investment reflects the estimate of Federal funds that will be provided for

projects sponsored by local governments and other non-State entities throughout theState. The actual level of Federal funding for local projects will ultimately be determined through a cooperative planning process implemented through federally mandated MPOs.

The estimate of Federal aid used for this element reflects growth in local project Federalaid that is consistent with our overall estimate of Federal aid growth.

Consolidated Local Street and Highway Improvement Program (CHIPS) $1.711 B

The core level of investment for CHIPS reflects funding to continue current funding levels

(as per the 2009-10 level planned in the 2005-2010 program) with adjustments for inflation.

The Consolidated Local Street and Highway Improvement Program (CHIPS) is intendedto assist localities in financing the construction, reconstruction or improvement of localhighways, bridges, highway-railroad crossings and/or other local facilities. Counties,cities, towns and villages that report local road mileage under their local jurisdiction areeligible for the CHIPS program. Annual apportionments are calculated according to theallocation formula specified in Section 10-c of the Highway Law. The two mostimportant data inputs for this allocation are local highway inventory mileage and motorvehicle registrations.

Projects that are considered eligible for CHIPS capital reimbursement include highwayresurfacing or reconstruction, traffic control devices and bridge/culvert rehabilitation orreplacement. The capital project must 1) be undertaken by a municipality, 2) be forhighway related purposes and 3) have a service life of ten years or more with normalmaintenance.

Local Bridge Program $250 M

This investment will fund continuation of the local bridge initiative that was proposed as part of the 2008-09 Executive Budget.

The Local Bridge Program will provide annual capital grants to local governments toenhance maintenance and repair of bridges owned by counties, cities, towns and villages.The program will provide up to 80 percent of project costs and will be modeled after thesuccessful 1988 ACTION Bond Local Bridge Program. Engineering expenses areincluded along with construction costs.



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Marchiselli Program $233 M

This investment level continues the existing Marchiselli program that assists localgovernments in matching Federal aid and grows the State participation commensuratewith the expected growth in Federal aid for local governments (see “Federal Funds for

Local Projects” above).

The Municipal Street and Highway Program (“Marchiselli”) supports local governmentsin funding highway and bridge projects. The Marchiselli program funds a 75 percent of the non-Federal share of a local project. For projects that meet the eligibilityrequirements, localities are therefore responsible for only five percent of the project costs,rather than the typical 20 percent non-Federal share.

Special Federal Funds $206 M

This investment level reflects the estimate of Federal aid through special Federal programs that will be available for pass-through to local and other non-State project sponsors.

This funding level principally represents funding for the Transportation EnhancementsProgram that has been a component of recent Federal transportation programs. No Statefunds are utilized for this program.



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MAJOR PROJECTS

Major project commitments consist largely of completing the remaining portions of work categorized as statewide Significant in the 2005-2010 capital program, as well as severalimportant new initiatives including the Peace Bridge Improvement project, LIRR Main

Line Corridor project and passenger rail improvements to the Albany-NYC Corridor.Completing these major projects and statewide Significant (SWS) projects from the priorplan requires $1.5 billion.

ElementCost

(Millions)I-86 $793

Gowanus Expressway $267

Ft. Drum Connector $84

Route 219 $83

Border Crossing Program $33

Peace Bridge – NYS share $90LIRR 3rd Track $80

Empire Corridor South Passenger Rail $71

Land Use Planning Initiative $12

All Major Projects Total

$1,513

I-86, Conversion from Route 17 $793 M

This funding is for a series of projects in the Southern Tier and Hudson Valley to

complete the conversion of Route 17 to I-86 and designate the remaining 186 miles of Route 17 as an Interstate Highway.

NYSDOT is undertaking a series of projects to complete the conversion of State Route 17to Interstate 86. The road spans 381 miles from the Pennsylvania state line in Mina,Chautauqua County, to Harriman, Orange County. To date, 195 miles have beendesignated.

When the 2005-2010 MOU was signed, it was anticipated that Interstate 86 designationwould require all projects to be built to full Interstate highway standards and that theywould be let within that plan period. Current let dates for some projects have slipped

outside the MOU period. A comprehensive update to costs and schedules was concludedin August, 2007. The conversion of I-86 is being advanced by over 30 separate projects.Concurrently, FHWA has accepted the concept of designating portions of the existingRoute 17 freeway without further improvements and allowing retention of certain designfeatures (e.g., bridge vertical clearances) on the existing freeway.

With this go forward approach, the 2009-14 capital program includes $793 million thatwill enable I-86 designation of the remaining 186 miles of Route 17.



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Gowanus Expressway Repair and Interim Deck Replacement Project $267 M

The purpose of the Gowanus Expressway Repair and Interim Deck Replacement Project is to extend the useful life of the Gowanus Expressway viaduct until long-termimprovements are constructed.

The Gowanus Expressway is the major east-west limited access highway in Brooklyn,New York. As a section of Interstate 278, it is a vital link in the region’s transportationsystem, connecting the Verrazano-Narrows Bridge to the west with the Brooklyn-BatteryTunnel to the east, with links to the Shore Parkway, the Prospect Expressway and theremainder of the Brooklyn-Queens Expressway. Built in the 1940’s, the GowanusParkway was widened to a six-lane Expressway in the 1960’s, and has not undergone asignificant rehabilitation since then. Studies performed by the New York StateDepartment of Transportation (NYSDOT) in the 1980’s revealed extensive deteriorationof the roadway deck and steel structure.

While ongoing maintenance and repairs have allowed drivers to continue using theExpressway safely, this approach is becoming increasingly costly and impractical. Thepurpose of the Gowanus Expressway Repair and Interim Deck Replacement Project is toextend the useful life of the Gowanus Expressway viaduct until long-term improvementsare constructed. The project involves at least four separate construction contracts.During the interim project, the existing concrete roadway deck will be replaced, localizedrepairs will be made to the steel structure, new paint will be applied, and new lighting andsignage will be installed where required. The interim repair work began in 2005 and isexpected to be completed in 2011. This funding is for the remaining project costs duringthe 2009-14 period.

Fort Drum Connector $84 M

This project will fund the design and construction of a new connector road from I-81 toFort Drum.

The Fort Drum Connector will improve the transportation link between Interstate 81 andRoute 11 near the main gate of the Fort Drum Army Base, north of the City of Watertown. This proposed project would address current deficiencies along the existingtransportation facilities and provide for anticipated future use of this corridor, particularlyas activities at Fort Drum increase. An Environmental Impact Statement (EIS) is beingprepared for the project.

The existing highway network was established well before the expansion of the FortDrum Army Base and the transportation facilities are periodically overwhelmed by thecombination of current users and the traffic generated by military and civilian personnelentering and exiting the Base. Additionally, commercial establishments have appearedalong these highways to cater to the needs of the additional personnel as well as to theusers of Interstate 81 and Route 11. Because of the changes in the area, NYS Route 342



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currently carries high traffic volumes, contributing to increased accident rates, a loweredlevel of service, intermittent capacity issues, and increased maintenance efforts andexpenditures for both NYS Route 342 and US Route 11. The New York StateDepartment of Transportation has been developing and evaluating improvements that willallow activities at Fort Drum to continue to expand despite these increasing traffic

demands.

Route 219 $83 M

This funding would construct section 6 of US Route 219, which would extend the four-lane freeway 3.5 miles from Peters Road to Snake Run Road in Cattaraugus County.

U.S. Route 219 connects Buffalo with the Southern Tier near Salamanca. The portionfrom Buffalo to Springville is an expressway. The remaining portion of Route 219extends for 28 miles, starting at NY Route 39 in Springville, Erie County and ending near

Salamanca, Cattaraugus County. The 3.5 miles (Section 5) from NY Route 39 inSpringville to Peters Road, Town of Ashford, Cattaraugus County is under construction.

In November 2007, Section 5 suffered slope failure due to presence of an ancientlandslide formation. Solutions to the geotechnical issues were designed in January 2008and will include the elimination of two structures over a local road and construction of adetour. The completion of Section 5 construction originally scheduled for December2009 is now scheduled for 2010.

Progress on the design of Section 6 (3.5 miles from Peters Road to Snake Run Road,Town of Ashford) has been delayed by the need to re-apply for a Clean Water ActSection 404 wetland permit from the Army Corps of Engineers (ACOE). While therevised permitting path will strengthen the environmental record and improve the project,it will also result in moving construction of Section 6 to this program period.

Border Crossing Program $33 M

The 2005 Transportation Bond Act provided $30 million in block funds for bordercrossing infrastructure improvements ($15 million each for border crossings in WesternNew York and in Northern New York). The scope of work and the locations for theseprojects are currently being developed. The Bond Act also provided $15 million forinfrastructure needs at the Ogdensburg-Prescott International Bridge. This will fund theremainder of the border work not completed in 2005-2009 period.

Northern Border Blocks include the following remaining projects:

• Ogdensburg Prescott International Bridge – A $5 million block from the 2005Transportation Bond Act will be used along with the $15 million dedicated forbridge maintenance /rehabilitation work.



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• Ogdensburg/smaller border crossings – Work at the northern border includesmaking improvements to several of the smaller border crossings (Fort CovingtonCrossing, Trout River Crossing, Chateaugay Crossing, Overton Crossing, andRouses Point) and installation of a WIM site and the relocation of the toll boothsat the Ogdensburg Bridge.

Western Border Blocks:

The $15 million programmed for Western New York will be used for bridgereplacements and operational improvements on I-190 between the North Grand IslandBridges and the Lewiston-Queenston Bridge.

Peace Bridge – NYS Share $90 M

This funding would cover the cost of the Peace Bridge Expansion Project beyond what is

now expected to be financed by the Peace Bridge Authority and Canada. The project will provide capacity, operational, functional and security improvements to the Peace Bridgeand plazas and connecting roadways in the Town of Fort Erie in Ontario, Canada, and the City of Buffalo in New York. The proposed project includes new US border inspection facilities, a new companion bridge and new roadway connections to existinghighways.

The Peace Bridge Capacity Expansion Project is a locally administered Federal aidproject sponsored by the Buffalo and Fort Erie Public Bridge Authority (PBA). Theproject is of local, statewide and international significance because the Peace Bridgeborder crossing serves as a major link in the Canadian and US national highway systems

– forming an economic conduit for trade and tourism. The Peace Bridge connects theQueen Elizabeth Way in Fort Erie, Ontario, with I-190 in Buffalo, NY.

The project will provide capacity, operational, functional and security improvements tothe Peace Bridge and plazas and connecting roadways in the Town of Fort Erie inOntario, Canada, and the City of Buffalo in New York. The proposed project includesnew US border inspection facilities, a new companion bridge and new roadwayconnections to existing highways. The project will reduce congestion and improve theoverall efficiency and functionality of the Peace Bridge International Border CrossingFacility.

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. It will install 10 miles of a third track and othertrack improvements along its Main Line between Bellerose and Hicksville stations.



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

Land Use Planning Initiative $12 M

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.

The Land Use Planning Initiative provides funding to communities to comprehensivelyplan for their transportation system needs, and, in turn, positions the State to make cost-effective and sustainable transportation investments. Over the life of the program, thefunds enable the completion of two large sustainable/corridor studies, 10 to 15 smallercommunity planning studies, and 8 to 10 community planning grants. This initiativecomplements Commissioner Glynn’s initiative to better integrate transportation and land

use planning, and supports the Multimodal Program investment principles, transportationgoals and priorities respective to economic vitality and environmental sustainability.



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ENHANCEMENT PROGRAM

Enhancements to the Core Program consist of investments that expand the utility orextent of current facilities, services and programs. While Core Program investmentsmaximize the useful life of existing transportation assets, enhancements provide funding

for new activities that improve the transportation system above existing levels.

Element Cost (Millions)Enhancing Bicycle and Pedestrian Systems $10

ITS Expansion $19

Travel Demand Management $10

Enhancement Engineering and Right-Of-Way $6

CHIPS Increase $28

All Enhancements Total $74(Table may not add due to rounding.)

Enhancing Bicycle and Pedestrian Systems $10 M

This element will fund 50 miles of extensions to existing bicycle routes or construction of new bicycle routes along State highway shoulders.

In concert with the funds provided under the Core Program, this element will providefunding which will enable 50 miles of additional bicycle lanes to be installed along Statehighways.

ITS Expansion $19 M

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

ITS equipment provides NYSDOT managers with information on travel conditions anduse of many higher volume highways, largely in metropolitan areas, and can also be usedto inform travelers of adverse conditions or other alternative routes that they may want toconsider in completing their travel. Accordingly, ITS investments provide NYSDOTwith the tools it needs to manage congested roadways and address traffic incidents suchas vehicle accidents and breakdowns, in order to operate the highway system most

efficiently and improve traffic flow. This element would provide supplemental fundingto that provided in the Core Program to enable further investments needed to enhance andexpand the State’s existing ITS network.



Travel Demand Management $10 M

This element provides funding for Travel Demand Management (TDM) initiatives whichcan change travel demand and reduce traffic congestion.

TDM initiatives focus on providing options that help to redirect travelers to less crowded,yet convenient modes of transportation. The “tool box” of TDM activities is quite variedand includes: developing traveler information systems such as TRIPS123; enhancing vanpool service; and supporting new technology such as multi-operator transit fare cards.This element provides funds for new TDM initiatives which demonstrate the potential tochange travel demand and reduce highway congestion.

Enhancement Engineering and Right-Of-Way $6 M

This element provides engineering resources needed to implement the above cited

enhancement program activities.

Engineering resources, and, to a lesser degree acquisition of Right-Of-Way (ROW) arerequired to develop and advance most NYSDOT projects. This element funds allengineering and ROW activities needed to implement the above cited EnhancementProgram activities.

CHIPS Increase $28 M

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

nysdot capital plan march2008

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