LTK assisted CATS in their efforts to bring a light rail transit system to Charlotte, NC. The firm is responsible for procurement of light rail vehicles (LRVs) for use the South Corridor, which extends from downtown Charlotte 9.6 miles to the LYNX station at I-485/South Boulevard.

The firm developed the technical specifications, commercial terms and conditions documents for LRV procurement. Specifications were developed from a cost-conscious standpoint due to the relatively small order of 16 LRVs.  CATS exercised an option for 4 additional units (currently under construction) totaling 20 LRVs.

LTK also developed the cost estimate for the fleet and assisted in exploring various options for joint procurement with other transit systems developing light rail systems. LTK led the industry review meetings with the carbuilders. Upon completion of the industry review meetings, LTK assisted CATS with the LRV procurement process, including the technical evaluation of the proposals, negotiations with the carbuilder, and final evaluation of carbuilders’ best and final offers.

LTK experts assisted in efforts to make the new light rail transit vehicles compatible with an existing vintage trolley system that will run on the northernmost two miles of the corridor.  LTK assessed the suitability of the vintage car fleet to meet the more stringent demands of daily operation in conjunction with the LRT system.

The Denver metropolitan area first experienced light rail transit when a 5.3-mile starter line opened in 1994. Built in a highly cost-conscious manner, the line connected downtown Denver with a large education complex. Proving the worth of the investment, the line’s daily ridership target of 15,000 was immediately exceeded, and plans for a regional network were advanced. LTK has been an active participant in various aspects for the extensions to that original starter line.

FasTracks

During the next 20 years, an estimated one million people will move into the Denver area. To answer this population boom, an LTK led joint venture was selected to serve as RTD’s Systems Engineering Consultant for the Denver FasTracks project. The FasTracks project includes six new corridors and three extensions, a planned 120 miles of track and 50 new stations. The LTK team will provide overall management and design of all system engineering, including traction electrification systems, signal systems, communications systems and rail vehicles. Current work includes; final design for all West Corridor systems, and preliminary engineering design support for Denver’s multi-modal Union Station; I-225 and Gold Line LRT Corridors and the Northwest, East and North Metro Commuter Rail Corridor. The West Corridor is at the Issue For Construction design level and is being implemented by a CMGC process. This cooperative design and construction method is new to RTD but the experience LTK brings from past CMGC projects is helping RTD reap the benefits of this unique method.

Southeast Corridor (T-REX)

The most ambitious of the extensions for RTD is the 19.2-mile Southeast Corridor LRT Line which, went into service on Nov. 17, 2006; will more than double the length of the existing 14-mile system. The LRV fleet will grow from 49 to 83 (plus 34 additional LRVs in 2008) cars. The project includes a 15-mile main line through the Denver Tech Center and a 4-mile branch parallel to the I 225 beltway.

LTK served as the systems engineer for T REX, with responsibilities for OCS, corrosion control, systemwide ductbank, signals, communications, procurement management, and start up testing and acceptance. The firm is also providing engineering support for RTD's LRV procurement. The high-floor vehicle made by Siemens will be similar to RTD’s existing vehicles with a major difference in that the new LRV will have AC propulsion.

The firm is also assisting RTD in operations planning for these new lines. The resulting system will include five peak-period routes, one each from the three southern lines into downtown Denver, with two branches also having direct service through the Central Platte Valley to Denver Union Terminal. This will result in system operating headways as close as 2.5 minutes.

On-Call Services Contract

LTK also has an on-going, on-call services contract with RTD. To date, seventeen work orders are either in process or completed and include the design of a station/park and ride CCTV camera upgrade and platform extension from three car platforms to four car platforms, four car train TES analysis and final design of required systemwide upgrades, analysis of Electrical Multiple Units (EMU) and a cab signal analysis and upgrade program. The four platform extension work order includes conceptual design for upgrading the traction power system to accommodate the four car service.

Central Platte Valley Extension

LTK assisted RTD with systems engineering for a 1.6-mile extension west and north of downtown to Denver Union Terminal. Formerly an area of railroad yards and industrial uses, the Central Platte Valley is being redeveloped as the site of major recreational facilities, including an amusement park, a stadium and an indoor arena for major league sports teams.

LTK’s duties in the Central Platte Valley Extension, which opened in April 2002, included systems engineering services from preliminary engineering through final design and the procurement/installation process. The systems involved in the project include three new traction power substations, OCS, systemwide ductbank, signals, communications equipment, and corrosion control design. LTK also provided assistance for related inspection, testing, integrated testing and start-up.

DART was created to build and operate a light rail transit system to serve Dallas and its suburbs. A key element of DART’s investment package is a network of light rail transit lines. The first segment of this system opened in 1996. Both ridership and the project’s impact as a catalyst for urban development and redevelopment have exceeded expectations, and an LRT system expansion program is moving ahead rapidly.

The initial DART LRT system consists of 21 stations situated along 22 miles of double track. The system runs from northern Dallas along the North Central Expressway through downtown, connects to Amtrak and DART’s commuter rail line at Union Station, and then splits into two branches in southern Dallas. The right-of-way is a combination of former railroad lines, bored tunnels, a downtown pedestrian mall and the medians of major streets. The system, exceeding expectations, is carrying over 40,000 boardings per day.

LTK provided project management of the Systems Design Team through Preliminary Engineering, Final Design and initial construction. LTK's scope also included preliminary and final design engineering services for LRVs and fare collection equipment. LTK prepared the LRV specification and associated procurement documents, evaluated carbuilder proposals, and recommended award for the manufacture of 40 LRVs. The firm also provided procurement management, inspection, and acceptance testing services. Extensions in two corridors to Garland and Richardson/Plano were subsequently constructed. LTK assisted DART with the procurement of 55 light rail vehicles for the extensions and the procurement of 20 additional cars to supplement service on the system.

LTK assisted DART with fare collection equipment design, equipment review and selection, data collection and reporting systems, data networks, security, fare accountancy, and vendor interface. The firm addressed operations and policy issues regarding police, maintenance, staffing, ADA compliance, marketing, fare policy and security.

After the success of the “Starter System” DART continued to expand. The Phase I expansion doubled the size of the system by extending the North Central line approx 10 miles further North to Plano, TX and adding a new North East line from Mockingbird Station to Garland, TX. During this expansion LTK continued to provide design, engineering and project management services for the procurement of an additional 75 LRVs to provide the service on the expanded DART system.

In its continuing role as DART’s vehicle engineer, LTK is supported a research and development effort for a low-floor center section to be inserted into the middle of DART’s existing LRVs. This 31-foot long “C-Car” will allow DART to better service special needs passengers and is in full compliance with ADA requirements. The C-Car maintains the signature appearance of the DART LRV, but addresses the current trend toward low-floor rail vehicles. This research and development program for the low floor center section (C-unit) was completely successful. The prototype C-unit was installed in DART LRV #170, converting the vehicle into a “Super-LRV”, in mid 2002 and has been operating in daily revenue service since that time.

Currently DART is starting the Phase II Expansion which will double the size of the system a second time by adding a North West line along the I-35E corridor, South East Line to the Lake June area and an Irving line that will extend to the North end of DFW Airport. To support the Phase II expansion DART will also expand the capacity of the LRV fleet. Based on the success of the research and development program for the low floor center section (C-unit) the capacity of the fleet will be expanded by inserting a C-unit into all 115 of the DART LRVs. LTK continues in the role as DART’s vehicle engineer for this expansion of the fleet. LTK supported DART in the award of a contract for the procurement of 115 C-units, Automatic Train Protection (ATP) system and Vehicle Business System (VBS) to modify the current fleet. LTK continues to provide design, engineering and project management support for the manufacturer, delivery and testing of the 115 C-units, ATP and VBS and the conversion of the 115 LRVs into Super-LRVs by inserting a C-unit into each car.

Light Rail and Commuter Rail Systems

Among LTK’s family of clients, no agency is better equipped to assess LTK’s systems engineering skills, than TriMet. Over the past quarter century, and several major projects, LTK has helped TriMet create a light rail system that has earned international acclaim. The firm has participated in the Banfield Corridor Light Rail Project, Banfield Double-Tracking Project, Westside Corridor Light Rail Extension, Hillsboro Light Rail Extension, Airport Light Rail Extension, Interstate Light Rail Extension, I-205 PE and Final Design and Mall Final Design. Throughout this development period, LTK has served and continues to serve as TriMet’s consultant for systems engineering. This level of continuous client service is rare and stands as a clear testimony to the quality of our work. LTK’s vehicle and systems design solutions for TriMet’s light rail and commuter rail systems demonstrate the firm’s sensitivity to environmental and community concerns.

LTK has also had the privilege of providing additional services to TriMet through several task order-type contracts, providing expertise in all elements of systems engineering including, for example, discrete design tasks, equipment modification programs, equipment tests and failure investigations and employee maintenance training programs.

Banfield Corridor Light Rail Project (The Eastside Line)

In the mid-1970s the Portland metropolitan area achieved consensus that the best solution to the region’s increasing transportation needs was a balanced system incorporating all modes. At the heart of this regional plan was a new light rail transit network. Federal funding was reallocated from the Mt. Hood Freeway Project to plan, design and develop a new light rail line and to modernize an existing freeway in the Banfield corridor through Portland’s east side.

LTK served as TriMet’s Systems Engineering Consultant for the light rail project. LTK engineers functioned as an extension of TriMet’s staff with responsibility for conceptual design, preliminary engineering, final design and construction/procurement management for all systems elements, which included 26 LRVs, a 100,000 square foot operations and maintenance facility, 16 traction power substations, overhead contact system (OCS), system-wide ductbank, train control/signal system, train-to-wayside communications (TWC), radio communications system, wayside lifts, fare collection equipment, corrosion control design, and work equipment/special tools. LTK also was responsible for all vehicle and systems inspection, testing, integrated testing and start-up.

Final engineering for the light rail project began in mid-1980, and construction began in early 1982, on a line consisting of 13 miles of double track and two miles of single track. The majority of the line is open tie and ballast trackwork, but about 2.5 miles of track is in streets. The signal system is ABS, with warning gates and flashers, Vetag, and preemption of automobile traffic signals. The overhead contact system is catenary construction in open track areas and trolley wire in more visually-sensitive downtown areas. A fleet of 26 light rail vehicles was procured from Bombardier. Construction cost for the light rail portion of the Banfield corridor project was $212 million, or an economical $14.1 million per mile.

Now known as the Eastside leg of the Blue Line of MAX, the Metropolitan Area Express revenue service began in September 1986, and gained immediate public acceptance. Initial daily ridership of 20,000 grew steadily to nearly 40,000 per day in 2005. The system is internationally acclaimed for its moderate cost (built under budget), aesthetic urban design and cost-effective operation.

Westside Light Rail Extension

As TriMet’s Banfield Line was being completed during the 1980s, plans were formulated to extend light rail service west of Portland into the region’s most congested corridor. Funding commitments were obtained and final engineering began in 1992 on the Westside Extension, the largest public works project ever undertaken in the Portland area. Full revenue service along the corridor began in September 1998.

The Westside Project extends from downtown Portland to 185th Avenue, a distance of about 12 miles. The project included a three-mile section of twin-bore tunnels, up to 400 feet deep, through the hills just west of the downtown core. The extension is fully double-tracked, with the majority in open tie and ballast construction. As on the Banfield Line, the overhead contact system and signal system have been tailored to the surrounding urban character.

Following LTK’s successful work with TriMet on the Banfield Light Rail Project, the firm was selected as TriMet's systems engineering consultant for the Westside Corridor. LTK provided preliminary engineering, final design and construction management for all systems elements.

As part of preliminary engineering and in support of the DEIS, LTK performed a Level Boarding Alternatives Study to address ADA accessibility requirements. This work ultimately led to TriMet's decision to procure the first modern low-floor light rail vehicles in North America. LTK subsequently provided services for the procurement of 52 low-floor LRVs. LTK prepared specifications for these revolutionary vehicles, in addition to conducting drawing reviews, in-plant and source inspections, proof-of-design testing, acceptance testing and warranty assistance.

Firm experts also were involved with design and construction management on the 75,000 square-foot Elmonica operations and maintenance facility, with duties that included work equipment and special tools. LTK staff was responsible for 12 traction power substations, overhead contact system, system-wide duct bank, train control/signal system, train-to-wayside communications (TWC), fare collection and corrosion control. The expansion of service and the addition of a tunnel to the system created more sophisticated control systems needs for TriMet. LTK provided systems engineering services for the procurement of a 15,000-volt distribution system, 30 miles of new fiber-optic backbone communications system, full central control, SCADA, closed-circuit TV, ADA-compliant message boards, PA and a 900 MHZ radio system coordinated with the City of Portland's regional system.

Hillsboro Light Rail Extension

With the Banfield Line already a success and the Westside Project in the works, TriMet began to proceed in the mid-1990s with a further westward extension to Hillsboro. The Hillsboro Extension added over six miles of double track to the system, more than five miles in existing railroad right-of-way and the remainder involving extensive reconstruction of downtown Hillsboro streets for in-street running.

TriMet again selected LTK to assist in fast-tracking preliminary engineering and final design. Preliminary engineering was consistent with earlier Westside designs. Final design for signals, six traction power substations, overhead contact system (OCS), system-wide duct bank, street lighting, train control/signals, TWC and fare collection were completed in less than one year, as were cost and contractual negotiations with the four prime systems contractors. The extension opened for revenue service on schedule in September 1998.

The traction electrification and signal systems were customized to the environment. Particular attention was given to adapting the LRT line to the urban streetscape of Hillsboro, including extensive utility relocation and reconstruction of the surrounding infrastructure.

Airport Light Rail Extension

LTK was part of the team charged with designing and managing construction of TriMet’s 5.5-mile light rail extension to the Portland International Airport. This project evolved as a design/build contract under a public/private partnership among TriMet, the Port of Portland and the Bechtel Corporation. LTK was responsible for the traction power and OCS portions of the extension. The firm completed preliminary engineering, conducted reviews of the contractor’s final designs and assisted with construction management of the installation. LTK staff also assisted with preparation of the integrated systems test program. Construction was completed early in the summer of 2001 and revenue service was inaugurated September 10, 2001. Airport MAX service – now called the Red Line – runs every 15 minutes throughout the day and evening, seven days a week.

Airport MAX was carrying about 3,500 weekday riders between the Airport station and Gateway Transit Center by mid-2002. The additional service Red Line trains offer on the inner Eastside line to downtown Portland also attracted over 7,000 more weekday LRT riders to that portion of the system. With this new service, total MAX weekday ridership grew to over 80,000 passengers in 2001. To accommodate the line’s ridership growth, TriMet is contemplating increasing train lengths on the Red Line from one LRV to two.

Interstate Light Rail Extension

As TriMet’s Westside MAX construction progressed, regional planners turned their attention to a North-South route to extend LRT service to Clackamas County in Oregon and Clark County (Vancouver) in Washington. Funding and jurisdictional uncertainties made it clear that it would not be possible to build all 25 miles of the proposed line at once, but that an incremental approach might make it possible to build shorter parts of the line.

Studies performed in 1999 determined that it was viable for an extension of the MAX system to the North, but within the City of Portland. The result was the selection of a route using Interstate Avenue. The predominantly center-median 5.6 mile Interstate Extension extends from the junction at the Rose Quarter Transit Center to the Portland Expo Center, and includes 10 stations. Trains provide direct service from Expo Center through downtown Portland and back.

LTK was selected to perform preliminary, final design, and design support during construction for all systems elements, including 27 additional light rail vehicles (Type 3), six mainline and one yard traction power substations, OCS, Interstate Ave. street lighting (incorporated with the OCS poles), signals/communications, systemwide electrical and further expansion of the Ruby Junction maintenance facility. Construction of the $350 million project began in 2001 and the line opened for revenue service in May 2004; four months ahead of schedule and $30 million under budget. The developmental process has moved on to the task of linking the South neighborhoods to the East-West, Interstate and Airport MAX lines.

South Corridor/Mall Extension

The South Corridor Project is the fifth major corridor light rail project undertaken by TriMet. It mirrors the Airport Extension in that the alignment is mostly grade-separated right-of-way adjacent to or in the median of the I-205 freeway and terminates at Gateway Transit Center. Operationally the new Green Line trains will be through-routed to the downtown on the existing Blue Line tracks from Gateway. However, once across the Steel Bridge, the Green Line trains will operate on a new downtown light rail alignment constructed as part of the I-205 South Corridor Project. This new alignment is a one way loop on the existing Portland Transit Mall (Fifth and Sixth Avenues), which will be re-constructed to accommodate, light rail, buses, and autos, from Union Station at the north end to SW Jackson St. at the south end. The Mall alignment will cross the existing light rail alignment at Morrison and Yamhill Streets in the heart of downtown Portland and thus increase the transit coverage and accessibility throughout the downtown.

The I-205 portion of the project is approximately 6.7 miles in length and includes eight passenger stations while the Mall portion is 1.7 miles with seven stations (per direction). LTK provided systems engineering design services during the preliminary engineering phase of the project and is providing systems final design for the Mall in addition to light rail vehicle procurement support and design of related facilities at TriMet’s operations and maintenance facilities. A total of twenty four light rail vehicles are being procured as part of the South Corridor Project.

Construction is beginning in early 2007 with revenue operation planned for late 2009. Cost of the project is estimated at $557 million.

For more than two decades, LTK has provided engineering expertise to LACMTA for its vehicle procurement projects. Whether it be for the Blue or Gold lines, LTK staff has been on-hand to ensure that the vehicles meet LACMTA’s precise needs.

LTK was initially selected to provide program management for the acquisition of LRVs for the Blue Line to Long Beach, the first light rail service in Los Angeles. The firm’s initial work involved reviewing carbuilder designs for the base contract of 54 LRVs. Blue Line service began in 1990.

Following the procurement of Blue Line LRVs, LTK managed a program for 15 cars to support Green Line revenue service, which opened in 1995. LTK was involved in all aspects of the project, beginning with specification drafting and through in-plant inspection.

For the 52 “LA Standard” Green Line car procurement, LTK drafted the specification for the vehicles, which were originally designed to be manually-operated cars with the capacity to upgrade to driverless operation. LTK also participated in design review, proof-of-design testing, inspection, and commissioning.

LTK was then selected by the LACMTA to provide engineering support services during the acquisition of light rail vehicles for the Pasadena Gold Line and its anticipated rail line extensions. The Scope of Services included, drawing review, technical submittals and samples review, test procedure review and value engineering analysis. Firm experts conducted design conformance testing, production conformance testing, source inspections and vehicle acceptance testing. Inspections included First Article Inspections, car shell plant fabrication monitoring, car assembly facility monitoring, acceptance site inspection, reliability demonstration test program, warranty program implementation support. LTK also assisted MTA staff in safety certification of the vehicle design.

The firm’s project administration duties included allocating resources, assisting MTA staff with policy decisions and overall coordination assistance. LTK was responsible for the program control procedures manual, document control procedures, consultant budget control requirements and progress reporting requirements.

The Houston METRORail LRT System operates along a north-south corridor from the Fannin South Park & Ride (Fannin South Station), which is south of Reliant Park (formerly the Astrodome), to the University of Houston Downtown Station. The right-of-way is primarily located in dedicated lanes of existing streets, and traffic signals at street intersections are controlled to give priority to the light rail vehicles.

LTK was awarded a preliminary engineering contract in late 1999 as part of an overall general engineering project for all systems elements for the line. The firm was responsible for planning and design for the vehicles, traction electrification (substations and overhead contact system), signals, communications, fare collection, and corrosion control. As part of preliminary engineering, LTK developed technical proposal solicitation documents for each system element as part of an overall design/build contract for this project.

As a member of the Program Management Team, LTK was responsible for reviewing the design and manufacturing of the state-of-the-art light rail vehicles for the new Houston light rail system. The firm was also responsible for management of Systems Contractor work for the signals, communications, corrosion control and related control center elements. LTK also prepared with METRO the Operating and Start-up Plan for the new system. The line opened on January 1, 2004.

The LRVs were manufactured by Siemens in Sacramento. LTK staff supervised the quality control/quality assurance during construction of the LRVs and also supervised the installation of systems elements in Houston.

LTK’s involvement with light rail transit in the Twin Cities extends back to 1985. The firm assisted in developing LRT systems plans for the Twin Cities by conducting a series of studies that defined “starter lines” in individual corridors. Several routes were identified as having good potential for LRT, including a corridor in Hennepin County radiating from downtown Minneapolis and one penetrating the core of St Paul. As part of developing a comprehensive LRT plan for the County, LTK completed tasks involving operational analyses and systems engineering. The firm was responsible for a feasibility analysis of LRV options including low-floor LRVs, car lengths, maximum train lengths and vehicle operating parameters. LTK staff developed design criteria, which became the blue print for the PE and final design.

Separate contracts with the Minnesota Department of Transportation as well as Hennepin and Ramsey counties, covered all systems elements, including LRVs, LRT signal system, traction electrification, communications and central control, system wide electrical, fare collection, yard and shop design, and maintenance support equipment during preliminary engineering for both the Hiawatha and Central Corridors. LTK developed operating and maintenance plans, performed corrosion control analyses and prepared cost estimates for all elements.

LTK assisted in the preparation of Design Build contract documents for the design, implementation and construction of the Hiawatha LRT Corridor, a 12.5-mile line using a combination of street operation, exclusive ROW operation and tunnel operation. LTK was responsible for all systems elements including systems integration, signals, communications, central control, TWC, traction substations, overhead contact system, system wide electrical, yard and shop facilities and maintenance equipment. The firm also was responsible for two major elements outside the Design Build contract, the procurement of 34 low-floor light rail vehicles and the planning and implementing of a comprehensive regional fare collection plan including LRT, bus and commuter rail. Associated with this project, but under contract to the Metropolitan Airports Commission, LTK supported the detailed design of tunnel electrical/transit facilities and provided detailed corrosion control design assistance.

LTK assisted Metropolitan Council/Metropolitan Transit in overseeing the design/construction of the systems elements of the Hiawatha Corridor. The firm also assisted with separate contracts to procure system wide fare collection equipment and the new low-floor car fleet. The total cost of the project was $715 million dollars in 2000 dollars of which $160 million were for systems elements.

It has been two decades since LTK joined the effort to bring a light rail system to Sacramento. From the start of the first vehicle procurement in 1982 to the current Folsom and South Line extensions, LTK has been on hand to provide expertise in a variety of ways. Ridership doubled during the first decade of LRT service and it continues to grow today, necessitating long-term planning for expansion and services coordination.

During the initial vehicle purchase some 20 years ago, LTK was responsible for all consulting services related to analysis, specification, procurement, inspection and testing of revenue vehicles. The firm also provided procurement, inspection and testing services for ticket vending equipment.

The “starter” 18-mile line serves suburban areas northeast and east of downtown Sacramento. Alignments, facilities and equipment were tailored to community and environmental needs, resulting in a very “community friendly” LRT system.

Light rail development followed four key design principles: including use of available rights-of-way, limiting investment to “starter line” facilities, specification of equipment proven in service and building for efficient, no frills operation. Following those guidelines permitted a significant capital savings by enabling initial construction with only 40% double track (30% more has since been added) and operating savings by avoiding extra peak-only train operators.

With the opening of the Folsom extension to Sunrise Station and the new South LRT Line, RT’s rail system has more than doubled in size since 1987. From the initial 18 miles and 26 cars to nearly 38 miles and 76 LRVs, LTK has played a major role in the development of this successful and cost effective system.

Most recently, LTK has completed managing the procurement of 40 new light rail vehicles. LTK provided contractual design and inspection services. LTK was also a member of a team providing signal design services for the Folsom Extension as well as fare vending machines for the entire system. The firm also recently did design work to retrofit propulsion blowers on the original fleet, and is presently assisting RT with a retrofit of the existing motor-alternator equipment.

LTK assumed the role of systems engineering consultant in 1998 for Sound Transit’s Link program. Leading a team of 32 specialty engineering, architectural and professional services firms, including 22 with offices in the Central Puget Sound region and 20 of which are certified M/W/DBE organizations, LTK was involved in conceptual design and preliminary engineering to support a EIS/FFGA process for the Central Line, a 25-mile corridor from the University of Washington in north Seattle through downtown and the SeaTac airport to a major park and ride facility at South 200th Street.

As part of this initial assignment, the LTK team completed conceptual design, preliminary engineering and final design of the Tacoma Line, a 1.6-mile stretch in downtown Tacoma from the multi-modal Tacoma Dome Station to the Theatre District.

The systems engineering elements for both Link programs include light rail vehicles, communications and central control systems, train control signals, traction power with overhead contact system, stray current protection and corrosion control analysis and design, system-wide electrical design, and operations maintenance planning support. LTK has total responsibility for maintenance facilities, including all civil, architectural, track, electrical, mechanical and industrial issues.

The LTK contract was extended in January 2000 to include final design of the systems elements and program management for the vehicle procurement for the Central Line and construction management services for the Tacoma Line and the LTK designed maintenance facility was completed. The Tacoma Link, just 30 miles south of Seattle, was put into operation in August 2003. LTK administered the vehicle contract and managed the construction coming in under budget and on-time. The Link’s ridership has exceeded all projections.

The shop and yard substations have been delivered, installed and tested. Three streetcars were ordered and were shipped from the Czech Republic in July 2002, arriving in early September in Tacoma. By late 2002, track and a portion of the overhead contact system had been installed, and the streetcars were under test.

Due to budgetary concerns, the Central Line project was shortened to a 14-mile project. LTK has continued with its final design activities, including completion of design work on the maintenance facility and yard, within the common core of the new alignment. LTK also has assisted Sound Transit in preparation of a Request for Proposals for 31 low-floor light rail vehicles, which was issued in early 2003. This resulted in a procurement contract which was awarded to Kinki Sharyo in January 2004. LTK was also involved in design support during construction and construction management activities for all system elements.

The system is scheduled to open in July 2009 with an estimated daily ridership of 42,500 by 2010. LTK was responsible for the design of approximately $300 million in systems contracts out of the total $2.1 billion Central Link budget. LTK also supported the new EIS process for finding an affordable and acceptable route north to Northgate, a program referred to as North Link.