Site work and new construction of a transportation facility in San Jose, California. Working plans call for the construction of a transportation facility.

https://www.rtands.com/track-construction/track-structure/bridges-tunnels/vtas-single-bore-tunnel-gets-green-light-from-apta-peer-review/ - In 2017, engineers from several firms performed a study for a proposed joint venture between the Valley Transportation Authority and the Bay Area Rapid Transit (BART) system to determine if a single-bore or dual-bore tunneling process would be best for a six-mile extension into San Jose and Santa Clara. The 2017 report said that the single bore tunnel would be the best option, and a recent independent peer review from other engineering firms, coordinated by the American Public Transportation Association (APTA) agrees. "We are pleased that our design and engineering plans have received this important review and endorsement. This confirmation fuels us to push ahead with the most important transportation project in our region, bringing BART around the bay through Silicon Valley," said VTA's General Manager and CEO Carolyn Gonot. The results shows VTA's cutting edge tunneling methodology along with some of the proposed design innovations is deemed to be feasible, appropriate, safe, and efficient. You can read and download the report. Single bore tunnels are increasingly being utilized for transit projects in Europe and Asia, with recent projects in Spain, France, Dubai, and the Netherlands. According to the report, this single bore approach by VTA to build the vital BART extension will save construction time, reduce the station footprint and property needs, increase the potential for transit-oriented development, reduce disruption to city streets, neighborhoods, and businesses. The approach reduces many of the environmental impacts occurring during construction. In addition to losing the aforementioned benefits, changing to a twin bore tunnel project would cause significant schedule delays and cost increases. The study included review of trade-offs between the single bore and twin bore designs related to safety, passenger experience, cost, and schedule. It was informed by extensive project documents and past studies, recent global tunneling projects, and a key proposed innovation from Kiewit Shea Traylor, the joint venture contractor for the tunnel and trackwork. This peer review provided VTA with expert advice, confirmation of industry best practices, and a recommendation from highly experienced and respected transit professionals. APTA was engaged to coordinate an independent review of the project's tunneling method as part of a design review request from VTA Board member and San Jose Mayor Sam Liccardo, approved in May by the VTA Board of Directors. The findings of a previous independent comparative analysis of both tunneling methods in 2017 helped lead to the single bore approach and current concept. ___________________________________________________________________________ https://www.bizjournals.com/sanjose/news/2022/07/29/carolyn-gonot-vta-bart-funding.html The Santa Clara Valley Transportation Authority faces a shortfall of as much as $1.6 billion for its planned extension of the BART line into Downtown San Jose. But General Manager Carolyn Gonot thinks she may have a way to make up the difference. The transit agency applied for funding for the project under a Federal Transit Administration program that caps the federal government's share at 25% of the project's total cost. But the VTA is considering switching its funding request to a different FTA program that would allow the government's share to be as high as 60%, Gonot told the Business Journal. "We just feel like we should be able to pull down more from the federal government ... We're evaluating that right now," she said adding that she expects a decision on such a move to happen in the next three to four months. Including the $1.7 billion it expects under the current federal program, VTA has lined up $6.9 billion in funding for the BART project, dubbed BART Silicon Valley Phase II. That was initially expected to be enough to cover the cost of the extension from the Berryessa/North San Jose station into downtown San Jose and concluding at the Caltrain station in Santa Clara. But in a report last year, the FTA estimated it could cost as much as $9.1 billion, due in part to the potential that boring the tunnel beneath downtown could take longer than expected. The federal government committed to contributing as much as 25% of that amount, or $2.3 billion, but only if VTA is able to come up with the remainder from other sources. Currently, VTA has lined up about $5.2 billion in state and local funding for the project and expects to receive additional money from a pool the state allocated for transit projects in its new budget. But it still faces a large potential shortfall. VTA has disputed that the project will cost what the FTA says it might, though Gonot has acknowledged it will be costlier than what she hoped. "I don't see it as 9.1, but I don't think it'll be 6.9," she said. Part of what prompted the FTA to raise the cost estimate for the new extension is VTA and BART's decision to use a single-bore tunnel for the route into downtown, instead of the dual-bore tunnel used through the rest of the BART system. The advantage of a single bore is that it would cause less disruption to street-level business and traffic. But the method is relatively new and untried in the United States, lending uncertainty about how much it will cost or how long it will take. In the wake of the FTA's report and updated cost estimate, VTA's board in May agreed to conduct a review of the single-bore plan -- while at the same time awarding a contract to further develop the single-bore design. There's about a 90% chance VTA will go ahead with that plan, Gonot told the Business Journal. RECOMMENDED RESIDENTIAL REAL ESTATE Here's how many units have sold in San Francisco's newest condo developments TECHNOLOGY Intel stock dove to its lowest level since 2017 after a Q2 that its CEO said 'was not our finest hour' COMMERCIAL REAL ESTATE Oregon hotel company buys distressed Arctic Club Hotel in downtown Seattle Originally approved by voters in 2000, the BART Silicon Valley extension has been beset by multiple delays and funding challenges. Although she doesn't expect switching to a different federal funding program itself will add further delays, Gonot predicted the extension may not be finished until 2032 -- two years later than VTA's most recent projection. "2030 to 2032 is my guess, but I don't know yet," Gonot said. "I need to see where the contractor is. I will know better when they come in the next few weeks." _____________________________________________________________________________________________________________________________ https://cloud.3dissue.com/1498/1956/3833/reporter-may19-2022/index.html Delta-Mendota Canal Repair work funded by state $235 million _____________________________________________________________________________________________________________________________ https://www.spartnerships.com/pipeline/current/pipeline.html March 30, 2022 The Bay Area Rapid Transit District (BART) Silicon Valley Phase II heavy rail project is recommended for $200 million in EPD Pilot Program funding to extend BART service six miles from the Berryessa Station through downtown San Jose to Santa Clara. _______________________________________________________________________________ As of March 7, 2022 a short list will not be released until February of 2023. A timeline for construction has not yet been established. The purpose of this Request for Industry Feedback ("RFIF") is to gather information regarding interest from design professionals and contractors (each an "Organization") in a design-build contract for construction of Newhall Yard and Santa Clara Station (Contract Package CP3) which is part of VTA's BART Silicon Valley Phase II ("BSVII") Program (the "Program"). The information obtained pursuant to this RFIF will be considered by VTA in advancing the Program, and may be reflected in subsequent procurement documents, including but not limited to the Request for Qualifications ("RFQ") and the Request for Proposals ("RFP"). To deliver CP3, VTA will use a design-build ("DB") best value delivery method, whereby VTA will provide proposer teams with a form of contract that includes commercial terms as well as performance and prescriptive specifications for the CP3 DB Contract (the "Contract"), with the intent of receiving definitive technical and price proposals. VTA will also provide geotechnical and survey information as part of the procurement process. BART and VTA entered into a Comprehensive Agreement in 2001 that defines the roles and responsibilities of both agencies. Among other things, the Comprehensive Agreement stipulates that BART is the responsible entity and advisor to the Program, providing technical oversight for the BART systems to be procured in the Contract. In this capacity BART will be actively reviewing the designs, shop drawing submittals, testing procedures and operations & maintenance ("O&M") instructions produced by the design-build contractor ("CP3 contractor") so that contractual requirements are maintained for the safe and efficient operation of the BART System. VTA provides overall procurement, management, administration, technical review support, contract interfaces, and systems integration support for the Program. VTA will own the BSVII infrastructure and BART will operate and maintain the infrastructure. CP3 includes the NYMF with associated maintenance and operations facilities, and the Santa Clara Station. While the station is to be designed to accommodate and not preclude future TOD projects, development of TOD is not part of the CP3 scope of work or otherwise part of the Program. Santa Clara Station The station will be an at-grade, 2 track station with 1 center platform, located just south of Brokaw Road at its junction with the Union Pacific Railroad tracks in the City of Santa Clara. The station entrance will be at Brokaw Road. The scope of work includes: rough grading and utility relocation; construction of station platform and trackway; construction of station entrance building with a connection to the existing pedestrian tunnel beneath UP/Caltrain; construction of a 500 space parking garage; construction of end of line facilities such as supervisor's booth; general site restoration; and wayfinding signs and facilities. Submit RFIF CP3 Questions:April 2, 2021, 5:00pm RFIF CP3 Clarification/Addendum Released:April 16, 2021 CP3 Discretionary Meetings:Monday, May 24 - Friday, May 28, 2021. Meetings will be held remotely / virtual.