BergerWorld: 3rd Quarter 2005

Following the tragic events of September 11, 2001, New York City made a commitment to restore and upgrade damaged rail lines to facilitate the rebirth of Lower Manhattan. As part of this massive effort, officials from the Port Authority of New York and New Jersey (PANYNJ), the Metropolitan Transportation Authority (MTA), New York City (NYC) Transit and the Federal Transit Administration established key reconstruction priorities.

At the top of the list was the restoration of PATH train service to the World Trade Center site. Prior to September 11, this station served more than 67,000 commuters per day. The collapse of the World Trade Center severely damaged the PATH terminal below the building and forced the closure of several stations on the line. To restore service as quickly as possible, the Berger Group assisted in the upgrade of the Exchange Place Station in Jersey City, allowing it to act as a terminus during the rehabilitation of the tunnels and the construction of a temporary World Trade Center (WTC) PATH station. Berger specialists also assisted in the development of the temporary station. Throughout the course of this effort, Berger team members provided program management, including scheduling and budgeting allowing the project to be completed ahead of schedule on November 23, 2003, and within budget.

Following the completion of the temporary WTC station, PANYNJ selected Berger as a program manager for the development of the permanent PATH station. The new station will offer travelers access to modern, 10-car platforms and improved signal systems, fare collection equipment and lighting.

The permanent WTC PATH terminal will be part of a new intermodal transportation hub which will connect PATH with the NYC subway system. A 3,000-foot concourse, beginning at the World Financial Center Winter Garden, will connect the PATH station with the NYC subway system at the new Fulton Street Transit Center. In addition a north-south concourse will connect Vesey Street with Liberty and Church Streets and serve as a transit hub for 150,000 people per day. The WTC Transportation Hub is also envisioned as an attractive space linking cultural facilities, the World Trade Center Memorial, a hotel and conference center and new office buildings.

The Fulton Street Transit Center will form the opposite terminus of the WTC Transportation Hub. The current complex incorporates six stations, built between 1905 and 1932. As a result, transferring between trains can be difficult and confusing, requiring travelers to negotiate narrow sidewalks and navigate multiple levels. To improve passenger movement, the Berger team studied the current station configurations, train schedules and passenger transfers and recommended improved layouts.

The Berger Group also prepared an environmental impact statement for the new station complex. Berger specialists assessed the likely construction impacts of the $750 million Transit Center within this dense urban environment, including restricted pedestrian and traffic access, noise, air quality and cultural resource concerns. Because the project was being built at the same time as other massive reconstruction initiatives, Berger specialists coordinated with all of the agencies involved to prepare an innovative integrated environmental impact statement which identified both the individual and cumulative impacts of construction, allowing work to proceed on schedule.

The Berger Group is also working to upgrade transit at the 98-year-old South Ferry Station located at the tip of Lower Manhattan in Battery Park. This $450 million restoration will replace the existing five-car platform, allowing the station to accommodate modern 10-car train sets, add new platforms, three tracks and a new tunnel bellmouth. The upgrades will also allow intermodal connections between the Staten Island Ferry and the N and R stations at Whitehall and improve access for the disabled.

To preserve Manhattan's valuable park land, the Berger Group evaluated the need for the new station construction and examined alternative sites. Team members studied traffic patterns, air and noise impacts and current and proposed land use and developed a mitigation plan which will minimize the impact on park land, local users, residents and traffic.

Since the Colonial era, Battery Park has been a key part of New York's shipping and military history. As a result, Berger archaeologists also conducted extensive investigations of the natural environment and prehistoric and historic development of the area. The Team conducted field studies, unearthing a number of historical treasures, including a commemorative medallion from the Battle of Louisburg in July 1758, during the French and Indian War, which may have belonged to a soldier stationed in the area.

Within the next twenty years, NYC will require an additional 68 million square feet of commercial office space to accommodate anticipated growth. The city will also need additional residential development, leisure centers and retail space. The Hudson Yards area, located adjacent to midtown Manhattan, offers the ideal location for this growth. Under an ambitious plan, the 59 block area from Hudson River Park to Eighth Avenue between West 28th Street and West 43rd will be re-zoned to accommodate 40 million square feet of new development, making Hudson Yards one of the largest business districts in the city.

The keystone of this development is a 1.5-mile extension of the 7 subway line from Times Square to the Jacob K. Javits Convention Center. This extension will also increase capacity on the 7 line, allowing up to 30 trains per hour and accommodating 600,000 riders.

In association with Parsons Brinkerhoff, the Berger Group evaluated the impacts of the proposed subway expansion and the related development of new stations and office space on traffic, transit and pedestrian movements. Transit specialists modeled traffic flow at 240 intersections and recommended a traffic management plan to minimize congestion at key points. Team members also conducted environmental screening and sampling of more than 100 properties, including current and former industrial and manufacturing facilities. To accelerate the environmental review, the Team developed a standardized environmental impact assesment which meets the guidelines set by ISO 14001, as well as city and state requirements. The Team also assessed the construction impacts and short-, medium- and long-term effects of the project on air quality, public health and natural resources.

In 2004, the New York Subway system celebrated its 100th anniversary. This network, comprising 22 lines and serving 4.5 million passengers per day is the world's largest. When New York's first subway line opened in October 1904, fares cost only a nickel while providing passengers with swift and efficient urban transportation. Following the Depression and World War II, subway ridership declined as newly built highways lured New York residents to growing suburban communities. To increase ridership, the MTA began one of the largest transportation rehabilitation programs in U.S. history to improve service on older lines, upgrade rolling stock and remodel stations. As the subway enters its second centennial, MTA officials are celebrating the line's distinguished history while continuing to upgrade and improve a number of historic stations, including Stillwell Avenue, 74th Street and the Atlantic Terminal.

For many New Yorkers, Coney Island conjures images of summer amusements, hot dogs and carnivals. In 1919, the construction of Stillwell Terminal made it possible for all New Yorkers to affordably reach the famous resort. However, since the area's glory days, Coney Island had declined until the 1990s, when the redevelopment of the boardwalk and construction of a baseball stadium for the Brooklyn Cyclones helped to revitalize the area and restore it to its place as a popular family destination.

A key step in the revitalization process was the renovation of Stillwell Avenue Terminal. This station acts as a hub for four major subway lines and serves more than 15,000 people a day during the busy summer season. The upgraded station features an arched glass canopy enclosing all eight tracks, as well as a transit police station, retail stores and a 400-foot glass brick mural. Despite the many changes proposed, the MTA wanted to preserve Stillwell Terminal's historic terra cotta façade. To blend this recognizable landmark with the new building, Berger architectural historians assessed the condition of the facade, and worked with station architects to incorporate it within the new structure. In addition to restoring the station's architectural treasures, the Berger Group also conducted an environmental analysis for this massive $283 million reconstruction effort. Berger environmental specialists evaluated the effects of construction on the surrounding neighborhood and identified potentially sensitive areas near the waterfront. During construction, Berger team members assisted in rerouting the four subway lines using Stillwell Terminal. The Team also assessed passenger movement and alternate routes during construction then developed an improved circulation pattern for the upgraded station to ensure that Stillwell Avenue is an efficient intermodal station. 74th Street Station is a major intermodal hub in Queens. The station, located at the intersection of the 7 and Queens Boulevard lines, provides transfers to the E, F, G, R and V lines, as well as six bus lines. But travelers must change between the 7 line and the Queens Boulevard line, operating at different levels of the station and the at-grade bus lines. The Berger Group examined current passenger movements and congestion levels and prepared an environmental impact statement for the proposed improvement. To facilitate passenger flow and transfers, Berger engineers also developed circulation plans to improve passenger movements during and after construction.

As this area of Brooklyn is highly congested, the Team prepared an environmental assessment and traffic analysis to minimize noise and traffic back-ups. Berger specialists evaluated the impact of the proposed construction on existing retail activities to ensure access to local businesses was not interrupted during construction. Atlantic Terminal is one of two major terminals for the Long Island Railroad, the nation's busiest commuter rail line. Because of its importance, the MTA is upgrading the station to improve passenger flow and accommodate travelers with disabilities. This station improvement also represents a major component of an urban renewal plan for Brooklyn, which will include transportation upgrades and the development of a 400,000-square-foot office and retail building above the station.

The Berger Group prepared an environmental assessment for the new station. To mitigate the effects of multiple reconstruction projects, Berger environmental specialists evaluated the cumulative effects of planned and ongoing construction projects on the surrounding area. Team members evaluated traffic and pedestrian movement and opportunities for improved pedestrian circulation. The Team identified access routes for construction vehicles and prepared a plan to reduce the effects of street closures and reduce congestion.

Each day, thousands of New Jersey residents commute to New York using public transit. Currently, NJ Transit is evaluating the development of a new tunnel under the Hudson River and the construction of a new rail yard in the Meadowlands. This plan will ease traffic delays at the Hudson River crossings, increase rail capacity and create thousands of new jobs in New Jersey and Manhattan.

To assess the impact of the construction and resulting economic growth on communities near the proposed rail yards, NJ Transit and TransitLink Consultants selected the Berger Group to prepare technical access studies. Berger specialists surveyed the area, evaluated the likely short- and long-term economic and environmental effects of the project and identified business and residential communities which would be displaced by construction. Berger analysts also assessed the ethnic and income characteristics of affected communities and developed several alternatives to mitigate the adverse impacts of new construction.

Improving access to Lower Manhattan has long been a priority for city planners and transportation officials. As the nation's financial capital, Lower Manhattan has one of the largest number of commuters of any commercial district in the nation. Currently, the Berger Group is assisting in plans to create a new point of arrival in Lower Manhattan, rationalize the area's tangled web of subway lines and improve transportation to John F. Kennedy (JFK) International Airport and surrounding communities.

JFK Airport currently serves an estimated 39 million passengers each year, many of them traveling to Lower Manhattan. To provide passengers with easy access to transit hubs, PANYNJ developed the new AirTrain. The $2 billion AirTrain provides a link between JFK airport, Howard Beach station and the Jamaica Inter-Modal Rail Facility. By providing direct plane-to-train service, this key link has reduced congestion around the airport and shortened travel times to midtown Manhattan to only 35 minutes.

As part of this program, the Berger Group prepared the initial feasibility study and a subsequent environmental impact statement, provided program management services and supervised the commissioning of the system. Experienced Team members identified and analyzed eight alternative routes, conducted detailed environmental assessments and evaluated the impact of each alternative. During construction, Berger program managers established computerized schedules and controls to monitor progress. Berger also reviewed capital budgets and monitored costs, budgets, expenditures and passenger facility charges. Once the construction was completed, Berger rail specialists supervised the testing and commissioning of the state-of-the-art trains.

The development of AirTrain has improved transit between JFK airport and the New York City transit system, however, air travelers and commuters from nearby communities must still make several transfers between subway, rail and bus lines to reach Lower Manhattan.

On behalf of the Lower Manhattan Development Corporation (LMDC), the MTA and PANYNJ, the Berger Group, in association with Parsons/SYSTRA, prepared a feasibility study and ridership forecasts for several alternative access routes to Lower Manhattan within a demanding five-month project schedule. To provide a careful analysis of ridership across the New York region, the Team relied on the MTA's sophisticated Regional Transit Forecasting Model incorporating 3,600 zones. Berger experts estimated ridership, analyzed anticipated increases and identified the impact of the new service on other transit lines. Each alternative presented a number of different variables and some required construction which would temporarily shut down service on existing subway lines. Using specialized software, Berger's urban transit experts identified potential system disruptions and assessed the impact of construction on travel costs.

Following the completion of the ridership studies, the Berger Group was selected by the NYC Economic Development Corporation (EDC) to prepare an economic development strategy for the area surrounding the Jamaica AirTrain station in Queens. Berger specialists assessed current real estate trends, the economic vitality of the area and available sites. Because Jamaica station is a hub for regional travel, Berger experts found that the surrounding area would provide an ideal location for a conference center and hotel, as well as overall business development. The Team analyzed the development of similar areas within the United States and around the world and prepared case studies of alternative development strategies and sites. To further refine the evaluation, Team members prepared a detailed survey of the Jamaica area and met with focus groups to identify and assess regional demand. After completing the economic development studies, the Berger Group was retained by the MTA, PANYNJ, LMDC and EDC as part of a team preparing an environmental impact statement for a new link to improve access between Lower Manhattan, JFK airport and Jamaica, including a potential rail tunnel under the East River.

Subway ventilation is a key issue in planning and upgrading lines in the case of a fire or other emergency. To assist NYC Transit in the upgrade of subway ventilation systems, the Berger team is evaluating the impact of the proposed construction on air quality, noise and traffic within the city. To ensure that the upgrades cause minimal disruption, Berger prepared a detailed traffic model to analyze pedestrian movement within the stations and on sidewalks and identified any adverse impacts of the proposed construction on local businesses.

Boston, Massachusetts, is considered the "cradle of liberty" and one of America's most historic cities. Since its founding in 1630, Boston has been a city of innovation, from the start of the war for independence, through the Industrial Revolution, to its current renaissance as an internationally-recognized center of science, technology and education. To accommodate ongoing growth, Boston has developed a number of transportation initiatives designed to re-energize the city center while providing improved access to Boston's many suburban communities. Since 1962, the Berger Group has upgraded transportation in Massachusetts, developing the Massachusetts Turnpike, Interstates 495, 93 and 95, Route 116 and Boston's Central Artery. Berger has also assisted the Massachusetts Bay Transportation Authority (MBTA) since 1983 in improving mass transportation by undertaking a number of major assignments, including a system-wide park and ride facility program, upgrading 18 stations, reconstructing numerous railroad bridges, conducting feasibility studies for the extension of commuter rail to New Bedford and Fall River, and relocating the Green Line between Haymarket and Science Park. Currently, Berger is completing the final phase of the $60 million Green Line relocation between Haymarket and Science Park stations.

The Team designed a cut and cover tunnel, boat sections, concrete transition structures and a steel box girder viaduct, as well as improved signals, communications and power systems for the line. The relocation was complicated by the construction of a section of the massive Central Artery/Tunnel project at the tie-in to Storrow Drive. Team members carefully coordinated construction schedules, conducted extensive noise and vibration studies and prepared comprehensive traffic maintenance plans to reduce the impacts of construction on the surrounding neighborhoods.

The Berger Group also assisted the MBTA's design-build team in the restoration of the suburban Greenbush rail line. For the past 45 years this line has sat empty, however under a new $497 million MBTA project, the 18-mile passenger line between Scituate and Boston will be reconstructed on the existing Greenbush corridor right-of-way. The line will service an estimated 8,400 passengers per day from Braintree, Weymouth, Hingham, Cohasset and Scituate, providing commuters with an attractive alternative to the crowded highways south of Boston.

The Berger Group provided quality assurance and technical oversight for the design of 30 railroad crossings and four train stations along the line. Berger engineers also assisted in the design of improved traffic and railroad signals, upgraded surrounding stormwater systems and grading and redesigned road/rail intersections.

In addition to improving at-grade crossings, Berger engineers assisted in the replacement of a key road bridge on Stockbridge Road in Scituate to meet current loading and clearance requirements. The Berger team also assisted in the reconstruction of nine other single-span bridges along the line.

The Team provided quality assurance for the environmental permitting, highway grading, drainage and traffic signal designs and stormwater management. Throughout the course of the project, Team members worked with the design-build team, the MBTA, MassHighway and local communities.

Denver is one of the fastest growing cities in the United States, with the population having expanded 30 percent between 1990 and 2000. To alleviate growing congestion problems, the Denver Regional Council of Governments (DRCOG) is developing an ambitious $4.7 billion mass transit initiative.

One of the most congested corridors is Interstate 70, a direct route from downtown to Denver International Airport (DIA). To provide an alternate to this route, a private developer expressed interest in financing, building and operating an AirTrain between Union Station and DIA, the nation's fifth busiest airport. The Berger Group was selected to update previous ridership and revenue forecasts and evaluate the financial feasibility of the proposed link.

Berger team members met with transportation officials, planners and public and private stakeholders and identified key issues and objectives for the development of the AirTrain. Following these meetings, the Team prepared case studies of other urban airport transit links, including potential markets served and share of passengers captured, operating and fare characteristics and revenue. To identify the demand for an AirTrain, Berger transportation specialists reviewed DRCOG travel models and pre-9/11 airport usage. Berger determined that the majority of users would be Denver residents.

To attract additional passengers to the AirTrain service, Berger evaluated the option of installing remote baggage screening and check-in services. Experienced Berger security specialists evaluated the feasibility of operating remote security stations. Team members found that the seamless integration of AirTrain with airport operations would reduce waiting times and increase demand. Berger specialists also suggested the development of a discounted monthly pass to attract airport employees to the system.

A key concern of city and transit officials is ensuring that AirTrain proves financially feasible. To maximize the profitability of the system Berger engineers examined a number of equipment alternatives and identified short- and long-term operating costs. The Team then developed a preliminary operating plan, identified personnel costs and developed cash-flow statements for several different pricing plans. Since parking and rental cars provide significant revenue to DIA, the Berger team also evaluated the effects of AirTrain ridership on the airport's existing parking revenues.

Seattle's new 30,000-foot McClellan Station acts as a key hub for the growing North Rainier Valley. The station is designed to draw users into the newly created town center while providing fast and efficient light rail travel throughout the Rainier Valley.

Under this $36 million project, Berger/ABAM was selected by Sound Transit to provide civil and structural designs for the guideway and station. To ensure that the new station did not compromise the charming character of the town, Berger/ABAM developed an innovative, more slender single-box-girder, long-span bridge design for the rail guideway, alleviating the need for several large straddle bents spanning Martin Luther King Jr. Way, one of the area's main routes.

During the preliminary design stage, the Berger/ABAM team faced a number of technical challenges. Because Seattle is located within the Western Rainier fault zone, Berger/ABAM engineers conducted detailed structural analysis for a 100-year earthquake and a massive 2,500-year earthquake event. The Team also conducted a complex analysis of the nonlinear rail/structure interaction that results from changing temperatures along the continuously welded rails which are attached to the concrete structure and incorporated these analyses into the final station design. McClellan Station will open to passengers in 2006, providing residents with a state-of-the-art transit and community hub.

Keeping Buenos Aires' five-line, 343-kilometer Metro running requires constant maintenance. This system, built in 1913, is one of the region's largest and oldest networks. In the 1980s following a decline in ridership, the Metro was privatized and rehabilitated. Since that time, the concessionaire, Metrovias SA, has continually refurbished stations and upgraded maintenance procedures and rolling stock inventory. To improve train maintenance, the Berger Group prepared a feasibility study and preliminary designs for a new $38 million Central Maintenance Facility. The facility will have a 14,900-square-meter area for major overhauls and 5,280 square meters for routine maintenance, and be located near existing Metro lines with direct access to the 'Plaza de los Virreyes' Station of the E Line via an existing subway tunnel.

Berger rail specialists analyzed current operations, identified the facility requirements and prepared designs for rail and road access, maintenance shop, auxiliary services, utilities and annex buildings, incorporating the latest maintenance technologies and equipment. The Team also prepared designs for a new Line E depot, which will be integrated with the central shop, as well as a warehouse for Line A. Berger experts also conducted an environmental impact study and prepared an environmental management plan for the proposed facility.

Rio de Janeiro is known as the "Marvelous City" of Brazil. A center of commerce and culture, the city is home to over 11 million people and occupies 1,170 square kilometers surrounding Morro del Castelo. Currently, 400,000 passengers per day use the 220-kilometer SuperVia lines, which link the suburban communities with the metro line serving central Rio. SuperVia was privatized in 1999 and is currently run by a consortium, including Spanish National Railways. On behalf of a prospective investor, the Berger Group conducted a due diligence analysis of SuperVia.

A team of Berger experts analyzed existing ridership data and assessed the condition of the existing rolling stock, track, rail stations, depots, signaling systems and other equipment. The Team also reviewed annual maintenance expenses, evaluated the overall strengths and weaknesses of the current system, analyzed opportunities for improved efficiency, forecasted likely ridership demand over the next four years and identified capital and operational improvements which might spur ridership revenues.

Mumbai is India's largest city with a growing urban population of 13 million. Currently, the crowded suburban rail system carries up to six million passengers per day from the northern and eastern suburbs into the city center. To reduce overcrowding on the trains and meet the goals of the ambitious $1 billion Mumbai Urban Transport Project, the Mumbai Metropolitan Regional Development Authority (MMRDA) is introducing a 14-kilometer elevated mass rapid transit line with 12 stations between Versova, a growing suburb, and the industrial center of Ghatkopar.

The line will be implemented as a public-private partnership, with the MMRDA providing a capital grant and holding equity in the proposed 35-year build-own-operate-transfer concession. The Berger Group assisted the MMRDA in selecting a concessionaire and preparing a shareholders' agreement. The Berger team reviewed

the request for proposal, preliminary designs, bid documents and supporting data and assisted in organizing the pre-bid proposal conference. The Team then evaluated the technical bids and developed the final concession agreements for the MMRDA. Berger experts will also evaluate the financial proposals during the second stage of the bidding process.

Berger team members are also assisting the MMRDA in obtaining government clearance for the work and in acquiring land for the rail link. In the densely populated city of Mumbai, this includes relocating more than 14,000 people. Team members assisted MMRDA officials in preparing specific resettlement plans and working with private organizations and other government agencies to offer the citizens a generous resettlement package, including a 225-square-foot apartment free of cost.

With the recent growth of Thailand's economy, the capital of Bangkok has become one of Asia's major metropolises. To accommodate growing urban development and traffic congestion, the Royal Thai Government embarked on the construction of an ambitious mass transit system. The network currently includes two systems, the Sky Train and the Mass Rapid Transit system, and the Berger Group has participated in the development of both lines.

The $1.5 billion Sky Train operates as a private concession, currently serving over 300,000 passengers per day on two lines-the 6.3-kilometer Silom Line and the 16.8-kilometer Sukhumvit Line. The Berger Group served as independent design checker for the SkyTrain's elevated structures, guideways and stations.

Berger also played a leading role in the development of the city's underground Mass Rapid Transit system. Begun in 1997, the $2.5 billion system runs from Hua Lamphong to Bang Sue and is capable of carrying up to 40,000 people per hour in each direction. The initial Blue Line consists of a 20-kilometer underground route with 18 stations serving central Bangkok. During the construction of the system, Berger led a consortium of eight international and Thai engineering firms, providing design review and construction supervision for the civil works, tunnels and stations, as well as electrical and mechanical systems.

Berger, in association with Lahmeyer International, acted as a design consultant on the underground project prior to the selection of a concessionaire, providing detailed design data, guidelines and other essential information for the design-build project. In association with DE Consult, the Berger team then provided design, construction supervision and inspection services for the system and certified it for operation.

The fabled city of Guangzhou, formerly Canton, has been a prosperous trading center and provincial capital since 111 BC. Currently, the city is home to more than six million people and is one of China's major manufacturing and commercial centers.

In 1989, China approved the construction of the Guangzhou Metro. By the end of 2010, the Metro will be 205 kilometers long with 7 lines servicing the entire city and the neighboring suburb of Foshan. The Berger Group was selected by the Guangzhou Metro Corporation to prepare feasibility studies and economic assessments for the development of Line 3.

The 35.7-kilometer Line 3 will be constructed in a 'Y' shape running from Guangzhou East Station to Nanhualu in Shiquao District with a branch line linking Tianhe Station to Tiyuxilu Station. The 6.95-kilometer branch line will include five stations and serve the South China Agriculture University and Tianhe Financial District, while the 28.75-kilometer main line's 13 stations will serve communities along the Pearl River.

As part of this $2 billion extension, the Berger Group conducted a thorough review of the proposed metro and the objectives for the extension. The Team then conducted field surveys, land use studies and alignment assesments, prepared detailed traffic forecasts and technical evaluations of the car clearance and train bloc ratios. To provide the Metro with the most advanced signaling and management systems, Berger specialists compared the signaling systems proposed for Line 3 with those on the existing sections of the Metro, as well as on other comparable transit lines.

The Team analyzed the proposed operations, centralized control systems and maintenance and repair needs and suggested the most appropriate technologies and procedures for the new line. In addition, Berger rail specialists prepared an assessment of rolling stock and other equipment, a detailed economic and financial analysis and a preliminary environmental assessment of the proposed line.

Shenzhen is China's Silicon Valley. With a booming high-tech economy manufacturing $65 billion dollars a year of computers, printers, copy machines and other products, this city is rapidly becoming one of China's most wealthy. In addition to its success as a global technology center, Shenzhen benefits from its warm climate, large and efficient port and proximity to Hong Kong.

As the city grows and prospers, the Shenzhen Metro Corporation is working to improve transit service. Currently, Lines 1 and 4 are open. Under the second phase, the network will be expanded within the greater Shenzhen area and provide links to Hong Kong.

The $1.8 billion dollar Phase II expansion project will include the extension of Line 1 12.2 kilometers westwards from Qiaochengdong Station to the Bao'an central business district. Eventually under a separate phase, this line will be expanded west to the Shenzhen International Airport. The project also provides an additional $1 billion for a 16-kilometer extension for Line 4, including seven underground and three elevated stations, ancillary facilities, a depot at Longhua town and a major electrical station to serve existing and planned residential communities in the area.

To assist in this massive expansion, the Berger Group conducted feasibility studies and prepared procurement documents for the proposed improvements. The Team reviewed previous studies, data and designs and undertook detailed operation and traffic demand studies. Based on these findings, specialists developed base trip matrices, established current modal shares, ridership and revenue models and forecasted future passenger demand and revenues. In addition to the connection to the mainline of the existing inter-city railway, Team members analyzed the attractiveness of interconnections with the future Lines 2 and 5 and their impact on system wide passenger demand. The Team also submitted recommendations for future expansion of the system, including the connection of Line 4 with other planned lines such as Lines 5 and 10.

With nearly 70 percent of the planned Line 1 alignment underground, there will be heavy construction along the corridor involving major tunneling and viaduct works, as well as the development of nine underground stations, three elevated stations and a depot. The Berger team reviewed the mainline alignment and the station locations and developed efficient station layouts and configurations to facilitate passenger movements. Transport specialists analyzed likely transfers to buses, taxis, ferries and other modes of transport and planned the location and configuration of metro stations to best meet these needs. Team members also evaluated safety and environmental concerns focusing on land utilization around metro facilities, as well as the overall environmental impact of the extension.

To ensure that the Metro had state-of-the-art technology commensurate with Shenzhen's role as a major technology center, Berger transit experts reviewed Shenzhen's existing Metro system and equipment and proposed mechanical and electrical systems for Phase II. The Team then identified new technologies that would enhance the overall system performance and suggested potential suppliers. Berger assisted the Shenzhen Metro Corporation in developing their tendering and bid evaluation procedures.