We put this list together in response to a question from a reporter, but it may be worth posting online as well. We went back through the annual Capital Investment Grant annual reports and their predecessor New Starts annual reports (on the Federal Transit Administration website, here) and put together list of every multi-year full funding grant agreement (FFGA) for a new subway, light rail, or bus rapid transit system or extension that was signed by the Federal Transit Administration in at least the last 15 years.

(The FY 2006 and prior reports don’t give the total capital costs of the project, so we stopped at the 2007 report to keep the data consistent).

The table below shows the projects, alphabetized by state postal code, with the date that the FFGA was signed, the estimated total project capital cost, the amount of funding to be provided from the new start/CIG program, and the new start/CIG program share of that total capital cost.

The list does not include core capacity projects or one-off small starts, as those are not consistent with the older new starts program structure.

At the end of the list, we have appended the totals for the One That Got Away (ARC) and every proposed new start project from the FY 2021 report that is currently in either the Project Development phase or the Engineering phase of the CIG program.

(This list goes back so far that a few of the projects had CIG shares of up to 80 percent, far higher than what is being allowed today.)

The grant agreements funded since 2006, along with the pending section 3 of the L.A. Purple Line extension, delivered or promised a total of $31.9 billion in federal appropriations, for systems with an estimated capital cost of $78.0 billion, for an aggregate new start/CIG program share of 40.8 percent.

It cannot be emphasized enough that the total capital costs are the estimates at the time the FFGA was signed, not the final capital cost once the project was completed. The LIRR East Side Access project, for example, is currently about $5 billion over that budget, and we have lost track of what is up with Honolulu. However, under the CIG program structure, any cost overruns are borne exclusively by the local/state transit agency and are Not. The. Federal. Government’s. Problem.