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The estimated cost of the project rose over threefold from US$3.5 billion to US$11.1 billion as of April 2018, making it one of the world's most expensive underground rail-construction projects. The new LIRR terminal contains eight tracks and four platforms in a two-level station 100 feet (30.5 m) below street level.
On Fast-track projects, the design, construction documents and specifications are incomplete, so setting the final cost presents problems. To deal with this difficulty, owners typically use a cost-reimbursable contract with the builder (a construction manager or a general contractor).
In September 2017, HART submitted an updated recovery plan to the FTA with a new estimate price of $9.02 billion. The plan still includes $8.165 billion in construction costs, but has reduced financing costs of $858 million following state legislation granting both prolonged and new taxes to fund the project. [113]
Queen Mary 2 was intended for regular crossings of the Atlantic Ocean; the final construction cost was approximately $300,000 per berth. The cost was increased by the high quality of materials; having been designed as an ocean liner, 40% more steel was required than for a standard cruise ship. [13]
The construction of the California High-Speed Rail system is an undertaking by the California High-Speed Rail Authority. The project is expected to span about 800 miles (1,300 km) and will be completed in two phases: Phase 1 (totaling about 500 miles (800 km)) runs from the metropolitan area of the San Francisco Bay Area in northern California ...
To ensure the demanding FIA specifications for the track were met, GPS-based 3D paving equipment was used on the asphalt paving and milling machines. [18] The first layer of asphalt was completed on August 3, 2012. [19] Construction began laying the final layer of asphalt on August 14, [20] and was finished on September 21. [21]
By July 2002 the overall cost for completing the line had escalated to $371 million as a result of increasing land and construction prices. By March 2004, estimates had increased to $398.7 million, and were further revised upward to $427 million in January 2005. [19] The new estimates were again attributed to rising land and construction costs.
The line between Cocoa and Orlando is the only segment that did not have existing track or right-of-way owned by FEC. Originally, the Central Florida Expressway Authority (CFX) believed it could accommodate building new tracks for the project within the BeachLine Expressway's 300-foot (91 m) wide right-of-way. This segment of the proposed line ...
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