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TABLE OF CONTENTS I. Introduction ..................................................................................................... 1 II. Program Development ................................................................................... 2 III. Certification Requirements ........................................................................... 17 IV. Program Funding Sources............................................................................ 25 IV. Program Management .................................................................................. 31 V. The Four-Year Program ................................................................................ 32 VI. Appendices .................................................................................................. 39 Appendix A - Certification of Statewide Transportation Planning Process ........ 39 Appendix B - Certification of Metro Area Transportation Planning Process ...... 41 Appendix C - MPOs’ TIP Approval Resolutions ................................................ 61 Appendix D - Air Quality Conformity Determination Letters ............................... 89 Appendix E - MPO Statements That TIPS Are Included In Their Entirety ......... 104 Appendix F - NYSDOT Regional Offices ........................................................... 120 Appendix G - MPO Central Staff Offices ............................................................ 121 Appendix H - List of Abbreviations & Acronyms ................................................ 123 Appendix I - Counties by NYSDOT Region ....................................................... 124 Appendix J - How to Read the STIP .................................................................. 125 Appendix K – Public Comment and NYSDOT Response .................................. 134

I. INTRODUCTION The Statewide Transportation Improvement Program, otherwise known as “the STIP” or “the Program,” is the four-year statewide, multimodal program or list of transportation projects that is proposed for federal transportation funding. New York State has the responsibility to develop a STIP for all areas of the State consistent with Federal requirements and this responsibility has been delegated to the New York State Department of Transportation (NYSDOT). This STIP covers the four-year period beginning October 1, 2010, and ending September 30, 2014, and constitutes an update of the previous transportation program. This document consists of a brief narrative describing the transportation Program and summarizing the comprehensive planning process to develop the Program, several appendices providing federally required documentation, and the multimodal transportation project listing. The requirement for a STIP for all areas of the State was originally established under the federal Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and was re-established in 2005 in the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) (Public Law 109-59). SAFETEA-LU stipulates that all capital and non-capital transportation projects proposed for funding under Title 23 (highways) and Title 49 (transit) of the U.S. Code as well as all regionally significant transportation projects requiring an action by the Federal Highway Administration (FHWA) or the Federal Transit Administration (FTA) must be on the STIP in order to be eligible for funding. In general, the STIP is developed by inclusion of the State’s 13 Metropolitan Planning Organizations’ (MPOs’) Transportation Improvement Programs (TIPs) in their entirety (as required by SAFETEA-LU) and by inclusion of the non-metropolitan projects, developed in consultation with affected non-metropolitan transportation officials and in cooperation with local governments, from the NYSDOT’s highway, bridge and multimodal capital program. Only transportation projects and phases that use Federal aid or projects of regional significance are required to be included in the STIP. This is a partial STIP, as allowed under SAFETEA-LU regulations, reflecting new TIPs for all MPOs with the exception of the New York Metropolitan Transportation Council (NYMTC), as NYMTC is still developing its TIP. For this reason, NYMTC will be using the fourth year, FFY 2011, of its existing TIP, as amended, until its TIP and STIP updates for FFY 2011-2014 are completed, expected before September 30, 2011. Any NYMTC projects shown in the STIP beyond FFY 2011 are projects that overlap with other MPO boundaries. These projects cannot be officially added to the STIP until NYMTC’s full TIP is completed. There is still potential for the information to change in NYMTC’s FFY 2011 project lists, as amendments are still possible until September 30, 2010. It is expected that when NYMTC approves its TIP for FFY 2011-15 at a later date, it will be amended into the STIP. Summary tables of the fiscal resource estimates and cost estimates for the Program are found at the end of this narrative. Appendices provide required documentation to support certification of the statewide and metropolitan planning processes.

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II. PROGRAM DEVELOPMENT A. Program Development Process This STIP was developed by the New York State Department of Transportation (NYSDOT), comprised of a Main Office and 11 Regional Offices (shown in Appendix F), in consultation with the local officials in non-metropolitan areas and in cooperation with metropolitan planning organizations in urbanized areas. There are 13 Metropolitan Planning Organizations (MPOs) in New York State (shown in Appendix G). NYSDOT coordinates and consults with the MPOs in the urbanized areas to further the State’s vision in the development and updating of this Program. The STIP begins as a compilation of regional Transportation Improvement Programs (TIPs) that are generally adopted every two or three years by MPOs and evolves into a comprehensive list of all highway and transit projects that propose to use Federal funds. To do this, Guidance1 had been provided to the NYSDOT Regions and the MPOs for developing the STIP. The MPOS were also provided information2 on NYSDOT’s internal Program Update process and its areas of emphasis. In addition, estimates of future federal and state funding were provided to each NYSDOT Region and the MPOs to use for planning purposes. NYSDOT developed these estimates based on historic trends given the lack of a federal reauthorization bill in the STIP time period to develop a fiscally constrained program.

Metropolitan Planning Areas. In metropolitan areas, the development of the TIP is a cooperative process among the State, local governments and local transportation providers and is coordinated by the respective MPO. The process begins with a solicitation of projects from the area agencies that are eligible to sponsor Federal-aid transportation projects. Estimated available Federal-aid funding for planning purposes is compared to existing project commitments to determine the amount of funding available for new projects. Resources that are reasonably expected to be available and needed to operate and to maintain public

transportation and Federal-aid highways have been included in these comparisons. In developing the TIP, candidate projects are evaluated based on a number of factors, but most importantly, projects must be consistent with an MPO’s metropolitan transportation (long-range) plan goals. These program goals are developed in the areas of system 1 TIP/STIP Guidance, November 2009; seehttps:/www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/TIP‐STIP%20Guidance.pdf 2NYSDOT Program Update Guidance and Instructions 2009 – 2015; see https://www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/Final‐Version19cleanMainTextOnly.rtf 

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preservation, personal mobility, safety, transportation systems management and operation, economic development, freight mobility, environmental protection and quality of life. Projects to be included in the TIP are then scored and selected for funding based on the evaluations, the project’s eligibility for Federal-aid funds and the availability of those funds. The MPOs must also address issues of equity and project scheduling in making their final decisions. The draft TIP is then made available for a public review, and air quality conformity determinations are undertaken in non-attainment areas. Formal approval of the TIP by the MPO members comes after these steps are completed. Non-Metropolitan or Rural Areas. In the rural, non-metropolitan areas of the State, the NYSDOT Regional Offices solicit project proposals from their rural constituents. The various NYSDOT Regions (see Appendix F for locations) are using approaches that are most appropriate for their specific Regions to accomplish the overall goal of involving local elected officials in the planning process and of cooperatively selecting projects for inclusion in the Program. Federal regulations require States to have a documented process addressing the role of rural or non-metropolitan local officials in the statewide transportation planning process and to solicit comments on its documented process at least once every five years. The most recent update of the process was in 2006. NYSDOT intends to review and conduct an update of its procedures in 2010. The 2006 NYSDOT Procedures for Consultation with Public Officials in Rural Areas documents the process and summarizes the approaches Regions use to implement the procedures.3 These approaches include formal and informal processes: structured communication and project-level involvement; cooperative project selection decision-making; continuously updated informational mailing lists; locally developed Initial Project Proposals (IPPs); coordinated long-range plan development; involvement of transportation advisory committees and local ad-hoc committees; and general cooperative involvement among the various levels of government on transportation issues within the geographic areas. The degree of formality and methods being applied vary among NYSDOT Regions. For STIP development, the process varies within each region. Regional Local Project Liaisons continue to assist local officials who are administering Federal-aid projects, helping by answering their questions and providing guidance as needed. The county officials are strongly encouraged to ensure that appropriate input is solicited from their legislative bodies and the general public regarding both short-term plans and specific projects. The STIP project listings are made available to facilitate these efforts. The STIP update process included extensive contacts with counties to solicit new federal projects. Regional staff advises or participates as requested at county and local meetings that include local public officials, including the Region’s county highway officials. General public outreach is conducted by the Region, under a variety of techniques. These may include 3See: https://www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau   

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public information meetings, planning board meetings or some other open forum to increase awareness of capital projects and corridor studies. The Regions also provide for outreach, support, and continual exchange of information for the Transportation Enhancement Program, Consolidated Local Street and Highway Improvement Program (CHIPS), and the Multimodal Program. In addition, a NYSDOT guidebook4 has been produced to assist local officials in completing their applications for Federal-aid projects on the STIP. At county-sponsored public participation meetings, the presence of local officials enables them to hear the public’s reaction. B. Program Approach Program Context. This Program was developed in close context with the provisions and requirements of SAFETEA-LU, including a focus on transportation system preservation and operational improvement with an emphasis on safety, environmental context and increased cooperation, coordination and consultation among transportation providers. The NYSDOT’s 2009 Capital Program Proposal5 stated five guiding principals as the foundation for the investment priorities of NYSDOT’s capital program: Safety for the Traveling Public, Preservation of Transportation Assets, Support for the State’s Economic Vitality, Enhanced Mobility for People and Goods and Sustainable Investment for the Future. It also laid out multimodal Transportation goals and objectives. The priorities in developing this Program were:

• the application of sound asset management principles to preserve the State’s transportation facilities and to ensure that appropriate strategies are pursued to maximize the useful life of these facilities;

• a focus on our transportation customers’ expectations of the State’s transportation system, identified as mobility and reliability, safety, security, environmental sustainability and economic competitiveness, and measurement of progress in each; and

• the application of performance management practices to enable assessment of the impact of the State’s investments and to make adjustments as necessary.

Long-Range Statewide Master Plan. This Program is also consistent with the State’s long-range statewide transportation plan and with the long–range transportation plans and transportation improvement programs in the State’s metropolitan areas. It includes multimodal investments and projects that improve the integration of the State’s transportation system (including intermodal facilities). This Program focuses heavily on system preservation and asset management. These are “core” investments in the existing transportation system needed to address State of Good Repair. Approximately 90 percent 4 Procedures for Locally Administered Federal Aid Projects (PLAFAP); see https://www.dot.ny.gov/divisions/operating/opdm/local‐programs‐bureau/locally‐administered‐federal‐aid‐projects  5 October 2009 NYS Department of Transportation 2010‐2015 Capital Program, page 25; see https://www.dot.ny.gov/programs/2010‐2015‐capital‐program 

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of the proposed Program falls into this category and includes investments in all modes as well as investments in the local highway system. This overall approach is embodied in the State’s long-range statewide transportation plan, “Strategies for a New Age: New York State’s Transportation Master Plan for 2030.”6 This Plan, a product of extensive public outreach, articulates a long-term, intermodal vision of the State’s future transportation system and provides policy-level guidance to achieve that vision. The Plan and this Program recognize that there are important needs — both infrastructure repairs and expansions — that, while partially funded in this Program, require resources beyond our current financial means. These are listed as “Major Projects.” Examples of these projects include regionally significant projects, such as completion of Interstate 86, as well as projects such as the Kosciuszko Bridge replacement in New York City, completion of Route 347 on Long Island, the Tappan Zee Bridge, Palisades Parkway in the Hudson Valley, Buffalo Harbor Bridge, I-81 Viaduct in Syracuse and the Dunn Memorial Bridge. Program Update Focus. Our transportation system is under stress from age, heavy use and the lack of adequate investment. It will take a dedicated, sustained long-term effort to reverse trends.7 Some specific areas of focus for a “maintenance first program” for New York State’s multimodal transportation assets are bridges, pavements, pedestrian facilities, transit and passenger rail. In developing this Program, sound asset management principles and data were used to preserve existing transportation facilities and to ensure that appropriate strategies are pursued to maximize the useful life of these facilities. Work on bridges is an area of emphasis in preserving the existing transportation infrastructure. For the period 2000-2009, the graph shows current trend data that reflects total expenditures for bridgework (capital and maintenance) and by funding type (HBP and SDF). In 2008, the sum of $425 million was spent on pavements to maintain, repair or replace almost 2,500 lane miles of pavement. This represents about 30 percent of all project contract dollars spent by NYSDOT as shown in the following pie charts.8 The Pavement Program includes several

6 See: https://www.dot.ny.gov/portal/page/portal/main/transportation‐plan/repository/masterplan‐111406.pdf 7 Testimony of Astrid C. Glynn, Commissioner, New York State Department of Transportation, Capital Budget Hearing, Albany, New York, October 30, 2007, page 3. 8 Pavement Report 2008, NYSDOT, Pavement Management Unit, Office of Technical Services, Engineering Division. 

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categories of treatments, ranging from preventive maintenance to rehabilitation and complete reconstruction.

nother key part of the core program includes the investments necessary to maximize the Auseful life of our existing pavements and to manage these assets in the most cost-effective manner. Preventive maintenance treatments are the least expensive and can treat many lane miles of pavements for the money spent. These treatments are similar in function to seal-coating a driveway. They help the pavement last longer.9 To this end, NYSDOT has done preliminary, long-term needs analyses and will be refining these analyses; please see the following link for more information: https://www.dot.ny.gov/portal/page/portal/main/budgetbriefing. In 2009, NYSDOT’s 2009 Capital Program Proposal elaborated further on the extent of the

“...The American Recovery and Reinvestment Act (ARRA) provided a significant and needed

hese priorities were still the focus when Governor Paterson in 2010 “proposed a two-year,

State’s needs:

short-term increase in funding. Transportation economic recovery funding allowed the State to greatly increase investment this year, delivering ready-to-go capital projects that would supplement the State program, improve infrastructure conditions and create and sustain jobs. More than half of these ready-to-go capital projects addressed local road and bridge conditions. The $1.1 billion in ARRA highway and bridge funding, however, only addressed about half of the purchasing power lost to inflation during the 2005-2009 capital plan period and represents less than one percent of the capital needs identified in the 20-year needs study. In addition, ARRA resources are nonrecurring. The State needs continued and sustained investments in infrastructure to maintain the momentum and the important gains begun with Federal ARRA funding.”10

T$7 billion capital plan for NYSDOT. NYSDOT’s highway and bridge program will continue to focus on maintenance and capital investments to extend the service life of all highway and bridge-related assets, with priority given to the facilities that are the most critical links in the transportation system serving economic and community needs. The core program will emphasize preventive and corrective maintenance to slow the deterioration process and to keep bridges from becoming deficient. ...’’

9 Pavement Report 2008, NYSDOT, Pavement Management Unit, Office of Technical Services, Engineering Division, page 3. 10 October 2009 NYS Department of Transportation 2010‐2015 Capital Program; see https://www.dot.ny.gov/programs/2010‐2015‐capital‐program  

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“The proposed capital program calls for bridge preventive maintenance investments that will

. Program Requirements

improve many of the State and local bridges on the Federal-aid Highway System that would otherwise become deficient over the next five years. In addition, cost-effective bridge rehabilitation and replacement projects will address many existing bridge deficiencies.”11 C

perations and Maintenance of the

future needs. The current fiscal

ew York State conducts annual and multiyear planning and budgeting that identify costs

hese steps are consistent with the guiding principle for preservation of transportation

OTransportation Network. Achieving the objectives described in this document depends on adequate financial resources at the Federal and State level and, in some cases, investment from local government and the private infrastructure owners. Amid the current recession and great uncertainty in Federal and State financial resources, this program begins to address the current transportation challenges to stabilize conditions and help provide forconstraints will affect the pace at which these objectives can be achieved. Nand dedicated resources for maintenance and operation of the transportation system, including Federal-aid highways and public transportation systems. Tassets that is stated in the NYSDOT’s 2009 Capital Program Proposal12. New York’s maintenance and operations

tensive and aging infrastructure. In these

investments are established in several recurring programs, described below, that have been incorporated as regular components of the transportation planning and budgeting process. The programs are funded principally from statutorily dedicated revenue sources that provide approximately $5 billion per year for balanced operating, maintenance and capital programs. Notwithstanding the infusion of funds from the Recovery Act -- which has been important and is appreciated -- New York State still has a long way to go before meeting the longer-term needs of our exuncertain times, New York State is doing its best to balance maintenance and capital programs, but a gap remains, as it does with 47 other states.

11NYSDOT, STATE FISCAL YEAR 2008‐09 ANNUAL REPORT, BRIDGE MANAGEMENT AND INSPECTION PROGRAMS   12 See: https://www.dot.ny.gov/programs/2010‐2015‐capital‐program  

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The priority of our capital investment program is to preserve the existing transportation infrastructure, often termed “Fix It First.” With that as a goal, we strive to improve infrastructure conditions in all parts of the State so that all regions benefit and no region is left behind. The Department works to balance the needs of all geographic regions in a fair and equitable manner, by allocating funding to regions using formulas based on actual measures of the extent, usage and condition of the highway system.

State highway and bridge maintenance and operations: The State budgets approximately $680 million annually for preventive, corrective and demand maintenance on the approximately 40,000 miles of State highways and 7,500 State bridges. Specific activities include pavement and bridge maintenance; drainage improvement; guiderail repair; pavement marking; sign and signal maintenance; snow and ice control; and numerous other maintenance activities. Transit system operation and maintenance: More than $4.3 billion13 in annual State operating aid is provided to public transportation systems throughout the State. New York State’s support for public transportation is unparalleled and is more than the annual level of investment of 41 other states combined. The aid is apportioned based on an annual performance and financial assessment of systems taking into account service levels, fare levels and system preservation/maintenance requirements. In addition to State operating aid, local government entities contribute more than $1 billion annually to maintenance and operation of public transportation systems in the State. Local highway and bridge capital maintenance: Local transportation capital maintenance is addressed through the State’s Consolidated Local Street and Highway Improvement Program (CHIPS). CHIPS was established by the Legislature in 1981 to assist localities in financing the construction, reconstruction or improvement of highways, bridges, highway-railroad crossings and other facilities that are not on the State highway system. CHIPS funds are allocated to municipalities on a formula basis and the applicable rules for the program are contained in Section 10-c of the Highway Law.

13 https://www.dot.ny.gov/divisions/policy‐and‐strategy/public‐transportation/state‐transit‐operating‐assistance  

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The Statewide CHIPS appropriation for highway capital projects for both SFY 08-09 and 09-10 was $363.1 million.

Fiscal Constraint. The rules and regulations that implement SAFETEA-LU require that the TIP and STIP be fiscally constrained by Federal Fiscal Year (FFY). Fiscal constraint means that the funds programmed are not more than the resources or funds “reasonably” expected to be available. The basis of these estimates was the historical Obligation Authority (OA) limit for the federal funds estimates. Table 2 shows the estimated annual available Federal-aid funds and program amounts and can be found at the end of this summary on page 33. Table 3, also at the end of this summary, contains the required information for demonstrating the fiscal constraint of the New York STIP. While the STIP must be fiscally constrained by year, some funding categories may be excluded if the States choose to do so. New York State has chosen to exclude the following categories:

1. State planning and research projects (SPR, except those funded with NHS or STP funds);

2. Metropolitan Planning Projects (PL funds); 3. Transit Planning Grants funded under Sections 5303 or 5304 of the Federal Transit

Act; 4. Safety projects funded under Section 402 of SAFETEA-LU (primarily education

and enforcement activities) and; 5. Emergency relief projects (except those involving functional, location or capacity

changes). Consequently, the fiscal constraint table (Table 3) contains only financial data for the following fund sources: HBRR, CMAQ, IM, NHS, STP, and Sections 5307/5340, 5309, 5310, 5311, 5316, 5317, 5308, and 3038.

Highway Fiscal Constraint. Table 3 exhibits funds available for highway programs estimated for the post-SAFETEA-LU period per FHWA and FTA guidance, resulting in the assumed funding levels for future years. The table shows programming that exceeds the estimated funding levels basically because of one project. NYSDOT can absorb this over programming through the use of anticipated savings from other projects and the use of available flexibility to transfer funds between funding categories, allowed to make adjustments, as well as NYSDOT’s use of other management techniques authorized under the federal programs to maintain fiscal constraint. Further, NYSDOT utilizes Advance Construction to manage the timing of funds obligation, effectively allowing balancing of resources over a multi-year period. In addition, NYSDOT will manage unobligated balances to administer the timing of funds obligation in individual aid categories. Transit Fiscal Constraint. The estimates, reflected in Table 4, represent the NYSDOT’s best estimate of funding apportioned for New York State Transit operators and the FTA State Administered programs. For Sections 5307/5340, 5310, 5311, 5316, and 5317 estimates of available resources are constrained to zero growth for the FY 2011 year based on FY 2010 allocation and the remaining years (12,13 & 14) are based on the average growth of the programs over the three major Federal transportation authorization bills. For 5307/5340, this is done on a MPO basis; for the

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others, it is either done by State or Urban/non-urban area. There are currently several projects using ARRA funds that were programmed on the STIP despite being already obligated. As such, these projects will be deleted from the TIPs/STIP once the STIP is approved and the MPOs can take actions. There are several MPOs who have estimated to be awarded Section 5310 and 5311 projects over the STIP period. These numbers are in addition to the statewide numbers developed above and shown as resources in Table 4. This brings the total available for Section 5310 and Section 5311 over the amount expected. However, NYSDOT is aware of the difference and will not program more than available to the State. The Section 5309 program consists of three parts. The first is the New Starts program that is only programmed in the NYMTC MPO area. The estimates, reflected in Table 4, represent the NYSDOT’s best estimate of the FTA payout schedule for these two New Start projects during the time-period that falls within the NYMTC TIP/STIP. The amount in 2011 reflects two years of funding including 2010 and 2011. Currently, the Federal Transit Administration (FTA) has entered into a full funding grant agreement with the Metropolitan Transportation Authority (MTA) for the Long Island Rail Road East Side Access (LIRR-ESA) New Start project. In addition, FTA has executed a Full Funding Grant Agreement (FFGA) for the MTA’s Second Avenue Subway (SAS-MOS-1) project. The commitment of funds is still subject to appropriation of funds by Congress. As such, these estimates may be different from what will actually be appropriated by Congress. The second part consists of the Rail modernization program which is a formula program for the MTA and NFTA in New York. These resources are constrained to a zero growth for the FY 2011 based on FY 2010 and the remaining years (12, 13 & 14) based on the average growth of the programs over the three major transportation bills. The third component is the Section 5309 Bus Discretionary program. This program has historically been earmarked by Congress. New York has received close to $30 million per year in these funds. Notwithstanding, there has been significant variability each FFY. As such, NYSDOT believes the estimates to be reasonable. Designated recipients of FTA funding are not authorized to obligate/expend Federal funds in the absence of an annual appropriation authority. As such, the Federal transit program and the projects contained within the TIP/STIP are essentially constrained to the level of annual funding apportioned/allocated as part of the Transportation Appropriations Act. In addition, for Sections 5316 and 5317, the STIP contains blocked amounts in the Statewide category.

Year of Expenditure (YOE) Dollars. NYSDOT provided Guidance14 on how to estimate inflation15 in the NYSDOT Program Update Instructions. Some transportation operators have chosen to use their own estimates and these are documented. Total Project Cost (TPC). Federal regulation 23 CFR 450.324(i) requires the inclusion of the estimated total project cost in the STIP. Each project listed in the STIP is identified by a 14https://www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/Final‐Version19cleanMainTextOnly.rtf   15 https://www.dot.ny.gov/portal/page/portal/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/Inflation.rtf, Summer 2009. 

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PIN (Project Identification Number). While most projects have only one PIN, many complicated or very large projects will have multiple PINs created to properly phase the construction. For these projects, the total project cost indicated includes all the related PINs necessary to complete the project. Unlike the total four-year STIP summary cost that is included in the STIP project listings for each PIN, the STIP total project cost (TPC) must include any project costs that are programmed or planned in future years out beyond the STIP period. This is explained in the “How to Read the STIP Project List” in Appendix J. In many cases, the total project cost estimate will include a range of dollars of all PINs that address the same location (e.g., all costs associated with the replacement of a major bridge, regardless of PIN number, and regardless of whether the entire project is scheduled within the time frame of the STIP). It is important to point out, therefore, that the total project cost estimate is intended as a guide for reviewers to understand the complete scope of the project, but the cost is not necessarily associated with the fiscal constraint of the STIP, because future proposed phases beyond the years covered in the STIP are also included, consistent with regulations. Major Projects. Projects with an estimated total cost of $100 million or more (in "year of expenditure" dollars) have additional federal requirements, including an annual Financial Plan that details all project management contingencies.16 Title VI and Environmental Justice. NYSDOT’s Office of Civil Rights (OCR) has the responsibility to ensure that programs, projects, and services administered by NYSDOT are in compliance with Title VI of the Civil Rights Act of 1964, as amended. Non-discrimination provisions apply to all Federally and non-Federally assisted programs and activities of Federal-aid recipients, subrecipients and contractors. Discrimination complaint procedures have been developed for the processing and disposition of complaints received by NYSDOT related to its programs, projects and services. The planning, public involvement process and project development and selection processes are areas that require Title VI, Environmental Justice and Limited English Proficiency compliance as part of the Civil Rights Act of 1964, as amended. The aforementioned activities include, but are not limited to, ensuring public involvement is inclusive to all segments of the community. A joint effort by NYSDOT, other implementing agencies, interested groups, individuals and community-based organizations is necessary to be proactive and to eliminate disparate impacts as they are identified. The interaction techniques used in this process include: task forces; technical advisory committees; focus groups; presentations at community board meetings; use of media (newspapers, radio, TV); public access channels; newsletters; computer bulletin boards; and the Internet. This concerted effort will be ongoing to ensure that the disadvantaged and those traditionally underserved are involved in the selection process. 16 FHWA, Fed Aid Program Adm., Major Projects Guidance, Financial Plans, Contingency Fund Mgmt. See http://www.fhwa.dot.gov/programadmin/mega/contingency.cfm.  

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The development of the metropolitan transportation plans by the MPOs and the planning phase of project development by NYSDOT, involve the identification and evaluation/analysis of the socioeconomic and environmental impacts of these plans, programs and recommendations. The types of impacts analyzed may include the effect on residential areas and on a neighborhood’s (i.e., ethnic) character and stability; the effect of an improvement on minority businesses and residencies and those of other special groups and interests; and the effect on employment (gains and losses) for minorities, women and other groups. In addition, the MPO planning process must compare the minority and/or low-income populated areas to other income areas to ensure equitable transportation services and access in the metropolitan areas. NYSDOT, as a Federal requirement, must complete its Annual Accomplishments Report and Update by October 1 each year, and it includes the submission of NYSDOT’s Disadvantaged Business Enterprises (DBE) Plan and the updated Title VI Plan; Title VI Assurances for each MPO and each grant recipient of the Section 5310 and 5311 programs; data and other reports that are used to monitor right-of-way acquisitions, negotiations, appraisals, relocations and property management to ensure that minority and low-income populations were not adversely impacted. Additionally, the Report must demonstrate that the protected population groups obtained access to meetings and public hearings and as a community participated in the process. NYSDOT will continue to follow the Title VI Program Accomplishments Report and Annual Work Plan that details procedures to ensure compliance with Title VI of the Civil Rights Act of 1964 and Environmental Justice Executive Order 12898 and Limited English Proficiency 13666. A Title VI/Environmental Justice and Limited English Proficiency PowerPoint training course has been developed with a general part and modules for various NYSDOT program areas. Included therein are annual update reporting templates for each of NYSDOT’s program areas, regional offices, MPOs and other subrecipients. The combination of nondiscrimination training, reporting formats and technical assistance will identify program area products, employment and procurement activities and areas where the public interacts with NYSDOT’s programs to determine where complaints could arise. OCR conducts on a rotational basis “risk” assessment of NYSDOT program areas, and MPOs’ activities.

NYSDOT has posted its Draft Transition Plan17 for the Americans with Disabilities Act on its Web site for public review and has made significant progress toward implementation of its ADA Transition Plan. In addition, we are working with the MPOs to ensure that nondiscrimination on the basis of disability under Title VI is an integral part of our planning processes and public outreach activities.

E. Other Program Components Bicycle and pedestrian projects are important components of a community’s “livability” – having choices other than driving. NYSDOT’s new bicycle and pedestrian policy will 17 See https://www.dot.ny.gov/programs/adamanagement/ada‐transition‐plan  

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“promote pedestrian and bicycle travel for all persons on the state transportation system,” with emphasis on safety, connectivity and sustainable and “livable” communities.18 Our local partners have also made significant investments in bicycle, pedestrian, connectivity and context-sensitive improvements that can be implemented as elements of a capital roject.

investment went up, from around $35 million in 2005 to more than 90 million in 2008.19

provide advice on programs and policies that encourage bicycling and walking tatewide.

asis on corporating these kinds of integrated, multimodal investments in our core projects.

p We have made significant investments in these types of projects — from 2005-2008, approximately $262 million was obligated for bicycle and pedestrian projects and programs. Over this time period, $ New York’s investments are consistent with USDOT’s newly issued policy (March 2010) “to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems. Because of the numerous individual and community benefits that walking and bicycling provide — including health, safety, environmental, transportation, and quality of life — transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient facilities for these modes.”20 Additionally, NYSDOT adopted a Pedestrian and Bicycle Policy in April 2010 and is reconvening a Bicycle and Pedestrian Advisory Council, consisting of representatives from state agencies, nongovernment organizations and nonprofit advocacy groups, to s Looking forward, we anticipate an ongoing need and intend to continue this emphin ADA. In 2008, NYSDOT surveyed all State roads and found that 80 percent of roughly 2,900 miles of State highways had sidewalks that complied with ADA requirements. NYSDOT is planning to bring the remaining 580 miles of sidewalks into compliance by 2019. The costs to improve pedestrian facilities are significant, including those for maintaining crosswalk markings; replacing pedestrian indicators with countdown signals; reconstructing existing sidewalks; constructing new sidewalks; and building ramps that are compliant with the Americans with Disabilities Act (ADA). The Core Program has funding for capital projects that include sidewalk construction and reconstruction; audible and visual pedestrian “countdown” indicators; restriping existing crosswalks at the end of their useful lives; and incorporating four-foot-wide shoulder widths, where appropriate, to

18 Acting Commissioner Stan Gee’s speech to Governor’s Smart Growth Cabinet, April 28, 2010. 19Ibid. 20 See: http://www.fhwa.dot.gov/environment/bikeped/policy_accom.htm. 

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accommodate bicycle lanes. At the proposed levels of investment within the STIP’s time period, NYSDOT expects to construct or to improve about 2,900 street crossings; to reconstruct or to replace 120 miles of sidewalk; and to improve 100 miles of existing on-street bike lanes. Some of these deficiencies have been addressed through the Transportation Enhancement Program (TEP) and Safe Routes to Schools (SRTS) program. Bicycle and pedestrian facilities and programs, such as NYSDOT’s Safe Seniors program, are important transportation actions that can improve livability and the quality of life in our ommunities.

y under Title VI is an integral part of our lanning processes and public outreach activities.

stakeholders was essential to the work that was ccomplished in each of the committees.

c Additionally, NYSDOT has been working with its MPOs to ensure that projects to address deficiencies identified in programs and plans are resolved through the planning process. To this end, nondiscrimination on the basis of disabilitp In addition, New York State has the New York State Most Integrated Setting Coordinating Council (MISCC) where “the MISCC member agencies and their stakeholders work collaboratively to provide services and supports to enable people, regardless of their disability, to live in the most integrated setting. The issues of housing, employment, and transportation are important to all New Yorkers, but especially to New Yorkers with disabilities because they are the means by which an individual can live in the most integrated settings possible.”21 There are several committees to support this council’s work. The members of the MISCC Transportation Committee, chaired by NYSDOT, meet to discuss issues, concerns and strategies to improve mobility alternatives for individuals with disabilities. The Committee identified human service transportation, the coordination of these services and accessible pedestrian access as priorities that require the attention of MISCC. Collaboration among agencies anda

Safety. The principles and criteria used to program safety funds in the STIP reflect the State’s safety priorities which are documented in New York State’s Strategic Highway Safety Plan (SHSP)22. The SHSP is a document that must be prepared by every state pursuant to SAFETEA-U requirements to spend Federal safety funds.

ering, enforcement and education principles and emergency medical ervices protocols.

L

The SHSP was developed through a collaborative process involving public and private sector safety partners at the federal, state, and local levels. The plan incorporates both behavioral and infrastructure strategies to reduce crashes and their severity through application of engines Compliance with the State Energy Plan. New York State State’s Energy Plan (SEP) was adopted by the Energy Planning Board in December 2009. The SEP requires the transportation sector to contribute increasing energy efficiency and reducing emissions of criteria pollutants and greenhouse gasses. The SEP includes NYSDOT’s commitment to Smart Growth and greenhouse gas (GHG) emission reductions as key principles of

21 See: http://www.omr.state.ny.us/MISCC/  22 See: https://www.dot.ny.gov/portal/page/portal/divisions/operating/osss/highway/strategic‐plan  

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Transportation Improvement Programs and the Transportation Plan. Also, the SEP implementation plan states NYSDOT will be enhancing its ability to quantify GHG emissions in rural areas and for statewide plans. The Statewide Transportation Improvement Program complies with the SEP requirements. In preparing their individual programs, NYSDOT regional offices and the MPOs were provided guidance to comply with SEP requirements. The guidance provides information on addressing transportation-related recommendations in the SEP and an assessment of the impact of adopting the Program, including a quantitative Build/No-Build analysis of energy consumption and GHG emissions. The results of the analyses show that the individual programs, and therefore the STIP as well, generally meet the requirements of the SEP.23 These results are available from the various MPOs or the Environmental Science Bureau of NYSDOT. On a cumulative basis, the results show close to an 11 percent reduction in energy use and GHG emissions compared to doing nothing at all. The adoption of a program to maintain the current transportation system in good repair is energy-efficient because it eases congestion and vehicle wear and tear, thus reducing fuel consumption and fuel costs. In addition, the STIP is consistent with SEP goals by promoting energy-efficient alternatives, Smart Growth development and other SEP goals. NYSDOT is encouraging land-use planning activities that reduce vehicle trips. This is a specific SEP recommendation that falls under both NYSDOT’s and

e Department of State’s responsibilities.

spective plans and programs to assist in meeting the EP’s goals and recommendations.

n sector. NYSDOT has included the MPOs on its internal limate change planning efforts.

Falls (via modification to the Albany-Schenectady-Troy architecture)

th NYSDOT is committed to do all it can to fulfill the transportation-related goals and recommendations in the SEP. All upcoming MPO metropolitan transportation (long-range) plans and programs (as well as the statewide program) will continue to include quantitative assessments of the adoption of their reS Climate Change & Climate Action Planning. New York State has a separate Climate Action planning process that is expected to be completed at the end of 2010. These overall efforts support the State GHG emissions reduction goal of 80 percent by 2050 (“80 by 50”) (from the Governor’s Executive Order 2424) and align with NYSDOT’s focus to help reduce emissions from the transportatioc ITS. The statewide planning process (to the extent practicable) supports the development of applicable regional intelligent transportation systems (ITS) architectures, as defined in 23 CFR part 940. NYSDOT has taken a leadership position in advancing the development of the required regional ITS architectures in NYS, both in partnership with local MPOs, or as the architecture lead, with MPOs as stakeholders. Presently, architectures have been developed for the following areas: Statewide, Albany-Schenectady-Troy, Binghamton, Buffalo-Niagara Falls, Elmira, Ithaca, Long Island, Lower Hudson Valley, New York City, Rochester and Syracuse. Efforts are under way on architecture development for the following areas: Glens

23 See: http://www.nysenergyplan.com/ 24 See: http://www.ny.gov/governor/executive_orders/exeorders/eo_24.html  

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and the Utica Region. Coordinated Human Services-Public Transportation Planning. NYSDOT has been working with the MPOs, local officials, other state agencies and their representatives and transportation providers on the development of Coordinated Human Services-Public Transportation Plans to ensure that these plans are developed where necessary and to ensure compliance with Federal guidance. These plans have laid the foundation for programming FTA funds over the last three years; updated plans over the next STIP program will continue to guide the use of these funds. Plans25 have been developed for the majority of rural counties as well as each MPO area. The most recent list of plans is on the

YSDOT website. MPOs26N may also have them on their respective websites.

om New York State as part of this Federal Railroad Administration RA) grant program.

enger ervice improvements on the Federally Designated High-Speed Rail Empire Corridor.

ass service via N ble at:

http://www.fra.dot.gov/downloads/Research/northeast_region.pdf

ARRA Projects for High-Speed Intercity Passenger Rail Program. New York State will receive federal funds via the American Recovery and Reinvestment Act (ARRA) as part of the High-Speed Intercity Passenger Rail Program. Seven (7) projects that total up to $151 million were selected fr(F The selected projects include construction of a second track between Albany and Schenectady to relieve a bottleneck that limits on-time service performance between Buffalo and Albany; track improvements at the Saratoga Springs rail yard to improve capacity; grade crossing and warning device improvements at key locations between New York City and Albany; construction of a third track and associated high-speed rail improvements in the Rochester region; ADA compliancy and State of Good Repair improvements at the Buffalo-Depew Station; improvements for the Rochester Station; and development of a Tier I Environmental Impact Statement and Service Development Plan for intercity passs Several projects awarded to other Northeast region states will also have benefits for New York, including plans for passenger rail service expansion of the line between Albany and Rutland, Vt., and improvements between Washington, D.C. and Boston that encomp

ew York’s Penn Station. More information on these grants is availa

25 See: https://www.dot.ny.gov/divisions/policy‐and‐strategy/public‐transportation/federal‐transit‐funding/jarcmain/ajrc‐program/aj‐rcg‐program  26 See: http://www.nysmpos.org/locations.html 

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III. CERTIFICATION REQUIREMENTS As part of the STIP, the State certifies that the transportation planning process is being carried out in accordance with the requirements as mandated under the applicable Federal rules and regulations. As part of this planning process, each MPO developed a program of transportation improvement projects called a “TIP” covering a period of five years, consistent with its metropolitan transportation (long-range) plan, and that is formally adopted as part of the metropolitan planning process. Each MPO Transportation Improvement Program (TIP) has been included without change in the STIP. This STIP is consistent with established transportation plans that have addressed SAFETEA-LU compliance requirement guidance. In addition, each MPO updated or amended its current metropolitan transportation plan or developed action plans to be compliant with SAFETEA-LU. Federal law and regulations state that a number of items are required for STIP approval. These requirements are listed below (A through J), along with an indication of how the requirement is met for this STIP: A. Certification of the Statewide Transportation Planning Process As part of the STIP submittal, each State must certify to the FHWA and FTA that the transportation planning process is being carried out in accordance with all applicable requirements of federal legislation, especially that pertaining to transportation planning:

1) 23 U.S.C. 134 and 135, 49 U.S.C. 5303 and 5304, 23 CFR Part 450 and 49 CFR Part 613; 2) Title VI of the Civil Rights Act of 1964, as amended (42 U.S.C. 2000d-1) and 49 CFR part 21; 3) 49 U.S.C. 5332, prohibiting discrimination on the basis of race, color, creed, national origin,

sex, or age in employment or business opportunity; 4) Section 1101(b) of the SAFETEA-LU (Pub. L. 109-59) and 49 CFR Part 26 regarding the

involvement of disadvantaged business enterprises in USDOT funded projects; 5) 23 CFR part 230, regarding implementation of an equal employment opportunity program on

Federal and Federal-aid highway construction contracts; 6) The provisions of the Americans with Disabilities Act of 1990 (42 U.S.C. 12101 et seq.) and 49

CFR parts 27, 37, and 38; 7) In States containing nonattainment and maintenance areas, sections 174 and 176 (c) and (d)

of the Clean Air Act as amended (42 U.S.C. 7504, 7506 (c) and (d)) and 40 CFR part 93; 8) The Older Americans Act, as amended (42 U.S.C. 6101), prohibiting discrimination on the

basis of age in programs or activities receiving Federal financial assistance; 9) Section 324 of title 23 U.S.C., regarding the prohibition of discrimination based on gender; and 10) Section 504 of the Rehabilitation Act of 1973 (29 U.S.C. 794) and 49 CFR part 27 regarding

discrimination against individuals with disabilities. The certification for this STIP is contained in Appendix A of this document. B. Certification of the Metropolitan Transportation Planning Process The STIP is developed in cooperation with the MPOs of New York State. Federal regulations require the State and Metropolitan Planning Organizations certify to FHWA and

STIP Narrative, NYSDOT, Approved October 2010  17

FTA at least every four years as part of the STIP submittal that the planning process in the metropolitan area is addressing the major issues facing the area and is being conducted in accordance with all applicable requirements of U.S. Code Section 134 of Title 23, Section 5303 of the Federal Transit Act, and other federal legislation pertaining to transportation planning. Copies of these certifications are included in Appendix B. In addition, copies of the resolutions approving the MPOs’ TIP are included in Appendix C. C. Certification of Air Quality Conformity For those MPOs where non-attainment or maintenance areas have been designated within the MPO’s metropolitan planning area, its plans and programs are subject to air-quality transportation conformity requirements. The Clean Air Act Amendments (CAAA) of 1990 requires demonstration that transportation plans, programs and projects conform to the purpose of State Air Quality Implementation and/or Maintenance Plans to attain and maintain the National Ambient Air Quality Standards (NAAQS). This requirement applies only to those areas designated as non-attainment or maintenance areas with regard to the NAAQS. In New York, as of March 2010, these areas are: Erie County, Niagara County, Chautauqua County, Genesee County, Livingston County, Monroe County, Ontario County, Orleans County, Wayne County, Dutchess County, Putnam County, Albany County, Schenectady County, Rensselaer County, Saratoga County, Montgomery County, Greene County, Schoharie County, Essex County (that portion of Whiteface Mountain above 1900 feet in elevation), Jefferson County, Onondaga County, Westchester County, Rockland County, Orange County, Nassau County, Suffolk County, and the Five Boroughs of New York City. When the non-attainment or maintenance areas are within MPO metropolitan area boundaries, the conformity determinations for the Transportation Improvement Program (TIP) and Metropolitan Transportation Plan (long-range plan) are addressed by the MPO. Outside MPO boundaries, the conformity determinations are conducted by NYSDOT.

Projects in non-attainment and maintenance areas, which must be included in the STIP and have been determined to have more than a de minimis effect on air quality, cannot be advanced unless there is a program and plan level conformity determination for that affected area. Conformity determinations are performed separately and independently for each non-attainment and maintenance area. As such, projects in areas with the necessary conformity determinations can be advanced regardless of the conformity status of other areas.

Interagency consultation is required to complete the conformity determination process. In New York State, the Interagency Consultation Group (ICG) includes representatives from USDOT (Federal Highway and Transit Administrations); U.S. Environmental Protection Agency (USEPA) Region 2; New York State Department of Environmental Conservation (NYSDEC), NYSDOT Environmental Science Bureau (ESB); and the MPOs. The group provides multiagency guidance and concurrence on the assumptions and methodologies used in the application of Travel Demand Models and emissions models used by the MPOs and in the rural areas, the results of which formed the basis of the regional emissions analysis. In general terms, the model outputs are used to forecast the amount of air

STIP Narrative, NYSDOT, Approved October 2010  18

pollution created when the projects in the MTPs and TIPs are expected to be operational. The process for consultation is documented in NYSDEC regulations. For this STIP, each TIP and rural portion of the Program in a non-attainment or maintenance area has or is in the process of having its conformity determination approved by FHWA and FTA, in consultation with USEPA and NYSDEC. Copies of these draft analyses are available in the TIP documents or from NYSDOT’s ESB. Copies of the approval letters for the conformity analyses are included in Appendix D. D. Description of the project selection process for non-metropolitan areas In non-metropolitan areas, transportation projects undertaken on the National Highway System, under the Bridge and Interstate Maintenance programs in title 23 U.S.C. and under sections 5310, 5311, 5316, and 5317 of title 49 U.S.C. Chapter 53, shall be selected from the approved STIP by the State in consultation with the affected non-metropolitan local officials with responsibility for transportation. Federal Lands Highway program projects shall be selected from the approved STIP in accordance with the procedures developed pursuant to 23 U.S.C. 204. NYSDOT’s process, 2006 NYSDOT Procedures for Consultation with Public Officials in Rural Areas27 used to select projects for the non-metropolitan areas, is described in Section II. E. Description of the public participation and consultation process for review of the draft STIP Public participation. SAFETEA-LU requires an opportunity for early and continuous involvement in the development of the STIP; NYSDOT has updated its procedures reflecting new techniques and technologies in use, including use of the World Wide Web and visualization techniques. The new Manual underwent public review in February 2010. NYSDOT’s public involvement procedures are documented in NYSDOT’s “Public Involvement Manual for Transportation Planning”.28 This manual has been updated to ensure and to document NYSDOT’s procedural compliance with SAFETEA-LU transportation planning provisions respective to public involvement. The Manual is structured to serve two purposes – it is a guide to the public on how to participate in transportation planning activities and it clarifies for NYSDOT staff how our planning process will meet current federal planning requirements for public involvement. For example, there is more emphasis on visualization tools and strategies to engage all members of the public, including the traditionally underserved populations. 27 https://www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/ruralconsult2006a1.pdf 28 https://www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/Planning%20PIFinal‐Manua12%201218.pdf 

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New York State's MPOs have for years embraced public participation as a keystone to their program participation process and have a continuing, cooperative and comprehensive working relationship with diverse individuals and groups. Each MPO has documented procedures for public participation and involvement. Public participation at the MPO level follows the formal process adopted by each individual MPO. With more than 91 percent of the State's population living within counties in the MPO areas, many New York citizens have the opportunity to be involved through this formal process in the formulation of the STIP. Each MPO has a public participation and involvement process. Consultation. SAFETEA-LU further requires consultation with non-metropolitan local officials and Tribal governments in the development of the long-range statewide transportation plan and STIP, and that MPOs and State DOTs shall consult with local/State land-use management, natural resource, historic and other agencies in the development of transportation plans. In consultation with FHWA and FTA, NYSDOT reached out to several federal and state resource agencies to identify appropriate agency contacts and to discuss SAFETEA-LU statewide and metropolitan planning consultation requirements. NYSDOT conducted introductory phone calls with these agencies and discussed how best to proceed with meaningful interactions. Agency contacts were asked if they would be willing to review, for consultation purposes, the State Transportation Master Plan, the existing STIP and the relevant chapters of the NYSMPOs’ Metropolitan Transportation Plans. They were also asked if they would be willing to review the draft STIP when it becomes available in late summer. The resource agencies were also asked if they had any statewide or regional plans they could share. Each agency contact was sent a follow-up e-mail with web links to the Master Plan, the STIP, and to the NYSMPO Association website. An attachment reiterating the purpose of the call and the SAFETEA-LU consultation requirements was also provided. The draft FFY 2010-14 STIP was provided to these resource agencies during the public review process. Any comments received from these review agencies will be documented and addressed as part of the consultation process for this STIP update. In rural areas, where the remaining Federal transportation funding is spent, the consultation and coordination that historically has taken place between NYSDOT regional staff and local officials will continue. In the rural, non-metropolitan areas of the State, the Regions make a concerted effort, as described in our rural consultation process, 2006 NYSDOT Procedures for Consultation with Public Officials in Rural Areas29, to reach out to local officials to ascertain their transportation needs; this rural consultation process is further described in Section II, Program Development. The Regions also reach out, as appropriate, to local Indian Tribal Nations. NYSDOT continued its existing consultation process with the Tribal governments in New York State, primarily through the Regional offices. A special outreach letter was developed to transmit the draft STIP to the Tribal Nations. Additionally, several MPOs contacted the 29 https://www.dot.ny.gov/divisions/policy‐and‐strategy/planning‐bureau/MPO_program_update_guide/repository/ruralconsult2006a1.pdf 

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Tribal governments in their metropolitan areas through their routine TIP outreach and mailing processes. STIP Public Review. The detailed process used for public review of the STIP is as follows: NYSDOT made the draft STIP available to the public for the required 30-day review and comment period. The availability of the draft STIP for public review was announced through a NYSDOT press release sent to more than 1,100 media outlets across the State on August 3, 2010. In addition, both the summary and the project listings are published on NYSDOT’s external website. During the public review period for the draft STIP, NYSDOT received three comments. The details of each comment or question and NYSDOT’s response can be found in Appendix K. Additionally, some minor changes were made to the Program as a result of public review of MPOs TIPs and MPO staff review; NYSDOT, FHWA and FTA staff have discussed and concurred upon these minor changes. To request a copy of the STIP: The Project List and the STIP Summary Report can be viewed or downloaded at:

Statewide Transportation Improvement Program

(https://www.nysdot.gov/programs/stip) Complete copies of this STIP may also be examined at each NYSDOT Regional Office and at each MPO Central Staff Office during normal business hours. The addresses of these offices are provided in Appendix F and G. Send requests for a printed copy of the STIP to:

New York State Department of Transportation

Policy & Planning Division Office of Policy, Planning & Performance

50 Wolf Road, 6th Floor Albany, NY 12232

Telephone: (518) 457-2320

NYSDOT is an environmentally conscious agency and will provide a CD upon request. F. Statement that the STIP is based on the long-range statewide transportation plan This Program is consistent with the State’s long-range statewide transportation plan and with the long–range transportation plans and transportation improvement programs in the State’s metropolitan areas. Projects selected for the STIP are required to be consistent with the long-range statewide transportation plan required by federal regulations. In 2006, NYSDOT updated the Master Plan, Strategies for a New Age: New York State’s Transportation Master Plan for 2030. This Plan articulates a vision for New York's future transportation system as a seamless system in which travelers can conveniently shift

among modes and operators to complete trips that meet their individual and business needs. The Plan outlines policy guidance and strategies to reach this vision. The Plan is not just for the New York State Department of Transportation, but for the entire State transportation system. This plan openly recognizes the complementary and integrated role that every transportation mode plays in promoting New York State’s vitality. Further, the plan acknowledges the central importance that transportation plays in fostering New York’s competitive position within the regional, national, and global economies. Above all else, this plan is predicated on first identifying and then taking steps to meet the service expectations of the transportation system’s many and diverse customers. This acknowledges that New York’s transportation system for the 21st century must be planned, managed and operated in a far more integrated way than before. Amid anticipated financial and funding constraints at both the State and Federal levels, NYSDOT and its partners will be required to prioritize investments more effectively for all modes and to collect the best available data in order to measure and evaluate the impacts of these investments on the system and its many customers. To focus these priorities, New York State will designate major transportation corridors and select investments that will best serve the primary customers of these corridors. The projects contained in this STIP generally follow the intent stated in the statewide long-range plan. For metropolitan areas, Federal regulations require that the TIPs be consistent with the metropolitan transportation plans developed for each urban area. Each of the 13 MPOs has adopted long-range transportation plans for their respective metropolitan area. The TIP is considered to be the short-range element of the metropolitan transportation plan. The projects selected by the MPO for the TIP reflect the goals, objectives and strategies of its plan. Non-attainment areas are required to update their long-range plans every four years. Attainment areas are required to update their plans every five years. Table 1 indicates the most current approval date for each of these plans. In approving the TIPs and the self-certifications, the MPO and the State attest that the TIP is consistent with the metropolitan transportation (long-range) plan.

G. Statement that the TIPs are included in the STIP in their entirety

Federal regulations require that the TIPs be included in the STIP in their entirety. The MPOs were closely involved in the development of New York’s STIP. Each MPO was given a draft copy of their portion of the STIP to review to ensure their entire TIP was included. As part of the review effort, the MPOs were asked to provide a statement that they had an opportunity to review the STIP and that, to the best of their knowledge, their TIP is included in its entirety. Copies of those statements are included in Appendix E. H. Demonstration of Fiscal Constraint The STIP is required to be fiscally balanced by Federal-aid fund source and Federal Fiscal Year. Section II describes how this condition is met for this STIP. Project costs and revenues in the STIP are expressed in Year of Expenditure dollars per the December 11,

STIP Narrative, NYSDOT, Approved October 2010  22

2007, federal requirement, for all areas. I. List of Transportation Projects with the Necessary Data for the Next Four Federal Fiscal Years The STIP consists of this Summary and a separate section titled “STIP Project Listing.” This section lists all project phases for which federal funding is to be obligated in federal fiscal years 2011, 2012, 2013 and 2014. An explanation of the data content is in Appendix J and is in “How to Read the STIP.” Note this is a partial STIP, as allowed under SAFETEA-LU regulations, reflecting new TIPs for all MPOs with the exception of the New York Metropolitan Transportation Council (NYMTC) because NYMTC is still developing its TIP. For this reason, NYMTC will be using the fourth year, FFY 2011, of its existing Transportation Improvement Program, as amended, until its TIP update for FFY 2011-2014 is completed, expected before September 30, 2011. Any NYMTC projects shown beyond FFY 2011 are projects that overlap MPO boundaries. There is still potential for the information to change in NYMTC’s FFY 2011 project lists, as amendments are still possible until September 30, 2010. It is expected that when NYMTC approves its TIP for FFY 2011-15, it will be amended into the STIP. The STIP Project Listing information is presented by the New York State Department of Transportation Regions. Within each Region, project phases are listed in Project Identification Number (PIN) sequence. The listing includes all Federal-aid funded project phases. Detailed instructions on “Project Descriptions” prepared by the FHWA-NY Division were provided as part of the instructions to the NYSDOT Regional Offices and to the MPOs. NYSDOT also provided a draft copy of the FHWA's Project Description Guide to Regions and MPOs during the eSTIP training held in October 2009 sessions, when staff reiterated the importance of improving the project descriptions. The information for each project in the “STIP Project Listing” includes:

I. Project Identification Number (PIN) II. Project description III. Phase of work IV. Fund sources for each phase - federal and non-Federal sources V. Cost by fund source, federal amount and non-Federal sources

VI. Total cost of the phase of work VII. Federal Fiscal Year of obligation for the phase of work VIII. County where the project is located IX. Responsible agency X. MPO or NYSDOT Region

XI. Air Quality non-exempt status

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TABLE 1

STIP Narrative, NYSDOT, Approved October 2010  24

STIP Narrative, NYSDOT, Approved October 2010  25

IV. PROGRAM FUNDING SOURCES The New York State Transportation Improvement Program is funded through a variety of funding sources: Federal, State, State Authorities and Local. Non-Federal sources may provide the required match to the Program or fund regionally significant, non-Federally funded projects or other projects included for information to support maintenance and operations. It is anticipated that about $4.2 billion in Federal-aid will be available to New York State for highway and transit projects over the next four years. Within SAFETEA-LU and subsequent Extension Acts, Congress established the funding levels each State is to receive from each of the highway funding programs in the Highway Trust Fund. These amounts are referred to as authorizations. Each year, Congress adopts a new Federal Budget and establishes an apportionment, or allocation, of what the States may spend from the authorization. In addition, Congress sets an "Obligation Authority" (OA) limit that represents the rate at which the apportionment/allocation may be used. In some years, the Obligation Authority for highway funds has been as low as 80 percent of the apportionment, while in others, it has been more than 100 percent. The resource estimates for FHWA funds were based on historic levels of OA. At the end of this section, Table 2 depicts the level of federal highway and transit funding for the major funding programs New York State estimates will be available for transportation during Federal Fiscal Years 2010 through 2014. A. Federal Funds Federal transportation funds come to New York State from two sources: Federal-aid Highway Funding (Title 23) administered through the Federal Highway Administration and Federal Transit Assistance (Title 49) administered through the Federal Transit Administration. Additional information on these programs can be found at:

http://www.fhwa.dot.gov/federalaid/projects.cfm

Federal Transit Administration30 Funding for certain programs is shown as a “blocked amount” in the STIP. This means that the estimated funding available is shown for each program in each year of the STIP and specific projects are not identified at this time. For the Recreational Trails, FTA 5316 (Jobs Access and Reverse Commute), FTA 5317 (New Freedom), FTA Section 3038 (Over-the-Road Bus Accessibility), FTA Section 5310 (elderly and handicapped vehicles), FTA Section 5311 (rural and small urban areas) Programs, Safe Routes to Schools, High-Risk Rural Roads, the Transportation Enhancements Program and the Scenic Byways Program, the STIP contains only an amount blocked out for each Federal fiscal year. Since projects are selected for these 30 http://www.fta.dot.gov/index_6538.html  

STIP Narrative, NYSDOT, Approved October 2010  26

programs on an annual or multiyear basis through the established processes, it is not possible to list individual project proposals within the STIP at this time because these processes have not been completed. When selected, these projects will be added to the STIP through the amendment process. B. Federal Highway Administration (FHWA) Funding The ISTEA established several major funding categories and these were continued in TEA-21 and the Extension Acts and SAFETEA-LU. Because this FFY 2011-FFY 2014 STIP extends beyond SAFETEA-LU, this update assumes the continuation of these programs with the reauthorization of the next federal transportation act: National Highway System (NHS). The NHS, which includes the Interstate System, contains 5179 centerline miles of highways in New York State. Funds from this source are intended for maintaining and improving these highways. Interstate Maintenance (IM). New York receives funding through this program for the maintenance of the Interstate Highway System. Surface Transportation Program (STP). Funding from this program may be spent on any road not functionally classified as a local or minor collector; on bridge projects on any public road; and on other eligible activities, such as those permitted under the Transportation Enhancement Program. Funds may be transferred to transit capital projects. This funding source is distributed into seven components by percentages established under ISTEA. These components are rural, Large Urban, Small Urban, Flexible, Enhancements, Safety (hazard elimination) and Rail-Highway Crossings. Congestion Mitigation and Air Quality Program (CMAQ). This program directs funds toward transportation projects in air quality non-attainment or maintenance areas. CMAQ projects contribute toward meeting the national ambient air-quality standards and may be spent on either highway or transit projects. Highway Bridge Replacement and Rehabilitation Program (HBRR). This program provides funding for any eligible bridge on a public road.

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These Federal Highway funds are provided to the State. The State allocates the “core” funds (NHS, IM, STP, CMAQ, and HBRR) to the various NYSDOT Regions using formulas based on actual measures of the extent, usage and condition of the highway system. Non-allocated funding programs also include Transportation Enhancements (TEP), Safe Routes to School, High-Risk Rural Roads, Appalachia and Border Crossing Infrastructure Programs.

In addition, there are a number of discretionary programs for which the State may apply for funding, such as Interstate Maintenance, Scenic Byways, Public Lands, Ferry Boats and Terminals, Transportation Communities and System Preservation and others. Further, Congress may earmark funds within or outside these programs for specific projects. C. Federal Transit Administration (FTA) Funding Federal funding for the FTA transit program is provided through a combination of guaranteed trust fund revenues (80 percent) from the Mass Transit Account of the Highway Trust Fund and guaranteed general fund authorizations (20 percent) from the general treasury. Despite the guarantee, federal transit funding is still subject to the annual appropriations process. Categorical Funding Programs. Because this FFY 2011-FFY 2014 STIP extends beyond SAFETEA-LU, this update assumes the continuation of these programs with the reauthorization of the next federal transportation act:

Section 5307 Urbanized Area Formula Program. Funding for this FTA program is apportioned annually by statutory formula to urbanized areas of 50,000 or more in population. Section 5307 funds are distributed to transit systems ("designated recipients") through each urbanized area’s Metropolitan Planning Organization (MPO). Program apportionments for urbanized areas of more than 200,000 in

population include population, population density and multitiered operational formula factors. Program apportionments for urbanized areas of less than 200,000 in population reflect population and population density factors only. Program funds may be used for eligible capital and/or preventive maintenance activities for areas of 200,000 or more in population and eligible capital, preventive maintenance and/or operating activities for areas of 50,000 to 200,000 in population. Section 5340 High-Density/Growing States Augmentation. A New Section 5340 funding tier is added to apportion funds to Growing and High-Density States. Fifty-percent of each year’s Section 5340 authorization is reserved for the seven states with the highest statewide population densities (370 persons per square mile). New York State is specifically identified in the authorization bill as one of the benefiting states. High Density state apportionments are made to each of the state’s urban and rural areas using a formula that is based on land area and population. The remaining Section 5340 authorization is apportioned among the 50 States’ urban and rural areas on a per-capita basis using their projected populations 15

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years into the future. Section 5340 apportionments, once calculated, are added to and appropriated as part of an undifferentiated apportionment to urbanized areas as part of their Section 5307 Urbanized Area Formula apportionment and to non-urbanized areas as part of their Section 5311 Non-Urbanized Area Formula apportionment. This funding source will not appear on the STIP but is shown as part of the 5307 funding. Fiscal constraint is based on a review of both allocations. Section 5309 Major Capital Investment Program. The Major Capital Investment Program provides funds for extraordinary projects that cannot be addressed through a transit agency's traditional formula apportionment(s).

There are three FTA programs that are funded from the Major Capital Investment Program: (1) Fixed Guideway Modernization (Rail Mod); (2) New Starts and Extensions (New Starts); and (3) Bus and Bus Facilities (Bus Discretionary). These are explained in more detail as follows:

(1) Fixed Guideway Modernization Program funds are apportioned based on a seven-tier statutory formula based on Fixed Guideway service factors. All fixed guideway systems or segments at least seven years old are eligible to receive funding under this program (bus, ferry, subway, heavy rail, light rail, other). These funds must be used to maintain, modernize and/or improve fixed guideway systems and are apportioned directly to transit systems. New York State has two transit systems that are eligible to receive funding under this program, the Metropolitan Transportation Authority (MTA) and the Niagara Frontier Transportation Authority (NFTA). (2) New Starts and Extensions Program provides the federal share of new fixed guideway projects, including the design and/or construction of new or extensions to existing fixed guideway systems. Funds are allocated directly to transit systems. Funding under this program is typically earmarked by Congress for specific projects in annual appropriations law and/or authorization acts.

(3) Bus and Bus Facilities Program funds the replacement, rehabilitation and purchase of buses and related equipment and the construction of bus-related facilities. Funds are allocated directly to transit systems. Funding under this program is typically earmarked by Congress for specific projects in annual appropriations law and/or authorization acts. For two years, the FTA has conducted competitive solicitations with funds that were not earmarked. These awards have been under a Livability grant program and State of Good Repair program. Both programs are still considered 5309 and programmed as such on the TIP and STIP.

Section 5308 Clean Fuels Grant Program. Discretionary funding under this program is provided to designated recipients, which are entities designated to receive Federal urbanized formula funds under 49 U.S.C. 5307, in areas that are maintenance or non-attainment for ozone or CO. SAFETEA–LU grants authority to the USDOT Secretary to make grants under this program to assist recipients to finance eligible projects such as: (1) Purchasing or leasing clean- fuel buses and vans for use in revenue service; (2) Constructing or leasing clean-fuel bus facilities or electrical recharging facilities and related equipment; (3) Projects relating to clean-fuel, biodiesel, hybrid electric or zero emissions technology buses that exhibit equivalent or superior emissions reductions to existing clean-fuel or hybrid electric technologies.

Section 5310 Elderly Individuals and Individuals with Disabilities Program. Funding for this FTA program is apportioned annually by statutory formula directly to the State and administered by NYSDOT. The program provides capital-only assistance for the purchase of accessible vehicles to transport elderly individuals and individuals with disabilities. The program is intended primarily for private not-for-profit organizations; public organizations that coordinate services for the elderly and individuals with disabilities or

that can certify that no not-for-profit organizations are readily available that can provide service may also be eligible to receive program funding. Funding is allocated by NYSDOT through a competitive application process. Successful applicants must be included as part of a locally developed coordinated public transit-human service transportation planning process. Section 5311 Non-Urbanized Area Formula Program. Funding for this FTA program is apportioned annually by statutory formula directly to the State and administered by NYSDOT. The program provides operating, capital, planning and technical assistance to rural counties and small cities that have public transportation systems (non-urbanized areas under 50,000 in population). The State annually allocates operating and capital funding pursuant to a federally approved application process. Section 3037 Job Access-Reverse Commute. This was established by TEA-21 as an FTA categorical public transportation program; the funding for this program had historically been earmarked by Congress for specific projects. The program addressed transit services for individuals with limited income in response to the Welfare Reform Act of 1996. FTA recognized that a critical piece to moving people from welfare to steady employment was a means to travel back and forth to jobs and employment-related activities. This funding specifically addressed this gap in service for late night, weekends and the reverse commute from central cities to suburban employment locations. Under SAFETEA-LU, this program was codified under the law and is now called the Section 5316 program. There are still several areas with projects funded from the original program and this funding may appear on the TIP and STIP. Section 3038 Over-the-Road Bus (OTRB) Program provides discretionary funding awarded through a national competitive solicitation to assist operators of over-the-road buses to finance the incremental capital and training costs of complying with the U.S. Department of Transportation's final rule regarding accessibility of over-the-road buses required by the Americans with Disabilities Act. Eligible projects include the incremental cost of adding a lift to a bus, retrofit of a bus to add a lift and training. Section 5316 (JARC) and Section 5317 (New Freedom) Funding. These formula programs are becoming an integral part of programming to address needs of the target populations of individuals with limited income, individuals with disabilities and seniors. Guidance based on the Federal Circulars was released in November 2007; all but three counties now have a Locally Developed Coordinated Human Service and Public Transportation Plan. NYSDOT administers the funds as the Designated Recipient for non-urbanized areas similarly to the way NYSDOT currently administers the Section 5311 program. NYSDOT also is the Designated Recipient for the NYMTC area and works with

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the MPO and the member agencies to program the funds. In other areas of the State, the current FTA-Designated recipient is the administrator. All Designated Recipients must ensure a competitive solicitation is completed based on a plan that contains an inventory of transportation services, gap analysis, project identification, and prioritization. For the most part, the Section 5316 (JARC) and Section 5317 (New Freedom) are part of one solicitation. Due to the competitive nature of the funds, projects are not identified in the TIP or the STIP under programs until the results of a solicitation are final. For urban areas, once the awards from a solicitation have been determined the projects are added to the TIP and then STIP. For FTA 5316 (Jobs Access and Reverse Commute), FTA 5317(New Freedom), FTA Section 3038 (Over the Road Bus Accessibility), FTA Section 5310 (elderly and handicapped vehicles) and FTA Section 5311 (rural and small urban areas) programs the STIP contains only a blocked amount for each Federal fiscal year. Specific projects are not identified at this time. Projects are selected on an annual or multiyear basis and it is not possible to list individual project proposals within the STIP at this time. When selected, projects will be added to the STIP through the amendment process. Additional information on federal transit funding programs available in New York State is on the NYSDOT website.31

State Funding. Information on New York’s Statewide Mass Transportation Operating Assistance (STOA)32 administered by the New York State Department of Transportation is also found on NYSDOT’s website. NYSDOT distributes transportation operating assistance to approximately 130 transit operators. New York State transit systems carry nearly one-third of the nation's transit riders and provide nearly one-quarter of transit services nationwide. NYSDOT also distributes capital assistance as part of the non-Federal match to FTA Section 5307, 5308, 5309 and 5311 programs.33 In addition, NYSDOT also manages and allocates the Transit State Dedicated Fund program for non-MTA systems for projects that on an annual basis exceed Federal State and Local needs.34

31 See: https://www.nysdot.gov/divisions/policy‐and‐strategy/public‐transportation/federal‐transit‐funding. 32 See: https://www.nysdot.gov/divisions/policy‐and‐strategy/public‐transportation/state‐transit‐operating‐assistance. 33See:  https://www.dot.ny.gov/divisions/policy‐and‐strategy/public‐transportation/federal‐transit‐funding/sotpa. 34 See: https://www.dot.ny.gov/divisions/policy‐and‐strategy/public‐transportation/dedicated‐fund‐program. 

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IV. PROGRAM MANAGEMENT

Projects on the STIP are selected for implementation in accordance with the provisions of 23 CFR Part B, Section 450.220 and Part C 450.330. As provided by these regulations, all parties involved in the selection process have agreed to expedited selection procedures. These allow for implementing agencies to proceed with projects in the second, third or fourth year of the approved STIP, as necessary, to fill gaps created by either cost savings or delays in first-year project schedules; to react to changes in federal funding levels; or to accommodate minor changes in priority. With respect to fiscal constraint, the Regions’ programs have been monitored monthly, with reports provided by SFY and FFY comparing programmed obligations to the allocations. NYSDOT has met or held conference calls weekly and as needed to resolve issues and to answer questions. General questions are also answered during the bimonthly NYSMPOs Staff Directors’ meetings.

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V. THE FOUR-YEAR PROGRAM

SAFETEA-LU increased the span of the Statewide Transportation Improvement Program (STIP) from three (3) to four (4) years. Consequently, this STIP now shows a four-year multimodal program. It is required to be updated a minimum of every four years. The Governor may elect to update the Program more frequently.

This is a partial STIP, as allowed under SAFETEA-LU regulations, reflecting new TIPs for all MPOs with the exception of NYMTC because it is still developing its TIP and has not submitted it. For this reason, NYMTC will be using the fourth year, FFY 2011, of its existing TIP, as amended, until its TIP update for FFY 2011-2014 is completed, expected before September 30, 2011. Any NYMTC projects shown beyond FFY 2011 are projects that overlap MPO boundaries. These projects cannot be officially added to the STIP until NYMTC’s full TIP is completed. There is still potential for the information to change in NYMTC’s FFY 2011 project lists, as amendments are still possible until September 30, 2010. It is expected that when NYMTC approves its TIP for FFY 2011-15, it will be amended into the STIP. Table 4 summarizes the STIP by Federal-aid program and Federal Fiscal Years. The regional distribution of the STIP by Federal Fiscal Year is summarized in Table 5.

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TABLE 2 ESTIMATED ANNUAL AVAILABLE FEDERAL-AID FUNDS (1)

$Millions (Unmatched) for FFY 2011 - FFY 2014

Notes:

FUND SOURCE

FFY 2011 FFY 2012 FFY 2013 FFY 2014 TOTAL

10/1/2010- 9/30/2011

10/1/2011- 9/30/2012

10/1/2012- 9/30/2013

10/1/2013- 9/30/2014

10/1/2010- 9/30/2014

HBRR 230.611 312.580 334.732 399.735 1,277.708

CMAQ 37.256 49.408 60.802 88.502 236.364

IM 145.301 171.167 190.540 220.086 727.094

NHS 161.790 97.330 128.991 126.975 515.086

STP 125.055 157.135 175.744 192.931 650.865

HSIP 28.363 23.987 36.715 37.472 126.537

HIGHWAY TOTAL (2) $728.426 $812.003 $927.524 $1,065.701 $3,533.654

FTA 09 ARRA 0.000 0.000 0.000 0.000 0.000

FTA 5307 (3) 77.669 82.226 87.090 92.286 339.270

FTA 5308 0.000 0.000 0.000 0.000 0.000

FTA 5309 (4) 18.389 18.682 18.998 19.341 75.410

FTA 5310 (3) 9.165 9.629 10.116 10.628 39.538

FTA 5311 (3) 17.522 18.397 19.315 20.279 75.512

FTA 5316 (3) 3.454 3.740 4.050 4.387 15.631

FTA 5317(5) 2.147 2.364 2.620 2.925 10.056

TRANSIT TOTAL $128.346 $135.036 $142.189 $149.846 $555.417

(1) State Planning and Research, Demonstration, High Priority, Appalachia, Interstate Transfer, Special Appropriations, and Discretionary programs are not included.

(2) All Federal-aid funds are matched 80% Federal/20% State or Local, except for: Interstate Maintenance is funded at 90% federal/10% State or Local; Sections 3037, 5307, and 5311 funds are matched 50% Federal/50% State or Local. Estimated highway funds available are from NYSDOT Statewide Total Allocations – Revised December 21, 2009 (3) The allocation of funding to designated recipients is determined annually.

(4) Funding under this program is partially/entirely earmarked by Congress for specific projects in annual appropriations law and/or authorization acts.

(5) Section 5317 is a new funding source authorized by SAFETEA-LU.

(6) Funds under Section 3038 – Over-the-Road-Accessibility

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Table 5

STIP REPORT – REGION/MPO/FFY (ALL AMOUNTS $ MILLIONS MATCHED)            

AREA  FFY 2011  FFY 2012  FFY 2013  FFY 2014  TOTAL   Multi‐Modal  Multi‐Modal  Multi‐Modal  Multi‐Modal  Multi‐Modal Reg.1  258.494  159.262  156.186  198.930  772.872 

AGFTC  17.916  14.336  26.182  32.250  90.684 

CDTC  222.023  105.833  102.271  131.642  561.769 

RURAL  18.555  39.093  27.733  35.038  120.419 

Reg. 2  38.262  63.464  61.007  58.362  221.095 

HOCTS  29.094  51.698  47.176  27.644  155.612 

RURAL  9.168  11.766  13.831  30.718  65.483 

Reg. 3  137.281  129.770  137.128  163.458  567.637 

ITCTC  20.607  12.873  14.132  23.906  71.518 

RURAL  46.826  43.014  60.598  75.431  225.869 

SMTC  69.848  73.883  62.398  64.121  270.250 

Reg. 4  197.100  148.577  150.960  172.346  668.983 

GTC  121.575  123.935  99.731  125.421  470.662 

RURAL  75.526  24.642  51.229  46.925  198.321 

Reg. 5  250.525  262.160  255.568  229.441  997.694 

GBNRTC  210.027  171.223  149.461  143.273  673.984 

RURAL  40.498  90.937  106.107  86.168  323.710 

Reg. 6  54.582  83.823  77.455  46.732  262.592 

ECTC  16.640  19.193  25.469  24.017  85.319 

RURAL  37.942  64.630  51.986  22.715  177.273 

Reg. 7  81.944  68.881  78.571  50.115  279.511 

RURAL  81.944  68.881  78.571  50.115  279.511 

Reg. 8  102.852  135.747  195.193  148.483  582.275 

NYMTC           

OCTC  72.293  52.564  104.765  40.706  270.328 

PDCTC  22.070  35.823  34.218  12.843  104.954 

RURAL  2.618  32.809  41.644  67.203  144.274 

UCTC  5.871  14.551  14.566  27.731  62.719 

Reg. 9  334.834  89.619  120.817  118.078  663.348 

BMTS  273.568  49.622  56.018  65.829  445.037 

RURAL  61.266  39.997  64.799  52.249  218.311 

Reg. 10           

NYMTC           

Reg. 11           

NYMTC           

Total  NYMTC  0.000  0.000  0.000  0.000  0.000 

           

           

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Table 5 STIP REPORT – REGION/MPO/FFY (ALL AMOUNTS $ MILLIONS MATCHED) 

 AREA  FFY 2011  FFY 2012  FFY 2013  FFY 2014  TOTAL   Multi‐Modal  Multi‐Modal  Multi‐Modal  Multi‐Modal  Multi‐Modal SW   58.040  60.466  63.315  65.911  247.732 

TOTAL           

MPO  1081.532  725.534  736.387  719.383  3262.836 

RURAL  374.343  415.769  496.498  466.562  1753.171 

SW   58.040  60.466  63.315  65.911  247.732 

GRAND TOTAL  1513.914  1201.760  1296.200  1251.856  5263.739