Capital Program 2005–2009

Introduction

In April 2005, the MTA Board approved the 2005-2009 Capital Program totaling $21.145 billion with transit and commuter portions of this plan totaling $17.987 billion. This plan was submitted to the CPRB and approved with minor program modifications in July 2005. The first comprehensive amendment to the original program was approved by the MTA Board in January 2006 and by the CPRB in March 2006. In December 2006, the MTA Board approved a second full update of the plan as well as a supplemental amendment in February 2007 to add new federal funding for East Side Access. The program, now totaling $22.586 billion, was subsequently submitted for CPRB approval in April 2007. After requesting a resubmission of the plan, the proposal was ultimately disapproved by the CPRB in July 2007.

At that time, legislation was enacted to, among other things, create a New York City Traffic Congestion Mitigation Commission to undertake a review and study of plans to reduce traffic congestion within the City. Pursuant to that legislation, MTA was required to submit an accelerated Capital Program covering the period 2008-2013 (instead of awaiting the next 2010- 2014 program) in order to consider congestion pricing in the context of needed transit investments. This capital program was approved by the MTA Board and submitted to the CPRB on March 31, 2008. Absent approval of congestion pricing, the accelerated plan was no longer needed; the next capital program will progress pursuant to its original 2010-2014 schedule.

The next program will be submitted to CPRB by October 2009. Until that time, the MTA's operating agencies must continue to progress their capital work programs within the scope of the 2005-2009 Capital Program. In order to do this, the 2005-2009 MTA Capital Program needs to be amended to update project budgets and schedules, reflect changes in investment strategies and recognize new funding availability.

Proposed Amendment

The amendment presented herein is the third full update to the original MTA plan and adjusts the currently approved capital program as shown on Table I. The program overall increases by $1,131 million, to a revised total of $23,717 million; the CPRB program (New York City Transit, Long Island Rail Road, Metro-North Railroad and MTA Capital Company) increases by $1,118 million to a revised total of $20,263 million.

The increase to the CPRB-based program mainly reflects the addition of $1,031 million of federally approved Full Funding Grant Agreement (FFGA) funds to the MTA Capital Company for both East Side Access and the Second Avenue Subway. For East Side Access, the amendment adds the remainder of the FFGA funds - $267 million - to the $1,255 million already included in the February 2007 update. This amendment also adds $764 million of new FFGA funds for Second Avenue Subway (approved by the MTA Board in December 2007).

In addition to the new FFGA funds for the MTA Capital Company, the total CPRB approved program budgets are adjusted to reflect:

• The reallocation of funding between the current and prior programs, most notably for New York City Transit which is has experienced cost overruns in prior capital programs (resulting in a net reduction to its 2005-2009 program).
• The addition of small agency specific funding earmarks secured in the past year as described in the funding section which follows.
• The inclusion of $69.7 million in projects previously approved by the MTA Board to be funded from the 2000-2004 Capital Program's discontinued LaGuardia Airport Access (LGA) project; and the allocation of $134.8 million of remaining LGA funds to NYCT, LIRR and MNR for priority 2005-2009 initiatives which would otherwise have been included in the next program and will allow that program to be taken down by a like amount. These actions, which distribute all remaining funds from the LGA project, are fully discussed in the amendment.

The full amendment also includes small allocation increases for the Bridges and Tunnels and MTA Bus capital programs which are discussed in the agency sections of this amendment.

Program Cost Escalation: The operating agency capital programs presented in this amendment include updated project scopes and schedules and revised cost estimates reflecting project awards to date and projected cost estimates for future work, which reflect the impact of regional construction market conditions. Cost escalation over the last several years has been experienced nationally but has particularly affected the New York City region, which has an especially tight market due to the volume of work underway and planned. The MTA's Blue Ribbon Panel for Construction Excellence, established by the MTA's Executive Director and CEO to investigate construction issues including cost overruns, found that a number of mostly external factors were making it difficult for the MTA to implement its ambitious capital construction program on budget and schedule. These factors include: major increases in the cost of key commodities; a devalued dollar; and unprecedented levels of construction and competition for labor in the region. A leading national construction cost index indicates that construction costs nationally have escalated over 26.8 percent in the past three years. The Federal Transit Administration recently reported an average increase in cost since 2003 of 38 percent. Costs have increased at an even greater rate in New York's overheated market, with the MTA hit especially hard by increases in commodity costs: the price of steel increased 91 percent since 2003, cement is up 25 percent and asphalt has grown by 85 percent.

To address these cost pressures, the Blue Ribbon Panel was charged with recommending ways for MTA to reduce capital costs. Among other things, the panel has recommended changing some of the terms and conditions in our contracts, evaluating new contracting options and working with the building trades to ensure that there is an adequate supply of labor to actually work on our projects. While MTA senior staff has begun implementing these recommendations, the competitive pressures currently being experienced will continue to drive up prices for some time to come. Construction costs during the first Quarter 2008 increased 1.5 percent, despite the current consensus that the nation-wide construction market has softened, according to one construction index. Since the economy of the NYC region has fared better than the rest of the nation, regional construction costs are expected to escalate even more.

As a result of these pressures, the 2005-2009 Capital Program cannot progress all of the projects planned in 2004 when the plan was constructed and approved. This amendment reflects the need to reprogram components of the currently approved work program in order to fund these increases in priority work. In many cases the reprogrammed work would cost significantly more to keep in the program. The cost increases and resulting program adjustments to accommodate those increases are discussed in the agency narratives that follow the introduction and funding discussion.

Table I
2005-2009 Capital Program Amendment
($ in millions)

Program Elements	CPRB Approved Plan	Proposed Plan	Change
Core Capital Programs
New York City Transit	$11,219.5	$11,154.3	($65.2)
Long Island Rail Road	2,169.9	2,206.6	36.7
Metro-North Railroad	1,375.5	1,410.0	34.5
CPRB Core Subtotal	$14,764.9	$14,770.9	$6.0
Security Program	495.0	495.0	0.0
Interagency	155.4	198.3	42.9
Core and Security Subtotal	$15,415.3	$15,464.2	$48.9
Network Expansion Projects	3,730.0	4,798.9	1,068.9
Total 2005-2009 CPRB Program	$19,145.3	$20,263.1	$1,117.8
City #7 Line Extension	2,100.0	2,100.0	0.0
Bridges and Tunnels	1,202.1	1,209.1	7.0
MTA Bus	138.2	144.5	$6.3
Total 2005-2009 Capital Program	$22,585.6	$23,716.7	$1,131.1

Availability of Funding

Since the MTA Board approved amendment in February 2007, the overall program size has increased by $1,131 million as discussed above and shown in Table II, reflecting changes in the fund sources highlighted on the table and described in the following narrative.

Table II
2005-2009 MTA Capital Program Funding Sources
($ in millions)

Funding Source	MTA Board Approved Plan	Proposed Plan	Change
Federal Formula and Flexible	$5,233.6	$5,251.5	$17.9
Federal New Start	2,255.0	3,286.2	1,031.2
Federal Security	353.7	352.3	(1.4)
Federal - Other	0.0	2.0	2.0
City (including MTA Bus)	401.0	407.3	6.3
City #7 Line Funds	2,100.0	2,100.0	0.0
City Match for Buses	27.6	27.6	0.0
Operating to Capital	10.5	32.1	21.6
Asset Sales / Program Income / Carryover from Prior Programs	1,273.5	1,133.2	(140.3)
LaGuardia Airport Funded Board Approved Projects	0.0	69.7*	69.7
LGA Funded New Initiatives	0.0	134.8*	134.8
Bond Act	1,450.0	1,450.0	0.0
MTA Bonds (including B&T)	4,340.7	4,330.0	(10.7)
MTA Bonds New Source	5,100.0	5,100.0	0.0
Other	39.9	40.1	0.2
Total 2005-2009 Capital Program	$22,585.6	$23,716.7	$1,131.1
Less # 7 Line Extension	($2,100.0)	($2,100.0)	$0.0
Less Bridges and Tunnels	($1,202.1)	($1,209.1)	($7.0)
Less MTA Bus	($138.2)	($144.5)	($6.3)
Total 2005-2009 CPRB Program	$19,145.3	$20,263.1	$1,117.8

*These funds, previously carried in the 00-04 program are being transferred to this program.

Federal Formula and Flexible -- $18 million

Metro-North received $5.2 million in additional CMAQ funding for its project to improve parking and access at the Cortlandt station, as well as a $2 million in federal Transit Enhancement Program funds for the Tarrytown Historic Rehabilitation.

Federal flexible funding is added to the program for NYCT station work at East 180th St. and the purchase of B-Division cars, offsetting MTA Bonds ($10.7 million total).

Federal New Start -- $1,031 million

In November 2007, the Federal Government approved a Full Funding Grant Agreement for Second Avenue Subway (SAS). This amendment adds $764 million of those FFGA new start funds to cover the commitment requirement for SAS for the 2005-2009 period.

Already included in this funding category is the $1.255 billion of FFGA funds previously added for East Side Access. This amendment adds the remaining $267 million in FFGA funding to ESA's program.

Federal Security -- ($1 million)

Due to the transfer of $1.4 million of MTA operating funds to support Phase II capital security initiatives, the federal assumption for Phase II is reduced by $1.4 million

Federal - Other $2 million

Metro-North was awarded a $2 million Federal 5339 Alternatives Analysis grant for its Stewart Airport AA initiative.

City -- $6 million

Per a supplemental agreement with the City of New York, MTA Bus received $6.3 million towards environmental remediation.

City #7 Line Funds -- No change

This category of funding remains unchanged.

City Match for Buses -- No change

This category of funding remains unchanged.

Operating to Capital Transfer -- $22 million

Additional funds from the 2005 MTA operating budget security reserve have been transferred to support New York City Transit's projects to install subway emergency exit alarms and retrofit service gate releases ($16.5 million) and to support the MTA Police Department's project to construct a new facility in Central Islip ($3.4 million).

Operating funds totaling $1.4 million are also added to support the capital security program (offsetting the need for federal funding as noted above).

Asset Sales/Program Income/Carryover ($140 million)

This category tracks funding secured through the sale of MTA assets as well as income from the investment of capital program cash proceeds. Additionally, the transfer of capital funding allocations between the current and prior capital plans is tracked here as well. As discussed below, the net decrease to this funding category is primarily the result of this latter activity - inter-program transfers of capital funding. Also included is a minor adjustment in the assumption for program income receipts. There is no change in the category relative to the MTA's expectation to secure approximately $1 billion of proceeds from the sale of assets. New York City Transit needs to transfer funds from the 2005-2009 program back to the 2000- 2004 and 1995-1999 Capital Programs to fund a variety of project increases, as discussed in its section of this amendment ($183.1 million net reduction).

Offsetting this decrease is the transfer of $11.4 million from 2000-2004/1995-1999 into Long Island Rail Road's 2005-2009 program, $7.0 million to the Bridges and Tunnels' program, and $7.4 million to Metro-North Railroad's program to support needs included in the current program.

Finally, the 2005-2009 program income assumption has been increased by $17.4 million to support the MTA's share for 2008-09 Tappan Zee study costs (joint project with NYS Thruway and NYS DOT) and two MTA real estate related actions: LIRR's West Side/Hudson Yards Design project which will support the overall west side yard development project and Metro- North's purchase of the Doral Hat building in Beacon, New York, which supports their overall station and parking development initiative.

LaGuardia Airport Funded Board Approved Projects $69.7 million

This category transfers $69.7 million to the 2005-2009 program for projects previously approved by the MTA Board to be funded from the 2000-2004 Capital Program's discontinued LaGuardia Airport Access (LGA) project. This includes $37.7 million to MTACCC and $32.0 million to MTA Planning/Customer Service as discussed in those sections of the amendment. LaGuardia Airport Funded New Agency Initiatives $134.8 million

This category transfers the remainder of LGA funds to the 2005-2009 Program to fund $101.1 million to NYCT, $20.2 million to LIRR and $13.5 million to MNR for new priority initiatives as discussed in their sections of the amendment.

MTA Bonds ($11 million)

As noted in the Federal Formula and Flexible section above, the receipt of federal funds for NYCT Station work at East 180th St. and the purchase of B-Division cars results in an offset to MTA Bonds ($10.7 million total).

Other -- $0.2 million

This category consists of miscellaneous funding received during the normal course of capital program business. An increase of $0.1 million reflects reimbursement from the Owner Controlled Insurance Program (OCIP) for work completed by Long Island Rail Road. Further, two State grants are added for the purchase of an Emergency Service Vehicle for the MTA Police Department, $0.1 million total.

 

DISCUSSION OF AGENCY PROGRAMS

MTA New York City Transit

This proposed amendment adjusts NYCT's 2005-2009 Capital Program to $11.154 billion, a decrease of $65 million from the last Board update in December 2006. The decrease mainly reflects the transfer of $198 million to prior capital programs to cover ongoing needs there. This is partially offset by the reallocation of $101 million from the previously discontinued LaGuardia Airport Access project in the 2000-2004 Capital Program, as part of a comprehensive distribution of these funds to meet priority transit needs, $13 million from the New York State Legislative Customer Service Reserves, and $19 million in new funding.

NYCT's proposed amendment for work remaining in the 2005-2009 plan adjusts project budgets to reflect refined scopes, cost estimates, bid experience, schedule changes, and market conditions since the last update to the Board. These impacts result in increased costs for many projects, some of which remain in the 2005-2009 Program at higher estimated budgets while some will be rescheduled or deferred to a future capital program. These impacts can be seen particularly in the following categories: Cars, Buses, Stations, Line Equipment, Line Structures, Signals and Communications, Shops, and Depots.

Table III summarizes the proposed changes by category and the following narrative highlights the major changes in each of NYCT's program areas.

Table III
MTA New York City Transit 2005-2009 Capital Program by Investment Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
Subway Cars	$1,804.6	$2,179.3	$374.7
Buses	846.7	928.4	81.7
Passenger Stations	1,664.9	1,746.5	81.6
Track	1,156.2	1,189.8	33.6
Line Equipment	940.5	528.8	(411.6)
Line Structures	606.6	706.4.	99.8
Signals and Communications	1,736.7	1,834.4	97.7
Power	499.2	469.1	(30.2)
Shops	306.0	45.2	(260.8)
Yards	264.1	257.8	(6.3)
Depots	591.2	517.0	(74.2)
Service Vehicles	118.9	114.4	(4.5)
Miscellaneous	598.7	577.7	(21.1)
Staten Island Railway	85.1	59.7	(25.4)
New York City Transit Total	$11,219.5	$11,154.3	($65.2)

New Cars -- $375 million

The increase in this category primarily reflects increases in the two projects to purchase B division cars. The budget for option I for the purchase of the 620 B division R-160 cars exercised in August 2007 increased by $87 million as a result of cost escalation of contractual indices. The second project, which exercises option II, will increase the number of cars to be purchased by 90 from 292 to 382 (two cars above the contractual minimum); the combination of cost escalation from the contractual indices associated with this option as well as the additional cars results in an increase of $277 million. The purchase will complete the replacement of NYCT's 60-foot cars; the additional cars will address ridership growth on the L, G, and C lines.

The scope of the project to purchase A division cars is modified to coordinate with the installation of new CBTC signals on the Flushing line. Twenty-three cars will be ordered in this program using existing funds (reduced from 47 cars), and an additional 163 will be ordered in the next program. These 186 new A division cars will allow NYCT to provide CBTC-equipped, 11-car trains on the Flushing line, to support service needs related to the Flushing line extension project, and to address service needs on the Broadway / 7th Ave. line. In addition, this amendment adds a new project ($11 million) for the design of 75-foot cars, to be known as the R-179 series, which will be ordered in the next program to begin replacement of existing 75-foot cars. The plan now funds the purchase of a total of 1,025 new cars, a net increase of 66 cars for both A and B divisions from the last update.

Buses $82 million

The increase in this category reflects adjustments to NYCT's bus purchase plan, increases in bus costs, and the addition or modification of several projects. NYCT's revised bus purchase plan primarily reflects the agency's desire to identify new vendor(s) to supply qualified models for articulated, standard, and express buses. The planned purchase of articulated buses is rescheduled due to contracting difficulties. These buses were intended to be procured jointly with the MTA Bus Company. After lengthy negotiations, NYCT and the Bus Company have been unable to reach agreement on contract terms, conditions, and price with the bus manufacturer. Consequently, both agencies have decided to suspend this procurement. Articulated buses will be proposed for purchase early in the next capital program once new manufacturers and / or bus models are qualified. Funding from this purchase is reprogrammed to increase the number of standard buses being purchased to replace a backlog of overage buses that was to be addressed in the next capital program. In conjunction with NYCT's bus manufacturer qualification / testing program, some of the purchases now planned for 2008 and 2009 are of smaller, pilot bus fleets from new vendors. The impact of these changes is that the overall number of buses being purchased in this program decreases by three buses from 1,360 buses to 1,357. The plan now funds the purchase of: 10 articulated buses under a new project to develop a new vendor - down from 112; 1,121 standard hybrid-electric buses - up from 1,010; and 226 express buses - down from 238. Collectively, these changes increase the budget for bus purchase projects by $41 million. Despite the nominal decrease in bus purchases noted above, the overall NYCT bus fleet plan provides for the steady growth in fleet size and Standard Bus Equivalents (SBE) because planned purchases exceed scheduled retirements in order to provide for fleet growth.

The number of paratransit vehicles to be purchased is increased by 436 to 1,387 vehicles; $21 million is added for this. The increase includes a purchase of 411 vehicles that is being advanced from 2010 to meet ridership growth in the Access-a-Ride program. A $6 million project is added to purchase 263 fareboxes needed to outfit the expanded bus fleet. Two other modifications are notable. Previously reduced, the budget for the normal replacement of ticket processing units and coin modules in all integrated farebox units (IFUs) is increased by $18 million to restore the full level of funding. Lastly, NYCT is focusing its technology development program on testing and development of "zero emission" fuel cell technology, which is expected to play a much greater role in the transportation sector within the next decade. This $3 million pilot project will evaluate several types of fuel cell buses for NYC service.

Passenger Stations $82 million

The change in this category reflects cost increases and the reduction of the number of stations to be rehabilitated in this program. Station project budgets have been adjusted to reflect refined scopes, cost estimates, bid experience, schedule changes, and market conditions since the last update to the Board, resulting in increased costs for many projects in the program. To fund these increases, a number of station projects that were budgeted for late 2008 or 2009 will be reprogrammed to the next capital program.

The current construction market has severely impacted the stations program, resulting in significant cost increases. NYCT is responding to market conditions by trying to encourage more competition among contractors and, where possible, repackaging work into smaller contracts. The project to rehabilitate seven stations on the Brighton line demonstrates this experience. The low bid received in 2007 for this project far exceeded the budget but the bidder nevertheless withdrew. As a result, the Brighton line project has been split into two contracts. The first addresses the Ave. U and Neck Rd. stations and the second addresses the other five stations: Ave. H, Ave. J, Ave. M, Kings Highway, and Newkirk. (In addition to rehabilitation, structural remediation will be done at the Kings Highway and Newkirk stations and full accessibility will be provided at Kings Highway.)

In response to market conditions and design refinements, station rehabilitation project budgets have been increased for the seven stations of the Brighton line project ($84 million), nine stations on the Far Rockaway and Rockaway lines ($124 million), E. 180th St. on the White Plains Rd. line ($28 million), five stations on Pelham lines ($39 million), and Bleecker St. ($20 million).

As a consequence, the amendment proposes reprogramming state-of-good-repair (SGR) rehabilitations at stations on the following lines: four stations on the Pelham line ($59 million); four stations on the Sea Beach line ($114 million); ten stations on the West End line ($83 million); and the Smith-9th St. station on the Culver line ($23 million). Design of all these projects, however, remains funded in this program. Also, design funds are added for rehabilitation of five stations on the Sea Beach line; construction for those will progress as one package along with the four other stations on the line in the next program. Due to the stations' unique construction, the Sea Beach line project as a whole could not be progressed in its intended timeframe and requires more time to address major technical challenges as well as easement requirements for a very large number of properties adjacent to the stations. Due to funding constraints, the project to rehabilitate nine stations on the Pelham line is divided into two phases: in the next proposed program the four northern stations will be progressed seamlessly as a second phase to the five southern stations that remain in the 2005-2009 program. Work on the West End line stations - also a very complex project - would have at best started in late 2009. It will now be rescheduled for a 2010 award. Work at the Smith-9th St. station, which is being coordinated with the phasing plan of the related Culver Line Viaduct Rehabilitation project (funded elsewhere in this program), currently has a start date of 2010. Rescheduling this project to the next proposed program will align it with its anticipated start date. All these rehabilitations are now to be included for award early in the next proposed capital program, thereby minimizing the impact of this rescheduling. Based on these offsets, the station rehabilitation element decreases by $16 million and funds 25 SGR and three normal replacement (NR) station rehabilitations.

Two other notable projects are transferred to the next program: the project to add new entrances on the north side of the Times Square station complex ($20 million) is delayed to coordinate with the new schedule for the City of New York street improvements and the project to improve access to the Grand Central-42nd St. station ($17 million), for which the scope is revised to feature expanded stair access from the main level of Grand Central Terminal.

The budget of the accessibility program increases by $33 million, mainly to address market conditions and increased scope. Budgets increase for: E. 180th St. on the White Plains Rd. line ($6 million); 45th Rd. - Court House Square on the Flushing line ($14 million), which also includes new scope to improve platforms at the station; the Jay-Lawrence transfer ($6 million); Mott Ave. on the Rockaway line ($13 million), which also includes $8 million from the New York State Legislative Customer Service Reserves; and the Bleecker St. - Broadway / Lafayette complex ($5 million). A new project is added to this program, to build ramps at the World Trade Center station on the 8th Ave. line ($1 million); this work will be coordinated with a new office tower being constructed nearby which will provide access to the station. Offsetting some of these increases is the reprogramming of the Bay Parkway project ($14 million), which will be done with related station rehabilitation projects on the West End line.

The escalator / elevator replacement element is reduced by $7 million, primarily reflecting the reprogramming of the replacement of two escalators at the Roosevelt Ave. station ($10 million). Partially offsetting this is an increase in the budget to replace 10 escalators at Parsons Blvd. ($1 million) and the addition of design funds ($1 million) to replace three escalators at the Whitehall St., Bowery, and East Broadway stations in South Manhattan. Other work in this element is progressing as planned.

The fare collection element decreases by $36 million, mainly driven by change in the deployment pace of SmartCard investments. The SmartCard Implementation project is reprogrammed ($34 million); $10 million remains to support the next phase of pilot testing of contactless fare collection technologies and an MTA study of potential fare collection alternatives. Replacement of electronic components in the AFC (Automated Fare Collection) system ($5 million) is also reprogrammed, and will be coordinated with the SmartCard work. Lastly, the other station improvements element increases by $107 million, largely reflecting a new project to begin a component replacement program across all stations ($71 million, including $21 million from the previously discontinued LaGuardia Airport Access project in the 2000-2004 Capital Program). To address the long investment cycles associated with the full rehabilitation of stations, coupled with shorter useful lives of some station components, NYCT will begin replacing structural components at stations as needed. This work, which will include components such as platform edges, walls, canopies, stairs, and vent bays, will augment the station rehabilitation program. Specific locations are still being evaluated based on the results of the currently on-going station condition survey. The survey project itself increases $5 million, reflecting a scope expansion to address a second phase comprised of all remaining stations. Other increases in this category, largely driven by market conditions, include: the Bleecker St. / Broadway-Lafayette station transfer project ($37 million); the normal replacement improvements at the Dyckman St. station on the Broadway-7th Ave. line ($9 million); and the Jay/ Lawrence station transfer project ($4 million). The increase of the Myrtle-Wyckoff Intermodal project ($7 million) includes the addition of funds transferred from the New York State Legislative Customer Service Reserves. Offsetting some of these increases is the reprogramming of the replacement of gap fillers at 14th St. / Union Square ($34 million).

Track $34 million

The increase in this category mainly reflects escalating overhead and material costs for mainline track budgets of $14 million in 2007, $20 million in 2008, and $15 million in 2009. Based on the latest track condition survey, the pace of mainline switch replacements has been reduced from 36 to 30 switches in 2008 and 2009, decreasing its budget by $5 million and $6 million respectively. NYCT also realized savings in closing out the mainline track and switch programs for 2005 and 2006 ($6 million). The program now funds normal replacement of approximately 53.4 miles of mainline track and 153 mainline switches as compared to 51 miles of mainline track and 165 mainline switches in the last approved program.

Line Equipment ($412 million)

The overall decrease in this category results primarily from the reprogramming of fan plant and tunnel lighting projects.

The total reduction for the ventilation facilities element is $366 million. Five projects consisting of seven fan plant replacements and the construction of three new fan plants are reprogrammed as lower agency priorities, including: fan rehabilitation / replacement work at Jackson Ave. on the Queens Blvd. line ($64 million), 55th St. on the 8th Ave. line ($137 million), and 19th St. vent plants on the 6th Ave. line ($91 million); and two projects to build new fan plants on the 8th Ave. line ($55 million) and the Queens Blvd. line ($33 million). Of the five projects reprogrammed, two could not have progressed in the 2005-2009 timeframe due to complexity and related environmental review requirements (55th St. fan replacement and new 8th Ave. line unit). These two projects plus the new Queens Blvd. unit and the Jackson Ave. fan replacement will be awarded in the next proposed capital program. The 19th St. fan project, included to take advantage of efficiencies from its proximity to another project, is deferred to a future capital program because it is a much lower priority location in NYCT's long term ventilation strategy. Design remains funded for all these projects with the exception of the 19th St. fan project. Offsetting these reductions, the budget for the fan controls project on the Archer Ave. line increased $19 million, reflecting a high bid.

The revised program continues the fan plant project at 30th St. on the 6th Ave. line which will replace three existing plants with one consolidated unit. This project was awarded in December 2006. In light of the reprogramming of these vent plants, NYCT is moving forward with other capital and operating strategies to address prevention of fires and overall risk mitigation as it continues to construct vent plant projects in priority order.

The tunnel lighting program decreases by $48 million, mainly reflecting rescheduling of one project and reductions in others due to scope changes or savings. The project along the local tracks on the 6th Ave. line is rescheduled ($23 million) due to limited track access. This track area will be used concurrently by other projects. The scope of the project on the Lexington Ave. line between Brooklyn Bridge and 33rd St. is reduced $19 million to address other agency priorities. As a result of piggybacking with other projects, savings totaling $14 million were achieved on two projects on the Lexington Ave. and Clark St. lines. Also, the project addressing the 8th Ave. line between 168th St. - 207th St. is reduced by $16 million; these funds are transferred to a structural repair project (budgeted elsewhere in the program) being done in conjunction with this work to better reflect the organization of the project.

Offsetting these reductions is a new project ($20 million) between 4th Ave. and Church Ave. on the Culver line. This work will be performed by in-house forces, and is being advanced in order to piggyback on general orders (G.O.) for the Culver Viaduct repair project. Also, modest increases occurred on two other projects: the Bergen - West 4th St. on the 6th Ave. line ($4 million due to bids received) and Wall St. - Chambers on the Clark St. line ($3 million). The program continues to fund the replacement of approximately 48 track miles of tunnel lighting.

The pump facilities element has an overall small increase of $2 million. The Fulton line wells project increases $3 million as a result of bids received and final force account budget. The Lenox line wells project increases $7 million due a scope change. Originally, the scope addressed cleaning the wells only; the revised scope involves cleaning and replacing equipment in the wells. Lastly, the Prospect Park line pump replacement project increases $2 million. Offsetting these increases are reductions to the deep wells projects on the Nostrand ($4 million) and Crosstown ($6 million) lines. Cleaning of the wells is retained; however, the repairs will be done under the next program. The program funds rehabilitation of 17 pump rooms on four lines and deep wells on four lines.

Line Structures $100 million

Overall, this category's increase is due to the addition of two new projects and by large budget increases for a number of other projects, especially structural painting projects. The increase is offset by reprogramming of a number of projects planned for late 2008 and 2009 to a future program. The safety of line structures will continue to be maintained through the on-going regular inspection process, which flags critical defects for immediate repair either by in-house forces or emergency contract.

Two new projects are proposed in this amendment: flooding mitigation and trackway stabilization on the Franklin Shuttle line. In response to flooding in the subway that occurred after torrential rainstorms in August 2007, NYCT is adding a new project to begin design and mitigation of flood-prone areas of the system ($90 million), the first of two phases. Funds from the discontinued LaGuardia Airport Access project are transferred from the 2000-2004 Capital Program for this work. The second phase will be proposed for the next capital program. On the Franklin Ave. Shuttle (FAS) line, some segments of the track have settled, requiring corrective measures ($17 million).

The budget for the Culver Viaduct repair project increases substantially ($91 million). This increase reflects changing market conditions, the project's complexity, and new scope that includes installing low vibration tracks. Several capital projects on the Culver line are being coordinated with this work: the viaduct repair itself (divided between above-deck and under-deck work); a signal project (4th Ave. Interlocking); tunnel lighting replacement; and two station projects (Smith-9th St. and 4th Ave., to be done in the next program). The project listed in this section addresses only the above-deck portion of the viaduct - the under-deck portion will be done in the next program.

The structure painting program shows increases totaling $49 million for five projects on the Astoria, Broadway / 7th Ave., Flushing, Pelham, and White Plains Rd. lines. These increases reflect market conditions and increased protection and support costs. Other projects with notable increases include the emergency exit alarms project ($13 million - to address additional locations) and the Ocean Parkway Viaduct repair ($6 million - reflecting market conditions). Lastly, the project addressing the 8th Ave. line between 168th St.- 207th St. is increased by $16 million, reflecting the transfer of funds from the tunnel lighting project (as noted earlier) being done in conjunction with this work.

To offset these increases, several structural repair and painting projects are reprogrammed, totaling $177 million. The structural repair project for the West End line ($24 million) will be rescheduled to be done in coordination with the station rehabilitations on the line; the Broadway- BMT line ($26 million), and the Far Rockaway / Rockaway Park Viaduct ($35 million) are deferred to the next proposed program. The painting program includes four funded painting projects to be awarded in 2008 and 2009, which is the most work recommended in this timeframe given the seasonality of outdoor painting and the limited market of structural painting contractors. Therefore, the remaining painting projects will be rescheduled to the next proposed program including the Culver ($19 million), White Plains Road ($14 million), and Jamaica ($26 million - two projects) lines. In addition, the scope of the Rockaway Viaduct-Phase 2 project is reduced ($35 million) and will address only key repairs. At the same time, the need to replace T- beams and the deck slab of the trestle will be monitored and evaluated.

Overall, the various line structure repairs, painting, and related work that will be addressed in this program include:

• 6 route miles of subway structures on three lines: Joralemon Tube, 8th Ave., and Broadway-BMT.
• 2.2 route miles of elevated structure on the Culver, Brighton, and Rockaway lines.
• 14 route miles of painting projects on the Jerome, White Plains Rd., Pelham, Astoria, Broadway / 7th Ave., and Flushing lines.
• Rehabilitation of 135 emergency exits throughout the subway system.
• Installation of additional 481 subway emergency exit alarms.

Signals and Communications $98 million

The signals element of this category increases by $61 million and the communications element increases by $37 million.

The increase in the signals element reflects the agency's strategy to expand the use of advanced signals technology (i.e. Communication Based Train Control or CBTC), as well as updated budget estimates based on the latest design and project phasing plans, bid experience, and the addition of new projects. NYCT and MTA conducted an extensive risk assessment for the installation of CBTC on the Flushing line and for the related purchase of new cars and modification of existing cars that would be needed, resulting in a design- and risk-based budget and schedule. Based on this effort, the budget for the signals portion increases $103 million. Part of the project will be funded in the next program, as will the car retrofit and a large portion of the new cars to be purchased (as noted earlier in the Cars category discussion). The budget for the installation of CBTC equipment on 64 R-160 cars increases $33 million. These cars will be used on the Canarsie line, to provide a 100 percent, CBTC-equipped fleet in order to utilize the full benefits of CBTC (currently, the line operates with both CBTC- and non-CBTC equipped cars). Two new projects are proposed: $15 million for the initial phase of a CBTC test track on the Culver line, which, when completed in the next program, will facilitate future CBTC installations and allow NYCT to test wayside and carborne CBTC equipment and systems from multiple vendors; and $10 million for relay replacement to improve signal reliability. Several other signals projects have notable increases. Reflecting a high bid and additional scope, the White Plains Rd. signal modernization project increases $91 million; this project is the third and final phase in modernizing the signals for the line. Stop cables, which are critical safety components of the signal system, are being replaced in phases during the 2005-2009 Capital Program; the Stop Cable Replacement project requires an additional $17 million to complete Phase 3 at various locations throughout the system. Also, due to increased force account costs, the project budget to modernize the Fifth Ave. and Lexington Ave. interlockings on the Queens Blvd. line is increased by $25 million.

Reductions in interlocking modernization projects offset the above increases. The scope of the Culver line interlocking project is reduced from four interlockings (4th Ave., Church Ave., Kings Highway, and Ave. X) to one and the budget is reduced by $93 million. The 4th Ave.

interlocking remains in the program and will be done in coordination with the Culver Viaduct repair and a tunnel lighting project on the line. The Church Ave. interlocking, which is the largest of the four, is reprogrammed to the next capital program while Kings Highway and Ave. X are deferred as lower agency priorities. Also due to funding constraints, the modernization of two interlockings on the Queens Blvd. line project is deferred ($130 million), though design and asbestos abatement remain funded. These interlockings will continue to be maintained to ensure safe operation. The interlockings remaining in the program represent the highest priority interlocking investments; the reprogrammed locations will be prioritized as part of the next capital program.

In the communications element, the estimate for the project to replace the subway radio system exceeds current funding, reflecting greater complexity stemming from new federal requirements to switch to narrowband frequencies (from 25 kHz per channel to 12.5 kHz) that require additional equipment replacement. NYCT will now implement it in two phases, with the first phase funded in this program. As a result the budget is reduced $25 million. Additional locations are added to a copper cable replacement project, requiring $11 million. Also, two new projects are proposed. One is for new communication capabilities at 44 stations ($47 million) that currently do not have PA systems or information screens to be used in emergencies, such as the disruptions caused by flooding in August 2007. The other funds the initial phase of HVAC upgrades in station communications rooms ($10 million), needed to protect the new data network equipment in these rooms from overheating.

Power ($30 million)

The overall decrease in this category reflects project scope changes and the reprogramming of projects, especially in the power distribution area. The substation projects awarded to date are generally on or close to budget, with minor adjustments. A notable increase is the modernization of the Greeley Substation ($6 million), due to increased support costs. Also, $6 million is added to the underground substation hatchway rehabilitation project to incorporate lessons learned from early phases of the project. Offsetting these are several project deferrals: the DC feeder system and circuit breaker house for the Jay St. substation ($3 million) and two substation enclosure repair projects ($20 million).

In the power distribution element, the power cable replacement project for the Cranberry Tube increases by $37 million. This reflects new scope for additional duct replacement along Fulton St. in Manhattan to address its deteriorated condition and to take advantage of construction efficiencies with another project in the same location managed by the City of New York. The circuit breaker house project at E. 180th St. on the White Plains Rd. line increases $9 million, reflecting a high bid for the work, which is being done in conjunction with the signal rehabilitation project at the location. In addition, NYCT is proposing a new project to rehabilitate manholes at two locations ($7 million). Offsetting these additions, three projects are reprogrammed: replacement of emergency alarms - phase 1 ($23 million) to allow further evaluation of new technology to be used in the systems upgrade; rehabilitation of two circuit breaker houses ($8 million); and the duct bank repair project on the Lenox line ($6 million). Also, the scope of replacement of negative cables on the 4th Ave. line is reduced to address the southern part of the line only; its budget is reduced by $31 million. Lastly, the project to replace negative cables on the Rockaway line has been reduced by $7 million, reflecting savings through an alternate design approach.

Shops ($261 million)

The decrease in this category primarily reflects the deferral of the project to reconfigure and expand the 207th St. Overhaul Shop ($259 million). The scope is reduced to core elements and split into several phases. This program will now fund the design of the shop expansion ($9 million) and installation of new cranes and shop equipment ($5 million). Due to funding constraints, the main scope elements - expansion, heating systems, track, signal, and electrical work - are deferred to the next program. The Atlantic Ave. Cable Shop project decreases by $7 million; remaining funds are for property needs as NYCT looks to expand the facility. Project scope development, design, and construction will be allocated in a future capital program once additional property is secured. The decreases in these projects are offset slightly by a $5 million increase in the shop equipment project to acquire additional items, including a drop table at Coney Island, fan balancing equipment, and equipment at the Traction Motor Shop.

Yards ($6 million)

The decrease in this category mainly reflects the reprogramming of Jamaica Yard Expansion- Phase 1 ($20 million) to support other agency priorities. The budget of the 38th St. yard portal / viaduct / retaining wall repair project increases $10 million, reflecting complete replacement of the viaduct structures, rather than partial. Revised estimates and additional scope led to a $5 million increase in yard fencing projects. The 2005-2009 program funds replacement of approximately 6.5 miles of yard and non-revenue track and 75 yard switches.

Depots ($74 million)

The overall decrease in this category reflects several significant budget adjustments, a number of new projects and the reprogramming of a number of projects.

The Mother Clara Hale depot reconstruction increases by $220 million, reflecting refinement of major scope variables (including the decision to reconstruct rather than rehabilitate the building), market impacts on major facility projects, project complexity, and NYCT's recent experience with building new bus facilities (i.e. - 100th St. depot and Grand Ave. Central Maintenance facility / depot). The project scope includes demolition of the existing depot, abatement of hazardous materials, preparation of temporary facilities for operations during construction, and construction of the new depot. In addition, three new projects are proposed. One funds priority repairs at three depots ($20 million) in lieu of larger rehabilitation projects. The second funds a new facility needed for Department of Buses personnel and operators at Staten Island's St. George terminal ($4 million), which currently does not have a dedicated facility. The third funds a reconfiguration of the current Jamaica Terminal in Jamaica, Queens ($3 million) to improve operations.

Construction of the Jamaica depot replacement is rescheduled ($115 million) because a suitable site has not been located. Detailed scope development and design remain funded, and will commence once a site for the new depot is secured. The bus locator system project is reduced by $54 million, reflecting the final phase of systemwide rollout, leaving $31 million for the next phase of up to three depots in this program. This work is intended to follow on an ongoing pilot project from the 2000-2004 Capital Program; the pilot project has experienced delays that, in turn, delay the full rollout beyond 2009. Due to funding constraints, NYCT also has deferred to future capital programs the rehabilitation work at the Ulmer Park ($25 million) and Flatbush ($21 million) depots. Replacement of the central bus radio system is rescheduled ($83 million) in order to coordinate the recent decision to relocate the bus command center to NYCT's Rail Control Center and also to better integrate the needs of other MTA bus services. Also deferred to a future program is the refurbishment of NYCT's Keene (coin removal) machines ($3 million). Lastly, the replacement of bus washers at four depots (Kingsbridge, Gun Hill, Manhattanville, and Casey Stengel) is reduced to one (Gun Hill) with a concurrent budget reduction ($18 million); design is funded for all depots.

Service Vehicles ($5 million)

The decrease in this category mainly reflects the deferral of some rubber-tire vehicle purchases to the next program ($5 million). The 2005-2009 Capital Program will replace a total of 212 heavy-duty rubber-tire vehicles and 22 work train vehicles.

Miscellaneous ($21 million)

This category includes various, generally smaller projects that support the overall program, including program contingency, insurance, engineering and environmental services, and scope development. In addition, improvements to employee facilities across the system as well as certain management information systems (MIS) are funded in this category.

Though a variety of budget changes have occurred in the category, the main cause of the overall decrease is the reprogramming of projects to the next proposed program. In most cases, these deferrals are needed to support higher agency priorities elsewhere in the program; in some cases, though, they are linked with other capital projects. Deferrals include: a PBX switch replacement ($15 million) and token ring replacement ($4 million) from the MIS element; an asbestos removal project ($7 million) and an asbestos / lead monitoring project ($7 million) from the environmental and safety element (these needs will continue to be addressed by existing removal and monitoring projects); and employee facility improvement projects at Jamaica Yard ($4 million), 207th St. on the 8th Ave. line ($6 million), and West 4th St. on the 8th Ave. line ($12 million). The bus command center project ($10 million) is merged with the bus radio system replacement project that has been moved to the next program. Also rescheduled is the migration of existing communications systems from 370 Jay St. to Livingston Plaza ($10 million), pending evaluation of the redevelopment of the building. Another administrative project decrease is NYCT's design reserve ($26 million), reflecting funds transferred to support new design work for future projects.

Offsetting the above reductions somewhat is a number of budget increases. The Owner Controlled Insurance Program for NYCT's 2005-2009 Capital Program (OCIP) increases $27 million, reflecting coverage extended to additional projects. OCIP covers selected third-party construction projects. The project to install fire alarms / sprinklers at five locations increases $19 million, reflecting a high bid that was rejected and subsequent repackaging of the project scope. Also, $11 million is added for a G.O. support unit to coordinate customer service planning during planned and unplanned service diversions related to capital projects. Lastly, a new project is proposed ($4 million) to construct employee facilities at the Church Ave. station Culver line to support the extended G service to Church Ave. station.

Increased budget needs exist for projects in the older 1992-1999 and 2000-2004 Capital Programs. The plan amendment incorporates the transfer of $49.2 million to the 1995-1999 Capital Program and $149.0 million to the 2000-2004 Capital Program for the following projects:

Table IV
1995-1999 Capital Projects with Funding Needs
($ in millions)

Project Number	Project Description	Total Shortfall
S30203S1	SIR Signal Modernization	$1.00
T30803CN	CBTC Signals: Canarsie Line	31.47
T3080717	Automatic Train Supervision - A Division	16.20
T31203CD	Coliseum Depot Replacement (West Farms)	0.51
	Total	$49.18

Table V
2000-2004 Capital Projects with Funding Needs
($ in millions)

Project Number	Project Description	Total Shortfall
S4070106	Rehab. 4 SIR Substation Enclosures	$1.18
S4070115	St. George Hardening SIR CCTV	8.53
T40101B2	Purchase 660 B Division Cars	18.30
T40302E1	Express Bus Structure Upgrades	1.70
T40302P1	Retrofit Particulate Filters (Buses)	0.90
T40411-VAR	Rehab. 10 Stations: White Plains Road Line	4.20
T40411-VAR	Rehab. 7 Stations: Brighton Line (Design)	1.55
T40411 -VAR	Rehab. Myrtle / Wyckoff Station Complex	2.97
T4041118	Rehab. E.180th St. Station (Design)	0.77
T40411-VAR	Rehab. 231st St. Station / ADA	0.22
T4041115	125th St. Employee Facilities: 8th Ave. Line	4.57
T4041116	Rehab. Smith-9th St. Station (Design)	0.50
T40411-VAR	Rehab.167th St. & 176th St. Stations: Jerome Line	0.80
T40413AA	ADA Junction Blvd. Station	0.72
T40703E2	Rehab. Elevated Structure: E. Parkway Line	0.30
T40703S4	Rehab. Subway Tunnel: Crosstown Line	0.63
T40703SB	Stillwell Terminal Reconstruction	7.59
T4080305	CBTC: Flushing Line (Design)	4.70
T40803F2	Flushing Line Interlockings - Phase 2	17.30
T40806D1	Data Network: SONET & IRT ATM	10.30
T40806D2	Data Network - Abatement	4.20
T40806P2	PACIS 156 Stations - IRT	13.20
T40806P4	PACIS 24 Stations - Canarsie Line	4.50
T4080701	Back-up Command Center - Livingston Plaza	3.10
T40903S3	Rehab. Cliff St. Substation 8th Ave. Line	1.80
T41004A1	Reconstruct Corona Maintenance Shop	0.60
T41004AX	207th St. Overhaul Shop (Design)	5.00
T41006HS	Rehab. Sands St. Hydraulics Shop	0.10
T41203BC	Grand Avenue Depot / CMF	3.10
T41203FG	Charleston Depot	13.73
T4120401	Paratransit AVLM	9.10
T414042R	Police District Office #23 - Rockaway Park	1.37
T41602CF	2003 Access Control (ODP)	1.30
T41607PS	Print Shop - Distribution Center Relocation	0.16
	Total	$149.0

Staten Island Railway ($25 million)

The decrease in this category results mainly from deferral of the repair of station headhouses at four locations ($5 million) and the rescheduling of the track and switch replacement project at St. George ($36 million). The existing design timeline for the St. George project necessitates rescheduling it to the next proposed program, where the work will be among the agency's prioritized projects. Offsetting these are increases for three projects: the new Arthur Kill station increases $7 million based on an alternatives analysis; installation of fare collection equipment at the Tompkinsville station increases $5 million, reflecting high bids; and improvements to St. George Terminal increases $5 million due to additional scope.

Elements Exceeding 10 Percent of the Approved Plan

Pursuant to the Public Authorities Law, changes to elements greater than 10 percent require approval of the Capital Program Review Board (CPRB) in order to be progressed. Changes are measured from the date of the last CPRB-approved submission, which was March 2006, as opposed to the last MTA Board-approved submission, which was December 2006. (The body of the amendment identifies changes as of the last Board-approved plan.) Table VI shows those elements of the program that have grown by greater than 10 percent since March 2006. CPRB approval is necessary to progress these work elements.

Table VI
NYC Transit Elements with Increases Exceeding 10 Percent
($ in millions)

Element	CPRB Approved Plan	Proposed Plan	Change
New Subway Cars	$1,804.6	$2,179.3	$374.7
Bus Replacement	$834.0	$928.4	$94.4
Disabled Accessibility	$194.9	$262.9	$68.0
Other Station Improvements	$200.2	$335.3	$135.1
Pumping Facilities	$114.8	$127.7	$12.9
Line Structure Rehabilitation	$626.9	$706.4	$79.5
Depot Rehab and Reconstruction	$338.7	$374.6	$35.9
Engineering Services	$139.5	$171.0	$31.5

MTA Long Island Rail Road

The LIRR 2005-2009 Capital Program increases from $2.170 billion (the level approved by the MTA Board in December 2006) to $2.207 billion reflecting the transfer of $11 million from the 2000-2004 and 1992-1999 Capital Programs from available resources and project closeouts, and an increase of $5 million from Program Income for the Hudson Yards Overbuild design and support effort. In addition, $20 million is transferred from the previously discontinued LaGuardia Airport Access project in the 2000-2004 capital plan as part of a comprehensive distribution of these funds to meet priority transit needs. LIRR investments utilizing these funds are detailed below.

In this amendment, LIRR adds several new projects including gap mitigation initiatives such as threshold plates for the M-7 fleet and Penn Station platform modifications, a new bridge painting project, the Jamaica Capacity Study, and parking improvements at Ronkonkoma. This amendment also reprograms some projects, including the Jamaica Interlocking Design pending completion of the Jamaica Capacity Study and the Babylon to Patchogue signal improvements project now planned for the next capital program. Construction of selected bridge rehabilitations are reprogrammed to early in the next program as well with design for these bridge efforts to be completed by the end of this program. Additional funds were added to projects where bids came in higher than estimates, including ACL Direct Fixation, Phase 2 of the Jamaica Fit-Out project, and a revised estimate for the Babylon Car Wash.

Table VII and the discussion that follows summarize the proposed changes to LIRR's 2005-2009 Capital Program by investment category.

Table VII
LIRR 2005-2009 Capital Program by Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
Rolling Stock	$371.1	$385.1	14.0
Passenger Stations	104.8	126.5	21.7
Track	561.3	582.9	21.6
Line Structures	282.6	275.2	(7.4)
Communications & Signals	349.1	297.1	(52.0)
Shops & Yards	168.9	186.9	18.0
Power	145.5	150.2	4.7
Miscellaneous	186.6	202.7	16.1
Long Island Rail Road Total	$2,169.9	$2,206.6	36.7

Rolling Stock $17 million

In addition to the purchase of 158 M-7 electric cars, four new projects were added to this category. A new M-7 Horns project ($7 million) will modify the train horns on M-7 cars to lessen community impacts while maintaining compliance with FRA requirements. The M-7 Threshold Plates project ($3 million) will install new door threshold plates on all M-7 cars to enhance gap safety when customers enter and exit the train. There are also two new specification development projects: the work/protect locomotives ($3 million) and the LIRR share of the M-9 electric fleet specification development project ($1 million), to be progressed jointly with Metro-North Railroad. These specification development projects will prepare for future rolling stock purchases.

Passenger Stations $22 million

Station investments include replacement of platforms, stairs, escalators and elevators and the rehabilitation of existing parking spaces. Also included is the purchase of ticket vending machines for stations throughout the system.

Distribution of LaGuardia Airport Access funds has enabled three critical new station projects to be added to replace/upgrade the elevator in Atlantic Terminal ($3 million), repair/upgrade the ramps at the Forest Hills station ($2 million), and construction of two new elevators as well as platform lighting and railing replacements at Flushing-Main St. ($9 million) to make this station wheelchair accessible. In addition, a project is added to construct two new elevators at Queens Village ($9 million), a portion of which utilizes LaGuardia Airport Access funds to replace platform lighting and station railings, making this station wheelchair accessible as well.

Adjustments to existing station projects include the Jamaica Fit-Out Phase 2 project increase ($8 million) as a result of bids higher than estimated and scope added to the project. The Seaford station platform replacement project decreased ($2 million) as a result of bids lower than estimated. Two other station project budgets were also reduced to reflect revised estimates to complete: Broadway platform replacement ($4 million) and the Cold Spring Harbor Overpass ($1 million).

In parking, a new project was created ($4 million) for Ronkonkoma Parking Improvements, to repair and upgrade surface parking adjacent to the Ronkonkoma station with funding transferred from the Parking Rehabilitation project.

Two new Penn Station projects were also added: relocation of the LIRR Customer Service Office within Penn Station to facilitate the expansion and renovation of the Ladies Restroom is funded with LaGuardia Airport Access funds ($1 million); and modification of the platform edges in Penn Station will accommodate the new threshold plates being added to the doorways of LIRR trains as a gap safety enhancement ($1 million). In addition, a portion of the Penn Station employee facilities, yards, and building normal replacement work ($5 million) is being reprogrammed to early in the next program to fund needs elsewhere in the program.

Track $22 million

The ongoing track program consists of the normal replacement of track components. Also included is phase one of the design and construction of grade crossing eliminations and track capacity improvements on the Main Line from Floral Park to Hicksville.

Project budgets were increased for Amott Culvert ($4 million) to reflect a revised estimate to complete and for ACL Direct Fixation ($14 million) due to bids received that were higher than estimated. The 2009 Track Program also increased ($12 million) to maintain the annual track program at the required level. In addition, the designs for two track projects in the vicinity of Jamaica Station, Jay Interlocking Reconfiguration ($9 million) and Hall Universal Crossover ($2 million) were rescheduled to the next capital program to allow the Jamaica Capacity Study to be completed prior to advancing these projects.

A new project, Great Neck Pocket Track Extension - Design ($3 million), will design an extension of the existing Pocket Track in Great Neck with construction in the next capital program. This effort will accommodate additional train storage on the Port Washington Branch required to meet capacity requirements for opening day East Side Access service to Grand Central Terminal.

Line Structures ($7 million)

Investments in Line Structures consist of the rehabilitation of bridges and viaducts. Also included are fire, life and safety improvements in the East River Tunnels' ventilation systems, benchwalls, tunnel lining and floodgates. Funds are added ($6 million) for a new bridge painting project for the Manhasset Viaduct and Wreck Lead Bridge, along with bridges on the Babylon and Port Washington Branches. Painting of LIRR bridges over the Brooklyn-Queens Expressway and Cross Island Parkway in Queens is funded with LaGuardia Airport Access funds. A new design project ($1 million) for replacement of the Colonial Road Bridge, an LIRRowned 19th century highway bridge in Great Neck, is also added with construction planned for the next capital program. The Powell Creek & Hog Island Channel Bridge Replacement project increased ($1 million) due to revised estimates.

With design work scheduled for completion near the end of this program, construction efforts for the Shinnecock Canal/North Highway/Montauk Highway Bridge rehabilitation ($12 million) and the Broadway (Port Washington Branch) & 150th St. (Jamaica) bridge rehabilitation ($10 million) will begin early in the next program. Consistent with past practice, the LIRR will continue to maintain these bridges and all line structures in a safe condition. Reductions to the Bridge Rehabilitation Program project ($2 million) and the Port Washington Branch Bridge Abutment project ($1 million) reflect revised estimates to complete.

Finally, additional funding ($10 million) has been added to the East River Tunnel Fire & Life Safety project to cover additional costs for the First Avenue and Long Island City Vent Plants.

Communications and Signals ($52 million)

LIRR communications investments include the continued expansion of the fiber optic network and the Audio-Visual Paging System (AVPS). The LIRR VHF radio system will be modernized and deteriorated communications poles will be replaced system-wide. The Communications project budgets in the 2005-2009 Capital Program remain unchanged.

Signal projects rehabilitate interlockings and continue cyclical normal replacement in an effort to maintain this infrastructure in a state of good repair. Project budgets were decreased for Jay, Hall, Dunton Microprocessors ($8 million) and Valley Interlocking - Phase II ($8 million) to reflect revised estimates to complete.

Two signals projects will also be rescheduled. Jamaica Interlocking Design ($15 million) will be undertaken in the next capital program, following the completion of the Jamaica Capacity Study. The Babylon to Patchogue signal improvement project ($21 million) is also planned for the next capital program, as part of a broader effort to invest in signal infrastructure east of Babylon.

Shops and Yards $18 million

Investments in this category include the replacement of rolling stock support equipment, infrastructure improvements to accommodate maintenance and repair of the new electric and diesel fleets and soil remediation in yards.

Project budgets were increased for the Hillside Facility Roof Rehabilitation ($2 million) and the Maintenance of Way Repair Facility project ($5 million) due to a combination of bids higher than estimated and some scope added to the projects. Upon completing design, the project budget for Babylon Car Wash was increased ($9 million) to reflect the revised estimate to complete.

To more efficiently align purchases of shop equipment with the shop upgrades being made as part of the Life Cycle Maintenance (LCM) investments, $8 million was moved from the Rolling Stock Support Equipment to the LCM-Shop Design and Construction project within the Category.

Finally, using LaGuardia Airport Access funds, a new project was added to the program for design of the Port Washington Yard reconfiguration ($2 million) with construction planned for the next capital program. When completed, the increased storage capacity at the Port Washington Yard will prepare the LIRR for East Side Access service, while providing improved service to Port Washington Branch stations which are predominantly located in Queens.

Power $5 million

The Power category includes the replacement and upgrade of the systems to support the movement of electric trains, including the normal replacement of deteriorated power components and replacement of substations.

In this category, two additional substations were added to the Demolition/Construction substations project for a total of six to replace the Bellaire substation on the Main Line in Queens ($10 million) and the Merrick Substation on the Babylon Branch ($12 million). To address priority power needs at Merrick, construction of a new substation on the West Hempstead Branch in the Power System Upgrade project is deferred to early in the next program. The Third Rail Cable project budget increased ($1 million) as well to account for additional scope to replace the Wreck Lead cable in Long Beach.

As a result of revised estimates to complete and work efficiencies, the budgets decreased for the Third Rail Protection Board project ($5 million) and the Composite Third Rail project ($2 million).

Miscellaneous $16 million

This category of investment includes various program administrative costs, including program contingency.

There are two new projects added with this amendment. The Hudson Yards Overbuild Support project ($5 million) will facilitate support efforts required for the developer's overbuild of the LIRR's West Side Yards. The Jamaica Capacity Study ($7 million) will establish a strategy for increasing train capacity in the vicinity of Jamaica and create a master-vision for infrastructure investments at Jamaica to support future service growth needs, including impacts of East Side Access service to Grand Central Terminal.

The $24 million environmental remediation program objectives within this category remain consistent with the approved plan. However, funding is shifted between projects to address priority environmental needs, including the de-programming of the $0.4 million Rail Lubricators Design project determined to be unnecessary.

The Program Administration project budget was increased ($18 million) to fund 2009 Capital Program costs. Reductions include Property Liability ($6 million) to reflect premiums being paid through the operating budget, Program Development ($5 million) to support the Jamaica Capacity Study, and Program Contingency ($4 million) to fund needs elsewhere in the program.

Elements Exceeding 10 Percent of the Approved Plan

Pursuant to the Public Authorities Law, changes to elements greater than 10 percent require approval by the Capital Program Review Board (CPRB) in order to be progressed. Changes are measured from the date of the last CPRB approved submission, which was March 2006, as opposed to the last MTA Board approved submission, which was December 2006. (The body of the amendment identifies changes as of the last Board approved plan.) Table VIII shows those elements of the program that have grown by greater than 10 percent since March 2006. CPRB approval is necessary to progress these work elements.

Table VIII
LIRR Elements with Increases Exceeding 10 Percent
($ in millions)

Element	CPRB Approved Plan	Proposed Plan	Change
Stations and Buildings	$73.1	$99.7	$26.6
Shops and Yards	$107.6	$186.9	$79.3
Miscellaneous	$182.7	$202.7	$20.0

Numbers may not total due to rounding

 

Metro-North Railroad  

The MNR 2005-2009 Capital Program increases from $1.376 billion (the level approved by the MTA Board in December 2006) to $1.410 billion. This $34 million increase is due primarily to the transfer of $10 million from the 2000-2004 and 1992-1999 Capital Programs from available resources and project closeouts. Other factors include an increase from Legislative Reserves for the Poughkeepsie Station Building ($2 million), an increase of CMAQ funds for added Route 9A intersection improvements at Cortlandt ($5 million), an increase of TEP funds for Tarrytown Station Building Rehabilitation work ($2 million), a Federal earmark increase for the Stewart Airport Alternatives Analysis study ($2 million), and an increase from Program Income for purchase of the Doral Hat Building in Beacon ($2 million). In addition, $14 million is transferred from the previously discontinued LaGuardia Airport Access project in the 2000-2004 capital plan as part of a comprehensive distribution of these funds to meet priority transit needs. The MNR investment utilizing these funds is detailed below. The amendment also transfers funds for the Parking contribution at 525 North Broadway, White Plains ($3 million) to the 2000-2004 MTA Capital Construction Capital Program.

Table IX and the discussion that follows summarize the proposed changes to MNR's 2005-2009 Capital Program by investment category.

Table IX
MNR 2005-2009 Capital Program by Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
Rolling Stock	$252.2	$249.9	($2.3)
Stations	235.7	260.3	24.6
Track and Structures	245.2	243.7	(1.5)
Communications and Signals	74.9	75.3	0.4
Power	102.7	104.7	2.0
Shops and Yards	378.2	384.8	6.6
Miscellaneous	86.6	91.4	4.8
Metro-North Railroad Total	$1,375.5	$1,410.0	$34.6

                Numbers may not total due to rounding

Rolling Stock ($2 million)

The MNR investments in this area continue the replacement and modernization of the fleet. With the acceleration of M-8 Procurement (originally scheduled for the next capital program), MNR has decided to retire its M-2 fleet earlier than planned. This allows for the elimination of future elements of the M-2 Critical System Replacement (CSR) project ($10 million), which was originally intended to extend the life of these cars through the end of the next program. Upon completion of this revised program, 50 percent of the 240-car fleet will have gone through the CSR. Funding was also added to this category ($7 million) for the Mid-Life Remanufacture of 4 locomotives acquired last year from New Jersey Transit (NJT), per the renegotiation of MNR's agreement with NJT, to accommodate growing West of Hudson service needs. In addition, budgets have been adjusted to account for revised estimates.

Passenger Stations $25 million

The stations category includes structural rehabilitation of Grand Central Terminal, the rehabilitation of select Hudson, Harlem and New Haven lines (in New York State), strategic intermodal station/parking facilities and expansion of parking facilities system-wide. This category includes two new projects: a Bronx Stations/Capacity Improvements project ($14 million) focused on infrastructure and stations from Fordham to Wakefield on the Harlem line in the Bronx, which will be funded by the distribution of LaGuardia Airport Access funds; and a new project will be advanced to replace the current GCT employee facilities ($18 million). Other increases to this category include the addition of CMAQ funds for Route 9A intersection improvements ($5 million) related to the new Cortlandt parking and access improvement project and $4 million for the Poughkeepsie Station Building, $2 million of which reflects the addition of Legislative Reserves. Other increases based on revised estimates to complete include the Upper Harlem Line Station Improvements project ($1 million), GCT Trainshed repairs ($1 million) and GCT platform improvements ($1 million).

Category decreases include deferral of the Tarrytown Platform/Overpass work in the Hudson Line Station Improvements project ($8 million) and construction of Croton-Harmon/Peekskill station improvements ($4 million) to be advanced as priorities in the next program. Additionally, prior delays in securing the necessary agreement with City of New York result in most of the GCT leaks remediation construction work ($5 million) moving to the next capital program. Also, funding allocated for parking ($3 million) was transferred to the 2000-2004 capital program to support the purchase and outfitting of the 525 North Broadway building in White Plains, NY, jointly progressed with the MTA Capital Construction Company.

Track and Structures ($2 million)

The ongoing track program provides for the replacement of ties and rail along with cyclical surfacing and interlocking/switch replacement throughout the entire Metro-North territory in New York State. It includes repair of undergrade/overhead bridges throughout the territory and West of Hudson track improvements.

The Replace/Repair Undergrade Bridge project is reduced by $2 million to reflect the rescheduling of work at two locations to be completed early in the next capital program to secure required track outages and avoid adverse impact on customers. Beacon Line Undergrade bridge work is also deferred to the next capital program ($3 million). The West of Hudson Undergrade Bridge Project increased by $2 million to advance the rehabilitation of the bridge over the Wallkill River, along with additional Right-of-Way Fencing work systemwide ($1 million). $1 million is also added to the GCT Turnout/Switch Renewal project to procure specialized switch materials and long lead items.

Budgets for the remainder of the projects in this category have been adjusted to account for revised estimates.

Communications and Signals $0.4 million

Investments in communications and signals replace the aging signal system (wayside and Operations Control Center) with the latest technology and provide for the optimization of train capacity at locations system-wide. The budget for this category remains essentially unchanged with minor adjustments to reflect revised estimates to complete.

Power $2 million

Power investments maintain the condition of existing assets and increase track power capacity where needed system-wide. Adjustments to this category primarily reflect the impacts of two projects. $1 million was transferred upon completion of Aluminum 3rd Rail work in the 2000- 2004 Capital Program to the Aluminum Third Rail project in this program. Also, the project to install sectionalizing switches in GCT increased ($1 million) to reflect a revised estimate to complete.

Shops and Yards $7 million

The shops and yards investment for MNR includes upgrades to facilities to accommodate growth in the rolling stock fleet and support the implementation of the Reliability Centered Maintenance program. Adjustments to this category include funds transferred in order to advance preliminary design of the fourth phase of the Croton-Harmon Shop Master Plan ($9 million), along with approximately $2 million transferred from the 2000-2004 Capital Program Croton-Harmon Shop Master Plan project into the current program. In addition, as a result of a favorable construction award of the Highbridge Yard Car Wash project, $4 million was transferred to help fund other priority needs.

Miscellaneous $5 million

This category of investment includes various program administrative costs, including program contingency. Increases to the category include $2 million in Program Income for the purchase of the Doral Hat Building in Beacon and $3 million in Program Development for MNR's share of the Stewart Airport Rail Access Alternatives Analysis study, including a $2 million Federal earmark to complete the study.

Elements Exceeding 10 Percent of the Approved Plan

Pursuant to the Public Authorities Law, changes to elements greater than 10 percent require approval by the Capital Program Review Board (CPRB) in order to be progressed. Changes are measured from the date of the last CPRB approved submission, which was March 2006, as opposed to the last MTA Board approved submission, which was December 2006. (The body of the amendment identifies changes as of the last Board approved plan.) Table X shows those elements of the program that have grown by greater than 10 percent since March 2006. CPRB approval is necessary to progress these work elements.

Table X
MNR Elements with Increases Exceeding 10 Percent
($ in millions)

Element	CPRB Approved Plan	Proposed Plan	Change
Grand Central Terminal	$35.7	$50.0	$14.3
Shops & Yards	340.2	384.8	44.6

Numbers may not total due to rounding

 

MTA Bridges and Tunnels

The B&T 2005-2009 Capital Program increases from $1.202 billion (the level approved by the MTA Board in December 2006) to a new total of $1.209 billion, reflecting the transfer of $7 million from the 2000-2004 and 1992-1999 Capital Programs from project closeouts. Additionally, in this amendment, B&T reprograms seven projects: Deck Replacement at the Bronx Toll Plaza and Rehabilitation of the Robert Moses Building at the Triborough Bridge ($18 million), Upgrade of the Electrical System and Power Distribution Upgrades at the Brooklyn Battery Tunnel ($11 million), Bridge Lighting/ Facility Power and a Seismic Study at the Throgs Neck Bridge ($4 million) and two ITS projects, Violations Enforcement System and E-ZPass Systems Infrastructure ($11 million). The reprogrammed work will be combined into project scopes proposed in the next capital program.

One new project is added for structural steel repairs at the Verrazano Narrows Bridge ($11 million). Overall, the capital program objectives remain consistent with the approved plan. Over 96 percent of the program is allocated for the normal replacement of assets that have reached their expected useful life, including two major deck rehabilitation projects at the Bronx- Whitestone and Triborough bridges.

Table XI and the discussion that follows summarize the proposed changes to B&T's 2005-2009 Capital Program by investment category.

Table XI
MTA B&T 2005-2009 Capital Program by Category
($ in millions)

Category	MTA Board Approved Plan	Proposed Plan	Change
Structures	$178.4	$166.6	($11.8)
Roadways & Decks	743.6	790.3	46.7
Toll Plazas	74.7	28.0	(46.7)
Utilities	36.9	24.3	(12.7)
Buildings & Sites	146.5	177.5	31.0
Miscellaneous	21.9	22.5	0.5
MTA B&T Total	$1,202.1	$1,209.1	$7.0

Numbers may not total due to rounding

Structures ($12 million)

Investments in this category generally address the components of the superstructure or the substructure that support the superstructure. The budget for this category decreases by $12 million to reflect the reprogramming of the construction budget ($10 million) for Anchorage and Tower Protection at the Throgs Neck Bridge to the next capital program. In addition, Program Contingency funding was transferred ($10 million) to address increases in several projects across the program. A new project ($11 million) is also added for structural steel repairs at the Verrazano Narrows Bridge, accelerated based on the results of the most recent biennial inspections. Budgets for other projects in the category are adjusted to reflect contract award amounts and current estimates to complete.

Roadways and Decks $47 million

Investments in this category rehabilitate the bridge and tunnel roadways, decks, approaches, and drainage systems. Three project budgets were increased to reflect the revised construction estimates: Replacement of the Elevated and On Grade Bronx Approaches at the Bronx Whitestone Bridge ($44 million), Deck Replacement of the Queens Approaches at the Throgs Neck Bridge ($22 million) including added lighting and power work; and Rehabilitation of the Approaches at the Verrazano Narrows Bridge ($19 million), which also reflects the accelerated construction schedule and contractor incentives.

Revised estimates to complete also resulted in decreases to two projects: the Rehabilitation of the Decks on the Suspended Spans of the Verrazano Narrow Bridge ($3 million) and the Deck Replacement work on the Randall's Island Viaduct of the Triborough Bridge ($6 million). The Deck Replacement at the Bronx Toll Plaza of the Triborough Bridge ($15 million) was rescheduled to the next capital program. The Orthotropic Deck Rehabilitation project at the Throgs Neck Bridge was reduced in scope to include only the interim steel repairs ($9 million) with the full rehabilitation planned for the next program. Similarly, design for Widening of the Belt Parkway Ramps at the Verrazano Narrows Bridge was reduced to a study/conceptual design ($6 million) with full design advanced in the next capital program along with construction. Budgets for other projects in the category are adjusted to reflect contract award amounts and current estimates to complete.

Toll Plazas ($47 million)

This category addresses components of the bridge toll plaza, including the tollbooths and islands, lighting and utilities, and approaches. The proposed budget reduction is primarily due to projects reprogrammed to the next capital program with funding reallocated to support cost increases elsewhere in the program. Scope reductions to Agency-wide initiatives include a Digital Video Surveillance System ($4 million), the Second Generation E-ZPass ($6 million) and Advanced Automated Traffic Detection ($7 million). Construction for the Replacement of the Upper Level Toll Plaza Deck at the Henry Hudson Bridge ($18 million), the Violations Enforcement System ($9 million) and upgrades to the E-ZPass Systems Infrastructure ($2 million) were rescheduled to the next capital program. The budget for the design of the new Toll Plaza at the Verrazano Narrows Bridge was reduced ($3 million) to reflect the actual contract award. Utilities ($13 million)

Investments in this category include the replacement, rehabilitation or upgrade of the mechanical, electrical and lighting systems, as well as tunnel ventilation equipment. The budget reduction in this category is primarily the result of two projects rescheduled to the next capital program: Electrical System and Power Distribution Upgrades at the Brooklyn Battery Tunnel ($11 million) and Bridge Lighting and Facility Power at the Throgs Neck bridge ($3 million). Budgets for other projects in the category are adjusted to reflect contract award amounts and current estimates to complete.

Buildings and Sites $31 million

This category addresses service buildings, ventilation buildings and garages. The Rehabilitation of the Ventilation System at the Brooklyn Battery Tunnel increases by $14 million due to high bids. Revised construction estimates to complete resulted in an increase to the budgets for the Rehabilitation of the Service and Facility Engineer's Office at the Queens Midtown Tunnel ($7 million) and Rehabilitation of Building 104 at the Triborough Bridge ($15 million) and a decrease ($3 million) to the budget for the Tenant Relocation/New Building project to house NYC Department of Parks and Recreation personnel and shops displaced by construction at the Triborough Bridge. The Rehabilitation of the Robert Moses Building at the Triborough Bridge ($2 million) was reprogrammed to the next capital program.

Miscellaneous $0 million

Projects in this area provide for costs associated with the support and management of the capital program, including protective liability coverage, independent engineering and scope development. The budget for this category remains relatively unchanged with minor budgetary adjustments across the category.

MTA Bus Company

The merger of all seven private bus lines into the MTA Bus Company was finished in February 2006, resulting in a fleet of more than 1,350 buses, the 10th largest bus fleet in the United States and Canada. When creating the MTA Bus Company, the Board also amended the 2000-2004 Capital Program to provide initial capital funding to replace overage buses previously operated by the private companies. A capital budget for MTA Bus was established for 2005-2009 in January 2006, primarily to begin addressing the agency's facility needs. Prior to MTA Bus assuming control of operations, the knowledge of the condition of the facilities was based on a visual survey of the private bus lines' assets and facilities. That study did not include new technology requirements, power upgrades, or structural assessments.

Table XII summarizes the proposed changes by category and the following narrative highlights the major changes in the Bus Company's program.

Table XII
MTA Bus Company 2005-2009 Capital Program by Investment Category
($ in millions)  

Category	CPRB Approved Plan	Proposed Plan	Change
Bus Company Projects	$138.2	$144.5	$6.3
Total	$138.2	$144.5	$6.3

                Numbers may not total due to rounding

Bus Company Projects $6 million

This amendment incorporates two changes in the Bus Company's capital program. First, the program increases by $6 million, reflecting new funding from the City of New York. Second, the amendment reflects the agency's identification of new capital needs based on its operating experience since the merger and also adjusts project budgets, reflecting refined scopes, cost estimates, market conditions, and schedule changes for existing projects. Consequently, an existing reserve for facilities and equipment is reduced from $81 million to $8 million, and the funds reallocated among various new and existing projects.

New projects totaling $53 million are proposed. This includes $6 million (noted above) in new funding from the City of New York to be used for environmental remediation work at various MTA Bus depots. Bus parking areas will be improved via two projects ($10 million) at the JFK and Baisley Park depots. Depot security will be addressed throughout the MTA Bus facility network through two projects ($13 million) to address access control, perimeter hardening, intrusion detection, and alarms. A new fueling lane and new bus washer / reclamation system ($8 million) will be built at the LaGuardia depot. Similarly, fuel storage systems ($3 million) will be replaced at the Baisley Park, JFK, and LaGuardia depots to improve capacity. New fire protection systems ($10 million) will be installed at these depots and also at the Eastchester depot. Lastly, a detailed engineering assessment of the MTA Bus fleet and facilities is proposed to help the agency identify long term needs and investment priorities ($3 million).

The project to improve ventilation at the LaGuardia, Far Rockaway, Eastchester, JFK, and Baisley Park depots has been re-scoped and its estimate increased by $20 million. Now the work includes full roof replacement at the depots in addition to ventilation improvements. Also, for better control and management, the original project is divided into five separate projects totaling $33 million. Other existing projects are progressing generally as planned, featuring minor budgetary or administrative changes.

MTA Interagency:
Planning

This plan amendment re-establishes the Planning Category at $42 million to continue Board approved investments initiated in the 2000-2004 plan. Of this, $10 million is added for the MTA share of the Tappan Zee Bridge Rail study for continued work on the draft and final environmental impact statements and ultimately to achieve an FTA record of decision (ROD) for both the transit and highway components of the Tappan Zee Bridge Rail Study, progressed jointly with the New York State Department of Transportation and the New York State Thruway Authority. The remaining efforts to complete the study will be included in the 2010-2014 Capital Program. In addition, $32 million from the previously discontinued LaGuardia Airport Access project in the 2000-2004 capital plan is reserved for various improvements for stations serving the Shea Stadium in Queens as determined by MTA Planning.

Table XIII
Planning Projects 2005-2009 Capital Program by Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
Planning	0.0*	$42.0	$42.0
Planning Project Total	0.0	$42.0	$42.0

                Numbers may not total due to rounding

*$32 million previously carried in the 2000-2004 plan; transferred to the 2005-2009 plan in this amendment.

MTA Interagency:
Customer Service Projects

The original Customer Service category budget was established in 2005 to support a broad range of smaller initiatives to enhance customer amenities and services throughout the MTA region. New initiatives have since been identified and are listed in the project detail provided at the back of this amendment. Since the last plan amendment was approved by the MTA Board in December 2006, $3 million was transferred to various related projects in the agencies' capital programs pursuant to requests from Members of the Legislature; however, the total funding commitment remains as approved.

Table XIV
Customer Service Projects 2005-2009 Capital Program by Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
Customer Service Projects	$46.3	$43.8	($2.5)
Customer Service Project Total	$46.3	$43.8	($2.5)

                Numbers may not total due to rounding

MTA Interagency:
MTA Police Department

The MTA PD 2005-2009 Capital Program increases from $64.1 million (the level approved by the MTA Board in December 2006) to $67.6 million. This $3.5 million increase is due to the addition of MTA operating funds to progress construction of the critical Suffolk County District Office in Central Islip ($3.4 million) and two NYS grants for the purchase of an additional Emergency Service Unit (ESU) vehicle ($0.1 million). Overall, the capital program objectives remain consistent with the approved plan.

Table XV and the discussion that follows summarize the proposed changes to MTA PD's 2005- 2009 Capital Program.

Table XV
MTA Police Department 2005-2009 Capital Program by Category
($ in millions) 

Category	CPRB Approved Plan	Proposed Plan	Change
Suffolk County District Office	$4.7	$10.2	$5.5
Nassau County District Office	1.3	1.3	0
Nassau County District Office Fit-out	0.2	0.0	(0.2)
K-9 Training Facility	4.6	7.1	2.5
Emergency Services Units	0.5	0.6	0.1
Public Safety Radio	45.0	45.0	0.0
Communications Center Backup	2.0	2.2	0.2
Integrated Incident Management	0.3	0.0	(0.3)
Access Control	1.2	0.0	(1.2)
Engineering/Consulting Services	1.7	0.0	(1.7)
Program Administration/Contingency	2.3	0.0	(2.3)
Merrick Facility	0.3	0.8	0.5
Staten Island Facility	0.0	0.4	0.4
MTA Police Department Total	$64.1	$67.6	$3.5

                Numbers may not total due to rounding

Suffolk County District Office: District 1 $5.5 million

This project is to design and construct a new facility at the Central Islip station. The budget increases by $5.5 million to reflect completion of revised design and current estimate to complete.

Nassau County District Office: District 2 No Change

This project budget remains unchanged pending sale of the Mineola facility.

K-9 Training Facility $2.5 million

This project will construct a new K-9 unit training facility in Metro-North's Croton-Harmon shop. The budget increases by $2.5 million to reflect a revised design and current estimate to complete.

Emergency Services Unit Vehicles $0.1 million

This project is to purchase 2 Emergency Services Unit (ESU) vehicles to transport specialized equipment. The budget increases by $0.1 million to include contributions of two NYS grants to be used to purchase a third ESU vehicle.

Public Safety Radio No Change

This project will provide a dedicated MTA Police public safety radio system to be built as part of the New York State Wireless Network. The project budget in this program remains unchanged, but will be insufficient to award the full design-build costs. Thus, a second phase of the project is planned for the next Capital Program.

Communications Center Backup $0.2 million

This project will provide for a backup communications center for the MTA Police. The budget increases by $0.2 million to reflect the revised estimate to complete.

Integrated Incident Management System (IIMS) ($0.3 million)

This project to provide real-time information and data recovery is reallocated to support priority needs underway in other areas of the program.

Access Control ($1.2 million)

This project to standardize and centralize access control at MTAPD facilities is deferred to fund priority needs underway elsewhere in the program.

Engineering and Consultant Services ($1.7 million)

This project to provide consultant services is reallocated to support priority needs underway in other areas of the program.

Program Administration/Contingency ($2.3 million)

This project to provide administrative services and contingency is reduced to support priority needs in other areas of the program. The remaining allocation funds the agency's portion of the MTA Protective Liability Insurance premiums. Merrick Facility $0.5 million

This project to construct an MTA Police Department facility at Merrick station increases by $0.5 million to reflect the revised estimate to complete. Staten Island Facility $0.4 million

This new project for design of an MTA Police Department facility on Staten Island is budgeted at $0.4 million to begin the initial real estate search and preliminary design work with construction of the facility planned for the next Capital Program.

MTA Interagency:
MTA Integrated Systems Initiative

The 2005-2009 Capital Program for Integrated Systems remains unchanged at $45 million. Overall, the capital program objectives remain consistent with the approved plan, including the design and implementation plan for the creation of an MTA-wide Shared Services organization. The first phase of this initiative is currently underway, funded in the MTA operating budget.

Table XVI
MTA Integrated Systems Initiative 2005-2009 Capital Program by Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
Integrated Systems	$45.0	$45.0	$0.0
Integrated Systems Total	$45.0	$45.0	$0.0

   Numbers may not total due to rounding

 

MTA Capital Construction Company

The MTA Capital Construction Company's (CCC) 2005-2009 Capital Program continues to focus on the following projects:

• East Side Access (ESA), which will bring Long Island Rail Road commuters into Grand Central Terminal, creating a terminal on Manhattan's East Side to complement Penn Station on the West Side;
• The first phase of the Second Avenue Subway (SAS), which will relieve the pressure on New York City Transit's overcrowded Lexington Ave. line and improve access to downtown Manhattan;
• An extension of New York City Transit's Flushing (#7) subway line (funded by the City of New York) in coordination with plans to develop Manhattan's Far West Side; and
• System-wide capital security projects.
The budget for the system expansion program increases from $6.325 billion (the level approved in February 2007) to $7.394 billion primarily due to the addition of $267 million to ESA and $764 million to SAS to reflect recently allocated federal Full Funding Grant Agreement (FFGA) funds.

In addition, $38 million is transferred from the previously discontinued LaGuardia Airport Access project in the 2000-2004 capital plan to fund projects previously approved by the MTA Board. MTA CCC investments utilizing these funds consist of $27.3 million to complete construction of the South Ferry Terminal initiated in the 2000-2004 capital plan; and $10.4 million to support the MTA's share of the Lower Manhattan Construction Command Center (LMCCC)

Table XVII
MTA Capital Construction Company Capital Program by Category
($ in millions)

Category	CPRB Approved Plan	Proposed Plan	Change
East Side Access	$2,405.0	$2,672.3	$267.3
Second Avenue Subway	1,150.0	1,913.9	763.9
#7 Line Extension	2,100.0	2,100.0	0.0
Security Program	495.0	495.0	0.0
Miscellaneous	75.0	85.4	10.4
System Expansion	100.0	127.3	27.3
Network Expansion Total	$6,325.0	$7,393.9	$1,068.9

         Numbers may not total due to rounding

System Expansion $27 million

This category continues to budget $100 million of Bond Act funds assigned to the JFK Link project and adds $27 million in funds from the previously discontinued LaGuardia Airport Access project to complete construction of the South Ferry Terminal project, consistent with the Board approved proposed 2008-2013 capital plan.

East Side Access $267 million

In July 2005, the CPRB approved the MTA's proposed 2005-2009 Capital Program for a total of $21.145 billion. Included in that Capital Program budget was a lump sum allocation of $2.300 billion jointly for East Side Access and Phase 1 Second Avenue Subway - half being allocated to each ($1.150 billion). In December 2006, the Federal Transit Administration (FTA) approved an FFGA for ESA in the amount of $2.632 billion. Of this, MTA already incorporated $1.110 billion in federal funds for ESA into existing plans and $1.255 billion additional was approved by the Board in February 2007, leaving a balance of $267 million of federal funding allocation to apply to overall project need. This amendment incorporates the additional $267 million in federal FFGA funds over what is currently in the approved 2005-2009 plan to continue work on the project.

The scope of the East Side Access project remains unchanged. However, the overall budget is increasing by $894 million to a total of $7.244 billion, reflecting the impact of past bids higher than budgeted, updated current estimates, escalation and other risks, and an extended schedule to February 2015. The schedule was affected by a nine-month delay in awarding the Manhattan Structures contract, which required extensive negotiations to bring the subsequently awarded contract within the available budget. The delay is also attributed to efforts to create opportunities for competition in a very tight New York area construction market and to offset some of the impacts of potential market risks, including a Risk Assessment advanced jointly with the FTA and their Program Management Oversight Consultant (PMOC).

With this amendment, ESA funds totaling $4.330 billion have been allocated in the MTA's 1995-1999, 2000-2004 and 2005-2009 Capital Programs and another $44 million in non-ESA funds for a total of $4.374 billion. The balance of funds required to complete the project will be requested in a future capital program.

Second Avenue Subway $764 million

In July 2005, the CPRB approved the MTA 2005-2009 Capital Program, which included $1.150 billion for SAS as part of a lump sum allocation of for SAS Phase 1, ESA, and the JFK link. The $1.150 billion assumed $500 million in federal funding. With approval of the $1.3 billion FFGA in October 2007, the balance of the federal funds, $763.9 million, is being added to the 2005- 2009 Capital Program.

The 2005-2009 Capital Program contains $1.914 billion to continue the first of four phases of construction of the Second Avenue Subway. With the federal funding in place, the lump sum allocation is replaced with specific budgets for individual Phase 1 contracts. These include completing design of Phase 1; building structural caverns for new stations at 72nd St., 86th St., and 96th St.; and installing the necessary systems and equipment to operate the new line, including signals, pumps, lighting, and fans. The program also funds insurance and additional real estate needs. With this amendment, SAS funds totaling $2.964 billion have been allocated in the MTA's 2000-2004 and 2005-2009 Capital Programs. The balance of funds required to complete Phase 1 will be requested in a future capital program.

The overall Phase 1 budget is increasing by $297 million to a total of $4.347 billion, reflecting the impact of past bids higher than budgeted; updated current estimates, escalation and other risks, and an extended schedule to June 2015. This delay is the result of recent experiences from construction of Contract One, real estate challenges, existing conditions in the New York construction market as well as MTACC attempts to mitigate some of the impacts of potential market risks. In response, the SAS project team is evaluating the construction contracting strategy with the goal of creating more manageable contract packages, keeping similar work together, while minimizing potential schedule impacts.

The project is advancing. The first construction contract was awarded in March 2007. A ground-breaking ceremony was held in April 2007 to celebrate the beginning of construction. Contract One will build tunnels for two tracks using a boring machine from 92nd St. to 62nd St. A tunnel section built in the 1970s between 96th St. and 105th St. will be incorporated into the project, and will provide for train storage.

#7 Line Extension No Change

The overall project encompasses the extension of NYCT's #7 (Flushing) line west from Times Square and then south along 11th Ave., and will include a new station at 34th St. and 11th Ave. The City of New York and the MTA established a memorandum of understanding for the management and funding of the project. The 2005-2009 Capital Program reflects the agreement with $2.1 billion in City funding for final design and construction of the project. Though there is no change in the total project budget, individual project budgets are adjusted to reflect the initial construction and construction management contracts, both of which were awarded in 2007. The initial construction contract will build two tunnels and the cavern for the terminal station at 34th St. The contract includes an option to build the structure of a second station (at 10th Ave. and 41st St), should funding become available. Future contracts will provide station finishes, systems, and equipment to operate the new line, including signals, pumps, lighting and fans.

Security Program No Change

The overall 2005-2009 Phase II Security objectives remain the same. However, some of the funding sources have changed. The program originally approved by the CPRB assumed full federal funding for the Phase II Security initiatives to address key vulnerabilities. However, the federal level of support for Phase II has been significantly lower than provided in Phase I. As a result, in the approved December 2006 plan amendment, the MTA added $141 million - primarily of its own funds - to progress this critical work. Since the December 2006 plan amendment, the MTA has secured another $36 million from the Department of Homeland Security.

In addition to the Phase II work since the December 2006 plan amendment, the MTA has secured $15 million from the Department of Homeland Security for New York City Transit to continue the Access Control and Detection system and for buffer zone protection in the 63rd St. Tunnel, and $98,000 from the Federal Railroad Administration for a bio-decontamination test. This amendment also provides for administrative adjustments to the existing grants. The MTA will continue to pursue federal funding for further Security initiatives.

Miscellaneous $10 million

The Miscellaneous category budget increases by $10 million in funds from the previously discontinued LaGuardia Airport Access project to reflect the addition of a project to support the MTA's share of the Lower Manhattan Construction Command Center (LMCCC). The CCC Administration budget in this category remains the same.

Elements Exceeding 10 Percent of the Approved Plan

Pursuant to the Public Authorities Law, changes to elements greater than 10 percent require approval by the Capital Program Review Board (CPRB) in order to be progressed. Changes are measured from the date of the last CPRB approved submission, which was March 2006, as opposed to the last MTA Board approved submission, which was December 2006. (The body of the amendment identifies changes as of the last Board approved plan.) Table XVIII shows those elements of the program that have grown by greater than 10 percent since March 2006. CPRB approval is necessary to progress these work elements.

Table XVIII
MTA Capital Construction Elements with Increases Exceeding 10 Percent
($ in millions)

Element	CPRB Approved Plan	Proposed Plan	Change
East Side Access	$1,150.0	$2,672.3	$1,522.3
Second Avenue Subway	$1,150.0	$1,913.9	$763.9