NYSDOT may be lacking money and political support for its newly released 2010-2015 capital program, but the program shows the agency is moving slowly toward a more sustainable policy.

As is customary in New York, the program amounts to the same funding level as the transit portion of the MTA’s proposed five-year capital program, about $25 billion. Of this, the vast majority of the program is going to existing roads, bridges, and public transportation.

The tone of the program is very different than that of the last proposal released by then-Commissioner Astrid Glynn in 2008 during the NYC congestion pricing debate. It presents a picture of an agency that is struggling to keep up with basic maintenance needs, is forced to postpone projects, and is increasingly using capital funds to pay for transit operations. A few notable highlights (or lowlights?) from the 71-page document:

Revenue shortfalls for transit operations. NYSDOT repeatedly refers to struggling suburban and upstate bus carriers: “In recent years, there has been a significant disparity in the availability of State operating revenues to support non-MTA public transportation systems,” it says.

The program goes on to say that only a small portion of the tax revenues collected for transit operations is dedicated to suburban and upstate systems. With revenues dwindling, this dedicated source is covering less than half of the state allocation to these systems. Instead, they are increasingly relying on one-shot transfers from the general fund and capital fund, or fare hikes and service cuts. Downstate, transit advocates have fought for Long Island Bus and Westchester Bee-Line bus riders who face the impacts of this shortfall.

The program also notes that the state will require additional operating funds to run new high-speed rail service. Since high-speed rail is a federal initiative, it would be logical for the federal government to provide operating assistance as well, as the NY State Transportation Equity Alliance (which includes TSTC) has argued.

Smart growth corridor planning program. Perhaps most notable for smart growth advocates is the inclusion of $25 million for “community and corridor land use planning initiatives” that will provide technical assistance and land use planning for three to five corridor investment strategies and 50 smaller “livable community planning grants.”  The program has increased from $12 million since its first appearance in the agency’s 2008 capital program.  (TSTC has encouraged NYSDOT to take this step since NJDOT announced a similar program in 2003.)

Curtailing of major projects. Projects that have been moved to the uncertain fate of “needing additional revenues outside the 25 billion dollar capital program” include the Sheridan Expressway/Bruckner interchange (the project that will determine whether or not the Sheridan Expressway will be removed), future phases of Route 347 in Suffolk County, Kosciusko Bridge replacement and a few road expansion projects like the conversion of Route 17 to I-86 in Westchester and the upstate Peace Bridge project.

More support for high-speed rail. The program includes $300 million for high-speed rail, including upgrades to service from New York City to Niagara Falls and Albany to Montreal. The overall amount is twice as high as the 2008 proposal, presumably to ensure New York has money to match any possible federal stimulus allocations.

While the agency’s policy goals seem to be improving, its ability to explain projects and programs in a plain-English way has not and the program leaves many questions. It lists $1.5 billion for transit and highway expansion projects, but its unclear which projects these dollars will pay for.

The phone-book-like appendix lists individual projects, but doesn’t provide much detail about them. For example, is the Route 347 project on Long Island still the “green vision” announced by former Commissioner Astrid Glynn? Are “LIRR grade crossings” part of the worthy Main Line third track project to expand transit service for Long Islanders, or it is something else?  Why is no funding listed for the environmental review for the Tappan Zee Bridge replacement or the SafeSeniors program (which is specifically mentioned in the capital program)?

Seeking Budget Leverage, Gov. Paterson Threatens Capital Program Veto

Last week, Gov. Paterson called the NYSDOT and MTA capital programs “simply unaffordable given New York’s current fiscal condition,” and said he would veto both if state legislators did not work with him to help close a $3 billion budget deficit.

In response, the Empire State Transportation Alliance, a coalition which includes Tri-State, said that “critical programs for state infrastructure, including public transit, roads and bridges, cannot be sacrificed because of the state’s budget mess.  If left unfunded and unapproved, the State will signal an abandonment of its future.”

State Sen. Martin Dilan, who chairs the Senate Transportation Committee, has said he will hold hearings on the capital program anyway.