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From Annandale, via Maple Place, Annandale Road and
Arlington Boulevard to the Rosslyn Metro Station.

This proposal would require two additional a.m. and pom. buses and would operate 12,096 miles annually.

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It is proposed to extend Route 3M service from McLean to McLean Hamlet, as follows:

From the intersection of Old Dominion Drive and Chain
Bridge Ro via 01d Dominion Drive, Dolley Madison
Boulevard, Lewinsville Road and Falstaff Road to
McLean Hamlet.

This proposal would require two additional a.m. and p.m. buses and would operate 4,132 miles annually. This route would provide direct service from McLean Hamlet to the Rosslyn Metro Station.

6. Establish Rush Hour Route 90

It is proposed to establish rush hour service between the Fort Belvoir area and the National Airport Metro Station, as follows:

From bus terminal at Mount Vernon Road and Hudson
Road, via Mt. Vernon Road, Virginia Highway 235,
Richmond Highway (U.S. #1), Patrick Street, Franklin
Street, Washington Street, George Washington
Memorial Parkway, Smith Boulevard to the National
Airport Metro Station.

The proposal would require three additional a.m. and p.m. buses and would operate 23,940 miles annually.

November 18, 1975 Request (continued)
Page 3

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Submit supporting documentation and analysis for the 15 percent contingency estimate.

In reviewing the cost estimates consideration has been given to

establishing a contingency to cover cost of such imponderables and

unforeseeable delays as those identified by GAO.

The purpose of the

contingency is to cover possible cost increases but not to cover

potential cost increase.

For example, alignment revisions will be

subject to rigorous application of the WMATA add-on policy.

Summary sheets detailing the contingency allowance are attached. WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY

METRORAIL CAPITAL COST ESTIMATE

The Metro capital cost November 1975 forecast is $4,650.7 million. At the strong suggestion of the General Accounting Office, the Authority has been following the practice of quarterly adjustments of the capital cost estimate since May 1974. The current estimate provides for all identifiable cost increases and decreases which can be quantified, including potential cost growth such as current designer estimates, contract modifications, and delays associated with strikes, litigation and floods, and the Shady Grove adjustment. It also includes the capitalization of preoperations and Phase I operations.

A contingency of fifteen percent beyond the forecasted estimate is included to cover cost of imponderables and unforeseeable delays which cannot be quantified but which can reasonably be expected to occur. Use of a contingency was also suggested by the General Accounting Office in its review of WMATA construction costs. The contingency would cover such items as the following:

Route alignment revision, including that dictated by Federal law
(1-66, Greenbelt and Branch routes)

Capitalization of spare parts, test equipment, motor vehicles
and software

Further delays resulting from strikes, litigation, etc.

New environmental requirements

New safety requirements (Railroad Safety Board and Fire/Police
communications)

Also, Urban Mass Transit Administration requires that a contingency te included in grant applications. Fifteen percent was the approved contingency in the UMTA grant growing out of the transfer of interstate highway funds resulting from highway projects deleted by the District of Columbia. Fifteen percent of the unexpended forecast system cost is $467.0 million and appears reasonable and adequate. In the light of an assumption to finance completion of the system through the transfer of interstate highway funds, it is assumed that any necessary financing of contingency items will be covered by an increasing level of available interstate highway funds which continue to escalate to the point of grant approval. Strong Board and staff control would continue efforts to keep the ceiling on the total Metro cost to $4,650.7 million, or as close to that amount as possible.

Revised Dec 23, 1975

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SAVE cost reductions *

(34.9)

57.1 November 1975 Forecast

$4,650.7 NOTE: Provision is made for a 15% contingency in addition to the forecasted

estimate. The contingency amount is $467.0M derived by taking 15% of
the unexpended portion of the system cost forecast. The contingency is
not funded, but will be obtained froin escalation of the Federal Highway
Funded programs applicable to Metro.
(Calculation = .15 (forecast-expenditures) = .15 ($4,650.7 - $1,537.5) $467.0)

* Continuing activity

Table 11

Office of Budget

WASHINGTON METROPOLITAN AREA TRANSIT AUTHORITY ESTIMATED COST OF ADOPTED REGIONAL SYSTEM ALTERNATIVES

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Branch Route (B Alt.)

(167.3)

Base

1-66

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1 Federal Interstate Highway Funds

transferred to Metro General Fund.

21. The contingency is not funded, but

will be obtained from escalation of the Federal Highway Funded programs applicable to Metro.

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