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Pre-Proposal Meeting Materials
BART held a Pre-Proposal and Outreach Meeting for the Oakland Airport Connector (OAC) Design-Build/Operate & Maintain project on Thursday, August 20, 2009. Download a PDF version of the presentation given at the meeting or view the sign-in sheets. For more information regarding the contract, please visit the Procurement section.
BART Selects Final Proposal Teams for Oakland Airport Connector
The San Francisco Bay Area Rapid Transit District (BART) has prequalified four teams for the Design-Build/Build Operate and Maintain (DBOM) contract for the Oakland International Airport Connector Project. The four Prequalified Proposers and associated Proposer Team Members are listed below. For additional information on contracting opportunities, click here to visit our Procurement site or contact Anthony Pegram, Contract Administrator, at apegram@bart.gov.
The prequalified teams are as follows:
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1. Proposer/Design-Builder: Flatiron/Parsons, a Joint Venture |
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Flatiron West, Inc. |
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2. Proposer/Design-Builder: Kiewit Pacific Company |
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Core Construction Contractor: |
Kiewit Pacific Company |
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Heavy Civil Subcontractors: |
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Other Civil Subcontractor(s): |
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3. Proposer/Design-Builder: Shimmick/Skanska/Herzog, a Joint Venture |
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Core Construction Contractor: |
Shimmick/Skanska/Herzog JV |
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Heavy Civil Subcontractors: |
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Other Civil Subcontractors: |
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4. Proposer/Design-Builder: Walsh Construction Company |
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Core Construction Contractor:
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Walsh Construction Company |
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Heavy Civil and other Subcontractor: |
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BART Holds Industry Forum and Pre-Submittal Conferences
The San Francisco Bay Area Rapid Transit District (BART) held an industry forum and two pre-submittal/outreach meetings to provide information on procurement and contracting opportunities for the Oakland International Airport Connector Design-Build/Operate & Maintain (DBOM) Project. Click on one of the links below to find additional information from each of the meetings.
- Pre-submittal and Outreach Conference held on June 5, 2009
Download a PDF version of the presentation given at the June 5th meeting
Download the sign-in sheet from the June 5th meeting
- Pre-submittal and Outreach Conference held on May 27, 2009
Download a PDF version of the presentation given at the May 27th meeting
Download the sign-in sheet from the May 27th meeting
- Industry Forum held on April 21, 2009.
Download a PDF version of the Industry Forum Presentation
View a BARTtv presentation of the Industry Forum
Download the revised sign-in sheet from the Industry Forum
Program Purpose and Benefits
Since the early 1970s the concept of an improved transit link between the Oakland International Airport (OAK) and the BART system has been explored, and various feasibility, engineering and environmental studies have been undertaken. The need for the OAC Project is based on recognition of existing transportation constraints in the Bay Area, increased growth at OAK, anticipated future public and private development, and related congestion along roadways that serve the area. Improvements to the existing transit service to OAK would encourage motorists to ride transit to OAK, thereby providing some relief to the congested traffic conditions in the area. Because of foreseeable growth in airport use, as well as local and regional roadway congestion, the demand for transit alternatives is expected to rise, particularly for a reliable alternative that air passengers can depend on to meet their scheduled flights.
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Oakland Airport rendering.
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Transit services to OAK, which include AirBART, Alameda-Contra Costa Transit District buses (AC Transit), taxis and airport shuttles, provide various levels of service. The unpredictability of traffic congestion, the potential for stalls and the extra crowds during Oakland Coliseum events raise concerns for air passengers seeking to use these street-based methods to access OAK. Travel times for AirBART between the Coliseum BART Station and OAK are highly variable, as are the wait times for AirBART at the station and at the airport. Purchasing tickets at the Coliseum BART Station and OAK can be confusing and inconvenient for passengers, resulting in additional lost time and frustration for travelers.
On March 28, 2002, the BART Board of Directors approved the long-awaited BART link to the Oakland International Airport via elevated Automated Guideway Transit (AGT) system connecting from the Coliseum Station to a new station at the airport. The 3.2-mile connector would provide a transit alternative to driving individual automobiles and the overall airport traffic situation would benefit from reducing the number of cars on the road.
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BART Coliseum Station rendering.
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Projected Growth at OAK
Oakland International Airport 's (OAK) strong historical growth has been fueled by its culture of catering to low-cost airlines and its central location, making it the most convenient airport to the Bay Area's growing commerce centers and to 48 percent of where Bay Area residents live. OAK is planning and building for the future. The airport's two terminals were originally designed to serve about seven to eight million passengers annually but are serving nearly double that number. OAK served 14.6 million passengers and 740,000 tons of air cargo in 2007.
OAK recently completed a $350 million Terminal Improvement Program, the largest aviation project in its 78-year history. Begun in April 2004, the program is comprised of the Terminal 2 improvement project using "green building" technology that includes a new concourse with five additional boarding gates and waiting areas; expanded ticketing, security and baggage claim facilities; new utilities; and the Terminal Roadway and Curbside project that has improved terminal access and eased congestion into and around the airport and terminals.
The Port of Oakland, owner/operator of OAK, prepared a 20-year Master Plan in cooperation with airport, government and community stakeholders. This process identified land use options for airport facilities, including: passenger terminal, cargo, and airport services, airfield and aircraft apron, and public access using expanded roadways and ground transportation alternatives, such as BART's proposed Oakland Airport Connector.
Preliminary System Operations Parameters
The express bus service operating between the Coliseum BART Station and OAK carried approximately 85,000 riders per month in 2008, with trip times varying from 12 to over 30 minutes. Since the inception of service in 1986 the ridership has grown from 126,500 yearly passengers to 1 million passengers in 2008 and equals approximately 9% of those using the Airport. The Airport Connector Project is expected to enhance schedule reliability over AirBART, reduce trip times and provide a seamless connection with the BART system. With a travel time of less than 15 minutes between the Coliseum BART station and the airport, and vehicles departing every 3 - 4 minutes, the OAC is expected to carry as many as 10,000 daily passengers by 2020.
To view the Final BART - Oakland Airport Connector Ridership Report click here (366k PDF).
System Objectives
Specifically, the OAC Project has the following objectives:
- Provide reliable scheduled service between BART and OIA.
- Provide flexibility to increase transit vehicle frequencies during periods of increased travel demand.
- Offer a competitive alternative over those who drive to OAK by providing predictable connections and travel timesavings.
- Provide a convenient, safe and comfortable connection between BART and OAK.
- Maximize BART ridership
Project Concept
An Automated Guideway Transit (AGT) system was determined to be the preferred alternative for the OAC Project. The AGT concept includes an array of transit technologies, the common elements being that they operate within their own guide ways, would have stations physically integrated with the Coliseum BART Station and the airport terminal, and do not require a vehicle operator. Minimum performance specifications have been established for all proposed technologies that will have to be satisfied by prospective suppliers. Such specifications include minimum operating speeds and carrying capacities necessary to serve the ridership forecasts. Selection of the technology will be part of the design-build procurement process.
From the Coliseum Station to Doolittle Drive the proposed route would proceed largely in the median of Hegenberger Road. South of Doolittle Drive on Oakland International Airport property, the alignment would run between Airport Drive to the west and the Lew F. Galbraith Municipal Golf Course to the east. Past the golf course, the AGT alignment would proceed southwest to its terminus at the new airport terminal. The AGT vehicles would operate primarily in an elevated guideway, thus providing the AGT with its own exclusive right-of-way separate from other vehicular traffic along its route.
The AGT system would include two end terminal stations: one at the Coliseum BART Station and one at the proposed airport terminal. The AGT system will allow for future construction of one intermediate stop near the intersection of Doolittle Drive/Hegenberger Road. The City of Oakland suggested this location as a site that would support the City's efforts to revitalize the Hegenberger Road Corridor.
Partners & Funding
The total project budget for the BART Oakland Airport Connector Project is approximately $500 million in 2009 dollars. The entire project has been a collaborative partnership between BART, the Federal Transit Administration, the Alameda County Transportation Improvement Authority (ACTIA), the Alameda County Congestion Management Agency (ACCMA), the Metropolitan Transportation Commission (MTC), California Department of Transportation (Caltrans), the City of Oakland and the Port of Oakland. The funding plan for the project is as follows:
SOURCE OF FUNDS (Millions)
- $89M from Alameda County Transportation Improvement Agency (ACTIA) sales tax
- $44M from Port of Oakland
- $21M from State Transportation Improvement Program (STIP)
- $31M from Regional Measure 1 (1988 Bridge Toll)
- $78M from Regional Measure 2 (2004 Bridge Toll)
- $20M from MTC SLLP – Resolution 3434
- $50M from Seismic Under runs (reallocated Regional Measure 2)
- $70M from American Recovery and Reinvestment Act of 2009 (ARRA)
- $25M from Federal Transit Administration – Public Private Partnership Pilot Program
Total Committed Public Funding: Approximately $430M
The ARRA funds come with very aggressive schedule deadlines mandated by MTC. The Project must be out to bid by June 2009 and awarded before the end of 2009. If the schedule is not rigorously met, MTC will redistribute the ARRA funds to other projects within the region. Funding necessary to close the remaining gap will be sought by BART through public, private or Transportation Infrastructure Finance and Innovation Act (TIFIA) financing.
BART must rapidly decide how best to bid the Connector Project. The choice will most likely be a fully funded design, build operate maintain (DBOM), or a partially privately funded design-build, finance and operate (DBFO) contract. The decision hinges on which will most likely succeed within the deadlines, while being financially viable given the public funding and ridership/revenue constraints.
Project Schedule
March 2002: BART Board Project Adoption
May 20, 2009: RFP Released
December 2009: Award Contract
Revenue Operation: Mid-2013
Learn more about the Oakland Airport Connector Project:
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Last Updated: November 4, 2009
