Wong is responsible for the Preliminary Engineering of a new transit extension located in the State Highway 4 Corridor which runs east-west in Contra Costa County. Services by Wong to date have been focused on the preparation of conceptual design documents and capital cost estimates for three transit technology alternatives including nine miles for classic BART to Hillcrest Avenue in Antioch, 21 miles for Diesel Multiple Units (DMU), and 21 miles for Bus Rapid Transit (BRT). These conceptual designs are in support of an environmental clearance process underway by BART's Planning Group. This transit corridor, proposed by the results of a Feasibility Study completed in 2002, travels from the existing Pittsburg-Bay Point BART Station eastward approximately four miles in the SR 4 median. The alignment then transitions to an existing railroad corridor (UPRR Mococo Line) exiting the SR 4 median via a 3,000-foot long flyover structure, imposing constraints on design and requiring application of both transit and highway design criteria. The transit corridor alignment will utilize this Mococo right-of-way to be acquired from UPRR all the way to Byron. For the conventional BART option, the alignment will terminate at the Hillcrest Avenue Station.

Close coordination with Caltrans (California Department of Transportation) is required during the preliminary engineering assignment. Wong also joined BART in working closely with the Contra Costa Transportation Authority (CCTA) who had produced the Feasibility Study Report and who was a co-sponsor of the eBART Project Development, including the furnishing of a portion of the project funding from the Measure J Sales Tax revenues. Project considerations also included identifying the need for integration of project features with Caltrans design standards, right-of-way requirements, existing BART facility constraints, and an understanding of BART's current and future operational requirements. When a preferred alternative has been defined, Wong will complete a Preliminary Design for the project.

The conceptual design has studied the configuration and elements needed for some of the major components involved in developing the new transit facility. Its primary purpose is to serve as an extension of the BART line which currently terminates at the Pittsburg-Bay Point Station that also includes a major tailtrack area for maintenance and storage of vehicles. Several conceptual designs have been prepared for an appropriate transfer station between the existing BART facilities and both the DMU and the BRT transit system. Each design configuration developed was focused on keeping the functionality of the existing BART Station intact, while providing a passenger transfer which minimized the distance and time needed for the transfer between the two systems in either direction. The most ideal situation was for the transfer to occur across a platform without any waiting for a vehicle from the other system. Several conceptual designs achieved the objectives but were rejected for a proposed project due to expense beyond what was deemed available from the planned funding budget.

Another component of the design for the facility included developing the concept for the 3,000-foot long aerial flyover structure which allows the eBART guideway to exit the SR 4 Freeway median by passing over the new interchange being designed by Caltrans and CCTA. The objectives for the project included a requirement that all guideway structures developed for any option be designed to provide for future modification of the guideway to accommodate the traditional BART service with the existing BART heavy rail vehicles. The impact of this requirement resulted in the Flyover design criteria set to include an 80 MPH design speed. The resulting design configuration was developed in cooperation with the staff of CCTA and their design consultants. The 33 support substructure supports for the Flyover Guideway had to be carefully located to keep their presence satisfactorily integrated with the new Interchange Design. Shorter aerial structures have been designed by Wong for five other grade separation structures proposed for the project.

Wong has been actively involved in estimating the Capital Costs for progressing the eBART Project to a Revenue Service status using the concepts developed for the various options. These cost estimates have been used in several decision processes aimed at customizing the project to be a viable extension while keeping the capital cost aligned with the planned funding scenarios.