b'PASSENGER TRANSPORTIAD25It was a very tense time. A lot of political capital was on the line.maintenance costs for WMATA. There was a lot of back-and-Kudos to Governor Tim Kaine and the congressional delegationforth negotiation to try to come to consensus on what project who really had to go to bat for the project to make it a reality.elements could be incorporated in order for us to meet the federal cost effectiveness, Elman remarks. That brainstorming led to Budget Drives Design Changes compromise on the amount of aerial structure versus tunnel for the For Phase 2, MWAA leaders decided not to pursue funding fromalignment in part of the system. the FTA New Starts program because they felt the process andA similar effort occurred in Phase 2 related to the decision to the requirements were too constricting. Instead, they applied for alocate the airport station just outside the terminal rather than Transportation Infrastructure Finance and Innovation Act (TIFIA) loaninside the terminal building. from the U.S. Department of Transportation and ultimately received $1.87 billion in loans$403 million for Fairfax County and $195The original design was for an underground station at IAD, but million for Loudoun County combined with the $1.278 billion TIFIAcost constraints prompted a change in plans. Similar to Phase 1, loan to MWAA. But because Phase 2 of the project was so largewhen we got to about the 30% design level, the funding partners and received so much TIFIA money, the Transportation Departmentessentially said they couldnt afford that design, based on the asked FTA for help with oversight. Ironically, the Airports Authorityfunding plan that was worked out, Elman explains. After more ended up with pretty much the exact same level of oversight andvalue engineering exercises, the station at the airport was located requirements they had in Phase 1, says Elman. above ground on an aerial structure directly integrated with an existing pedestrian tunnel that connects the north parking garage To meet those Phase 1 FTA requirements, the project teamto the main terminal. Although the design change added a bit of set up a working group that met weekly to discuss contractorstravel time for Silver Line passengers going to the terminal, it saved ideas for potential cost reductions. When evaluating variousan estimated $600 million and allowed the existing funding plan to proposals, members considered the immediate cost andstay in place. With moving walkways integrated into the climate-schedule implications for construction, but also looked aheadcontrolled pedestrian tunnel, travel time is estimated at about five to potential impacts on all stakeholders and operating andminutes from the Metro station platform to the airport terminal. Offering a unique combination of airport planners, aireld design experts, parking specialists, and transportation professionals, Kimley-Horn develops customized solutions to achieve your airports goals. Our team continues to grow, withan expanded capability to analyze your detailed airspace needs.San Antonio International AirportTo learn more, please visit www.kimley-horn.com/aviation or contact our National Aviation Practice Leads:J.J. Mortonarthur.email@example.com Heliport at Salinas Municipal Airport312.212.8487Carlos Maedacarlos.firstname.lastname@example.orgPam Keidel-Adamspam.email@example.comAirportImprovement.comJanuary | February 2023'