Capital Program Documents
FY 2006 - 2008 Statewide
a. OverviewThis document is the Statewide Transportation Improvement Program for the state of New Jersey for federal fiscal years 2006 (beginning October 1, 2005) through 2008.
The Statewide Transportation Improvement Program (STIP) serves two purposes. First, it presents a comprehensive, one-volume guide to major transportation improvements planned in the state of New Jersey therefore providing a valuable reference for implementing agencies (such as the New Jersey Department of Transportation and the New Jersey Transit Corporation) and all those interested in transportation issues in this state. Second, it serves as the reference document required under federal regulations (23 CFR 450.216) for use by the Federal Highway Administration and the Federal Transit Administration in approving the expenditure of federal funds for transportation projects in New Jersey.
Federal legislation requires that each state develop one multimodal Statewide Transportation Improvement Program (STIP) for all areas of the state. In New Jersey, the STIP consists of a listing of statewide line items and programs, as well as the regional Transportation Improvement Program (TIP) projects, all of which were developed by the three Metropolitan Planning Organizations (MPOs). The TIPs contain local and state highway projects, statewide line items and programs, as well as public transit projects.
This STIP conforms to—and in many cases exceeds—the specific requirements of the federal regulations:
Each MPO has a public participation process for their Transportation Plan, TIP and conformity determination. The State makes copies of the STIP available for each MPO public meeting and representatives from the NJDOT and NJ TRANSIT will be present to answer questions and concerns raised by the public on our program. The public comment period for each MPO TIP and the STIP ran for a period of 30 days.
Unlike the previous plan, Transportation Choices 2025 (pdf 40k) is more than a “policy plan.” It identifies future transportation needs and offers strategic direction on a systems level that is based on technical analysis, the use of alternative scenarios evaluation, and extensive public involvement. The Plan contains 5-, 10-, and 25-year elements to help guide the investment agenda for the state’s future transportation expenditures.
The process to develop Transportation Choices 2025 (pdf 40k) went far beyond typical planning efforts, incorporating website technology in concert with traditional methods in plan preparation, public involvement, and overall project management. The New Jersey Long Range Transportation Plan website offers valuable transportation information and is designed to encourage the exchange of information between users of the state’s transportation system and the Department.
A consulting firm has been selected to complete several tasks over an eighteen-month period that will update and enhance some of the information contained in the Transportation Choices 2025 (pdf 40k) Long Range Transportation Plan issued in March 2001 and will be part of the material developed to prepare the next Long Range Plan to be issued in 2006. Improvements are being made to the Long Range Transporation Plan website so it can be an easily accessible source of information on the development of the Long Range Plan and as well as a way for the public to offer their input on the Long Range Plan to the Department over time.
Section 308 of the National Highway System Designation Act of 1995 (1995 NHS Act, Public Law 104-59) amended 23 U.S.C. 115(c) relating to the amount of advance construction that may be authorized. The NHS Act established a requirement that advance construction projects be on the approved Statewide Transportation Improvement Program (STIP). The STIP covers a period of at least three years and is a financially constrained program, which is not limited to the period of the authorization act. The total amount that may be advance constructed will be limited as follows: The Federal share of all advance construction projects (amount not converted to Federal-aid) cannot exceed the sum of the State’s current unobligated balance of apportionments plus the amount of Federal funds anticipated in the subsequent fiscal years of an approved STIP; An existing advance construction project may be converted to a regular Federal-aid project at any time provided that sufficient Federal-aid funds and obligation authority are available. The State may request a partial conversion where only a portion of the Federal share of project costs is obligated and the remainder may be converted at a later time provided funds are available. Only the amount converted is an obligation of the Federal Government. The project will be identified on the STIP each year a conversion occurs.
The Department uses this advance construction provision to allocate available funds over time, so as to make the best use of these resources to meet the transportation needs of the public, as determined through state and regional planning processes. Every project for which the advance construction procedure is used is identified in the STIP. The amount labeled “Advance Construction” in the funding summary for these projects represents the amount required to complete the funding for the identified phase of work. This amount equals the sum of the amounts shown for “conversion” to federal funding in subsequent years. The advance construction projects in this STIP are programmed so as to synchronize the planned conversion of federal funds with the actual needs of the project, so that no nonfederal funds are actually required. In the event that programmed federal funds are not adequate to meet the actual needs of a phase of work shown in the STIP, the Department will take full responsibility to fund that portion of the phase of work, as authorized under state law in P.L. 1995, c. 108. The Department has capital program authority to meet any such emergent need from the New Jersey Transportation Trust Fund under the capital program item entitled “Unanticipated Design, Right of Way, and Construction Expenses, State.”
The advance construction amounts shown for each individual advance construction project are summed and displayed in Table 1 (pdf 12k).
Table 10 (pdf 16k).
All projects that were identified as potential candidates for inclusion in the regional transportation improvement programs of each of the three MPOs were subjected to intensive screening to verify project scope, status, schedule, and cost. The resulting “pool” of projects was analyzed independently by NJDOT, NJ TRANSIT, and the MPOs to assign each project a priority based on the extent to which it would advance identified regional and statewide objectives, such as objectives set forth in the state and regional long-range transportation plans, the New Jersey Capital Investment Strategy, air quality objectives, and the broad social and economic goals of the State Development and Redevelopment Plan. NJDOT developed and circulated revenue projections for planning purposes to each of the MPOs, based on the best current assessment of available state, federal, and other funds. NJDOT, NJ TRANSIT and each of the three MPOs entered into intensive discussions to negotiate a list of deliverable transportation projects that best fit the composite statewide and regional priorities within a financially constrained program. These negotiated project lists were used as the basis for publishing the Fiscal Year 2006 Transportation Capital Program by NJDOT on March 15, 2005, and for preparing TIPs for further analysis by each of the MPOs.
NJDOT and its transportation planning partners (NJ TRANSIT, North Jersey Transportation Planning Authority, Delaware Valley Regional Planning Commission, South Jersey Transportation Planning Organization, Federal Highway Administration, and Federal Transit Administration) have developed an estimate of $7.9 billion in available state and federal revenues to support the state’s transportation budget during the three fiscal years from FY 2006 through FY 2008. (For planning purposes, state revenues are estimated on the basis of state fiscal years, which begin on July 1, and federal revenues are estimated on the basis of federal fiscal years, which begin on October 1.) This amount constitutes the funding expected to be available to support the whole FY 2006-FY 2008 Statewide Transportation Improvement Program. These revenue estimates were developed cooperatively by NJDOT, NJ TRANSIT, and New Jersey’s three MPOs, with full consultation with FHWA and FTA, in a series of meetings in December 2004.
Tables 1 through 3 set out these amounts by year and by funding category and compare them to the actual amounts programmed in the TIPs and STIP. Following are the revenue assumptions used in developing this table:
It should also be noted that the state of New Jersey annually appropriates approximately $78 million to NJDOT for operation and maintenance purposes. These funds are adequate for maintenance and operation of the system. In addition, both federal and state funds are allocated to NJDOT’s operations and maintenance forces for betterments to the system.
The State of New Jersey has shown a significant commitment to public transportation through operating support from the State’s general fund. Since the inception of NJ TRANSIT, the State has contributed over $5.1 billion of operating assistance, over $2.4 billion in the last ten years alone. During this last ten-year period, the State also has chosen to supplement that operating assistance with over $1 billion of funding allocated to transportation operations from the State’s general fund contribution to the Transportation Trust Fund. This TTF contribution to operations is approximately $158.8 million annually, and represents a continued strong commitment from the State to fund public transportation. The following below details those projects for FY 2007.
If, in the unlikely event that the TTF reauthorization is not completed by FY 2007, NJ TRANSIT operations will continue to be funded through the State’s general fund, as it has been in the past, including the $158.8 million currently provided through the TTF.
NJ TRANSIT also has approximately $114 million of debt service paid for through TTF. The current structure of TTF is sufficient to retire this debt. Therefore, these funds are committed or available. The chart below details FY 2007 TTF that represents debt service.
The State’s $23.6 billion general fund, although subject to budget constraints as is every other state and federal program, has no legislation making it impossible to use general fund appropriations for public transportation. The state recognizes the importance of public transportation, especially in a state as densely populated as New Jersey, and the commitment will continue.
With two notable exceptions, federal and state funds are not “allocated” to—that is, required to be spent within the boundaries of—the state’s three MPOs. The first exception is STP funds, some of which are required under a formula in federal regulations to be allocated to MPOs. These allocated funds are shown in the following tables as “STP-NJTPA,” “STP-DVRPC,” and “STP-SJTPO.” The second exception is Trust Fund state aid funds, which are allocated on a county-by-county basis under a statutory and regulatory formula.
The actual budgeting of federal and state funds for projects within the MPO areas is a product of the development of the three regional transportation improvement programs, the Statewide Transportation Improvement Program, and legislative approval of the annual capital program. On a statewide basis, the cost of projects programmed for a particular fiscal year must equal the planned resources for that year. Each project must also be assigned to a funding category that is appropriate for the project and within which adequate funding is available. From year to year there may be significant variations in the amount of funds actually programmed within an MPO area, as needs and specific project implementation schedules dictate. These programming decisions are made on a cooperative basis with the participation of NJDOT, NJ TRANSIT, local government representatives, and other agencies (all of whom are members of the MPOs), the State Legislature, citizens’ groups, and the general public.
For the purpose of defining a project line item estimate in the STIP, each item includes an estimate of independent contractor costs to produce the project, an estimate of implementing agency costs anticipated in support of the development and delivery of the project, and any other payments to third parties in matters of right-of-way and utility relocations. The implementing agency costs include activities such as inspection, testing and equipment along with salary costs.
Table 4 shows the overall distribution of funds within the STIP by MPO.
Tables 5 through 8 provide more detailed breakdowns of expenditures by funding category for each of the three MPOs and for statewide programs.
l. NJ TRANSIT Federal funded projects with a State component/regionally significant State funded projectsFederally funded projects with a state component or regionally significant projects are identified in Section IV with a footnote. Federal regulations require that federally funded projects with a State component/regionally significant state funded projects have funding “available or committed” for two years of the STIP (in this case FY 2006 & FY 2007).
There are three federally funded projects with a state component: Hudson Bergen MOS I & II and the Track Program. In the case of Hudson Bergen MOS I & II, the state component is lease payments for the Light Rail Vehicles. These are existing obligations of the TTF and are covered by existing gas tax revenues for the life of the debt repayment. Therefore, these funds are available or committed. In the case of the track program, there is no fixed scope of work, (i.e. the program is as large as funding provides). Therefore, there is no impact to the “completion” of the track program if state revenues do not become available in FY 2007. (Note: FY 2006 State funds in the track program are already appropriated and are thus “available”). Additionally, there is one state funded project designated as regionally significant, the River Line light rail system. The River Line was completed in 2004; however, NJ TRANSIT is making payments on debt service through FY 2019. Funding for the River Line project is provided by debt service state funding as described above, that is, it is an existing debt of the TTF covered by the existing gas tax. Therefore, the TTF funding needed to make payments on this “regionally significant” project is “available or committed.”
Section VI of this document and is based on current schedule information.
III and IV, provide detailed information for each project or program in the five-year plan. The top portion of each project lists the project/program name (route and section) as well as the location. The NJDOT reference number is assigned at the beginning of a project and remains with that project until its completion. The TIP reference number refers to the identification number assigned by the MPO(s). Other information contained within the description includes county, municipality, Metropolitan Planning Organization (MPO) jurisdiction, mileposts (for state highway projects), structure number (for bridge projects), the project sponsor, a detailed description of the project, and program category. An explanation of the program categories can be found in the Glossary, located in Section VII of this document.
The columns at the bottom of each record indicate the anticipated funding schedule for each project/program. The phases of work and types of funds are further defined in the Glossary, located in Section VII.
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Department of Transportation
P.O. Box 600
Trenton, NJ 08625-0600
Last Updated: November 16, 2005