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104 <br /> project, such as the unknown presence of an underground utility. Examples of items that would <br /> be covered by the unallocated contingency include: unanticipated utility relocations; <br /> unanticipated right-of-way acquisitions; and unanticipated changes in stakeholder <br /> requirements. <br /> B) Design Changes to Reduce Project Cost—Over the past 18 months, GoTriangle has engaged in <br /> several separate reviews of the preliminary engineering plans to identify potential cost savings <br /> that can be implemented as the D-O LRT Project advances. Some of these changes are <br /> considered "value engineering"—design changes that preserve the quality of the system, but <br /> that are more cost efficient than the initial design. Other changes are considered "cost cutting" <br /> —design changes that negatively affect the quality of the system, but should be considered as <br /> mitigation options in the event of a funding shortfall or cost overrun. <br /> Value Engineering—$50 million <br /> To date, the design team has identified approximately$50 million YOE in potential savings from <br /> value engineering strategies.This resulted from more detailed study following the 2015 Value <br /> Engineering Workshop, in which industry experts from peer agencies and engineering firms <br /> reviewed the preliminary design of the D-O LRT Project to identify a preliminary list of potential <br /> savings. GoTriangle intends to incorporate these changes into the design as engineering <br /> advances from the current 30-percent level to the 100-percent level for construction.These <br /> strategies include: <br /> • Constructing the system for 2-car train operations (not 3-car) <br /> • Reducing the length of aerial structures, where practicable <br /> • Economizing the maintenance facility design and rail systems design <br /> • Using less-aesthetic bridge supports in areas that are not highly visible <br /> • Adjusting the light rail alignment along US 15-501/Western Bypass to reduce rock <br /> excavation <br /> • Adjusting the light rail alignment along University Drive to reduce roadway <br /> reconstruction <br /> Further Cost Cutting—$30 million <br /> As described above, after the D-O LRT Project enters Engineering, the FTA risk management <br /> process will require cost-cutting strategies to be identified and reserved as "levers to pull" in the <br /> event of a need to mitigate a funding shortfall or cost overrun later on in the project (referred to <br /> as "secondary mitigation").To date,the design team has identified approximately$30 million <br /> YOE in potential additional cost cutting strategies.These strategies all would require further <br /> evaluation during Engineering to confirm feasibility and precise cost savings.These strategies <br /> include: <br /> • Using less-aesthetic bridge supports throughout the alignment.This strategy would have <br /> a noticeable aesthetic impact to the public. <br /> • Removing the Hamilton Road and Woodmont stations.This strategy would negatively <br /> affect customers in these station areas, and could affect the New Starts rating for the D- <br /> O LRT Project. However, these two stations were selected because they are among the <br /> 7 <br />