The projects are then evaluated for merit. The results of the merit evaluations are used by CDTC to choose which projects receive funding.

The following are the screening criteria that must be met for a project to advance to merit evaluations:

1. Consistency with TEA-21, and CDTC and local plans,
2. Provision of local matching funds,
3. Defined scope and timing
4. Meeting an identified need
5. Federal-aid eligibility

Regional Transportation Plan: Each proposed project was required to be consistent with the RTP. For the 1999-04 TIP, the relevant RTP was the New Visions Regional Transportation Plan, adopted in March 1997. New Visions includes a set of 25 Planning and Investment Principles to guide capital programming, in addition to 10 strategies (with 43 implementing actions, long and short term). Consistency with these principles and strategies was required to insure that the New Visions implementation.

Major projects with system level impacts are not considered for TIP programming unless they are a recommended action from New Visions or a sub-area or corridor study. Some of these projects may be further subject to a Major Investment Study (MIS) in order to progress towards implementation.

All capacity increasing projects should be consistent with the Congestion Management System (CMS). CDTC has performed extensive analysis of existing congestion in the Capital Region, as documented in CDTC's Metropolitan Congestion Management System: A Structured Approach to Addressing Congestion Issues in Regional Transportation Plan Development, Short-Range Programming and the Management System, which was adopted by the CDTC in December of 1995. CDTC's priority is to address existing congestion problems, with projected future congestion being a lesser priority, subject to a "risk analysis" (See New Visions Congestion Management Principles for more information).

Boundary Compatibility: Each proposed project is required to be consistent/complimentary with the facility (or proposed facility) in the adjacent jurisdiction if the project is near or crosses a jurisdictional boundary.

Land Use Linkage: Linear capacity improvements are required to be linked to local land use management. To maximize the effectiveness of existing facilities, a plan or commitment to access management, construction of new local streets or provision of supplemental transit services must be in place prior to major capacity work.

Public and Sponsor Support: All projects are required to be consistent with community desires as documented in local land use plans or other policy documents, at public meetings, or through other applicable means.

Seven Planning Issues of TEA-21: ISTEA established sixteen planning factors to be considered in the development of the TIP. TEA-21 summarizes these into seven planning issues. All projects were required to address at least one of these factors, as listed below:

1. Support the economic vitality of the United States, the States and metropolitan areas, especially by enabling global competitiveness, productivity, and efficiency;

 

2. Increase the safety and security of the transportation system for motorized and nonmotorized users;

 

3. Increase the accessibility and mobility options available to people and freight;

 

4. Promote and enhance the environment, promote energy conservation and improve quality of life;

 

5. Enhance the integration and connectivity of the transportation system, across and between modes, for people and freight;

 

6. Promote efficient system management and operation; and

 

7. Emphasize the preservation of the existing transportation system.

Project sponsors are required to be willing and able to provide the local matching funds. All fund sources are not required to be "in hand", but need to have a "reasonable expectation" of being in place by the year of programming. Specifically, the issue of the provision of the required 20% local match share is required to be directly addressed. Public/private financing possibilities should be addressed, if applicable. Transit operators are required by FTA to document financial capacity in the adopted TIP. All facilities that require an ongoing operating budget to be useful are required to demonstrate that such financial capacity exists.

All projects are required to be well defined. Project limits, the intended scope of work, and the project concept needed to be clearly stated. Planning projects must have further defined longer-range federally eligible projects. Preliminary engineering and right-of-way are acceptable project phases, provided that the other screening requirements have been met for the project as a whole. Phases of larger construction projects are requested to be usable segments that will provide benefit to the traveler. Properly completing the Project Justification Package will satisfy these criteria.

Phases programmed in the TIP must able to be implemented by the end of the five-year programming period in that TIP.

All projects are required to be justified based on meeting an identified transportation system need according to below criteria.

Bridge projects are required to meet NYSDOT criteria for a deficient bridge. This includes the following two conditions:

1. Condition Rating: The current Federal Sufficiency rating must be less than "50.0", and either (B), (C), or (D) applies;

1. State Condition Rating must be less than 3.5 by the year of programming, based on the current rating deteriorated at a rate of 0.1 points per year from the date of last inspection to the year of programming; or

 

2. Structure has one or more primary (critical) structural features rated "2" or less, based on its last inspection, or

1. Approach Work: Approach work should not exceed 25% of the structure cost, or total cost of structure. Approaches using federal-aid should not exceed twice the cost if the project were done with state or local funds.

Pavement Projects: Pavement projects are required to be of a scope that is consistent with implementation with federal-aid funds. Because the pavement condition score does not fully describe overall road conditions or substandard design features, pavement score is not used as a screening criterion, although it plays an influential role in project merit evaluation.

Mobility Projects: Mobility projects must address a Level of Service of E or below, either under current conditions or projected conditions in the year of programming, in order to be evaluated further.

Other Project Types: Other project types are based on the project justifications provided by the project sponsor. Wherever possible, this justification includes the results of existing management systems or other performance-based standards.

According to the TEA-21 and additional guidance made available by the FHWA, eligibility for CMAQ funds is achieved by meeting any of the following criteria:

• Projects in the adopted State Implementation Plan (SIP): As a marginal nonattainment area eligible for maintenance certification, the Capital District has no projects listed in the current SIP.

• Specific Transportation Control Measures (TCMs) listed in the Clean air Act Amendments of 1990, Section 108:

1. programs for improved public transit;
2. restriction of certain roads or lanes to, or construction of such roads or lanes for use by, passenger buses or high occupancy vehicles;
3. employer-based transportation management plans, including incentives;
4. trip reduction ordinances;
5. traffic flow improvement programs that achieve emission reductions;
6. fringe and transportation corridor parking facilities serving multiple occupancy vehicle programs or transit service;
7. programs to limit or restrict vehicle use in downtown area or other areas of emission concentration particularly during periods of peak use;
8. programs for the provision of all forms of high-occupancy, shared-ride services;
9. programs to limit portions of road surfaces or certain sections of the metropolitan area to the use of non-motorized vehicles or pedestrian use, both as to time and place;
10. programs for secure bicycle storage facilities and other facilities, including bicycle lanes, for the convenience and protection of bicyclists, in both public and private areas;
11. programs to control extended idling of vehicles;
12. programs to reduce motor vehicle emissions, consistent with Title II, which are caused by extreme cold start conditions;
13. employer-sponsored programs to permit flexible work schedules;
14. programs and ordinances to facilitate non-automobile travel, provision and utilization of mass transit, and to generally reduce the need for single-occupant vehicle travel, as part of transportation planning and development efforts of a locality, including programs and ordinances applicable to new shopping centers, special events, and other centers of vehicle activity;
15. programs for new construction and major reconstruction of paths, tracks or areas solely for the use by pedestrian or other non-motorized means of transportation when economically feasible and in the public interest. For the purposes of this clause, the Administrator shall also consult with the Secretary of the Interior; and
16. EXCLUDED BY TEA-21: programs to encourage the voluntary removal from use and the marketplace of pre-1980 model year light duty vehicles and pre-1980 model light duty trucks.

• Developing and establishing management systems for traffic congestion, public transportation facilities and equipment, and intermodal transportation facilities and systems demonstrably contributing to attainment;

• Capital and operating cost of traffic monitoring, management, and control facilities and programs demonstrably contributing to attainment; and the

• Construction of bicycle and pedestrian facilities.

Every project that meets the minimum requirements (screening criteria) is fairly evaluated. The merit evaluation procedure uses the best available information from CDTC's models, from corridor studies, and from project sponsors. Wherever possible, measures that cut across modes, such as relative cost effectiveness, are used. The qualitative benefits of projects are directly incorporated into this merit evaluation procedure. This merit evaluation emphasizes different project attributes, although the same criteria are used, for the following project types:

• Bridge projects;
• Pavement projects;
• Transit Support projects;
• Safety projects;
• Bicycle and Pedestrian projects;
• Community Compatibility and Economic Development projects; and
• Mobility and Congestion Relief projects.

The data required for project analysis is outlined below.