Houston Light Rail
Budget Analysis for FTA PMOC
Dallas Light Rail
Risk Assessement -Budget Analysis
BART to SFO Aerial Structure
Claims Analysis / Change Order Negotiation
BART - Maintenance Facility
Claims / Change Orders
Houston Light Rail Budget Analysis for FTA PMOC |
Dallas Light Rail Risk Assessement -Budget Analysis |
BART to SFO Aerial Structure Claims Analysis / Change Order Negotiation |
BART - Maintenance Facility Claims / Change Orders |
The project provides a freight train grade separation from the city traffic. The project involves the final design and construction of the Alameda Corridor Freight Train Grade Separation project. This effort will allow increased speed of freight trains from the Port of Long Beach and the Port of Los Angeles to a delivery point in downtown Los Angeles. The construction includes 26,000 CIDH piles forming a trench 32-feet deep by 51-feet wide to allow installation of three tracks. It includes bypass and storage tracks at each end of the project. The total project is approximately 20 miles long.
KKCS was retained by The Tutor Saliba Team to provide Independent Quality Assurance (QA) service. QA personnel, while functioning as separate entities, comprise an integrated unit covering design, environmental and construction efforts.
Sixteen stations,
17-mile twin bored tunnel project currently funded to extend from downtown LA
into North Hollywood. KKCS is
currently providing construction management support in the areas of project
controls, resident engineering and inspection. KKCS staff perform duties as part of the integrated P-D team with
specific responsibilities that include:
Project Control Management
Field and Project Office Scheduling
Civil/Structural and Systems Cost Estimating
Report Preparation
Civil/Structural Inspection
Facilities Resident Engineering
KKCS staffs have
participated in all phases of the project; from conceptual planning to contract
closeout with management and client interface at all levels.
The Los Angeles Metro Red Line - North Hollywood Extension is a 6.3-mile, 3-station transit system which extends northwest from the terminus of Segment 2 at Hollywood/Vine to the North Hollywood Station. Powered by an electric third rail, the No. Hollywood Extension uses the same rail technology as the Metro Red Line Segment 1 -- the vehicles will operate through a twin-tunnel subway.
KKCS is currently providing Project Control services to the JMA Joint Venture, which includes scheduling, cost engineering and reporting.
Kal Krishnan, a
Certified Value Specialist, was a member of the VE team that conducted a
detailed analysis to control renovation costs for all subsystems of a
maintenance-of-way shop building. The
facility included roofing, floors, walls, fire protection, security, power,
lighting, and special systems. The
objective was to reduce construction costs by 17% for the renovation. The VE study and the recommendations were later published in the 1987
Proceedings of the Society of American Value Engineers (SAVE). The project involved a review and application of Value Engineering
procedures used by the owner, SCRTD.
The Pasadena light rail system
will connect the business centers of Los Angeles and Pasadena, and is expected
to alleviate traffic congestion on the Pasadena (I-110) and Foothill (I-210)
freeways. Powered by overhead
electric wire and using the same light rail technology as the Metro Blue Line,
the vehicles will run at-grade on an exclusive right-of-way.
Departing from Union Station, the 13.6-mile line will travel through
Mount Washington, Highland Park, South Pasadena and Pasadena, ending near Sierra
Madre Villa Avenue in East Pasadena. The
line will have 14 stations averaging one mile apart.
The line’s terminus will be in Union Station where passengers will make
connections with the Metro Red Line subway, and with the Metrolink commuter rail
service.
KKCS is currently providing Project Controls services that include scheduling, cost engineering and reporting.
KKCS provided engineering review, value engineering, and estimating services to MRTC for the design phase of the Metro Red Line, including LRT subsystems, such as traction power, fare collection, cable transmission, third rail, train control, supervisory control and data acquisition (SCADA) system, safety and security communication and yard and shop facilities. The scope of work included conceptual level estimates, which were prepared when very little information was available.
Kal Krishnan, a Certified Value Specialist, was the leader of the VE team that reviewed the design of three value engineering studies for three underground passenger stations (Contracts 147, 157, and 187) for possible savings and functional optimization. He also prepared recommendations that would result in substantial savings in this $200 million project and prepared the final report. The VE studies were based on the five phase Value Engineering Methodology: information gathering phase, speculation/creative phase, analysis phase, development of alternative phase, and presentation phase. The objectives of the studies were to develop alternatives to reduce the cost of the contracts without affecting the primary function of the project and still be consistent with the requirements of safety, reliability and aesthetics. Safety was the primary basis for comparison of alternative designs. The secondary basis for comparison of alternative design was cost.
KKCS provided cost
estimating services for the yard & shops and systems contracts including:
traction power: cable transmission: signaling: SCADA and communications.
Estimating efforts included conceptual, preliminary, in-progress, final
design, and engineer’s estimates. KKCS
also provided project control management responsible for project close-out
activities associated with the design phase of the project.
KKCS provided change
order estimating support, scheduling and claims analysis for the 21-mile, 18
station light rail project. KKCS
staff performed duties in various field office sites with direct reporting lines
to Transcal management.
Staff maintained
schedules and related documentation through the use of LACTC systems as well as
fair cost estimating in support of construction related change orders. Assistance for claims research and negotiation was provided on systems
contracts.
KKCS performed
design and design review services to TRANSCAL for the communications systems,
including cable transmission, SCADA, public address, safety and security, and
central control. We also signed/
sealed the design drawings and stamped them “Approved for Construction.”
KKCS provided quantity take-offs, estimates and office engineering services for BART’s extension of service into Colma. Take-offs were conducted for 60%, 85% and 100% design submittals with formal trend monitoring provided for variances impacting costs. Estimating support for construction changes was provided yielding fair-cost estimates needed for negotiation.
KKCS prepared a
bid check estimate for elevator modifications in 34 passenger stations for the
BART District system. The 70-mile
BART system provides east-west and north-south service in the Bay Area.
It is a fully developed system powered by third rail collector and
computer-controlled operations. This
portion of the BART project incorporated certain changes/modifications in the
elevators located at various passenger stations to allw service for persons with
mobility problems. The scope of
work included installation of BART-furnished equipment, additions/modifications
to existing CCTV and other systems, furnishing and installing electrical conduit
and wire, and functional testing of all new and modified subsystems.
KKCS prepared a
construction cost estimate based on 95% complete drawings and specifications for
proposed upgrades and modifications to the Essential Power System (EPS) for
thirty-four existing BART stations, three vent structures and three yard
facilities. The EPS provides
emergency operations in the event of a failure in the normal power distribution
system.
KKCS performed a Phase
I property assessment, which included an environmental liability assessment for
the 7.8-mile segment designated as the Warm Springs Extension for BART.
As part of the scope of services, KKCS recommended analytical methods,
subcontracted and supervised all subcontractor work including drillers, and
provided technical support as needed for interface with Regional Water Control
Board and County Health Departments, and regional, state and federal regulated
agencies. In addition, KKCS
recommended hazardous wate minimization process and remedial actions needed to
minimize environmental liability risks. KKCS
also provided property clearances by a Certified Hazardous Material Manager for
the extensions.
KKCS provided the cost
estimate review of various schematic designs for the Westside Corridor extension
to the TRIMET Light Rail System, a 12-mile extension running from downtown
Portland to Beaverton, Oregon with 13 stations, seven park-and-ride lots, 6
miles of roadbed and trackway, and a 4-mile long tunnel.
KKCS reviewed
the capital cost estimates and prepared a report summarizing the review findings
for the Urban Mass Transportation Administration (UMTA) who funded a portion of
a countywide transitway development program to implement a freeway-based system
of commuter lanes and transitways to alleviate Orange County’s severe traffic
congestion and environmental concerns. Day
& Zimmerman/Stone & Webster Engineering Corporation are providing
Project Management Oversight services to assure that government funds are used
effectively and efficiently. The
PMO is reviewing and monitoring cost estimates, schedules and project management
plan and coordinating with Caltrans and local communities. One key element involves development of a High Occupancy Vehicle (HOV)
system along portions of the I-5, SR 55, SR 57, and I-405 freeways in central
Orange County.
KKCS prepared an order
of magnitude estimate for the Fallbrook Junction Yard and Shop including the
following facilities:
Maintenance Shop and
Equipment
Auxiliary Yard Tracks
Load Test Facility
Main Yard Tracks
Parking Lot at
Existing Office Bldg.
Fuel Island
Construction
Management Cost
Car Wash & Water Treatment Area
Design Cost
Escalation
The estimates were
prepared using parametric techniques based on cost from Metro Green Line; the
maintenance facility for the Dallas Area Rapid Transit; information from the
Green Line Shop Estimate; Blue Line Shop Estimate (actual costs); Santa Fe
Railroad experience for track installation estimate; and vendor verbal quotes on
several pieces of the major shop equipment. Expansion of existing facilities included scenarios considering usage of
the North San Diego County Transit Development Board’s exclusive operation of
six commuter trains between Los Angeles and San Diego. In each scenario, all rolling stock would be washed and serviced.
Locomotives and cars would be supplied, rest rooms thoroughly cleaned,
vacuumed and made ready for the next trip.
Kal Krishnan served as
the team leader of the VE Work Shop that reviewed plans for a new 26,000 sq. ft
bus maintenance, operation and administrative facility in Livermore, CA. The VE team, consisting of professional designers and engineers from L/AVTA,
the owner, API Structural Inc. and Lee Saylor, Inc., identified alternate
methods and materials to achieve the same quality and functional criteria at a
reduced cost. The owner wanted the
VE team to analyze the project cost at the 30% design level and suggest possible
cost reduction plans. The study
identified over $2 million of cost improvements. The project was extensively
reprogrammed and the overall project cost was reduced by $110,000.
KKCS led extensive
value engineering studies for this transit-pedestrian project that includes a
intermodal transit system and land use upgrades including drainage, landscaping
and support facilities. KKCS,
through its certified value specialists, provided leadership to identify cost
models for savings documented to be on the order of 9.5%. The analysis considered twenty-one alternative proposals submitted
through value engineering studies.
KKCS provided
estimating and constructability review services for a 21-mile, 28-station,
at-grade/aerial system that runs from Baltimore-Washington Airport to the north
side of town. The system is
catenary-powered, and uses low level stations for easy passenger access and
state-of-the-art vehicles, train control, and fare collection systems. KKCS’ effort centered on developing a baseline construction cost
estimate for the track work, traction power (substations and catenary),
communications, signaling, fare collection equipment and vehicles.