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The Main Street Extension to the KC Streetcar extended the system 3.5 miles from Union Station to the University of Missouri – Kansas City (UMKC). The extension opened to the public on October 24, 2025 and has since more than doubled the average daily ridership for the system. In total, 15 new stops, more than 36,000 feet of track, 40,000 feet of electrical wire, over 350 catenary poles, and a pedestrian plaza linking to the Trolley Track Trail were added, while improvements were made to existing landscaping, medians, crosswalks, sidewalks, and ADA ramps for the project.

B&C Transit Inc. developed the detailed train control and SCADA designs for seven train control cases and successfully tested and cut the system into service. A system compatibility issue was discovered during testing in the field that required extensive coordination with the agency as well as the hardware vendor in order to find a solution that would satisfy system operation. B&C Transit Inc.’s extensive experience with the systems involved, as well as testing and coordination with the agency and other contractors, were vital to moving the project forward and ensuring an on-time opening.

The Foothill Gold Line Phase 2B project further extends the Metro A Line (formerly the Gold Line) from the previous terminus at APU/Citrus College Station onward through Glendora, San Dimas, La Verne, finally reaching Pomona. The extension added about 9 miles and four stations which, when reconfigured with the Regional Connector project, makes the A line the longest light-rail line in the world at over 57 miles. The project opened to the public on-time and on-budget on September 19, 2025.

B&C Transit Inc. provided detailed design of both train control and communications systems for the project which required extensive coordination with other contractors and the agency. B&C Transit Inc. then procured, assembled, wired, tested, and fully configured all of the systems equipment. This included an innovative railway intrusion detection system based on infrared thermal cameras installed at strategic locations that were configured to detect foreign objects entering the right-of-way that could impact system operation.

The Regional Connector project for LACMTA added just under two miles of new underground rail and three new stations in downtown Los Angeles. The new section allows Metro light-rail vehicles to travel between Union Station and the 7th Street/Metro Center Station, connecting the previously separate Metro A, E, and L lines. The new configuration provides riders with a seamless, one-seat journey, from as far as Azusa to Long Beach and from East L.A. to Santa Monica with no transfers required.

B&C Transit Inc. was responsible for train control system design and detailed equipment books of plans. B&C Transit Inc. then procured all system equipment, installed it in our manufacturing facility in Livermore, California, and then performed system configuration and factory testing prior to the equipment being shipped to the final location in the field. Once the equipment was installed, B&C Transit Inc. led field and integration testing and implemented the final cutover connections from the existing configuration to the new connector.

The Gold Line Phase 2A project extended the LA Metro Gold Line from Pasadena at Sierra Madre Villa Station to Azusa at Citrus College and Azusa Pacific University. The extension added six stations, a maintenance and operations facility, and 11.5 miles to the line. The project opened to the public on-time and on-budget on March 5, 2016. A new, specially designed bridge was conceived and constructed over the Eastbound lanes of the I-210 freeway in order to facilitate the connection from the old terminus in East Pasadena to the new at-grade rail alignment.

B&C Transit Inc. provided detailed design of train control and communications systems for the project which required extensive coordination with other contractors and the agency. B&C Transit Inc. then procured, assembled, wired, tested, and fully configured all of the systems equipment. The alignment parallels a freight trackway in several sections of the route which raised concerns about the possibility of foreign objects entering the light-rail right-of-way. An advanced fiber-optic based object detection system was installed on the fencing that separates the two alignments which was capable of detecting the vibration caused by an object striking the fencing which could lead to foreign material on the light-rail tracks.

The Stations, Surface Track, and Systems Project comprised Phase 2 of the overall Third St. Light Rail Transit Project. This endeavor provided rail service for regional destinations such as Union Square, Moscone Convention Center, Yerba Buena, and AT&T Park, as well as to connect directly to BART and Caltrain, the Bay Area’s two largest regional commuter rail services. The project included a twin bore tunnel alignment of approximately 1.7 miles, plus a short surface segment to connect to Fourth and King Station, the current terminal station for the Third Street Line. It has three underground stations: Moscone Station, Union Square/Market St. Station, and Chinatown Station.  An above-ground stations was also added at Fourth and Brannan.

B&C Transit Inc. was responsible for the providing engineering services to advance the preliminary engineering design prepared by others to final design as well as prepare Contract Documents for the Surface, Track and Systems Contract. The scope of work included the surface segment, tunnel segment, and system-wide communication elements. Work on the surface segment included construction of the surface station, utility relocation, pavement renovation, and traffic signal revisions. In the tunnel segment contract scope included track invert and drainage and a walkway. System-wide elements of work for the entire project included trackwork, mechanical systems, communications systems, electrical lighting and power, overhead contact system and associated parallel feeders, Advanced Train Control System (ATCS) for the subway, and surface signaling. The mechanical systems that were installed included plumbing, fire protection, and emergency ventilation.  The communications systems that were installed included fiber backbone network, Supervisory Control and Data Acquisition (SCADA), fire telephones, emergency telephones, Mayor’s emergency telephone, Closed-Circuit Television (CCTV), and Radio.  All of the new systems were integrated into the new Transportation Management Center (TMC), another project where B&C Transit Inc. played a major role.

Furthermore, B&C Transit Inc. was also responsible for program integration to ensure that designs performed by the multidisciplinary engineers and architects under the contract resulted in a fully integrated and operational system. Duties included preparation of an integration matrix to identify interface points between work covered under the various construction contracts, monitoring progress of interface coordination between designers to ensure that design requirements are conveyed and understood, and coordinating sign-off by discipline designers to verify that appropriate design requirements are incorporated into the Contract Documents.

As the prime contractor and systems engineer for the SFMTA’s C3 program, B&C Transit Inc., in a joint venture effort with HNTB, provided program-wide integration and systems control methodology for the design and construction of the new Transportation Management Center (TMC).

The TMC replaces the San Francisco Municipal Railroad’s (MUNI’s) outdated Operations Control Center (OCC) as its primary control center and combines all of SFMTA’s control functions, which were dispersed across the city, with a new state-of-the-art facility.  A key design requirement included the ongoing use and functionality of the existing OCC, which was maintained as a backup and redundant facility to the TMC.

The TMC also incorporated the new Central Subway Project, which includes a 1.7 mile extension of the subway system from AT&T ballpark into the Financial District and Chinatown, currently one of the heaviest traveled bus passenger routes in the city. Because B&C Transit Inc. was also part of the design team responsible for preparing the contract construction documents for the various communication systems for the Central Subway project our team was intimately familiar with the needs and requirements for its integration into the new TMC facility.

An integral part of the preliminary engineering work for the TMC included an Implementation Plan, which B&C Transit Inc. prepared to include migration, phasing, and cutover plans that emphasized minimal disruption to current transit revenue operations. B&C Transit Inc. also oversaw the review of the business processes that further optimized the organizational functions at the TMC.  The preliminary engineering phase also incorporated architectural, ergonomic, and industrial designs.

The TMC facility is based around a new state-of-the-art integrated audio/visual system that allows workstations and video wall screens to be configurable for various functions.  The TMC includes a secure area that has controlled access and a firewall separating functions in order to maintain security and ease of operations. Interoperability initiatives, including Information Technology Systems standards were also incorporated.

The new Central Subway extension and the TMC incorporate an Advanced Train Control System (ATCS) that is compatible with the existing Thales ATCS.  The ATCS includes a new System Management Center that incorporates open architecture and IP-based interfaces with other systems.