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17) 10C Award of Consultant Services Agreement to Kimley-Horn and Associates, Inc. -Traffic Impact Analysis for Las Tunas Drive Improv Proj
DATE: TO: FROM: SUBJECT: AGENDA ITEM 10.C. COMMUNITY DEVELOPMENT DEPARTMENT MEMORANDUM May 6, 2014 The Honorable City Council Donald E. Penman, Interim City Manager 1b Via: Robert Sahagun, Public Safety and Services Manager Ali Cayir, P.E., City Engineer By: Andrew J. Coyne, Management Analyst Jonathan Aceves, Community Preservation Officer AWARD OF CONSULTANT SERVICES AGREEMENT TO KIMLEY- HORN AND ASSOCIATES, INC. FOR PREPARATION OF A TRAFFIC IMPACT ANALYSIS FOR LAS TUNAS DRIVE SAFETY ENHANCEMENT AND BEAUTIFICATION PROJECT, CIP NO. P13-04 RECOMMENDATION: The City Council is requested to: a) Review and approve the attached Consultant Services Agreement (Attachment "A") with Kimley-Horn and Associates, Inc. for the preparation of a Traffic Impact Analysis Report based on their Proposal (Attachment "B") submitted in response to City's Request for Proposals (Attachment "C") for Las Tunas Drive improvement design alternatives for the Las Tunas Drive Safety Enhancement and Beautification Project (CIP No. P13-04); and b) Authorize the Interim City Manager to execute the Consultant Services Agreement with Kimley-Horn and Associates, Inc. in an amount not to exceed $42,551 . BACKGROUND: 1. On June 19, 2012, the City Council approved the Fiscal Year (FY) 2012-13 City Budget, which included a $500,000 appropriation for Phase One of the Las Tunas Drive Safety Enhancement and Beautification Project (Project). This appropriation provided for initial professional design services to transform Las Tunas Drive from an auto-oriented thoroughfare into a vibrant downtown and regional destination. City Council May 6, 2014 Page 2 of 6 2. On October 23, 2012, the City Council entered into a professional services agreement with Freedman, Tung and Sasaki (FTS) to conduct design services inclusive of the Project's first phase. Among their scope of service, FTS was to conduct two community meetings to gather public input; prepare schematic and design drawings integrating that input; and finalize a design plan which the City could submit for funding consideration through the 2013 Los Angeles County Metropolitan Transportation Authority Call for Projects (2013 Call for Projects). 3. On November 14, 2012, FTS conducted the first community meeting. Their presentation introduced possible streetscape elements and roadway configurations that could transform the thoroughfare into a downtown destination, while also providing a review of current challenges and market realities to be considered as the City pursues economic development opportunities along the corridor. The meeting concluded with an interactive workshop that solicited public response on the presented concepts. 4. On December 4, 2012, the City Council authorized funding consultant Avant Garde to submit the Project for three grant applications through the 2013 Call for Projects. 5. On December 19, 2012, FTS conducted the second comm unity meeting with roughly 100 attendees. FTS presented three streetscape scenarios for Las Tunas, developed based on input received at the first community meeting. The design concepts primarily focused on modifying road and parking configurations, as well as integrating multi-modal amenities required by City policy (i.e., recommendations identified in the Bicycle Master Plan, Downtown Parking Study and Traffic Calming Study). Like the first meeting, community members concluded with an interactive exercise, submitting input on the three design options including gateway monuments and landscaping schemes. 6. At the December 27, 2012 City Council Meeting, FTS presented three alternatives for the streetscape project. Each alternative proposes changes to the number of travel lanes along the corridor, but in different ways. Each option presents various degrees of transformative change. Although the options did share some common improvements, the specific differences are focused on the Downtown Core (i.e., Cloverly to Golden West) with lesser effects to the Midtown (i.e., Sultana to Cloverly) and Eastern Gateway (i.e., Golden West to Arcadia city limits) segments. The options presented were: • Option 1: Four lanes of traffic; angled and parallel parking in the Downtown Core • Option 2: Four lanes of traffic; parallel parking in the Downtown Core • Option 3: Three lanes of traffic; angled parking in the Downtown Core City Council May 6, 2014 Page 3 of 6 For the three proposed alternatives, FTS's sub-consultant, the Nelson/Nygaard Traffic Engineering Firm (Nelson/Nygaard), prepared a Traffic Review Memo as part of the concept development (Attachment "0 "). The Traffic Review Memo compared the traffic operations of each of the options. According to the memo, the pre-design work scope focused on a review of existing conditions, development of initial concepts and a comparison of those concepts based on available data. Although a Traffic Impact Analysis (TIA) per California Environmental Quality Act (CEQA) guidelines was not a part of pre-design activities, the Traffic Review Memo recommended preparation of a TIA prior to proceeding with project's design phase. At the conclusion of the meeting, City Council approved Option 3 and directed staff to submit the selected design for funding consideration (Attachment "E"). 7. On November 14, 2013, at the 2013 Metro Call for Projects Recipient Workshop, MTA indicated that due to the recently enacted State Active Transportation Program (ATP) there was a funding shortfall of roughly $30 million for the approved projects under the 2013 Call for Projects program. MTA submitted some of the selected projects, which were approved under 2013 Call for Projects, for ATP funding to bridge the $30 million gap. MTA identified projects that they felt would be the most competitive based on the program guidelines and would provide assistance to agencies to submit projects under the ATP program. All three modal categories (i.e., Bicycle Improvements, Pedestrian Improvements, and Transportation enhancement activities) were identified in the case of Temple City. Based on Design Option 3, the City submitted an application to Metropolitan Transportation Authority (MTA) for funding under the 2013 Call for Projects program, and received the following funding from all modal categories: Bicycle Improvements: Pedestrian Improvements: Transportation Enhancement Activities: Total: $2,721 ,868 $2,91 0,046 $1,276,060 $6,907,974 8. On March 28, 2014, staff made a presentation to the Las Tunas Project Ad Hoc Committee (i.e., Councilmember Vizcarra and Yu) with a review of Nelson/Nygaard's Traffic Review Memo and CEQA environmental review process for the Project (Attachment "E"). Staff identified that the next step in the Project should be preparation of a TIA and Parking Analysis to evaluate the impacts of the Project. 9. On March 31, 2014, per the Committee's direction , staff issued a Request for Proposal (Attachment "C") for selection of a qualified traffic engineering firm for the preparation of a TIA. A total of four competitive proposals were received by City Council May 6, 2014 Page 4 of 6 the City by the deadline of April 21 , 201 4. The proposing firms were: Fehr & Peers, lteris, Kimley-Horn and Associates, Inc., and KOA. 10. On April 24, 2014, staff completed a review of the four proposals received by the City on the basis of technical qualifications and cost effectiveness, and is recommending that the City Council select Kimley-Horn and Associates, Inc. for preparation of a TIA for the Project. ANALYSIS: Over the past two years, the City of Temple City has been making steady progress at the planning and design stage to transform Las Tunas Drive from an auto-oriented thoroughfare into a vibrant and attractive community and regional destination. To this end, the City solicited the services of a design consultant to prepare schematics and a finalized design plan for the thoroughfare. Following the preparations of those plans, it was recommended by the sub-consultant (i.e., Nelson/Nygaard) that the City conduct a TIA to evaluate the environmental impact of each of the proposed changes to Las Tunas Drive. This analysis is part of the CEQA process that is required by California state law. CEQA From a regulatory review and approval perspective, one of the critica l elements of this project is the identification of potential environmental impacts. When examining a project, the Lead Agency (e.g., City of Temple City) prepares an initial study to determine whether the project may have a significant adverse effect on the environment. Significant adverse effects are measured by using CEQA's Threshold of Significance standards. CEQA defines the Threshold of Significance as: "A quantitative or qualitative standard, or set of criteria, pursuant to which the significance of a given environmental effect may be determined. Ideally, a threshold of significance provides a clear differentiation of whether or not the project may result in a significant environmental effect." Thresholds may be either qualitative or quantitative. Some effects, such as traffic or noise, lend themselves to numerical standards. Others, such as aesthetics or wildlife habitat are difficult to quantify and must rely upon qualitative descriptions. In either case, thresholds should be based on legal standards, studies, surveys, reports, or other data which can identify that point at which a given environmental effect becomes significant. Thresholds are intended to be analytic tools to assist in significance determinations, not rigid standards. Thresholds can help determine the significance of environmental effects, but are not necessarily conclusive. A lead agency's significance determination can be challenged if City Council May 6, 2014 Page 5 of 6 opponents of the determination produce substantial evidence supporting a fair argument that a significant effect does exist. Kimley-Horn and Associates, Inc. Founded in 1967, Kimley-Horn and Associates, Inc. (Kimley-Horn) is an employee- owned, multi-disciplined, engineering and planning firm offering comprehensive civil and structural engineering; traffic analysis, transportation planning and design; and traffic engineering services. Nationwide, Kimley-Horn has a total of 69 offices, including 13 in California, and more than 2,000 personnel. Th e firm has performed a wide spectrum of professional engineering and planning services for numerous projects, including neighborhood traffic studies, traffic impact analyses for environmental impact reports and CEQA documentation, trip generation studies, feasibility studies, operational analyses, safety studies, traffic distribution and diversion analyses, transportation projections, parking studies, and computer modeling. Project staff members proposed by Kimley-Horn have extensive experience in traffic and transportation engineering and similar traffic studies. In addition to being ranked as the most qualified and experienced firm, Kimley-Horn also submitted the most comprehensive scope of work and cost effective fee. Kimley- Horn proposed to analyze a total of 38 intersection and mid-block locations, where the other firms' proposed study locations ranged from 13 to 28. Kimley-Horn also submitted the most cost effective proposal. Comparing the total hours for services and study locations, Kimley-Horn will complete the TIA at a lower rate than the other firms (i.e., Fehr & Peers, lteris, and KOA). Based on the review and cost analysis of the proposals, staff determined that Kimley- Horn submitted the most qualified as well as cost effective proposal. Staff recommends that the City Council retain the professional services of Kimley-Horn and Associates, Inc. for the preparation of a TIA per CEQA guidelines. Following approval of this consultant services agreement, the project is expected to progress according to the follow steps: 1. TIA/Env/CEQA Study and Final Design Option Approval 2. Preparation of Design Plans 3. Project approval process required by the funding program to certify the project as ready for bid advertisement (Caltrans E-76 approvals) 4 . Bidding and Contract Award 5. Construction (construction may be done in phases to minimize impacts on businesses and public). More information regarding the timeline can be found in Attachment "F". City Council May 6, 2014 Page 6 of 6 CONCLUSION: It is recommended that the City Council award a Consultant Services Agreement to Kimley-Horn and Associates for preparation of a Traffic Impact Analysis for the Las Tunas Drive Safety Enhancement and Beautification Project, in the amount of $42,551. FISCAL IMPACT: This item does not have an impact on the FY 2013-14 City Budget, as funds were allocated in the Capital Improvement Program (CIP) FY 2013-15 City Budget. CIP No. P1 3-04 Redesign and Construction of Las Tunas Drive. ATTACHMENTS: A. Proposed Consultant Services Agreement with Kim ley-Horn and Associates B. Proposal Received from recommended Firm Kimley-Horn and Associates C. Request for Proposal issued by the City D. Nelson Nygaard's Traffic Review Memo E. Staff's Presentation to Ad Hoc Committee at 3-28-14 Meeting ATTACHMENT A CONSULTANT SERVI CES AGREEMENT [FOR ARCHITECTURAL, LANDSCAPE ARCHITECTURAL, ENGINEERING, ENVIRONMENTAL, LAND SURVEYING, AND CONSTRUCTION PROJECT MANAGEMENT SERVICES! Rrv #-ISn-7830--1520 vi By and Between THE CITY OF TEMPLE CITY, a municipal corpora tion and -I- AGREEMENT FOR CONSULTANT SERVICES BETWEEN THE CITY OF TEMPLE CITY, CALIFORNIA AND This Agreement for Consultant ervices ( .. Agreement'') is entered into as of th is __ day the City of TEMPLE CITY, a municipal corporation a ("'Consu ltant"). City and ind ividuall y referred to as ·'Party'' and hereinafter of , 20 I 0 by and between ("City'') and Consultant are sometimes hereinafter collectively re ferred to as the '·Parties." RECITALS A. City has sought, by fde.'lcribe process used, i.e. request for qualifications I request for quotations I request for propo.m ls/. the performance of the /pick one: arcltitectural /landscape arcltitectura/1 engineering I environmenw/1 /antl stm•eying I construction project management} services defined and described particularly in Section 2 of this Agreement. B. Consultant, folio\ ing subm ission of a {proposal I quote I hid, etc.} for the performance of the services defined and described particularly in Section 2 of this Agreement, was selected by the City to perform those services. C. Consultant was selected by the City on the basis of Consultant's demonstrated competence and the professional qualifications necessary for the satisfactory performance of the services required. D. Pursuant to the City ofTemp le City's funicipal Code, City has authority to emer into this Consultant Services Agreement and the City Manager has authority to execute this Agreement. E. The Parties desire to formalize the selection of Consultant for performance of those services defin ed and described particularly in ection 2 of this Agreement and desire that the terms of that performance be as particularly defined and descri bed herei n. OPERA TTVE PROVISIONS OW, THEREFORE, in consideration of the mutual promises and covenants made by the Parties and contained here and other consideration, the value and adequacy of whi ch are hereby acknowledged, the parties agree as follows: SECTION 1. TERM OF AGREEMENT. Subject to th e provisions of Section 20 "Termination of Agreement" of this Agreement. the scope of services set forth in Exhibit "A .. ··scope of Services" shall be completed pursuant to the schedule specified in Ex hibit ·· :· hould the scope of services not be completed pursuant to th at schedule, the Consultant shall be deemed to be in Default of this Agreemen t pursuant ro RIV #-ll!2l· 7830-4520\ I -I - ection 21 of this Agreement. The City, in its sole discretion, may choose not to enforce the Default provisions of this Agreement and may instead allow Consultant to continue performing the scope of services until such services are complete. SECTfON 2. SCOPE OF SERVICES. Consultant agrees to perform the services set forth in Exhibit .. •· ·· cope of ervices.·· which is incorporated herein by thi s reference, in accordance with the terms and conditions of this Agreement. SECTION 3. ADDITIONAL SERVICES. Consultant shall not be compensated for any services rendered in connection with its performance of this Agreement which are in addition to or outside of those set forth in this Agreement or listed in Exhibit "A" "Scope of Services:' un less such additional services are authorized in advance and in \Vriting by the City Council or City Manager of City. Consultant shall be compensated for any such additional services in the amounts and in the manner agreed to by the City Council or City Manager. SECTION 4. COMPENSATION AND METHOD OF PAYMENT. (a) Subject to any limitations set forth in this Agreement, City agrees to pay Consultan t the amounts specified in Exhibit "B ··'Compensati on," which is incorporated herein by this refere nce. The total compensati on, including reimbursement for actual expenses, shall not exceed dollars ($ , unless additional compensation is approved in writing by the City Co unci I or City Manager. (b) Each month Consultant shall furnish to City an original invoice for all work performed and expenses incurred during the preceding month. The in oice shall detail charges by the fol lowing categories: labor (by sub-categOJ) ), travel, materials, equipment, supplies. and sub-consultant contracts. Sub-consultant charges shall be detailed by the fo llowing categories: labor, travel, materials, equipment and supplies. rf the compensation set forth in subsection (a) and Exhibit ··B" include payment of labor on an hourly basis (as opposed to labor and materi als being paid as a lump sum), the labor category in each invoice shall incl ude detailed descriptions of task performed and the amoun t of time incurred for or allocated to that task. City shall independently review each invoice submitted by the Consultant to determine whether the \-\'Ork performed and expenses incurred are in compliance with rhe provisions of this Agreement. In the event that no charges or e 'penses are disputed. the invoice shall be approved and paid according to the terms set forth in subsection (c). In the event any charges or expenses are disputed by City, th e original invoice shall be returned by City to Consultan t for correction and resu bm iss ion. (c) Except as to any charges for work performed or expenses incurred by Consultant which are disputed by City, City\ ill use its best efforts to cause Consultant to be paid within forty-five (45) days of receipt of Consultant's correct and undisputed invoice. (d) Payment to Consultant for work performed pursuant w this Agreement shall not be deemed to waive any defects in work performed by Consultant. RIV #4822-7830-45~0 'I -2- SECTION 5. INSPECTION AND FINAL ACCEPTANCE. City may inspect and accept or reject any of Consultant's work under this Agreement. eilher during performance or when comp leted. City shall reject or finally accept Consultam's wo rk within sixty (60) days after submitted to City. City shall reject work by a timely written explanation. other.vise Consultant's work shall be deemed to have been accepted. City's acceptance shall be conclusive as to such work except with res pect to latent defects, fraud and such gross mistakes as amount to fraud. Acceptance of any of Consultant"s work by City shall not constitute a waiver of any of the provisions o f thi s Agreement including, but not limi ted to, sections 16 and 17, pertaining to indemnificati on and insurance, respectively. SECTION 6. OWNERSHIP OF DOCUMENTS. All original maps, models, designs, drawings, photographs, tudi es. surveys, reports, data, notes, computer files, files and other documents prepared. developed or di scovered by Consultant in the course of providing any services pursuant to this Agreement shall become the ole property of C ity and may be used, reused or othenvise disposed of by City without the permission of the Consultant. Upon completion, ex pirati on or termination of this Agreement, Consultant shall turn over to City all such original maps. models, designs. draw ings, photographs, studies. surveys. reports. data, notes, computer fil es, files and other documents. Tf and to the extent that City utilizes for any purpose not related to this Agreement any maps, models. designs, drawings. photograph s, sUidies, surveys, reports, data. notes, computer fi les, fi les or other documents prepared, developed or discovered by Consultant in the course of prov iding any servi ces pursuant to this Agreemen t. Consultant's guarantees and warrants related to Standard of Performance and found in Section 9 of thi s Agreement shall not extend to such use of the maps. models, designs. drawings. photographs, studies. surveys. reports, data. notes. co mputer fil es, fi les or other documents. SECTION 7. CONSULT ANT'S BOOKS AND RECORD (a) Consultant shall maintain any and all documents and records demonstrating or relating to Consultant's performance of services pursuant to this Agreement. Consultant shall maintain any and all ledgers, books of account, invoices, vouchers, canceled checks, or other documents or records evidencing or relating to work, services, expenditures and disbursements charged to City pursuant to th is Agreement. Any and all such documents or records shall be main tained in accordan ce with generally accepted accounting principles and shall be sufficiently complete and detai led so as to permit an accurate evaluation of the services provided by Consultant pursuant to this Agreement. Any and all such documents or records shall be maintained for three years fro m the date of execution of thi s Agreement and to the extent required by laws relating to audits of public agencies and their expenditures. (b) Any and all records or documents required to be maintained pursuant to th is secti on shall be made available for inspection. aud it and copying, at any time during regular business hours, upon request by City or its designated representative. Copies of such doc uments or records shall be provided directly to the City for inspection, audit and copying when it i practical to do so; oth en ise. un less an alternative is mutually agreed upon, such documents and I{ IV ll-l~:!:!-7S3U-15~0 1 I ... -..) - record shall be made available at Consultant" address indicated for receipt of notices in thi greemenl. (c) Where City has reaso n to believe that any of the documents or records required to be maintained pursuant to thi s ection may be lost or discarded due to di ssolution or termination of Consultant' business, City may, by written req ue l. requi re that cu [Qdy of uch documents or record be given to the City and that such documents and records be maintained by the requesting party. Acces to such documents and records shall be granted to City. as well as to its ucccssors-in-interest and authorized re pre cntati ves. SECTION 8. STAT OFCONSULTA T . (a) Consultant is and shall at al l times remain a wholly independent contractor and 1101 an officer. employee or agent of City. Con ultant hall have no authority to bind City in an manner, nor to incur any obligation, debt or liability of any kind on behalf of or against City. whether by contract or otherwise. un les uch authority is expressly conferred under this Agreement or i otherwise ex pre ly con lerred in writing by City. (b) The personnel performing the er ices under this greemcnt on behalf o f Consultant shall at all times be under Consultant's exclusive direction and co ntrol. Neither City. nor any elected or appointed board , oflicer . official s, employees or agents of City. shall have control over the co nduct of Consultant or any of Consultant's ofticers, employees, or agents except as set forth in thi Agreement. Consultant shall not at any time or in any manner represent that Consultant or any of Consultant' officer . employees, or agents are in any manner officials. officers. employees or agents of City. (c) Neither Consultant , nor any of Consultant's officers. emplo)ee or agents. shall obtain any rights to retirement. heahh care or any other benefiLS which may othcrwi e accrue to Ci ty's employees. Consultant expressly waive any claim Consultant ma) ha e to an} uch rights. SECTlON 9. STANDARD OF J>ERFORMANCE. Consultant represents and warrant· that it has the qualifications. experience and facilities neccs a1y to properly perform the service required under thi Agreement in a thorough. competent and professional manner. Con ultant shall at all times faithfully. competently and to the best of its ability. experience and talen t, perform all se rvices described herein. In meeting its obl igations under this Agreement. Consultant hall employ, at a minimum. general ly accepted standards and practices utilized by persons engaged in providing en•ices similar to those required of Consultant under this Agreement. In addition to the general tandards of performance et fo rth thi ection 9, additional specific standards of performance and performance criteria are set forth in the 'cope of Work that shall also be applicable to Consultants work under this Contract. Where there is a confl ict between a general and a specific ·tandard of performance or performance ~.:rite ria. the speci fie standard or riteria hall prevail over the general. If and to the extent that Cit) uti Ii Les for any purpose not related to this Agreement any maps. models. designs. drawings, photographs. tud ies. survey . report . data, note .. computer RIV ff4S22·7S30-4520 \I --t - files, fi les or other document prepared. developed or discovered by Consultant in the course of providing any services pursuant to this Agreement, Consultant's guarantees and \ arranties related to tandard of Performance shall not extend to such use of the maps. model . designs. drawings, photographs, Ludic , surveys. report . data. notes, computer files. files or othl:r documents. SECTION 10. COMPLIANCE WlTH APPLICABLE LAWS; PERMIT AND LJCEN ES. Consultant sha ll keep itself informed of and comply with all applicable federal, stare and local Ia\ s, tatutes, codes, ordinances, regulations and rules in effect during the term of this Agreement Consultant shall obtain any and all licenses, permits and authorizations necessary to perform the services set forth in this Agreement. Neither City, nor any elected or appointed boards, officers, officia ls, employees or agents of City, shall be liable, at law or in equity, as a result of any fai lure of Consultant to compl y with thi s section. SECTIO ll. PREVAJLlNG WAGE L WS It is the understanding of City and Consul tant that California prevailing wage laws do not apply to thi Agreement because the Agreement doe not involve any o f the following crvices subject to prevai ling wage rates pursuant to the California Labor Code or regulations promulgated thereu nder: Con truction, alterati on, demolition, installati on. or repair work performed on public building . facilities, street or sewers done under contract and paid for in whole or in part uul uf public funds. In thi s context. .. construction" includes work performed during the design and preconstruction pha es of construction including, but not limi ted to, inspection and land surveying work. SECTION 12. NONOl CRIMINATION. Con ultant shall not discriminate. in any way, against any person on the basis of race, color. religious creed, national origin, ancestry, sex, age, physical handicap, medical cond it ion or marital status in connection with or related to the perform ance of this Agreement. SECTIO 13. UNAUTHORIZED ALIEN . Consultant hereby prom ises and agrees to comply with all of the provisions of the Federal Lmmigrati on and Nationality Act 8 U.S.C.A. ~§ 1101. et g_g., as amended, and in connection therewith. shall not employ unauthorized aliens as de fined therein. hould Consultant so employ such unauthorized aliens for the performance of\ ork and/or services covered by this Agreement. and should the any liability or sanctions be imposed again st City fo r such use of unauthorized aliens, Consultant hereby agrees to and sha ll reimburse City for the cost of all such liabilities or sanction imposed, together with any and all costs. including attorneys' tees. incurred by City. SECTlON 14. CONFLICTS OF INTEREST. (a) Consultant covenants that neither it. nor any offi cer or principal of its fi rm, has or shall acquire any interest. directly or indirectly, \\ hich would conflict in any manner \\ ith the interest of City or which \\Ould in any way hinder Consultant's performance of services under RIV #4M22-7M3!l-·15::!0 1 I -5 - this Agreement. Consultant further covenants that in the performance of thi s Agreement. no person having any such interest shall be employed by it as an officer. employee. agent or subcontractor without the express written consent of the City Manager. Consultant agrees to at all times avoid con flicls of interest or the appearance of any conflicts of interest with the in terests of City in the perfo rmance of this Agreement. (b) City understands and acknowledges that Consultant is. as of the date of execution of this Agreement. independently involved in the performance of non-related services for other governmental agencies and private parties. Consul tant is unaware of any stated position of City relative to suc h projects. Any future position of City on such projects shall no t be considered a conflict of interest for purposes of thi s section. (c) City understands and acknowledges that Co nsultant will, perform non-related servi ces for other governmental agencies and pri vate parties following the comp letion of the scope of work under this Agreement. Any such future service shall not be considered a conflict of interest for purposes of this section. SECTION 15. CONFIDENTIAL INFORMATION; RELEASE OF INFORMATION. (a) A II information ga ined or work product produced by Consultant in performance of this Agreement shall be considered confidential, unless such information is in the publ ic domain or already kn own to Consultant. Consultant shall not release or disclose any such information or work product to persons or en tities other than City without prior written authorization fro m the City Manager. except as may be required by law. (b) Consultant. its officers. employees. age nts or subcontractors. shall not. without prior written authori zation from the Ci ty Manager or unless requested by the City Attorney of City, voluntarily provide declarations, letters of support testimony at depositions. response to inten·ogarories or other information concerning the work performed under this Agreement. Response to a subpoena or court order shall not be considered "voluntary" provided Consultant gives City notice of such court order or subpoena. (c) If Consultant, or any officer, empl oyee, agent or subcontractor of Consu ltant, provides any in fo rmation or work product in violation of this Agreement, then City shall have the right to reimbursement and indemnity from Consultant for an. damages, costs and fees, includ ing attorneys fees. caused b. or incurred as a resu lt of Consul tan t's conduct. (d) Con ultant shall promptly noti fy City hou ld Consul tant . its officers. employees. agents or subcontractors be served with any sum mons, complaint, subpoena, notice of deposition, request for documents, interrogatories, request for admiss ions or other discovery request. court order or subpoena from any party regarding thi s Agreement and the work perfo rmed thereunder. City retains the right, but has no obligation, to represent Consultant or be present at any deposition. hearing or similar proceedin g. Consultant agrees to cooperate fully with City and to provide City with the opportunity to review any response to discovery requests provided by Consultant. However, this right to review any such respon e does not imp ly or mean the right by City to controL direct. or rewrite said response. I{ IV #~81:!-7830--15~0 I I -6 - SE TIO 16. INDEMNlFICATIO . (a) Indemnifi cation by Design Professional. As provided under ivil Code Section 2782.8. Consu ltant shall indemni fy. protect, defend and hold harmless City and any and all of it official . employees and agent {"'Indemnified Parties'') from and agai n t any and all claims. actions and proceed ings (whether at law or eq uity, administrative or judicial). demand . orders. judgment . lo ses, liabilities. damage , co t and expense , including attorney' fees and costs, (collectively "Claims") to the extent same arise out of. pertain to. or relate to the negligence, recklessness, or willful misconduct of the Consultant, its officers. agents. employee or ub- consultants (or any enti ty or indi idual that Consultant shal l bear the legal liability thereof) in the performance of professional services under this Agreement, with the understanding that in the event Claims are found by the trier of fact to have been caused by the joint or concurrent negligence of the City and its contractors and consultants. and Con ultant. damages and expenses from both indemnity and duty to defend obligations shall be borne by each party in proportion to its negligence. (b) Indemnification ub-Consultants. Consultant agree to obtain executed indemnity agreements with provi ion identical to those set forth here in Lhi section from each and every sub-consultant I contract or any other person or entity involved by, for. with or on behalf of Consultant in the performance of this Agreement naming the Indemnified Partie as additi onal indemnitees. In the event Consultant fails to obtain such indemnity obligations from others as required here. Consultant agrees to be fu lly responsible accordi ng to the terms of thi s section. Fa ilu re of City to monitor co mpl iance with the e requirement impo c no additi onal obligation on City and will in no way act as a waiver of any rights hereunder. This obligation to indemnify and defend City a set fo11h herein i binding on the succe ors. a 1gn or heir of Consultant and hall survive the termination of this Agreement or this ection. (c) Citv's Sole e!!lig,ence. The pro is ions of thi ection 16 do not appl) to Claims occurring as a result of Cit) 's sole negligence. The provisions of this . ection hall not release City from liability arising from gros negligence or wil lfu l acts or omi sion of it) or any and all or its officials, employees and agents. ECTION 17. INS RANCE. Consultant agrees to obtain and m::lintain in full force and effect during the term of thi s Agreement the insurance policies set torth in Exhibit .. C" .. Insurance." which i incorporated herein by this reference. All insurance policies hall be subject to approval by it as to form and content. These requirements are subject to amendment or waiver if so approved in writing by the City Manager. Consu ltant agrees to provide City with copies of required policies upon request. SECTION 18. AS IG MEt T. The expertise and experience of 'on'iultant are material considerati ons for thi s Agreement. City has an intere l in the qualifications of and capabil ity of the persons and entities ' ho \\ill fulfill the dutie and obligation imposed upon Consu ltant under this Agreement. In recognition of that interest. Consultant hall not assign or transfer thi . greement or any portion of this Agreement or the pertormancc of any of Consultanrs duties or obligation under thi s I{IV H IID:!-7X3Cl....J5~0 1 I -7 - Agreement without the prior written consent of the City Cou ncil. Any attempted assignment shall be ineffective, null and void, and shall consti tute a material breach of this Agreement entitling City to any and all remedies at law or in equity, including summ ary termi nation of thi s Agreement. City acknowledges, however, that Consultant, in the performance of its duties pursuant to this Agreement. may utilize subcontractors. ECTION 19. CONTINUJTY OF PERSONNEL. Consultant shall make evety reasonable effot1 to maintain the stability and contin uity of Consultanfs stan-and subcontractors. if any, assigned to perform the services required under thi s Agreemenr. Consultant shall noti fy City of any changes in Consultant's staff and subcontractors, if any, assigned to perform the services requ ired under thi s Agreement, prior to and during any such perfo rmance. SECTION 20. TERMiNATION OF AGREEMENT. (a) City may terminate this Agreement. with or without ca use, at any time by giving thirty (30) days written notice of termination to Consultant. In the event such notice is given. Consultant shall cease immediately all \\'Ork in progress. (b) Consultant may terminate thi s Agreement fo r cause at any time upon th irty (30) days written notice of term ination to City. (c) If either Consulta nt or City fail to perform any material obligation under thi s Agreement. then, in addition to any other remedies. either Consulta nt., or City may term inate thi s Agreement immediately upon written notice. (d) Upon termination of this Agreement by either Consultant or City, all property belongi ng exclusively to City which is in Consultant's possession shal l be returned to City. Consultant shall furnish to City a final invoice for work performed and expenses incurred by Consultant, prepared as set forth in Section 4 of this Agreement. This final invoice shall be reviewed and paid in the same manner as set forth in Section 4 of th is Agreement. SECTlON 21. DEFAULT. Ln the event that Consul tant is in default under the terms of this Agreement. the City shall not have any obligation or duty to continue compensating Consultant for any work performed after the date of defaul t. Instead. the City may give notice to Consultant of the default and the reasons for rhe default. The notice sha ll include the timeframe in which Consultam may cure the default. Th is timeti·ame i presumptively thirty (30) days, but may be extended, though not reduced, if circumstances warrant. During the period of time th at Consul tant is in default, the City shall hold all invoices and shall, when the default is cured, proceed with payment on the invoices. In the alternative, the City may, in its sole discreti on, elect to pay some or all of the outstanding invoices duri ng the period of default. lf Consultant does not cure the default, the City may take necessary steps to terminate this Agreement under ection 20. ny failure on the part of the City to give notice of the Consultant's default shall not be deemed to result in a \Vaiver ofthe City's legal rights or any rights arising out of any provision of this Agreement. RIV #-1822-7830-15~0 I I -8 - 'E TIO 22. EXCUSABLE OELA YS. Con ultant shall not be liable for damages, including liquidated damages. if any. cau ed by dcla in performance or failure to perform due to causes beyond the control of Consultant. uch causes include, but are not limited to, act of God, acts of the public enemy, acts of federal, tate or local governments, acts of City, court orders. fire, floods, epidernic, stri ke, embargoe, and unusually severe weather. The ll:rm and price of this Agreement shall be equitably adjusted fo r any delays due to such causes. ECTION 23. COOPERATION BY CITY. All public information. data. n:porLs, record . and maps as are exi Ling and avai lable to City as public records. and \'vhich are necessary for carrying out the \\Ork a· outlined in the Exhibit ·· ·· ·· cope of er ice ." hall be furnished to Consultant in every reaso nable way to facilitate. without undue delay. the work to be performed under this Agreement. ECTIO 2_.. NOTICE . All notices required or permitted to be given under this Agreement hall be in' riling and shall be persona lly deli vered, or sent by tclccopier or certified mail. postage prepaid and return receipt requested, addressed as follows: To Ci ty: To Consultant: ity ofTcmple City Attn: City Manager 970 I Las Tuna Dr. Temple City, CA 9 1780 Notice shall be deemed effective on the date personally deli vered or transmitted by facsim ile or. if mai led. three (3) days al1er deposit ofthe same in the custody of the United States Postal ervice. ECTIO 25. AUTHORJTY TO EXECUTE. The person or person executing this greement on behalf of Con ultant repre ents and warrant that he/ he/they has/ha e the authority to o execute this Agreement and to bind Con ultant to the perform ance of it obligation hereunder. SECTION26. ADMI 1 TRATION AND IMPLEMENTATIO This Agreement shall be admini tered and executed by the City Managl!r or hi'i or her des ignated representative, foll owing approval of thi Agreement by the City Council. ·1 he City Manag~:r hall have the authority to issue interpretations and to make minor amendment to this - 9 - Agreement on behalf of the City so long as such actions do not material ly change the Agreement or make a commitment of additional fund s of the City. All other changes. modifications. and amendrnellls shall require the prior approval of the City Council. SECTION 27. BINDING EFFECT. This Agreement shall be binding upon the heirs, execurors. administrators, successors and assigns oflhe parties. SECTION 28. MODl FTCATION OF AGREEMENT. No amendment to or modification of this Agreement shall be valid unless made in writing and approved by the Consultant and by th e City Council. The pa1iies agree that this requirement for written modifications cann ot be waived and that any attempted waiver shall be void. SECTION 29. WAIVER. Waiver by any party to this Agreement of any term, condition. or co enant of this Agreement sha ll not constitute a waiver of any other term, condition. or covenant. Waiver by any party of any breach of the provisions of this Agreement shall not constitute a wa iver of any other provision nor a waiver of any subsequent breach or violation of any provision of this 1\greement. Acceptance by City of any work or services by Consultan t shall not constitute a waiver of any of the provisions of this Agreement. SECTION 30. LAW TO GOVERN; VENUE. This Agreement shall be interpreted, construed and governed according to the laws of the tate of Cali fornia. In the event of liti gation between the parties. venue in state trial courts shall lie exclusi ely in the County of Los Angeles, California. In the event of litigation in a U.S. District Court, venue shall lie exclusively in the Cenrral District of California. in Los Angeles. SECTION 31. ATTORNEYS FEES, COSTS AND EXPENSES. In the event litigati on or other proceeding is required to enforce or interpret any provision of this Agreement, the prevailing party in such litigation or other proceeding shall be entitled to an award of reasonable anorney's fees, cost and expenses. in addition to any other relief to wh ich it may be entitled. SECTION 32. ENTIRE AGREEMENT. This Agreement, including the attached Exhibits "A" through "C". is the entire, complete, final and exclusive expression of the parties with respect to the matters addressed therein and supersedes all other Agreements or understandings, whether oral or written. or entered into between Consul tant and City prior to the execution of this Agreement. No statements. representations or other Agreements. whether oral or written, made by any party which are not embodied herein shall be valid and binding. o amendment to thi greement hall be valid and bindi ng unless in writing du ly executed by the parties or their authorized representati ves. IHV #4822-7830-4;:!0 1 I -I 0 - SECTION 33. SEVERABILITY. If any term, condition or covenant of this Agreement is declared or determined by any court of competent jurisdiction to be in va lid, vo id or unenforceable, the remaining provisions of this Agreement sha ll not be affected thereby and the Agreement shall be read and construed 'V ithout the in alid, void or unenforceable provi sion(s). IN WITNESS WHEREOF. the parties hereto have executed this Agreement on the date and year first-above \ rinen. ATTEST: Mary Flandrick City Clerk APPROVED AS TO FORM By: ____________ _ Eric S. Vail City Attorney By: ____________ ___ Its: ------------- CITY OF TEMPLE CITY By: __________ _ Jose Pulido, City Manager By: ____________ _ Its: ------------- NOTE: CONSULTANT'S SIGNATURES HALL BE DULY NOTARIZED, AND PPROPRIATE ATTESTATION SHALL BE INCLUDED AS MAY BE R IV #.JS22-71UO-I520 1 I -I I - REQUIRED BY THE BYLAWS, ARTICLES OF INCORPORATION, OR OTHER RULES OR REGULATIONS APPLICABLE TO DEVELOPER'S BUSINESS ENTITY. RIV #4812-7830-4520' I -12- CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT STATE OF CALII-ORNIA CO TV OF On before me. . personally appeared , prO\ed to me on the basis of satisfactory evidence to be the person(s) \\hose names(s) is/are ~ubscribed to the within instrument and ackno\\ !edged to me that he/shetLhe) executed the same in his/her/their auLhoriLed capucity(ies). and that b) his/her/their signuture(s) on the instrument the person(s). or the entity upon behalf or which the person(s) acted. executed the instrument. I certif)· under PENALTY OF PERJURY under the laws or the tate ol' Cali fornia that the lorcgoing paragraph is 1 rue and correct. WITNES my hand and ofiiciaJ seal. ignature: _______________ _ OPTI01 AL Though Lhe data below is not required by law. it may prove valuable to persons relying on the document :md could prevent fraudulent reattachment of this lom1 CAPAC ITY CLAI l EO BY SIGNER 0 I DJVIDU L 0 CORPORATE OFFICER rlTLE(.) PARTNER(S) 0 0 TTOR EY-IN-FACT TR TEE( ) LI~IITED GE1 ERAL 0 0 0 0 0 GUARDIAN/CO ERVATOR OTHER ___________ _ SIGNER I REPRESENT! G: (NAME OF PER. ON(S) OR ENTITY(IES)) RIV 11~812-7830~5~0 \I DE CRJPTIOt OF ATTAC HED DOC .\lENT TITLE OR TYPE OF DOCUMENT N MBER OF PAGE DATE OJ. DOCUMENT ~IGNER(S) OTIIER TIIA NAMED ABOVE CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT STA fE OF CALIFORNIA COUNTY OF On ___ _ before me. _______ . personal I) app<!ared _______ . 0 personal!)" known to me-OR -0 proved to me on the basis of satistactOI)' e\ idcnce to be the person(s) whose names(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they executed the same in his/her/their authorized capacity(ies). and that by his/her/thcir signature(s) on the instrument the person(s). or the entit) upon behalfor,,hich the pc::rson(s) acted. executed the instrument. WITNE m) hand and oflicial seal. OPTIONAL Though the data below is not required by law. it may prove \aluable to persons relying on the document and could prevent fraudulent reatlachmenL or this form CAPACITY CLAI l ED BY IG 'ER D INDIVIDUAL 0 CORPOR TE OFFICER D D D D D TITLE( ) PART ER(S) D D L1 IITED GE ERAL ATTOR EY-IN-FACT TRUSTEE(S) GUARDIAN/CONSERVATOR OTHER ___________ _ SIGNER IS REPRESENTING: (NAME OF PER ON(S) OR ENTI fY{IE )) RIV 1i.J822-7830-4520 vi DE CRI PTION OF TT:\CH ED DOC l\1 E T TITLE OR TYPE OF DOCUME T NUMBER OF PAGES DATE OF DOCUME T Sl(iNER(S) OTHER TI IA AMED ABOVE 6816 vl EXHTBIT "A" SCOPE O F SERVICES I. Con ulta nt will perform the following Services: A. B. c. D. II. A part of the Services, Con ultant will prepa re and deliver the following tangible work products to the C ity: B. c. D. Ill. Dur ing performance of the erviccs, Consultant will keep the City a ppra ised of the status of pe rforma nce by delivering the following sta tus reports: A. B. c. D. IV. T he tangible work products and status reports will be delivered to the C ity pursuant to the following schedule: B. c. RIV #4!\~~·7lU0-45~0 vi /\-1 6876 vl D. V. Consultant will utilize the following personnel to accomplish the Se1v ices: A. B. c. D. VI. Consulta nt w ill utilize the following subcontractors to accomplish the Services: A. B. c. D. Vll. AMENDMENT The Scope of Services. including services, work products, and personnel, are subjecl to change by mutual Agreement. In the absence of mutual Agreement regarding the need to change any aspects of performance, Consultant shall comply w ith the Scope of Services as indicated above. RIV #4822·7830-15::!0 vi A-2 EXHIBIT II B" COMPENSA TlON I. Consultant shall use the following rates of pay in the performance of the Service : A. [job] [hourly rate] B. [job] [hourly rate] c. [job] [hourl y rate] D. [job] [hourly rate] E. [job] [hourlv rate) II. Consultant may utiJize subcontractors as indicated in this Agreement. The hourly rate for any subcontractor is not to exceed$ per hour without written authorization from the City Manager or his designee. liT. The City will compensate Consultant for the Ser-vices performed upon submission of a valid invoice. Each invoice is to include: A. Line items for all personnel describin g the work performed, the number of hours worked, and the hou rly rate. B. Line items for all supplies properly charged to the Services. C. Line item s for all travel properly charged to Lhe Services. D. Line items for all equipment properly charged to the Services. E. Line items for all materials properly charged to the Services. F. Lin e items for all subcontractor labor, supplies, equipment , materi als, and travel properly charged to the Services. IV. The total compensation for the Services shall not exceed $ ____ , as provided in Section .t of this Agreement. RIV II4S21-7R30-4520 \'I B-1 EXHIBIT "C" INSURANCE A. Insurance Requirements. Consultan t shall provide and maintain insurance. acceptable to the City Manager or City Counsel, in full force and effect throughout the term of this Agreemem, against claims for injuries to persons or damages to property which may arise from or in connection v ith the performance of the work hereunder by Consultant. its agents, representatives or employees. In urance is to be placed with insurers with a current A.M. Best's rating or no less than A:Vll. Consultant shal l provide the following scope and limits of insurance: I. Minimum cope or Insurance. Consultant shall maintain professional liability insurance appropriate to the Consultant's profession. This co erage may be \Hillen on a ''claims made'' basis, and must include coverage for contractual liabi lity. The professional liability insurance required by this Agreement must be endorsed to be applicable to claim based upon, ::u·i ing out of or related to services performed under this Agreement. The insurance must be maintained fo r at least 3 consecutive years ta l lowing the completion of Consultant's ser ices or the termination of th is Agreement. During this additional 3-year period, Consultant shall annually and upon request of the City submit wrillen evidence of this continuous coverage. 2. Minimum Limits or Insurance. Consultant shall maintain limits of professional liability insurance no Jess than $1,000.000 per occurrence. B. Other Provisions. Each insurance policy required by this Agreement shall be endorsed and state the coverage shall not be uspended. voided, cancelled by the insurer or either party to this Agreement, reduced in coverage or in limits except after 30 days' prior v ritten notice by Certified mail. return receipt requested, has been given to City. C. Other Requirements. Consultant agrees to deposit with City. at or before the effective date of this contract, certi ficates o f in urance necessary to satisfy City that the in urance provision of this contract have been complied with. The City Attorney may require that Consultant furnish City with copies of original endorsements effecting coverage required by this Section. The certificates and endorsements are to be signed by a person authorized by th at insurer to bind coverage on its behalf. City reserves the right to inspect complete. certified copies of all required insurance policies, at any time. I. Consultant shall fum ish certificates and endorsements from each subcontractor identical to those Consu ltant provides. 2. Any deductibles or elf-insured retentions must be declared to and approved by City. At the option of City, either the insurer shall reduce or eliminate such d~.:ductibles or self-insured retentions as re peels City or its respective elected or appointed offic~.:rs. officials, employees and volunteers or the Consultant shall procure a bond guaranteeing payment of losses and related investigations, claim administration. defense expenses and claims. RIV 11~822-7830-15~0 vI C-1 3. The procuring of such required policy or policies of insurance shall not be construed to limit Consultant's liability hereunder nor to fulfill the indemnification pro isions and requirements ofthis Agreement. RfV IIA&~~-7830-4520 \1 C-2 ------------------------------------------------------ ATTACHMENT 8 April21, 2014 Mr. Ali Cayir, PE. City Engineer City of Temple City 9701 Las Tunas Drive Temple City, CA 91780 Proposal for Traffic Impact AnalySIS (TIA) for Proposed Las Tunas Street Improvement Project Re: Prop osal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Dear Mr. Cayir and Members of the Selection Committee: • 765 The City Drive Suite 200 Orange. California 92868 TEL 714-939-1 030 FAX 714-938-9488 Thank you for inviting Kim ley-Horn and Associates, Inc. to propose on the traffic impact analysis for the proposed Las Tunas Street improvement project in Temple City. We know the City is exploring a few options to implement for the Las Tunas Street Improvement Project. We will provide a thorough analysis and explain the pros and cons of each to help you determine the best alternative to meet the City's needs. Our experience and research on previous projects allows us to offer you the following key benefits: Technical Expertise You Can Count On. The Kim ley-Horn team brings experience in tral1ic studies and analyses including evaluating operational characteristics, safety, capacity, circulation, flow, and access. Our traffic engineers are proficient in VISSIM, CORSIM, HCS +, and Synchro/SimTraffic to evaluate the operating conditions for the proposed roadway and parking configurations. We have extensive project experience in preparing traffic impact analysis studies specifically for Environmental Impact Reports and other CEQA documents, and are familiar with the requirements. In addition, our staff has the ability to present these analyses in an easy-to-understand report for the general public, as well as public officials. Team of Innovative Traffic Professionals Available to Serve You. Kim ley-Horn is a nationally recognized firm with extensive traffic engineering resources within 13 offices in California. Our team of traffic study and operations experts is ready to serve you, and is more than capable of responding to your project challenges immediately. Our continued growth and stability over the past47 years is the direct result of our commitment to excellence and dedication to providing quality services to our clients. Our clients receive the local knowledge and responsiveness of a small firm backed by the resources only a national firm can provide. Should there be a need for additional experienced professionals to meet a critical deadline, we have the ability to quickly share resources throughout the finn. We have the knowledge, skill, and determination to take your project from concept to finished product. This letter is in accordance with your request and based on information you have provided concerning the project, and constitutes a proposal setting forth our proposed scope of services, schedule and fee. This proposal includes the following information: • Company Qualifications • Project Staff Qualifications • Relevant Experience • Scope of Work and Schedule • References • Fee (attached in a separate sealed envelope) Kim ley-Horn sincerely appreciates this opportunity to provide traffic engineering services to the City of Temple City. We look forward to developing a great relationship with the City and having a role in making Temple City a more vibrant and successful place. Please contact me if you have any questions or comments at (71 4) 705-1331 or jason.melchor@kimley-horn.com. Sincerely, Kimley-Horn and Associates, Inc. Jason Melchor, PE. Project Manager Jean Fares, P.E. Senior Vice President ~-H Kimley-Horn ~-r ~ and Associates, Inc. Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Ta ble of Contents Section 1 -Company Qualifications ............................................................... 1 Section 2 -Relevant Experience ..................................................................... 4 Section 3 -References .................................................................................... 7 Section 4 -Project Staff Qualifications ............................................................ 8 Section 5 -Scope of Work and Schedule ..................................................... 22 Section 6 -Fee (Attached in separate sealed envelope) ......--n Kimley-Horn ......_ -r ~ and Associates, Inc. Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Section 1 -Company Qualifications Founded in 1967, Kim ley-Horn is an employee-owned, multi- disciplined, engineering and planning firm offering comprehensive civil and structural engineering; traffic analysis, transportation planning and design; and traffic engineering services. Nationwide, Kim ley-Horn has a total of 69 offices, including 13 in California, and more than 2,000 personnel. Kim ley-Horn and Associates, Inc. provides the City of Temple City with a staff of experienced civil engineers that includes more than 250 engineers, planners, and other design professionals in offices throughout California. While we have several locations nearby, we will be performing the majority of the work for this project from our Orange County office: 765 The City Drive, Suite 200 Orange, California 92868 (714) 939-1030 We have performed a wide spectrum of professional engineering and planning services for numerous projects, including neighborhood traffic studies, traffic impact analyses for environmental impact reports and CEQA documentation, trip generation studies, feasibility studies, operational analyses, safety studies, traffic distribution and diversion analyses, transportation projections, parking studies, and computer modeling. Engineering News-Record recently ranked Kimley- Horn 16 of the top 20 transportation firms in the nation. In addition, our team members are experts in public involvement and have been instrumental in building consensus for numerous controversial projects. Traffic Engineering We offer complete traffic engineering services in-house. Kim ley-Horn has completed thousands of traffic engineering projects, ranging from major area-wide systems involving hundreds of intersections to single-intersection designs and analyses. Our traffic engineering staff includes experts in the areas of intersection design; signing and marking studies and plans; speed zoning studies; traffic signal timing; safety and operations studies and plans; accident analysis and testimony; pedestrian safety programs; innovative parking, access, and circulation studies; traffic calming; signal system design; and traffic engineering general consultation. Our firm is a national leader in the assessment of transportation impacts and the development of methodologies to continuously monitor development- generated traffic. City of Temple City I T/810038.14 Traffic Impact Analysis Kimley-Horn has been involved in the development and application of traffic impact analysis (TIA) for 47 years. The firm has conducted thousands of TIAs for projects of virtually all magnitudes and types, including mixed-used, commercial, institutional, recreation, residential, industrial, and research developments ranging from a few acres to more than 10,000 acres. We have prepared the TIA portion for many EIR reports and CEQA documentation-most recently for the Riverside Community Hospital Expansion EIR. Our engineers and planners have also reviewed liAs for local and regional agencies, developed impact analysis and fee systems, trained public agency staffs in TIA review and computer modeling techniques, and conducted transportation financing research tor the federal government. Specialized Traffic Analysis Tools Our project team is familiar with the capacity analysis techniques included in the Highway Capacity Manual (HCM). Because we understand the theory behind the analysis, we know when the analysis is accurate and how to address unique situations. Kim ley-Horn also has extensive experience using Synchro and TRAFFIX software, which use the methodology contained in the HCM. The professionals at Kim ley-Horn have experience approaching a comprehensive analysis from both macroscopic (system planning) and microscopic perspectives (desig n issues and operation at specific locations). In addition to these traditional tools, our staff understands that special programs such as CORSIM©, SimTraffic, and VisSim-all three animated evaluation tools-can provide a more accurate picture of impacts. They can model a microscopic traffic network that can determine the interactions between adjacent intersections and produce an animated, graphical display of traffic cond itions. For example, we used CORSIM© to simulate the impacts of constructing a major commercial center on 1-5. A traditional HCM analysis could only consider the driveway and ramp terminal intersections as isolated elements. However, CORSIM© allowed us to simulate the driveways and interchange as a system, thus identifying locations with excessive queuing, blocked intersections. and turning conflicts. ......--,~ Kimley-Horn ........_ -., and Associates, Inc. Proposal ror Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Proj ect Traffic Signal Timing and Design Signal timing and signal system design and operations are cornerstones of Kimley-Horn's professional practice. Over the past four decades, we have completed signal system and timing studies for hundreds of projects. Kim ley-Horn has participated in small projects with just a few traffic signals. to extremely large projects with over 500 signals. Within the past five years in California alone, we have completed signal timing and operations analysis for over 2,000 signals, making us a leader in signal timing and operations studies. Kim ley-Horn's excellent reputation in planning, analysis, design, and implementation of traffic signal control and management systems is well known throughout California. Firmwide, Kim ley-Horn has been responsible for virtually every aspect of traffic systems, including operational feasibility, communication architecture, system design, software development. and implementation. In addition to evaluating and designing systems, our staff has developed tim ing plans for virtually every system. involving single or multiple jurisdictions. Our in- house Southern California staff is proficient in the application of a broad range of traffic controllers and communications technologies, including: • Naztec Streetwise and ATMS.now signal systems • 2070 and TS2 controllers with Naztec software • 2070 controllers with 04 software • TranSuite® signal system • 170 controllers with Caltrans local and system software • NextPhase signal system • Econolite controllers and systems • TCT LMD 40 controllers • Traconex 390 controllers • 170 controllers with Bl Tran local and system software • 170 controllers with Wapati local and system software • Icons signal system • Eagle controllers and systems • TCT LS200 controllers City ofTemple City I T/810038.14 2 Kimley-Horn has the necessary computer and micro- simulation software for traffic signal systems required by the City. We own equipment and software that meets or exceeds industry standards. While we have experience in many different software packages, the most commonly used software packages for traffic signal timing are as follows: • Synchro -versions 6, 7, and 8 • SimTraffic • CORSIM© • PASSER II and PASSER IV • Transit-7F • VISSIM • TS-PP/Draft (Tru Traffic) Experience with CEQA Compliance Documents Our local Kim ley-Horn staff has been involved in many successful projects where we prepared the traffic impact study as part of an overall environmental team. We have prepared the traffic analysis report for EIRs for mixed-use projects, residential developments, big- box retails stores, large hi-cube warehouse, distribution, manufacturing buildings and industrial parks, and most recently the Riverside Community Hospital Master Plan expansion, which was unanimously recommended for approval to the City Council by the City's Planning Commission. Each of these projects required compliance with agency standards and Congestion Management Program (CMP) requirements to identify impacts and provide mitigation measures to meet CEQA requirements. Ill"""-n Kim ley-Horn ......_-r ~ and Associates, Inc. Proposal for Traffic Impact Analys1s (TIA) for Proposed Las Tunas Street Improvement Project In the table below, we have listed our team members with their current licenses and credentials, along with their top relevant projects, which demonstrates their local experience. Name license(s) Education Recent Relevant Experience Jason Melchor Professional Engineer (CA) • Bachelor of Science, Civil • Expo Metro line Construction Authority, Design of LRT Phase 2 Project Manager Engineering -University of (Stage B), Los Angeles, CA-Traffic Design Lead California, Irvine • City of Pasadena Pedestrian Safety Study -Project Manager • Seabiscuit Pacifica Specific Plan -Traffic Impact Analysis, Arcadia, CA -Q(')QA Reviewer Serine Ciandella American Institute of • Bachelor of Science, Mass • Riverside Community Hospital Master Plan Expansion, Project Director Certified Planners (NCP) Communications -Syracuse Riverside, CA -Project Planner QC/QA University • Newport Banning Ranch, Newport Beach, CA -Project Manager • University Village I Orchard Park Specific Plan, Lorna Unda, CA -Project Manager Michael Schmitt American Institute of • Master of Science, Planning-• National Academy of Sciences -NCHRP 8-66: Trip Generation Traffic Impact Analysis Certified Planners (NCP), University of Arizona Rates for Transportation Impact Analyses of lnfill Development NCP Certified Transportation • Bachelor of Science, Regional (2013) -Project Manager Planner (CTP), and Development -University of • El Dorado County Travel Demand Update/land Use Forecast/ Professional Transportation Arizona Environmental Impact Report, El Dorado County, CA -Planner (PTP) Project Manager • East Bidwell Corridor -Complete Streets Plan, Folsom, CA (ongoing)-Senior Planner Monique Fuhrman Engineer-in-Training (Ell) • Bachelor of Science, CMI • Seabiscuit Pacifica Specific Plan -Traffic Impact Analysis, Traffic Impact Analysis Engineering -California State Arcadia, CA -Analyst Polytechnic University, • Rusnak Mercedes Benz Expansion Traffic Impact Analysis, San Luis Obispo Arcadia, CA -Analyst • Nardi Retail and Medical Office Building Traffic Impact Analysis, Arcadia, CA -Analyst Tim Chan Engineer-in-Training (Ell) • Bachelor of Science, Civil • Traffic Impact Study for the City Ventures Housing Project, Traffic Impact Analysis Engineertng -California State 2400 S. Fremont Avenue; Alhambra, CA -Analyst Polytechnic University, Pomona • Riverside Community Hospital Master Plan Expansion, Riverside, CA -Analyst • Santa Ana TSIA, Santa Ana, CA -Analyst Jean Fares Professional Engineer (CA) • Bachelor of Science, • OCTA, Brookhurst Street TLSP, Orange County, CA - Traffic Signal Timing Architecture -California State Project Manager Polytechnic University, Pomona • Santa Monica Traffic Engineering Services, Santa Monica, CA -Project Director • Rusnak Mercedes Benz Expansion Traffic Impact Analysis. Arcadia, CA -Project Manager Adam Dankberg Professional Engineer (CA) • Master of Science, • Expo Metro line Construction Authority, Design of LRT Phase 2 Traffic Signal Timing Transportation Engineertng (Stage B), los Angeles, CA -Project Engineer -University of California, • Santa Monica Phase 4 Traffic Signal Timing, CA -Berkeley Project Manager • Bachelor of Science, • SANDAG, Regional Traffic light Synchronization Program CMI Engineering, (TLSP), San Diego, CA-Task Manager Rice University, Texas • Bachelor of Arts. Economics. Rice University, Texas City ofTemple City I T/810038.14 3 ......-_,,. Kimley-Horn ......._ -~ and Associates, Inc. Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improveme nt Project Section 2-Relevan t Experience Expo Metro line Construction Authority, De sign of LRT Phase 2 (Stage B), los Angeles, CA- Los Angeles' 15.2-mile Expo Line is bringing light rail transit to 19 stations that serve popular destinations from Los Angeles to Santa Monica. Kim ley-Horn is providing roadway and traffic design for the Phase 2 portion of the line in the City of Santa Monica (about one-third of the total project). The Phase 2 portion stretches from Culver City to Santa Monica along a 6.6- mile corridor at an estimated cost of $1.5 billion. By 2030, 64,000 riders will use the line to travel from Downtown Los Angeles to Santa Monica. Construction is scheduled to be completed in 201 5. As part of the design, we converted parallel parking to angled parking in the business and residential areas along 7th, 9th, 1Oth, 12th, Euclid, 15th, and 16th Streets to account for lost parking spaces along Colorado Avenue. Both striped and raised bulb-outs at intersections were evaluated for each street to shorten the pedestrian crossing areas. In addition, wi th the proposed light rail, Kim ley-Horn is providing traffic signal timing coordination along Colorado Avenue to accommodate both the light rail and vehicular traffic. Our design also includes a separate Class 1 bicycle and pedestrian path to be constructed in Metro-owned rail right-of-way, adjacent to the light rail. Traffic Evaluation for the Max Berg Plaza Park Safe Route to School Project, San Clemente, CA -Kim ley-Horn prepared a report to evaluate the traffic impacts associated with the proposed improvements to the historic Max Berg Plaza Park in the City of San Clemente. The purpose of the improvement project was to provide a safe route to school by constructing a continuous sidewalk around the perimeter of the park leading to the nearby elementary school. The project plans included the installation of sidewalks around and through the park, the elimination of free right-turn lanes at the four corners of City ofTemple City I T/810038.14 4 the park, improved pedestrian crossings, and conversion of parallel parking to back-in angled parking along one side of the park. Kim ley-Horn evaluated the impacts of the proposed improvements on traffic circulation, street parking, pedestrian movements, and school drop-off and pick-up activities. Before the project was completed, the back-in angled parking was removed from the plan due to impacts to the historic nature of the park. Seabiscuit Pacifica Specific Plan -Traffic Impact Analysis, Arcadia, CA -Kim ley-Horn completed a traffic impact analysis for the construction of two new hotel buildings and a hotel/condominium development in the City of Arcadia. The project included data collection, parking and access evaluation and recommendations, and intersection capacity analysis on four adjacent city intersections for the two phases of the development. The intersection analysis was performed per Los Angeles' 2010 Congestion Management Program requirements. A complete report was compiled detailing the project's impacts to city streets and intersections. Due to the proximity of the project to California 210, a merge-weave analysis was performed to determine the project impact on the adjacent on-ramps and associated intersections for this thoroughfare. A separate report was compiled per Cal trans Traffic Impact Analysis requirements. The reports were approved by both the City of Arcadia and Caltrans, respectively. City of Pasadena Pedestrian Safety Study -Kim ley-Horn completed a pedestrian safety study in the vicinity of the Playhouse District and a proposed office project located at 680 E Colorado Blvd. in Pasadena. The study is intended to evaluate multiple pedestrian pathway alternatives to and from the Playhouse Theatre and the proposed project's planned Pedestrian Plaza. The study will result in a report and presentation to the City Council that provides an assessment of several alternative improvements. The alternatives will be compared and contrasted based upon criteria that includes; safety, access. feasibility, cost, design, and construction considerations. The report wi ll include a full assessment of each alternative. IIJIIII"""" -.-. Kimley-Horn ....._ -r , and Associates, Inc. Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project San Fernando Bikeway, Burbank, CA-The San Fernando Bikeway is a three-mile Class I bicycle path in Burbank that runs parallel to the Union Pacific/Metrolink Valley rail line owned by the Metropolitan Transportation Authority. The project will be constructed primarily as a separate Class I bicycle path with a small portion (0.15 miles) consisting of a Class Ill bicycle route. Most of the path will be constructed in Metro-owned rail right-of-way adjacent to the current Union Pacilic/Metrolink railroad right-of-way along with a Yz-mile stretch along the Los Angeles County Flood Control Channel. Kim ley-Horn was selected to prepare plans, specifications and engineer's estimates (PS&E); coordinate with regulatory agencies; coordinate with City staff in the preparation of the PS&E package; and provide bid support services. While this project is a stan d-alone project, its design and implementation must be carefully coordinated with the adjacent 1-5 HOV/Empire Avenue Interchange project and a planned railroad grade separation at Buena Vista Street and San Fernando Boulevard, both of which are currently being designed. This project is being funded by Federal Congestion Management and Air Quality (CMAQ) funds, therefore all design and construction services must conlorm to Caltrans and federal guidelines lor design and construction procurement. Kimley-Horn is responsible for preparing the PS&E package, including the associated documents and exhibits in Caltrans' Local Assistance Procedures Manual (LAPM) to result in E-76 approval for right-of-way and construction. Ocean Park Blvd. Complete Green Streets Project, Santa Monica, CA -Kim ley-Horn was retained by the City of Santa Monica to provide construction plans, specifications, and cost estimates to complete the design of the Ocean Park Boulevard Complete Green Streets Project. The Kimley-Horn team designed improvements to the Ocean Park Blvd. corridor to provide connections between the neighborhoods on the north and south side of Ocean Park Blvd. and create an inviting environment lor residents. In addition, Kim ley-Horn City ofTemp le City I T/810038.14 5 designed watershed improvements lo help reduce pollutants lor urban runoff while also reducing the overall volume of stormwater runoff reaching Santa Monica Bay. Scope of the work elements included the addition of three proposed crosswalks and overhead, landscaped medians throughout the length of the project, curb extensions. and bio-retention areas strategically placed along Ocean Park Boulevard, permeable paving in areas not within public travel ways, traffic calming measures such as landscaped medians, pork-chops, and pedestrian level lighting along the thoroughfare. Mission Avenue Complete Street, Oceanside, CA -Kim ley-Horn provided the final design for this unique corridor and roadway network in Oceanside. The project involved reducing Mission Avenue from four lanes to two and forming a two-way couplet covering the major connection from the l-51reeway to the ocean. During the concept development. Kim ley-Horn evaluated several alternatives and developed a Synchro traffic model for each alternative which included the entire network. Additional improvements to the corridor included pedestrian enhancement. drainage, bus turnout design, street improvements, pop-outs, signal design and modification, low impact development (LID), streetlights, landscape, amenities, and utilities. ....,..._" Kimley-Horn lllllo...-r ~ and Associates, Inc. Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improve ment Projec t ACE, Phase II Grade Separations PS&E, sub to Biggs Cardosa (Fullerton Road Grade Separation), City of Industry, CA -Kim ley-Horn is a subconsu ltant to Biggs Cardosa Associates, Inc., and is providing preliminary engineering and final design PS&E services for a new underpass. Kim ley-Horn serves as the primary civil engineer encompassing all roadway design, railroad design/ coordination. utility relocations, traffic studies, oversight of the stormwater pump station design, and other civil/site related components. The project scope included an alternatives analysis to further develop the preferred alternative in coordination with the previously prepared environmental studies, and final design PS&E. Kim ley-Horn has a primary role in the design phase to effectively address (reduce) impacts to adjacent properties and traffic within the area during the construction phase. This involves careful consideration of adjacent roadway features (walls, slopes, tie-ins, etc.), maintaining utility services, and determining appropriate detour routes and mitigations lor the various modes of travel. Riverside Community Hospital Master Plan Expansion, Riverside, CA -Kim ley-Horn is providing planning entitlements (Specific Plan and Environmental Impact Report), civil and traffic engineering, parking analyses, and landscape architecture services lor a new bed tower expansion ($330 million), and seismic upgrade, new Medical Office Tower and 800-car parking garage. Civil engineering tasks include grading, paving, utility rerouting and upgrades, signage, striping, and ADA compliance. This multi-phased project will provide a 305-bed replacement hospital tower, a new emergency room, ambulatory care center, administrative offices, renovation of existing buildings, a future parking structure, and related site improvements. The project is under an aggressive schedule to complete the new bed tower by January 1, 2015 in accordance with the Office of Statewide Health Planning and Development's program. Work includes a complex, five-phase Construction Document set intended to allow continued 24-hour operations of the existing hospital. City ofTemple City I T/810038.14 6 Newport Banning Ranch, Newport Beach, CA -As part of the environmental team for the Newport Banning Ranch (NBR) project, Kim ley-Horn prepared the Traffic Impact Study for the NBR development in the coastal area of the City of Newport Beach. The project proposed to develop 1,375 homes, 75,000 square feet of retail commercial development, and a 75-room resort hotel on 402 acres. The traffic study addressed the impact of the project on 58 intersections, including 39 intersections in the neighboring cities of Costa Mesa and Huntington Beach. This complex project addressed the impact of the proposed development on the streets and intersections in the densely-developed area of Southwest Costa Mesa, which is immediately to the east of the project: and evaluated specific roadway network issues, such as the proposed site access directly onto West Coast Highway, and a number of proposed modifications to the Master Plan of Arterial Highways (MPAH). JIIII""""-H Kimley-Horn ....... -r , and Associates, Inc. Section 3 -References Ed Norris Director of Public Works City of Downey 1111 1 Brookshire Avenue Downey, CA 90241 (562) 904-71 09 enorris@downeyca.org J.D. Ballas City Engineer City of Industry 15625 E. Stafford Street, Suite 1 00 City of Industry, CA. 917 44 (626) 333-2211 jdballas@cityofindustry.org City ofTemple City 1 T/810038.14 Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improveme nt Project Phillip A. Wray City Engineer City of Arcadia Arcadia, CA (626) 574-5488 pwray@ci.arcadia.ca.us Jim Biery Director of Public Works/City Engineer City of Buena Park 7 6650 Beach Boulevard, 1st Floor Buena Park, CA 90622 (714) 562-3670 jbiery@buenapark.com .......--.-. Kimley-Horn ......._-r ~ and Associates, Inc. Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Section 4 -Project Staff Qualifications Leading our team is Jason Melchor, P.E., who will serve as Project Manager for this assignment and will be the single point of contact for the City. He is supported by a staff of traffic and civil engineers, and planners with significant public agency experience, as well as experts from throughout the company to support specific project requirements. City ofTemple City 1 T/810038.14 Michael Schmitt, AICP CTP, PTP Monique Fuhrman, EIT Tim Chan, EIT We have designated Serine Ciandella, AICP, to serve as Project Director, as well as OC/OA leader, because of her planning expertise on complex projects. The organizational chart below highlights how our team is composed to best meet the specific needs of this project. Serine Ciandella, AICP Jean Fares, P.E. Adam Dankberg, P.E. 8 ..,...._.,.. Kimley-Horn ........ -r ~ and Associates, Inc. Professional Credentials • Bachelor of Science, Civil Engineering; Specialization in Transportation, University of California. Irvine • Professional Engineer in California • Orange County Traffic Engineering Council, Past President • American Public Works Association City ofTemple City I T/810038. 14 Propo>ol lor Traffic Impact Analysis (TIA) for Proposed las Tunas Street Improvement Project Jason Melchor, P.E. Project Manager Jason Melchor is a professional engineer with 17 years of experience in traffic engineering and transportation planning. He has worked with clients in Orange, Los Angeles, Riverside, and San Diego Counties to complete traffic impact studies and perform the technical analysis for a variety of transportation planning projects: parking studies, transit analysis, site plan reviews, and circu lation studies. His traffic engineering experience includes traffic signal design. signing and striping, traffic control, and signal interconnect design plans. He has acted as in-house staff for the Cities of Irvine, Huntington Beach, and Moreno Valley to review development studies and design plans. In this role, he worked directly with developers and City staff to provide comments on plan and document submittals. Jason also has experience working with a variety of traffic engineering software programs and computer design packages. Relevant Experience Expo Metro Line Construction Authority, Design of LRT Phase 2 (Stage B), los Angeles, CA - Traffic Design Lead Engineer. Los Angeles' 15.2-mile Expo Line is bringing light rail transit to 19 stations that serve popular destinations from Los Angeles to Santa Monica. Kim ley-Horn is providing roadway and traffic design for the Phase 2 portion of the line in the City of Santa Monica (about one-third of lhe total project). The Phase 2 portion stretches from Culver City to Santa Monica along a 6.6-mile corridor at an estimated cost of $1.5 billion. By 2030, 64,000 riders will use the line to travel from Downtown Los Angeles to Santa Monica. Construction is scheduled to be completed in 2015. As part of the design, we converted parallel parking to angled parking in the business and residential areas along 7th, 9th, 1Oth, 12th. Euclid, 15th, and 16th Streets to account for lost parking spaces along Colorado Avenue to the light rail. Both striped and raised bulb-outs at intersections were evaluated for each street to shorten the pedestrian crossing areas. In addition, with the proposed light rail, Kim ley-Horn is providing traffic signal timing coordination along Colorado Avenue to accommodate both the light rail and vehicular traffic. City of Pasadena Pedestrian Safety Study -Project Manager. The City of Pasadena selected Kim ley- Horn to complete a pedestrian safety study in the vicinity of the Playhouse District and a proposed office project located at 680 E Colorado Blvd. in Pasadena. The study is intended to evaluate multiple pedestrian pathway alternatives to and from the Playhouse Theatre and the proposed project's planned Pedestrian Plaza. The study will result in a report and presentation to the City Council that provides an assessment of several alternative improvements. The alternatives will be compared and contrasted based upon criteria that includes; safety, access, feasibility, cost, design and construction considerations. The report would include a full assessment of each alternative so that the City will have equal information about each alternative. Seabiscuit Pacifica Specific Plan -Traffic Impact Analysis, Arcadia, CA -OC/OA Reviewer. Kim ley-Horn was retained to complete a traffic impact analysis tor the construction of two new hotel buildings and a hotel/condominium development in the City or Arcadia. The project included data collection. parking and access evaluation and recommendations, and intersection capacity analysis on four adjacent city intersections for the two phases of the development. The intersection analysis was performed per Los Angeles' 2010 Congestion Management Program requirements. A complete report was compiled detailing the impacts on the city streets and intersections due to the project. Due to the proximity of the project to California 210, a merge-weave analysis was performed to determine the project impact on the adjacent on-ramps and associated intersections for this thoroughfare. A separate report was compiled per Caltrans Traffic Impact Analysis requirements. The reports were approved by both the City of Arcadia and Caltrans, respectively. 9 Jill"""' -n Kimley-Horn ......... -r -, and Associates, Inc. Jason Melchor, P.E., continued City ofTemple City J T/870038.14 Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improveme nt Projec t Rusnak Mercedes Benz Expansion Traffic Impact Analysis-QC/QA Reviewer. Kim ley-Horn was retained by the City of Arcadia to evaluate the Rusnak/ Arcadia dealership which included the expansion of their 4-acre new and used Mercedes Benz dealership. The proposed Mercedes-Benz dealership expansion involved a 1.95 acre expansion of the existing 5. 7 acre site. Kimley-Horn prepared the traffic impact analysis for the site and identified feasible mitigation measures to offset the project impacts to nearby study intersections. San Fernando Boulevard and Burbank Boulevard Intersection Improvements, Burbank, CA - QC/QA Reviewer. Kim ley-Horn is providing civil and traffic design services for the street improvements at the intersection of San Fernando Boulevard and Burbank Boulevard. The project involves preparation of construction plans, special provisions, and probable construction cost estimates. Our work includes typical street cross sections, plan and profile of street improvements including curb and gutters for street widening, storm drain improvemenVrelocation, curb ramp design, pavement design, signing and striping, and traffic signal modifications. The project also requires close coordination with the City on row acquisition for the proposed bus shelter on Burbank Boulevard and property corner impact, due to street widening for the existing gas station at the southwest corner of the intersection. Kim ley-Horn is also providing coordination with Caltrans, utility agencies/companies and the County for the proposed improvements. ACE, Phase II Grade Separations PS&E, sub to Biggs Cardosa (Fullerton Road Grade Separation), City of Industry, CA-Project Engineer. Kim ley-Horn is a subconsultant to Biggs Cardosa Associates, Inc. (our structures subconsultant on this project) providing preliminary engineering and final design PS&E services for a new underpass. Kim ley-Horn serves as the primary civil engineer encompassing all roadway design, railroad design/coordination. utility relocations. traffic studies, oversight of the stormwater pump station design, and other civil/site related components. The project scope included alternatives analysis to further develop the preferred alternative in coordination with the previously prepared environmental studies, and final design PS&E. Kim ley-Horn has a primary role in the design phase to effectively address (reduce) impacts to adjacent properties and traffic within the area during the construction phase. This involves careful consideration of adjacent roadway features (walls, slopes, tie-ins. etc.), maintaining utility services. and determining appropriate detour routes and mitigations for the various modes of travel. Traffic Flow Improvement Study of Artesia Boulevard from 1-5 to Beach Boulevard, Buena Park, CA -Project Engineer. Kim ley-Horn conducted a study identifying improvements along Artesia Boulevard from the 1-5 ramps to Beach Boulevard that will reduce traffic impacts due to the 1-5 construction detour. These improvements considered the added benefits after the 1-5 detour and that all improvements selected will need to fit within a specific budget. Artesia Boulevard Improvements, Buena Park, CA - Project Engineer. Kimley-Horn was responsible for the initial planning and final design to widen and rehabilitate Artesia Boulevard from Knott Avenue to Stanton Avenue. The project was considered as a mitigation measure for the concurrent 1-5 freeway widening project. The initial planning included a Traffic Flow Improvement Study that recommended several capacity enhancements, including widening of Artesia Boulevard to add a third lane in the eastbound direction from the 1-5 freeway to Beach Boulevard. Final design included street widening, intersection improvements, utility relocations, storm drain modifications, major pavement reconstruction, pavement overlays, right-of-way acquisition, and utility undergrounding. Close coordination was required with Caltrans District 12 staff for processing and approvals related to the improvements at the Artesia Boulevard and 1-5 Northbound Ramps intersection and the Artesia Boulevard and Beach Boulevard intersection. 10 IJIIIII"""-H Kimley-Horn ......._ -r ~ and Associates, Inc. ------------------------------ Professional Credentials • Bachelor of Science. Mass Comm.mications, Syracuse University • American Institute of Cer1ified Planners (AJCP) • American Planning Association (APA) • Cer1ificate. Transportation Demand Management, UCLA Extens on -Publlc Policy Program • Orange County Traffic Engineering Council, Past President City ofTemple City I T/810038.14 Proposollor Traffir Impact Analysis (TIA) for Proposed Las Tunas Street Improvem e nt Project Serine Ciandella, AICP Project Director and QC/QA Reviewer Serine Ciandella is a senior transportation planner and project manager with more than 30 years of experience in transportation planning, traffic impact studies, parking evaluation studies, transportation demand management practices. and environmental impact projects. In performing these studies, Serine has worked effectively and successfully with community groups. She is very skilled in presenting issues and options on complex and controversial projects to a variety of audiences. Serine has extensive experience in analyzing parking data and developing solutions for supply management strategies. Serine has also managed numerous large-scale traffic impact studies involving extensive data collection and analysis ol numerous intersections and roadway segments. including the traffic impact analysis for the Mid-City segment of the Red line Extension in Los Angeles, the Newport Banning Ranch project in Newport Beach. and the Downtown Parking Master Plan Update in Huntington Beach. Relevant Experience Riverside Community Hospital Master Plan Expansion, Riverside, CA -Project Planner. Kim ley- Horn is providing planning entitlements (Specific Plan and Environmental Impact Report). civil and traffic engineering, parking analyses, and landscape architecture services for a new bed tower expansion ($330 million), and seismic upgrade. new Medical Office Tower and 800-car parking garage. Civil engineering tasks include grading, paving. utility rerouting and upgrades. signage. striping, and ADA compliance. This multi-phased project will provide a 305-bed replacement hospital tower, a new emergency room. ambulatory care center, administrative offices, renovation ol existing buildings. a future parking structure. and related site improvements. The project is under an aggressive schedule to complete the new bed tower by January 1. 2015 in accordance with the Office of Statewide Health Planning and Development's program. Work includes a complex. five-phase Construction Document set intended to allow continued 24-hour operations of the existing hospital. Newport Banning Ranch, Newport Beach, CA -Project Manager. As part of the environmental team for the Newport Banning Ranch (NBR} project. Kim ley-Horn prepared the Traffic Impact Study for the NBR development In the coastal area of the City of Newport Beach. The project proposed to develop 1,375 homes, 75.000 square feet of retail commercial development. and a 75-room resort hotel on 402 acres. The traffic study addressed the impact of the project on 58 intersections, including 39 intersections in the neighboring cities of Costa Mesa and Huntington Beach. This complex project addressed the impact of the proposed development on the streets and intersections in the densely-developed area of Southwest Costa Mesa, which is immediately to the east of the project; and evaluated specific roadway network issues, such as the proposed site access directly onto West Coast Highway, and a number of proposed modifications to the Master Plan of Arterial Highways (MPAH). University Village I Orchard Park Specific Plan, lorna linda, CA -Project Manager. As part of the Environmental Team. Kim ley-Horn prepared the Traffic Impact Study for the joint University Village I Orchard Park mixed-use project in the City of Lorna linda. The traffic study was prepared in accordance with the San Bernardino Congestion Management Program (CMP) requirements, and evaluated and identified project- related traffic impacts at 28 intersections, including several intersections in adjacent cities. The project consisted of two Specific Plans. owned and planned by two separate owners, but located 11 ~-n Kimley-Horn ~ _, , and Associates, Inc. Serine Ciandel/a, AICP continued City otTemple City I T/810038.14 Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project side-by-side in the eastern portion of the City of Lama Linda. The University Village Specific Plan consisted of a mixed-use development of 1,700 dwelling units and 172,000 square feet of commercial use on 170 acres. The Orchard Park Specific Plan consisted of over 960,000 square feet of neighborhood and regional commercial, and 1,260 dwelling units on 138 acres. On-site roadways were designed to be continuous across and through the two project sites, including a traffic circle located on the boundary between the two projects, so that half the circle was in Universi ty Vil lage, and the other half was in Orchard Park. The two specific plan areas were studied and cleared environmentally in one document. The traffic study evaluated the traffic-related impacts of each of the Specific Plans individually, and then cumulatively. Mitigation responsibility was also quantified individually for each project. Costco Wholesale Store, La Habra, CA -Project Manager. Kim ley-Horn prepared the EIR traffic impact study for the Costco store in the City of La Habra. The study involved analysis of many intersections for several scenarios. and was the first project required by Caltrans District 12 to also conduct analysis of Caltrans intersections using their Traffic Study Guidelines. The project site is located at La Habra Boulevard and Beach Boulevard (a Caltrans facility) and the final traffic study included HCM analysis of the Caltrans intersections. In addition. the project was strongly opposed by some area residents. specifically over concerns of neighborhood traffic intrusion. Kim ley-Horn conducted a comprehensive evaluation of the existing level of cut-through traffic through two separate neighborhoods adjacent to the project site, and prepared a series of options for the residents to consider to prevent additional traffic cut-through as a result of the Costco project. Barstow Industrial Park, Barstow, CA-Project Manager. As part of the Environmental Team, Kim ley-Horn prepared the traffic impact study for the Barstow Industrial Park in the City of Barstow. The traffic study was prepared in accordance with the San Bernardino Congestion Management Program (CMP) requirements, and evaluated project-related traffic impacts at all qualified study intersections. The project consisted of over 15 million square feet of hi-cube warehouse, distribution, and manufacturing buildings in the far western portion of the City of Barstow. The site is largely vacant and is located adjacent to the BNSF railroad line that connects the Southern California ports with destinations to the east. The project proposed a 75-acre trans load facility adjacent to the rail line, and would also extend two rail spurs into the site to provide direct rail-to-warehouse service to several on-site buildings. The trip generation estimates for the project took into account the reduction in trips that this goods movement by rail, in lieu of movement by trucks, would offer. The study identified the total number of project trips, as well as the passenger car equivalents (PCE's) to account for the effects of truck traffic. The study will identified the timing for off-site road improvements. based on proposed project phasing . 12 .....--n Kimley-Horn ........ -r ~ and Associates, Inc. Professional Credentials • Master of Science, Planning, Tucson, University of Arizona • Bachelor of Science, Regional Development, University of Arizona • American Institute of Certified Planners (AICP) • AICP Certified Transportation Planner (CTP) • Professional Transportation Planner (PTP) City ofTemple City I T/810038.14 Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Michael Schmitt, A ICP CTP, PTP Traffic Impact Analysis Mike Schmitt is one of only a handful of transportation professionals in the United States that is recognized by both the American Planning Association (APA) and Transportation Professional Certification Board (TPCB) as being an expert in transportation planning. With more than two decades of experience, Mike has worked on a wide variety of multi-modal transportation projects including those with a significant focus on corridor planning and operations. Often these studies have included complicated combinations of freeway and arterial elements in both urban and rural circumstances with complex competing interests. Mike is currently leading planning efforts on a principle arterial corridor in the City of Folsom as well as the preparation of the traffic analysis lor an EIR related to proposed General Plan changes in El Dorado County. During Mike's career he has either led or provided specialty knowledge on more than 100 traffic impact analyses. Mike's broader technical expertise includes microsimulation modeling, Complete Streets, land use planning, geographic information systems (GIS), traffic operations, public involvement. and research. Traffic Impact Analysis and Environmental Impact Reports National Academy of Sciences -NCHRP 8-66: Trip Generation Rates for Transportation Impact Analyses of lnfill Development -Project Manager responsible for this National Academies study to develop an easily applied methodology to prepare and review transit oriented development (TOD) impact analyses of inti! I development projects locates within existing higher-density urban and suburban areas, in particular the study focused on locations that have significant transit and pedestrian access. This multifaceted research project includes a review of existing research and data, the collection of new data including an evaluation of transit lines and land use in the California Bay and Washington D.C. area, and the evaluation of newly developed methodology under the guidance of a panel of national experts. Travel Demand Update/Land Use ForecasVEnvironmental lmpact Report, El Dorado County, CA -Project Manager responsible for this multifaceted transportation and land use planning project. Major activi ties being undertaken as part of this effort include the development of a new travel demand model that includes state-of the art methodologies, GIS integration, and GIS based data sets. Kim ley-Horn was also responsible lor developing a parcel based land use forecast, providing transportation planning and policy expertise, public open houses and board of supervisor's presentations, and preparing the traffic chapter of the Environmental Impact Report being prepared to evaluate potential updates to the existing General Plan. Land use forecast activities included the establishment of a buildout condition, correcting base year SACOG land use data, evaluating the development potential of tens of thousands of parcels using site specific criteria, and developing 2035 and 2025 scenarios lor different conditions that will be the basis of their planned traffic impact fee update. Broadway BRT VISSIM Analysis, San Diego Association of Governments (SANDAG), CA -Senior Planner responsible lor overseeing the development of a VISSIM Model to support the feasibility analysis and conceptual design for 12 BRT stations on Broadway in downtown San Diego. The analysis posed several complications given the closely spaced signals, level of congestion, and frequent drop lanes or differing intersection configurations. The project included detailed analysis of travel patterns and connection activity in addition to an evaluation of multiple configurations of bus stop types and locations for differing travel periods. Operational considerations included analysis of impacts on corridor traffic including detailed evaluations of weaving, queues, and delay in addition to evaluating potential conflicts between local and BRT at shared stop locations. Based on the results of this analysis, Kim ley-Horn recommended a complete 13 ....... -~ Kimley-Horn lillll.... -r , and Associates, Inc. Michael Schmitt, AICP CTP, PTP, continued City ofTemple City I T/810038.14 Proposal for Traffic Impact Analysis (TIA) for Proposed las Tunas Street Improvement Project reconfiguration of the local transit network in the downtown area to improve mobility to local and BRT customers which resulted in reduced system operating costs. Complete Streets and Multimodal Planning East Bidwell Corridor -Complete Streets Plan, City of Folsom, CA (ongoing)-Senior Planner responsible for developing a multi-modal context sensitive solution for this principal roadway in Folsom. Tasks include interfacing with a local variant of SACOG's activity based travel demand model, developing design hour volumes, and the evaluation and planning for bicycle and pedestrian facilities. Particular attention is being given to developing a solution that allows flexibility within unique segments while still tying the overall corridor together both in term of appearance and operations. The project includes significant public involvement in the form of focus groups, online outreach. public meetings, City Council presentations, and targeted stakeholder outreach. Pedestrian Master Plan Update, Folsom, CA -Senior Planner responsible for this comprehensive update to Folsom's current pedestrian plan which includes a critical look at pedestrian connections with both the local bus provider and the regional LRT provider. GIS maps developed to represent walk sheds around transit stops and major employment and activity centers are being used as important input into developing recommendations for further improving existing pedestrian connections within the City. The plan also includes an evaluation of safe routes to school including how the provision of bus service affects the desirability of walking amongst students. A critical focus of the plan is to improve the effectiveness of the plan in terms of assisting City staff to quickly and easily identify potential projects for funding applications or implementation. The project includes a multifaceted public outreach campaign including the use of social media, web surveys, hard copy surveys, and traditional meeting formats. Transportation Impact Fees (TIF) TCAG Regional Transportation Impact Fee Study, CA -Senior Planner responsible for completing travel demand model analysis in support of a proposed County-wide impact fee program. Using the most recently developed 2040 model. analysis was completed to determine fair share contributions of proposed impact fee districts, evaluate performance measures of previously identified projects, and determine levels of local versus traffic passing through (without a destination or origin within the County). The analysis resulted in revisions to project list and further analysis of potential projects. Public Involvement VTA Public Participation Plan, Santa Clara Valley Transportation Authority (VTA), CA -Project Manager responsible for developing a Public Participation Plan that will be used as the basis for all transit and transportation public involvement at lfTA. The plan meets the requirements of the Federal Transit Authority (FTA) including those related to Limited English Proficiency (LEP), Title VI, and environmental justice considerations. Tasks include working with lfTA staff to identify existing internal resources and documentation, lfTA staff interviews, and coordinating with an advisory committee of representative Community Based Organizations (CBO) regarding plan recommendations. Special attention was given to determining best practices and how the plan can best be coordinated with the $900 Million BART Berryessa extension. 14 ~-n Kimley-Hom ......._ -r ~ and Associates, Inc. Professional Credentials • Bachelor of Science, Civil Engineering, California Polytechnic State University, San Luis Obispo • Engineer-in-Training (EID City of Temple City I T/870038.14 Proposollor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Imp rovement Project Monique Fuhrman, EIT Traffic Impact Analysis Monique Fuhrman's experience includes traffic analysis, transportation design and civil site engineering. She has experience in both public and private sector engineering projects and has provided support to various phases of projects including: signing and striping plans, grading, demolition plans. erosion control plans. storm water management. and utility design. She has experience in all phases of design from preliminary studies to design packages and through final submittals. Relevant Experience Seabiscuit Pacifica Specific Plan -Traffic Impact Analysis, Arcadia, CA -Analyst. Kim ley-Horn was retained to complete a traffic impact analysis for the construction of two new hotel buildings and a hotel/ condominium development in the City of Arcadia. The project included data collection. parking and access evaluation and recommendations, and intersection capacity analysis on four adjacent city intersections for the two phases of the development. The intersection analysis was performed per Los Angeles' 2010 Congestion Management Program requirements. A complete report was compiled detailing the impacts on the city streets and intersections due to the project. Due to the proximity of the project to California Interstate 210. a merge-weave analysis was performed to determine the project impact on the adjacent on-ramps and associated intersections for this thoroughfare. A separate report was compiled per Caltrans Traffic Impact Analysis requirements. The reports were approved by both the City of Arcadia and Caltrans. respectively. Rusnak Mercedes Benz Expansion Traffic Impact Analysis, Arcadia, CA -Analyst. Kim ley-Horn was retained by the City of Arcadia to evaluate the Rusnai</Arcadia dealership which included the expansion of their 4-acre new and used Mercedes Benz dealership. The proposed Mercedes-Benz dealership expansion involved a 1.95-acre expansion of the existing 5.7 -acre site. Kim ley-Horn prepared the traffic impact analysis for the site and identilied feasible mitigation measures to offset the project impacts to nearby study intersections. Nardi Retail and Medical Office Building Traffic Impact Analysis, Arcadia, CA -Analyst. Kim ley- Horn was retained by RAC Development. Inc. to evaluate the development of a brand new medical office building in the City of Arcadia, CA. The proposed development includes the construction of a new 16,150- square-foot medical building with one driveway allowing only right-in-right-ou t access. Kim ley-Horn prepared the traffic impact analysis for the site and identified feasible mitigation measures to offset the project impacts to nearby study intersections. San Fernando Boulevard and Burbank Boulevard Intersection Improvements, Burbank, CA -Analyst. Kim ley-Horn is providing civil and traffic design services for the street improvements at the intersection of San Fernando Boulevard and Burbank Boulevard. The project involves preparation of construction plans. special provisions. and probable construction cost estimates. Our work includes typical street cross sections, plan and profile of street improvements including curb and gutters for street widening, storm drain improvemenVrelocation. curb ramp design, pavement design, signing and striping, and traffic signal modifications. The project also requires close coordination with the City on right-of-way acquisition for the proposed Metro bus shelter on Burbank Boulevard and property corner impact, due to street widening for the existing gas station at the southwest corner of the intersection. Kim ley-Horn is also providing coordination with Cal trans, utility agencies/companies and the County for the proposed improvements . 15 ...,... -.-. Kimley-Horn lillllo... _,. -, and Associates, Inc. Monique Fuhrman, EfT. continued City ofTemple City I T/810038.14 Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improveme nt Projec t Golden Valley Road Signal Modification, Santa Clarita, CA -Analyst. Kim ley-Horn was retained to prepare construction documents including street improvements, signal medication, and signing and striping plans for this intersection in the City of Santa Clarita. The project intersection is located at a key intersection with access to a high school. The project included adding an additional left turn pocket on Golden Valley Road to access Robert C. Lee Parkway. Specific design challenges entailed safely accommodating the high pedestrian and bike traffic on Robert C. Lee Parkway, the street on which the school is located. Design elements included mill and overlay on Golden Valley Road, extensive signing and striping on both Golden Valley Road and Robert C. Lee Parkway, and traffic signal modification which included coordination with existing Fiber Optics. City of Santa Monica, Real-Time Beach Parking Project and DMS, Santa Monica, CA -Analyst. The City of Santa Monica selected Kim ley-Horn to help take its Intelligent Transportation System (ITS) operations to the next level with an enhanced parking guidance system, including dynamic message signs (OMS), to help motorists reach their destinations along the City's popular and thriving beach areas. To reduce demand of circulating vehicles in search of parking on a daily basis and prior to numerous local special events and beach parking, the City will improve real-time beach parking guidance to provide parking availability via monument signs and arterial-based OMS, and via the City's existing website. This project involves the installation of OMS to disseminate parking information to motorists visiting Santa Monica beaches. Two types of OMS's will be used to achieve the project goals: small 4-digit OMS's in close proximity to a number of parking structures, and larger arterial style OMS's near major off-ramps. The arterial OMS's will include information such as space availability and/or directional guidance to the nearest available parking lots. Surface Deployment and Distribution Command (SDDC) TEA, Entry Control Facility Study for Vandenberg Air Force Base, Vandenberg, CA -Analyst. Kim ley-Horn has completed a traffic engineering analysis that identifies existing deficiencies and offers professional recommendations for traffic and gate improvements at the seven Entry Control Facilities (ECFs) for Vandenberg AFB. The study includes several different transportation analyses, developing recommendations, and completing a report addressing the Base's ECFs operations and associated modifications needed to improve traffic flow into and out of Vandenberg AFB. Site visits, safety reviews, analyses, and data collection for this study have been completed. 16 ,..... -H Kimley-Horn ~-r -, and Associates, Inc. Professional Credentials • Bachelor of Science, California State Polytechnic University, Pomona • Professional Engineer in California • American Planning Association • Institute of Transportation Engineers (ITE) City ofTemple City I T/810038.14 Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Jean Fares, P.E. Traffic Signal Timing Jean Fares has more than 25 years of traffic and transportation engineering experience. including traffic signal design {over 2,000 locations) and signal system design {over 1,500 locations), traffic signal timing {over 2,500 locations). traffic operations, signing and marking plans preparation. and traffic control plans. In addition to signal design and corridor signal operations, Jean has extensive experience with CCTV, CMS, and other ITS technologies. He is involved in the preparation of PS&E tor installation of field elements tor a 46-mile surveillance and control system on State Routes 57, 60, and 91. Relevant Experience Seabiscuit Pacifica Specific Plan -Traffic Impact Analysis, Arcadia, CA -Analyst. Kim ley-Horn was retained to complete a traffic impact analysis tor the construction of two new hotel buildings and a hotel/ condominium development in the City of Arcadia. The project included data collection, parking and access evaluation and recommendations, and intersection capacity analysis on tour adjacent city intersections for the two phases of the development. The intersection analysis was performed per Los Angeles' 2010 Congestion Management Program requirements. A complete report was compiled detailing the impacts on the city streets and intersections due to the project. Due to the proximity of the project to California Interstate 21 0, a merge-weave analysis was performed to determine the project impact on the adjacent on-ramps and associated intersections tor this thoroughfare. A separate report was compiled per Caltrans Traffic Impact Analysis requirements. The reports were approved by both the City of Arcadia and Caltrans, respectively. OCTA, Brookhurst Street TLSP, Orange County, CA -Project Manager. Kim ley-Horn is providing traffic engineering services tor implementation and construction of the Brookhurst Street TLSP corridor. The project corridor is approximately 16 miles in length and has 61 signalized intersections on Brookhurst Street and on crossing arterials that are in close proximity to the corridor and operate within the Brookhurst network. The Brookhurst corridor requires coordination with Caltrans and the cities of Anaheim, Fountain Valley, Fullerton, Garden Grove, Huntington Beach, and Westminster. In addition. the project requires coordination with other consultants who are currently coordinating or who are already providing coordination lor crossing arterials on Brookhurst Street. On-Call Traffic Engineering Services, Los Angeles County, CA -Project Manager. Kim ley-Horn provided as-needed traffic engineering services for Los Angeles County. Projects involved preparation of PS&E for the upgrading, modernization, and interconnect of over 450 locations along 11 major arterials in Los Angeles County. The Kim ley-Horn team was involved with the design and preparation of traffic signal and interconnect improvement PS&E. Multi-Year Professional Services, Lancaster, CA -Project Manager. As part of a multi-year on-call contract with the City of Lancaster. Kimley-Horn provided both transportation and traffic engineering and roadway engineering services to the City on an as-needed basis. Traffic signals, signing and striping, signal interconnect. and street improvement plans and estimates were prepared for live intersections throughout the City. 17 Ifill"""'-.-. Kimley-Horn IIIII.... _, , and Associates, Inc. Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvem e nt Project Jean Fares, P.E., continued On-Call Engineering Services, Agoura Hills, CA -Project Director. Kim ley-Horn was selected by the City of Agoura Hills to provide as-needed traffic operations analysis and services. As part of this on-call contract, Kim ley-Horn completed PS&E for the installation of a fiber-optic traffic signal and video detection communication system for the City. This project interconnected approximately 20 signalized intersections, installed video detection, and allowed the viewing of video from the video detection units on a workstation City of Temple City I T/810038.14 in City Hall. Also included in this project was the development of citywide traffic signal timing plans for the coordination of a network of 20 signals using Synchro software. The project also involved travel-time studies, implementing timing plans, fine-tuning of timings, and preparing the final report. On-Call Traffic Engineering Services, County of Riverside, CA -Project Manager. Kim ley- Horn performed traffic engineering and transportation planning review services on an as-needed basis. Assignments included review of site developments, providing traffic-related conditions of approval, technical review of striping plans, signal plans, and peer review of traffic impact studies, traffic signal design, roundabout design, and street light engineering services. Real-Time Beach Parking Project, Santa Monica, CA -Project Manager. The City of Santa Monica selected Kim ley-Horn to help take its Intelligent Transportation System (ITS) operations to the next level with an enhanced parking guidance system, including dynamic message signs (DMS), to help motorists reach their destinations along the City's popular and thriving beach areas. To reduce demand of circulating vehicles in search of parking on a daily basis and prior to numerous local special events and beach parking, the City will improve real-time beach parking guidance to provide parking availability via monument signs and arterial-based dynamic message signs (DMS), and via the City's existing website. This project involves the installation of DMS to disseminate parking information to motorists visiting Santa Monica beaches. Two types of OMS's will be used to achieve the project goals: small 4-digil OMS's in close proximity to a number of parking structures, and larger arterial style DMS's near major off-ramps. The arterial OMS's will include information such as space availability and/or directional guidance to the nearest available parking lots. A-1 North Site Traffic Impact Analysis, Burbank, CA -Project Engineer. Kim ley-Horn was selected to complete a traffic impact analysis for a proposed development that included office, restaurant, and hotel uses adjacent to Bob Hope Airport in the City of Burbank. The analysis included the evaluation of seven operational scenarios, potential project impacts and proposed mitigating improvements at20 selected intersections, site access examination, coordination with the City of Los Angeles, parking analysis, site circulation, railroad crossing safety recommendations, and report development. 18 Jill"""'" -n Kimley-Horn ......._-r -, and Associates, Inc. Professional Credentials • Master of Science, Transportation Engineering, University of California, Berkeley • Bachelor of Arts, Economics, Rice University, Texas • Bachelor of Science, Civil Engineering, Rice University, Texas • Professional Engineer in California • American Society of Civil Engineers (ASCE) • Institute of Transportation Engineers (ITE) City ofTemple City I T/810038.14 Proposal for Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Im p roveme nt Project Adam Dankberg , P.E. Traffic Signal Timing Adam Dankberg has nine years of multimodal transportation planning, transit operations, and traffic operations experience. He has worked on a wide variety of projects throughout California and the country, including multimodal access studies, corridor studies. master plans, and large-scale development studies. Adam's extensive experience in optimizing traffic signal operations will be particularly beneficial for this project. He is experienced in numerous transportation modeling, analysis, and micro-simulation platforms, as well as ArcView GIS, Adobe Illustrator, and AutoCAD. Relevant Experience SANDAG, Regional Traffic Light Synchronization Program (TLSP), San Diego, CA -Task Manager. Kim ley-Hom was selected by SANDAG to assist with three regional TLSP projects that were funded by the California Transportation Commission (CTC). Kim ley-Horn worked with local agency partners to develop traffic signal timing, evaluate existing equipment condition and future equipment needs for system detection and traffic signal communications in the field, and complete communications from the field back to the City's QuicNet system. Under this project, Kim ley-Horn prepared signal timing plans for the corridors of Balboa Avenue, La Jolla Village Drive, Black Mountain Road, Pomerado Road, Miramar Road, Mira Mesa Boulevard, Centre City Parkway and other corridors within the Cities of San Diego, Escondido, Chula Vista, National City, and Poway. In total, 116 intersections were timed, providing signal coordination during the AM peak, PM peak, and, for many intersections, mid-day and flush periods. Nearly all intersections used McCain firmware, both 233 and 2033. with some using Caltrans CB. In addition, for the Black Mountain Road and Pomerado Road corridors, the preparation of signal timing plans includes the development of Responsive Timing plans that are implemented based upon traffic volumes that are collected at the system detection locations installed as part of this project. The project included extensive fine-tuning and optimization, and before and after travel time runs. Expo Metro Line Construction Authority, Design of LRT Phase 2 (Stage B), los Angeles, CA - Traffic Design Lead Engineer. Los Angeles' 15.2-mile Expo Line is bringing light rail transit to 19 stations that serve popular destinations from Los Angeles to Santa Monica. Kim ley-Horn is providing roadway and traffic design for the Phase 2 portion of the line in the City of Santa Monica (about one-third of the total project). The Phase 2 portion stretches from Culver City to Santa Monica along a 6.6-mile corridor at an estimated cost of $1 .5 billion. By 2030, 64,000 riders will use the line to travel from Downtown Los Angeles to Santa Monica. Construction is scheduled to be completed in 2015. As part of the design, we converted parallel parking to angled parking in the business and residential areas along 7th, 9th, 1Oth, 12th, Euclid, 15th, and 16th Streets to account for lost parking spaces along Colorado Avenue to the light rail. Both striped and raised bulb-outs at intersections were evaluated for each street to shorten the pedestrian crossing areas. In addition, with the proposed light rail, Kim ley-Horn is providing traffic signal timing coordination along Colorado Avenue to accommodate both the light rail and vehicular traffic. County of San Diego Re-Timing Project, San Diego County, CA -Analyst. Kim ley-Horn developed and implemented coordinated timing plans for four signal systems in unincorporated San Diego County. Work performed included optimizing cycle length and offsets for each intersection, determining force- oils, and utilizing OuicNet to input, download, and supervise implementation of the coordinated timing plans. Travel time runs were conducted by Kim ley-Horn and indicated significant improvements in corridor efficiency. 19 IJlllll""" -n Kimley-Horn ........_ -r -, and Associates, Inc. Adam Dankberg, P.E., continued City ofTemple City 1 T/810038.14 Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Proje ct Signal Re-Timing Project, Poway, CA -Ptoject Manager. Kimley-Horn developed and implemented coordinated timing plans on several major thoroughfares in the City of Poway. Timing plans were developed utilizing Synchro and input into QuicNet. The lorce-off and offset information was downloaded and the initialization of each of the plans was supervised. Adjustments were made to the plans and implemented as needed. Old School House/Claremont Inn Specific Plan, Claremont, CA -Project Manager. Kim ley-Horn completed several tasks essential to the development of the Specific Plan for an under utilized City landmark and its surrounding parcel. Proposed land uses included a hotel, retail, office, restaurant, theater, and residential. The work performed included a traffic impact study, a shared parking analysis, site access recommendations, and on-site circulation improvements. The traffic study includes trip generation and distribution and analyzing 10 intersections in three scenarios for each of two project alternatives. Potential mitigations were developed and analyzed and were coordinated with the City and Caltrans. For the shared parking analysis, the project adapted and applied City parking rates and codes and utilized the Urban Land Institute shared parking methodology to obtain both the anticipated demand and the code-mandated supply. Skyline Drive Corridor Study, San Diego, CA -Project Engineer. The City of San Diego retained Kim ley-Horn to examine the existing and forecast traffic operations along a 3.1-mile corridor within the City to determine any existing or forecast deficiencies. In addition to analyzing the vehicular level of service on the segment, Kim ley-Horn met with the Community Associations of Valencia Park. O'Farrell Park, and Skyline Hills, and several schools along the corridor, including Morse High School, to determine their safety and mobility concerns along the corridor. Included in the corridor are fifteen intersections, five schools, and three major community parks. Comprehensive improvement alternatives were suggested at twelve different locations spread throughout the corridor and were primarily focused on school and pedestrian safety. In addition, improvements were developed to address perceived speeding concerns, vehicle queuing, and aesthetics. The corridor improvement project was recently constructed and received an APWA project award. Palm Ave Corridor Study, San Diego, CA -Project Manager. Kim ley-Horn prepared a corridor study analysis for the City of San Diego along the Palm Avenue corridor within the Otay Mesa-Nestor planning area. This study analyzed traffic flow, accident data. transit utilization and access. and pedestrian and bike mobility along a nearly 1.5-mile stretch of Palm Avenue and its adjacent frontage road. Based un meetings held with the community group. observations of the corridor. meetings with City traffic engineers, and traffic analysis of roadways and intersections, a number of improvement alternatives were developed throughout the corridor. These improvements focused on improving accessibility to bus stops along the street, pedestrian and vehicle safety, and improving traffic operations along the corridor. Massachusetts Avenue Corridor Study, Lemon Grove, CA -Project Engineer. Kim ley-Horn prepared a corridor study for the City of Lemon Grove on Massachusetts Avenue between SR-94 and Lemon Grove Avenue, an approximate 1.6-mile segment. Traffic counts, accident data, coordinated timing, bus routing, and residential access were all factors in developing proposed improvements. Improvements ranged from revised trolley station access to improved intersection geometry to improved traffic signal operations. The project also included preparation of cost estimates and preliminary engineering for each of the proposed improvements. Kim ley-Horn presented the findings of the analysis to City staff and ultimately City Council. 20 111"""-H Kimley-Horn ...... -r ~ and Associates, Inc. Professional Credentials • Bachelor of Science. Civil Engineering. California State Polytechnic University, Pomona • Engineer-in-Training (E.I.T.) City of Temple City 1 T/810038.14 Propo•ol for Traffic Impact Analysis (TIA) for Proposed Las Tu nas Stre et Improvement Project Timo thy C han, E.I.T. Traffic Impact Analysis Timothy Chan's experience includes transportalion planning and traffic engineering. He has worked with the public and private sector on a variety of traffic impact studies, transportation analyses. and parking evaluations throughout the Southern California region. His traffic engineering experience encompasses traffic signal. signing and striping, traffic handling, and streetlight plans. He has utilized a wide range of transportation-related software packages and is knowledgeable of planning and design standards for local and state agencies. Relevant Experience Traffic Impact Study for the City Ventures Housing Project, 2400 S. Fremont Avenue; City of Alhambra, CA -Analyst. The City Ventures Housing Project is located at the northeast corner of Fremont Avenue and Carlos Street in the City of Alhambra. The project will consist of the demolition of the vacant Alhambra Retirement Community facility and adjacent single-and multi-family residential development; and construclion of 58 condo/ townhomes and 32 single-family dwelling units. The City hired Kim ley-Horn to prepare a traffic impact study and an evaluation of street parking on nearby local streets. The traffic study was prepared in accordance with the County of Los Angeles Traffic Impact Analysis Report Guidelines and the current Los Angeles Congestion Management Program (CMP). Riverside Community Hospital Master Plan Expansion, Riverside, CA -Analyst. Kim ley-Horn is providing planning entitlements (Specific Plan and Environmental Impact Report). civil and traffic engineering, parking analyses. and landscape architecture services for a new bed tower expansion ($330 million), and seismic upgrade, new Medical Office Tower and 800-car parking garage. Civil engineering tasks include grading, paving, utility rerouting and upgrades, signage, striping, and ADA compliance. This multi-phased project will provide a 305-bed replacement hospital tower, a new emergency room, ambulatory care center, administrative offices, renovation of existing buildings, a future parking structure. and related site improvements. The project is under an aggressive schedule to complete the new bed tower by January 1, 2015 in accordance with the Office of Statewide Health Planning and Development's program. Work includes a complex. five-phase Construclion Document set intended to allow continued 24-hour operations of the existing hospital. ACE, Phase II Grade Separations PS &E, sub to Biggs Cardosa (Fullerton Road Grade Separation), City of Industry, CA -Analyst. Kim ley-Horn is a subconsultantto Biggs Cardosa Associates, Inc .. and is providing preliminary engineering and final design PS&E services for a new underpass. Kim ley-Horn serves as the primary civil engineer encompassing all roadway design, railroad design/coordination. utility relocations. traffic studies, oversight of the stormwater pump station design, and other civil/site related components. The project scope included alternatives analysis to further develop the preferred allernative in coordination with the previously prepared environmental studies, and final design PS&E. Kim ley-Horn has a primary role in the design phase to effectively address (reduce) impacts to adjacenl properties and traffic within the area during the construction phase. This involves careful consideration of adjacent roadway features (walls, slopes, tie-ins, etc.). maintaining utility services. and determining appropriate detour routes and mitigations for the various modes of travel. 21 Ill""'""_..,. Kimley-Horn 111111....-r , and Associates, Inc. Proposol for Traffic Impact Analysis (TlA) for Proposed Las Tunas Street Im provement Project Section 5-Scope of Work and Sc hedule Project Understanding The City of Temple City and its community have identified the opportunity to develop conceptual designs for the Las Tunas Drive corridor, located in the core of Temple City. Based on input from an initial study performed by Nelson/Nygaard and input from City staff and community members. three different options were developed to achieve the overall vision lor the corridor, which is comprised of lour segments: the Western Gateway/Rosemead Intersection, Midtown, the Downtown Core, and the Eastern Gateway. All three options explore various degrees of transformation of the corridor with respect to vehicular. transit, bicycle, and pedestrian traffic within the area. The three proposed options will provide the corridor with improved pedestrian safety in the form of bulb-outs, as well as new midblock crossings to enhance and encourage pedestrian usage. The project will also provide pedestrian-refuge medians. Kim ley-Horn's experience with these types of improvements is extensive in Southern California, including the Ocean Park Complete Green Street project, as well as the Mission Avenue Complete Street project. where similar improvements were recommended and designed by Kim ley-Horn. Furthermore, the options will narrow vehicular lanes to slow down traffic while encouraging the use of multi-modal amenities including transit. There will be no loss of vehicular access to adjacent businesses, as the center turn lanes will be left intact with some minor exceptions where pedestrian access is a priority. In an effort to improve safety and circulation through the intersections, bus stops will be relocated to the far sides of intersections and a queue jump lane will be provided at the Temple City Boulevard at Las Tunas intersection. Improvements shall also include class II bike lanes, enhancing the multi-modal access to the corridor. Architectural and landscaping themes will be unified along the corridor with the inclusion of a new canopy of deciduous trees and architectural elements to the Western and Eastern Gateway segments. Kim ley- Horn has experience in the development of strategies to beautify bicycle and pedestrian facilities, as well as improve safety. These include our involvement with the San Fernando Bikeway, which has many bicycle improvements, including Class I bicycle lanes that City ofTemple City I T/810038.14 22 have various interactions and crossings with vehicular traffic, and the City of Pasadena Pedestrian Safety Study, where Kim ley-Horn made recommendations for how to evaluate pedestrian safety in the vicinity of a very pedestrian-centric corridor. Due to the land use of the downtown areas, parking is a key component of the development of the area. Parking capacity is important in the continued development and use of the area, as it will encourage drivers and pedestrians to continue to visit this area. The City has identified the possible use of angled back-in parking, which has limited implementation around the state and country. Kim ley-Horn has experience in its implementation in Austin, Texas, where it has successfully transformed auto-centric corridors to people-centric areas. Austin, Texas. implementation ol angled back-in parking We have also done extensive research in the application of angled back-in parking to assist agencies in their decision to implement or not. From our review and research, we identified some pros and cons of the angled back-in parking concept: Pros: • Creates a barrier between traffic and people (doors and trunk open toward the sidewalk and guide people to the sidewalk) • Much easier to park in (studies have shown that it is 50% faster to back into a reverse-in angle space) than a parallel space • Safer for bicycles and pedestrians • Safer for general traffic operations (easier for people driving along the street to see people pulling out and lor people pulling out to see oncoming traffic and bicyles) • Can be used along higher functional classes of street Jill"""'-n Kimley-Horn ....._-r , and Associates, Inc. Proposol lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project Cons: • Some people will get confused-it is NEW! • Same problem as head-in parking with regard to curb overlap of vehicle overhangs (planning for appropriate depth of spaces and use of wheel stops can mitigate this) • Some people may have a problem backing in (should be no worse than parallel parking) • Perception Kim ley-Horn also has extensive experience in other parking types including parallel and traditional head-in diagonal parking. Recently, on the Expo Light Rail Phase 2 project in the City of Santa Monica, in order to maintain the bike lanes on each side of the street, we removed parallel parking on each side of the street and placed 90-degree parking on one side of the street. In the photo below, one direction of the bike lane is to the right of the parking stalls, while the bike lane in the other direction is in a typical layout adjacent to the travel way. Santa Monica. CA -go• parking placed between travel lane and bike lane Parking in the downtown core will be affected by proposed flexible parking or dining zones included in the proposed options. The option includes the installation of strategically placed "flexible zones" where businesses may have a dining zone in place of street parking. The business use of these "flexible" spaces is understood to be regulated by the City. The flexible zones are intended to be special paving and separated from parked cars thereby allowing for flexible use should the businesses change over time. In the event that a business wishes to add a curb-front dining facility where a flexible zone does not exist. a "parklet" may be installed. Parklets are small, removable platforms installed in a parking space. Both of these options, whether planned or later implemented, will reduce the number of parking stalls in the corridor, but will have an overall improved pedestrian experience. City of Temple City I T/870038.74 23 Each of the three proposed options in the RFP provide similar changes to address different traffic, bicycle, and pedestrian needs along the corridor, including incorporating the required four lanes of traffic, along with some sort of parking accommodations for access to the downtown core amenities. The changes and updates will also work in tandem with signal timing refinements to increase green time and thereby reduce delay along the corridor and improve the corridor vehicular capacity. The overall evaluation of the three options will give the City the opportunity to understand the overall impacts of each of the options on the vehicles, transit users, pedestrians, and bicyclists along this corridor. From this information, the City will be able to make an educated decision on the most successful option in achieving the overall vision the downtown core expansion. Scope of Services The City of Temple City has issued an RFP requesting a scope and fee to provide a Transportation Impact Analysis (TIA) that will be included in the Environmental Impact Report (EIR), and other CEQA documents associated with these improvements. This analysis will review and analyze three recommended solutions presented for the Las Tunas corridor through the core of Temple City. The following tasks are envisioned: Task 1: Review Nelson/Nygaard Traffic Review Memo and Data. We will begin by performing a detailed review of the Nelson/ Nygaard Traffic Review Memo and all its supporting data and models. Knowledge regarding Nelson/Nygaard's methods will allow Kim ley- Horn to better understand their approach in the development of the three improvement options. Task 2: Data Collection. As part of th is task. the Kim ley-Horn team will: • Meet with City staff to define the limits of the study. Kim ley- Horn will host a meeting with the City staff to review study approach and limits of surrounding street systems. Preliminary field visits and engineering judgment will allow Kim ley-Horn to suggest a project limit to encapsulate the entire system that will be affected by the improvements on Las Tunas. .....--n Kimley-Horn 1111......-r ~ and Associates, Inc. Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Improvement Project • Perform Field Observations of Current Operations. Kim ley- Horn staff will visit the entire corridor to observe the current operation of the downtown area for all modes of transportation. We will take inventory of all existing pedestrian access points (i.e. cross-walks, existing crossings, etc.) and note current behavior of drivers, bicyclists, and pedestrians. We believe that a field investigation can sometimes illuminate circumstances not readily apparent through data alone. • Obtain Pedestrian Crossing Counts. Kimley-Horn will obtain current pedestrian counts at existing cross-walk locations for incorporation of pedestrian traffic in the traffic study model. Since the pedestrian crossings are all actuated, their operation has a direct effect on the timing and capacity of the corridor. Thorough modelling of the pedestrian calls created by this activity will assist in understanding pedestrian behavior in the corridor and also to evaluate other opportunities for pedestrian use of the facilities. • Obtain Recent Vehicular Counts. Kimley-Horn will obtain traffic counts along the entire corridor and any applicable surrounding streets to accurately update the model with recent traffic data. The following traffic data collection, at a minimum, is proposed to measure the current traffic conditions and to evaluate the impact of the three options. 24 Hour ADT list • Las Tunas Drive • Burton Avenue to Sultana Avenue • Sultana Ave to Encinita Avenue • Encinita Avenue to Cloverly Avenue • Cloverly Avenue to Temple City Boulevard • Temple City Boulevard to Golden West Avenue • Golden West Avenue to Rowland Avenue • Garibaldi Avenue • Burton Avenue to Sultana Avenue • Sultana Avenue to Cloverly Avenue • Cloverly Avenue to Golden West Avenue • Golden West Avenue to Rowland Avenue • Broadway • Acacia Street to Sultana Avenue • Sultana Avenue to Cloverly Avenue • Cloverly Avenue to Golden West Avenue • Golden West Avenue to Rowland Avenue City of Temple City 1 T/810038.14 24 • North/South Cross Streets • Muscatel Avenue -Garibaldi Avenue to Las Tunas Drive • Muscatel Avenue -Las Tunas Drive to Broadway • Rosemead Boulevard -Garibaldi Avenue to Las Tunas Drive • Rosemead Boulevard -Las Tunas Drive to Broadway • Temple City Boulevard -Garibaldi Avenue to Las Tunas Drive • Temple City Boulevard -Las Tunas Drive to Broadway • Rowland Avenue -Garibaldi Avenue to Las Tunas Drive • Rowland Avenue-Las Tunas Drive to Broadway Peak hour turning movement volumes and pedestrian crossing counts (one typical weekday)*: • Las Tunas Drive at Muscatel Avenue • Las Tunas Drive at Rosemead Boulevard • Las Tunas Drive at Sultana Avenue • Las Tunas Drive at Lorna Avenue • Las Tunas Drive at Encinita Avenue • Las Tunas Drive at Alessandro Avenue • Las Tunas Drive at Oak Avenue • Las Tunas Drive at Cloverly Avenue • Las Tunas Drive at Primrose Avenue • Las Tunas Drive at Temple City Boulevard • Las Tunas Drive at Camellia Avenue • Las Tunas Drive at Kauffman Avenue • Las Tunas Drive at Golden West Avenue • Las Tunas Drive at Baldwin Avenue ·Additional corridors, intersections, or crossings may be included at the option of the City per Task 2 meeting with the City. Task 3: Analysis. Using the data collected and existing models. we will create three separate scenario models for the three improvement options described in the Nelson/Nygaard memorandum and the RFP. We will create models that capture the surrounding area along Las Tunas Boulevard as determined necessary by Kim ley-Horn and City staff and the pedestrian volumes at each of the intersections. From these models, we can define the operational impact of the improvements and thereby make recommendations based on them. The options will be reviewed for their impacts on vehicular traffic. parking. pedestrians, and bicycles. The models will be created for the AM and PM peak hour counts, as well as the Average Daily Traffic conditions. ........ -~ Kimley-Horn ......._ -r ., and Associates, Inc. Proposal lor Traffic Impact Analysis (TIA) for Proposed Las Tunas Street Imp roveme nt Proje ct Task 3.1: Traffic Analysis. Detailed traffic analysis will be performed with the aid of Synchro modelling tools utilizing the data we gather as part of Task 2. The traffic analysis will include the evaluation of the three options and shall report the overall Level of Service (LOS) of the corridor for Average Daily Traffic conditions, as well as AM and PM peak conditions. This analysis will clearly identify the vehicular traffic impacts that will be experienced as a result of the improvements for all three options. The analysis will include the evaluation and review of the impacts on side streets as it is anticipated that the r6fonfi!ilfations may encourage drivers to find alternate routes. Task 3.2: Parking Analysis. A qualitative analysis of diagonal head-in parking, parallel parking, and angled back-in parking will be developed to advise the City of the pros and cons of each type with regards to pedestrian, vehicular, and bicycle safety. Each scenario will be studied to ensure the most effective type of parking is implemented to achieve the City's goal. Task 3.3: Pedestrian Analysis. To improve the walkability of the corridor, this project proposes to include bulb-outs and new mid-block crossings, as well as new pedestrian refuge islands. A pedestrian analysis will determine the pedestrian impact on corridor circulation (i.e. impact of shortened walk times or mid-block crossings) for all three options, as well as the pros and cons. This analysis may be utilized in Task 6 to appropriately update the signal timing of the corridor to allow sufficient time for pedestrian crossings (both at bulb-out intersection locations and midblock crossings) with minimal impact to the overall corridor circulation. Task 3.4: Bicycle Analysis. A qualitative evaluation of bicycle movement along the corridor will be performed. The evaluation will include a review of the current bicycle facilities. planned Class II bicycle facilities and bicycle interaction with vehicular traffic, and the planned parking configuration(s). as well as the pros and cons of each. Kim ley-Horn will review the City's recently approved Bicycle Master Plan and will provide any recommendations for other bicycle user opportunities along the corridor. Task 4: Identify Impacts of Each Alternative. The findings of the data collection and the analyses described in Tasks 2 and 3 wi ll be summarized in a report and submitted to the City. The report will include the Synchro reports and discussion of pros and cons regarding the impacts of each of the options. This report can be used for making informed decisions about which option the City would like to move forward. City ofTemple City I T/810038.14 25 Task 5: Meetings. The following meetings are assumed: • One kick-off meeting with City staff to begin the project and discuss any limitations identified by the City or Kim ley-Horn. • Three follow-up meetings with City to present the results of the data collection and analysis. and to discuss the recommendations based on these results or City Council/Planning Commission meetings. Task 6: Signal Timing Refinement. Based on the City's chosen option after review of the traffic report, a signal timing refinement strategy will be developed to incorporate the proposed elements of the corridor. We wi ll review the existing timing plans in the existing models. We will provide proposed signal timing plans for the AM and PM weekday peak hour conditions of the chosen alternative. The signal timing plans will incorporate the City's objective of improved circulation along the corridor. Kim ley-Horn will provide the City with field support in implementation of the new timing plans, as well as fine tuning, for up to 20 hours of support. Assumption list: • This proposal assumes up to two (2) meetings will be needed. • City shall provide available Nelson/Nygaard data and models utilized in support ot the memorandum provided as part of RFP. • All modeling shall be performed in Synchro. • Traffic signal timing will be provided for up to twelve (12) signals. • II is assumed that the existing Nelson/Nygaard data will be provided electronically in a complete format suitable for use. • Kim ley-Horn study will be completed exclusively for the three specified options. Development of additional options/scenarios would be considered additional services. ~-Inti Kimley-Hom 1111.... -r -, and Associates, Inc. Schedule I Task ~!112 51'19 Nohce to Proceed 1 Review ot I Memo 2 Data Collection Traffic and Pedestrian Counts Field' I I 3 Analysis Traffic Analysis Parkina Analvsis Bicvcle Analysis 4 ldenlily Impacts ollhe 3 Alternatives Prepare Report 5 Meetinas 6 Signal Timing Refinement 100% Ornll Submittal City Review Address Comments 100% final Submittal City of Tomplu City 1 n81003/l14 l"roposoiiOI' Traffic Impact Analysis (TIA) for Proposed 5126 Las Tunas Street Improvement Project PROJECT iCHEDULE 612 619 6116 6!23 I 6130 e 26 77 7.14 7121 712! Bf4_ ~ I I I I ..,... -r~ Klmtey-Horn .._-~ en~ Associlltes, Inc. Section 6 -Fee City of Temple City I T/810038.14 Proposal for Traffic 1n pact Analysis {TIA) or Proposed Las Tunas Street Improvement Project .....--n Kimley-Horn IIIII.... -r , and Associates, Inc. CITY OF TEMPLE CITY REQUEST FOR PROPOSAL (RFP} FOR TRAFFIC IMPACT ANALYSIS (TIA} ATTACHMENT C FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 DELIVERY ADDRESS City of Temple City City Clerk's Office 9701LasTunasDrive Temple City, CA 91780 Attention: Ali Cayi r, PE, City Engineer SUBMITIAL 1 copy and 1 electronic file in pdf format CONTACT INFORMATION contact via e-mail only, no telephone calls Ali Cayir, PE, City Engineer Ali.cayir@transtech.org PROPOSALS DUE April 21, 2014, 5:00 pm CITY OF TEMPLE CITY, REQUEST FOR PROPOSAl (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 CITY OF TEMPLE CITY REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 To interested and qualified consultants: City of Temple City (City} issued this Request for Proposal (RFP} for Traffic Engineering Services for the preparation of TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT. Proposals in response to this RFP are due by April 21, 2014, 5:00pm. Submit 1 copy and 1 electronic file in pdf format to: City of Temple City City Cle rk's Office 9701 Las Tunas Drive Temple City, CA 91780 Attention: Ali Cayir, PE, City Engineer This RFP can be downloaded from the City's website under the RFPs/RFPs section (http://www.ci.temple-city.ca.us/RFPs%20RFPs/RFPs.asp}. Cover Letter CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 TABLE OF CONTENTS SECTION A. INTRODUCTION B. SCOPE OF WORK C. REQUIRED FORMAT FOR SUBMITTAL D. QUESTIONS AND RESPONSES E. SUBMITTAL PROTOCOL F. CONSULTANT SELECTION PROCEDURE G. SCHEDULE H. GENERAL CONDITIONS ATTACHMENTS: • ATTACHMENT 1-CITY STANDARD CONTRACT PAGE 1 1 5 7 7 7 8 8 City Standard Contract the selected consultant will be required to sign for this project. • ATTACHMENT 2-NELSON/NYGAARD TRAFFIC REVIEW MEMO Traffic Review Memo prepared by Nelson\Nygaard Traffic Engineering Firm as part of the concept development, which compared the traffic operations of each of the alternatives. • ATTACHMENT 3-PROJECT ALTERNATIVES CONCEPT PLANS Ta ble of Contents CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 CITY OF TEMPLE CITY REQU EST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 A. INTRODUCTION City of Temple City (City) issued this Req uest for Proposal (RFP) for Traffic Engineering Services for the preparation of TRAFFIC IMPACT ANAlYSIS (TIA) FOR PROPOSED lAS TUNAS STREET IMPROVEMENT PROJECT. This document outlines the requirements, selection process and documentation necessary to submit proposals in response to City's so licitation. This RFP can be downloaded from t he City's website under the RFPs/RFPs section (http://www.ci.temple-city.ca.us/RFPs%20RFPs/RFPs.asp). B. SCOPE OF WORK In 2012, the City hired the Consulting Firm of Freedman Tung + Sasaki (FTS) and several subconsultants (including Nelson\Nygaard as Traffic Engineering Subconsultant under FTS) to develop co nceptual designs for the Las Tunas Drive Streetscape Project in the core of Temple City. The project team developed several alternatives for the streetscape project. Each alternative proposes changes to the number of travel lanes along the corridor, but in different ways. With the constraints in mind and based on community input, FTS prepared three design options for corridor revitalization. Summarized below, each option presents various degrees of transformative change. Although the options did share some common improvements, the specific differences are focused on the Downtown Core (i.e., Cloverly to Golden West) with lesser effects to the Midtown (i.e., Sultana to Cloverly) and Eastern Gateway (i.e., Golden West to Arcadia city limits) segments. Page 1 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 Option 1: Four lanes of traffic; angled and parallel parking in the Downtown Core This design option, summarized by Attachment "C", proposes tour lanes of traffic through the corridor's Midtown, Downtown Core and Eastern Gateway segments (i.e., from Sultana to Arcadia city limits). The two eastbound lanes are retained due to the eastbound flow of evening peak commute traffic on Las Page 2 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 Tunas, and thus would not be affected. Th e center turn lane would also be retained. The westbound lane would be reduced from two to one, in view of slightly lower westbound morning peak commute traffic volumes (i.e., lower business activity along Las Tunas was observed during the AM commute peak; many corridor businesses do not open earlier than 9 a.m., and some later). Preliminary traffic analyses indicate that with the enhanced green signal times derived from shorter pedestrian crossings and other enhancements, the current peak hour traffic flow will be accommodated well by the single lane. This option also configures street parking in the Downtown Core as conventional parallel parking along the north side of the street, and as 45-degree back-in angle parking on the south side. In addition, the proposed downtown angle parking is set up with trees between parked cars and special paving so that it functions as a flexible parking or dining zone, where businesses may opt to apply to the City for use of the parking space as outdoor dining (functioning to add street life and visually advertise downtown activity to passing cars). This type of configuration has been in successful use in downtown Mountain View since 1989, and more recently in downtown Livermore since 2006 -in both cases, this configuration has been instrumental in their downtown revitalizations. For the north side of the street, should businesses also want to add outdoor dining, the insertion of a "parklet" platform in place of a parked car could be employed. This approach has been successfully applied in San Francisco and numerous other west coast cities and towns within the last few years; it does require an additional and separate construction cost for the removable platform and planter barriers. Implementation of this approach in the Downtown Core is estimated to result in a net increase of three parking spaces-essentially similar to the number of downtown curbside parking spaces today. While this approach provides a compromise between a degree of placemaking change and maintaining two lanes of eastbound traffic flow, it should be noted that its transformative effect may also be somewhat diluted. Option 2: Four lanes of traffic; parallel parking in the Downtown Core This design option proposes the same traffic configuration as Option 1, but designates street parking in the Downtown Core as two 13-foot wide parallel parked flexible parking/dining zones with trees set between parked cars on both parallel parking maneuvers, create comfortable outdoor dining settings and maintain the symmetry of the street (and same opportunities for businesses on both sides) -as well as avoiding the implementation of angled parking. Nevertheless, this alternative results in a net loss of approximately 42 parking spaces, creating an economic deterrent and conflicting with the existing parking deficits noted in the City's Downtown Parking Study. Option 3: Three lanes of traffic; angled parking in the Downtown Core This design option proposes three lanes in the Downtown Core and to a portion of the Midtown segment (i.e., starting at or to Encinita), due to the need for traffic movement transitions (Attachment "E"). The three lanes (i.e., one lane in each direction and a left turn lane) create a very short pedestrian crossing of only 40', and completely changes the character of the Downtown Core to be more dominated by pedestrian space t han moving vehicle lanes; it also enables angled parking on both sides of the street, configured as flexible zones previously described (thus netting an increase of 27 parking spaces). Bulb-out areas at corners would also be of substantial size, enabling significant green spaces and small gathering plazas. This design option creates the greatest transformative effect for the Downtown Core as it supports a more intimate, walkable village main street not found in Temple City or neighboring cities -while also making the Downtown Core a new regional destination. The single lanes of traffic in each direction have again been analyzed to move approximately the same peak traffic volumes. Note regarding Options 1 and 3: Options 1 and 3 configure angled parking as "back-in", which is the only type of angled parking that is safe ta combine with bicycle lanes. The conflict of the rear back-out movement of Page 3 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 conventional head-in angled parking with bicycle lanes would produce unacceptable safety conflicts. There are multiple other safety reasons supporting the use of back-in angled parking such as keeping passenger and goods loading towards the sidewalk and away from the street. The presence of the adjacent bicycle lane also provides additional room to make the back-up maneuver, which is actually simpler than the bock-up maneuver for the existing parallel parking configuration on Las Tunas today. There would be o "learning curve" issue, but an increasing number of cities across the U.S. ore adopting back-in angled parking as a safer standard, including the City of Seattle, WA which uses it throughout all of its urban and suburban neighborhoods. Improvements Proposed for All Options Contrary to the incremental differences between each of the design options, they also propose the same common improvements, which are summarized below: • All existing crosswalks are to receive corner bulb-out extensions into Las Tunas (but generally not onto side streets), to shorten crosswalk distances and make waiting pedestrians more visible to drivers. Shorter crossing distances also mean longer green time for Las Tunas drivers, in conjunction with re-evaluated signal timing (identified in each of the design options). • New mid-block crossings (without the cost and delay of full-signalized intersections) are proposed at four locations to break up long lengths of blocks without crosswalks. In the Western Gateway and Midtown segments, the new crossings will utilize existing or new medians that enable flashing lights to achieve sa fe crosswalk locations. At the Eastern Gateway, new "pedestrian refuge" medians will trade off two left-turn pockets -at Agnes and Rowland -to enable a crosswalk at each of those intersections. • Lane widths will be narrowed to the minimum standard of 1 0', which is still adequate for large vehicles and buses. Reducing the widths will allow for proposed multi-modal amenities, while also creating a safety opportunity for motorists to stow down. • The center turn lane will be preserved in all design options with the existing exception of landscaped medians in the Western Gateway segment and new minor exceptions for landscaped medians in the Eastern Gateway segment. • As was done with the Rosemead Boulevard Enhancement Project, all bus stops will be re-positioned (where possible) to the far side of the intersection to enhance traffic flow. At the Temple City/Las Tunas intersection in particular, a "queue jump" lane will be provided to allow buses to get through the intersection faster. • All proposed options add two Class II bicycle lanes (striped lanes) along the corridor, thereby implementing recommendations of the City's recently approved Bicycle Master Plan. • Existing ficus trees will be replaced with a continuous canopy of deciduous trees. Ficus trees are no longer favored as a street tree species in Southern California due to their destructive root system and unavoidable buckling of sidewalks and street paving. The replacement tree species will be selected for its tolerance of urban conditions, lower water demand, less-dense foliage habit, and ability to provide shade for pedestrians while also promoting business sign visibility. • The design options incorporate architectural gateway features at the Western and Eastern Gateway segments as an identity-enhancing opportunity and strategy. These features will also repeat the same architectural theme with smaller elements in the Downtown Core. As part of the concept development, Nelso n\Nygaard Traffic Engineering Firm prepared a Traffic Review Memo which compared the traffic operations of each of the alternatives. Last page (Page 15) of the Nelson\Nygaard's Traffic Review Memo states the following: Consistent with the scope of work identified in the City's original Request for Proposals (RFP). the Phase I work scope did not include a Transportation Impact Analysis (TIA) such as would be prepared as part of an Page 4 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, Z014 Environmental Impact Report {EIR) or other CEQA document. As described above: the Phase I work scope focused on a pre-design review of existing conditions, development of initial concepts and a comparison of those concepts based on available data. Nelson\Nygaard has prepared a proposed work scope to prepare a TIA if desired by the City during Phase II. The proposed TIA work scope also includes assistance in refining the signal timing plan for the corridor, with the goal of refining the signal timing plan to maximize lane capacity in conjunction with the desired street reconfiguration. In addition, the proposed TIA scope would include the collection of pedestrian-crossing volumes along with new motor vehicle counts, in order to refine the Synchro model assessment based on the number of pedestrian calls. The City is req uesting from qualified Traffic Enginee ring Firms to prepare a Transportation Impact Analysis (TIA) that will be part of an Environmental Impact Report (EIR) or other CEQA document. The TIA shall be prepared for all options as indica ted above, and shall include adjacent regional street system that may be impacted by the change of the traffic lanes and ca pacity along Las Tunas Boulevard as a result of any of the recommended Alternatives. The TIA shall also include the review of various parking options and bike lanes, including impacts and pros and cons of various parking approaches (reverse angle parking, direct angle parking, parallel parking, etc.). TIA shall include necessary traffic co unts as suggested by t he consultant and as necessary to properly evaluate impacts of the alternatives. The City will select an independent traffic engineering firm (other than Nelson\Nygaard) for this TIA. The City intends to award a contract for this project on May 6, 2014. The selected consultant will be required to complete and submit the draft 100% TIA to City by June 30, 2014. C. REQUIRED FORMAT FOR SUBMITTAL Proposals shall be submitted in the format specified below: Proposal shall not exceed 40 pages, excluding cover, cover lett er, table of contents and section dividers. • Cover Letter Cover letter shall not exceed 3 pages. The cove r letter shall provide an executive summary of the proposal. • Table of Contents Table of Contents shall list each section as required below with page numbers. Page 5 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 Section 1. Company Qualifications This section shall not exceed 4 pages. Provide your firm's general qualifications, location of t he office from which services will be provided, licenses and certifications possessed by staff members and the firm, type of entity (corporation, etc.). Section 2. Relevant Experience Provide your relevant experience. Section 3. References Provide minimum 3 public agency references . Section 4. Project Staff Qualifications Provide resumes of your proposed project staff. Section 5. Scope of Work and Schedule Provide your Scope of Work and Schedule. Regarding Scope of Work, please refer to Section B of this Proposal, and Attachment 2- Nelso n\Nygaard's Traffic Review Memo Regard ing Schedule, the City intends to award a contract for this project on May 6, 2014. The selected consultant will be requ ired to complete an d submit the draft 100% TIA to City by June 30, 2014. Section 6. Fee Provide your proposed fee, including hours, hourly rates for various tasks, and any direct expenses that will be charged t o the City. Page 6 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 D. QUESTIONS AND RESPONSES For questions regarding this project, please contact via e-mail only: Ali Cayir, PE, City Engineer Ali.cayir@transtech.org Any questions you may have shall be submitted by April 11, 2014, 5:00pm. Responses will be posted 5 days prior to the proposal submittal deadline on City's website under the RFPs/RFPs section (http://www.ci.temple-city.ca.us/RFPs%20RFPs/RFPs.asp E. SUBMITTAL PROTOCOL Proposals are due by April 21, 2104, 5:00pm. Submit 1 copy and 1 electronic file in pdf format to: City ofT em pie City 9701 Las Tunas Drive Temple City, CA 91780 Attention: Ali Cayir, PE, City Engineer F. CONSULTANT SELECTION PROCEDURE The City will evaluat e the proposals submitted, and select the most qualified consultant for the project. The proposals will be eva luated based upon several factors. These factors include the format, organization, and presentation of the proposal, the qualification and experience of the project staff, and the experience in the processes and procedures of the involved regulat ions. In evaluating the proposals, the City will consider t he following factors: • Completeness of the Proposals and compliance with t he required format. • Experience and qualifications of the fi rm and the project team members. • Approach and understanding to provide services in an efficient and cost effective manner and in compliance with applicable standards and requirements. • Specific project experience. Page 7 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS {TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 • References and performance records on similar assignments. G. SCHEDULE The City intends to follow, but will not be bound by, the follow ing selection timeline: Issuance of RFP March 31, 2014 Questions re RFP by proposers due to City by April ll, 2014, 5:00pm Res ponses to Questions will be posted at City's website by 5 days prior to Proposal due date Proposa ls sha ll be submitted to City by April 21, 2014, 5:00pm Consultant Selection and Contract Award April/May 2014 H. GENERAL CONDITIONS 1. The City of Temple City shall not be liable for any pre-contractual expenses incurred by any proposing firm (proponent) in response to this RFP, nor shall any proponent incl ude such expenses as part of the proposed cost. Pre-contractual expenses include any expense incurred in preparing a proposal and negotiating any terms wit h the City. 2. The City reserves the right to withdraw this RFP at any time without prior notice and to reject any and all proposals submitted without indicating any reasons. Any award of contract for services will be made t o t he proponent t hat is best qualified and responsive in t he opinion of the City. 3. Proposa ls may, at the City's option, be rejected if they contain any alterat ions, additions, conditions or alternatives, are incomplete, or contain erasures or irregularities of any kind. The City reserves t he right to reject any and all proposals. The City expressly rese rves the right to postpone the opening of submitt als for its own co nvenience and to reject any and all submittals responding to this Request for Proposals. 4. Consultant must agree to indemnify, hold harmless and defend the City, its officers, agents and assigns from any and all liability or loss resulting from any suits, claims or actions brought against the City which result direct ly or indirectly from t he wrongful or negligent actions of the Consultant in the performance of the contract. PageS CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 5. Consultant, at its own cost and expense, shall procure and maintain general liability insurance in an amount not less than one million dollars ($1,000,000) per occurrence and two million dollars ($2,000,000) an nual aggregate; and automobile liability insura nce in an amount not less than $1,000,000 per accident. (A combined single limit policy with aggregate limits in an amount not less than $2,000,000 will be considered equivalent to the required minimum limits for each of the foregoing.) Where Consultant is required to carry professional liability insurance covering liability arising from any error, omission or negligent act of Consultant, it s officers, or employees, Consultant shall procure and maintain such coverage with a limit of liability of not less than one million dollars ($1,000,000) per occurrence. All such insurance cove rages shall be procured from an insurer authorized to do business in California and approved in writing by the City. The City shall be named as an additional insured. In addition, the Consultant and sub-contractors, if any, shall obtain workers' compens ation insurance covering all its employees as required by law. Throughout the term of the contract, the Consultant shall deliver to the City satisfactory evidence that the insurance has been renewed and that the required premiums have been paid. 6. Consultant will be required to comply with all existing state and federal labor laws including those applicable to equal opportunity employment provisions. 7. Consultant is required to have in full force and affect all licenses and permits required by al l applicable laws. Consultant shall obtain a Temple City Business License during the term of the contract. 8. Consultant shall at all times provide services with the utmost respect to the public. All employees of Consu ltant shall wear clean clothing in the performance of their duties and equipment shall be cl eaned and maintained in a safe operating manner. All equipment shall be subject to inspection by the City at any t ime. All Consultant personnel shall wear appropriate safety gear at all times while working in Temple City. Consu ltant shall provide satisfactory warning devices that meet the requirements of the California Occupational Safety and Hea lth Act (Ca l-OSHA) for protection of workers when and where required at all times in the performance of this contract. 9. Consultant, its agents, and employees shall comply with all laws, ordinances, rules and regulations of the federal and stat e governments, the County of Los Angeles, the City of Temple City and all governing bodies having jurisdiction applying to work done under the agreement. 10. The City reserves the right to negotiate special requirements and proposed service levels using the selected proposal as a basis. Compensation for services will be negotiated with the Consultant. 11. Consultant shall not sublet any portion of the agreement with the City without express Page 9 CITY OF TEMPLE CITY, REQUEST FOR PROPOSAL (RFP) FOR TRAFFIC IMPACT ANALYSIS (TIA) FOR PROPOSED LAS TUNAS STREET IMPROVEMENT PROJECT March 31, 2014 written permission of the City Manager or his or designated representative. 12. No discrimination shall be made in the employment of persons because of the race, color, or religion of such persons and every proposer in violation of this section is subject to all penalties imposed for a violation of Chapter 1 of Pa rt VII, Division 2 of the Labor Code, in accordance with the provisions of Section 1753 thereof. 13. The City reserves the right to review and approve the qualifications of subcontracting firms or persons. Substitutions that are not approved are considered sufficient grounds for termination of contract. 14. The City, or any of its duly authorize d representatives, shall have access to and the right to examine, audit, excerpt, copy or transcribe any pertinent transaction, activity, time and work records, employment records or other records relating to personnel employed by the Consultant. Such material, including all pertinent cost accounting, financial records and proprietary data, will be kept and maintained by the Consultant for a period of at least four years after completion of a Consultant's performance unless the City's w ritten permission is given to dispose of same prior to that time. 15. All responses to this RFP shall become the property of the City of Temple City and will be retained or disposed of accordingly. 16. No amendments, additions, or alternates shall be accepted after the submission deadline. 17. All documents, records, designs, and speci fications developed by the Consultant in the course of providing services to the City of Temple City sha ll be the property of the City. Anything considered to be proprietary should be so designated by the Consultant. 18. Acceptance by the City of any qualification submitted pursuant to this RFP shall not constitute any implied intent to enter into a contract for services. 19. The City reserves the right to issue written notice to al l interested parties of any change in the qualification submission schedule should the City determine, in its sole discretion, that such changes are necessary. ATTACHMENTS: • ATTACHMENT 1 -CITY STANDARD CONTRACT City Standard Contract the selected consultant w ill be required to sign for this project. • ATTACHMENT 2-NELSON/NYGAARD TRAFFIC REVIEW MEMO Traffic Review M emo prepared by Nelson\Nygaard Traffic Engineering Firm as part of the concept development, which compared the traffic operations of each of the alternatives. • ATTACHMENT 3-PROJECT ALTERNATIVES CONCEPT PLANS Page 10 ATIACHMENT 1 -CITY STANDARD CONTRACT ,~-~·--------------------------------------- CONSULTANT SERVICES AGREEMENT [FOR ARCHITECTURAL, LANDSCAPE ARCHITECTURAL, ENGINEERING, ENVIRONMENTAL, LAND SURVEYING, AND CONSTRUCTION PROJECT MANAGEMENT SERVICES] RIV #4822-7830-45~0 vi By and Between THE CITY OF TEMPLE CITY, a municipal corporation and -I- AGREEMENT FOR CONSULTANT SERVICES BETWEEN THE CITY OF TEMPLE CITY, CALIFORNIA AND This Agreement for Consultant Services ('"Agreement") is entered into as of this __ day of ____ , 20 I 0 by and be tween the City of TEMPLE CITY, a municipal corporation ("City") and a (''Consultant"). City and Consul tant are sometimes hereinafter individually referred to as ''Party" and here inafter collectively referred to as th e "Parties." RECITALS A. City has sought, by {describe process used, i.e. request for qualificatiom· I request f or quotations I request f or proposals}, the performance of the {pick one: architectural I landscape architectural I engineering I environmental I land surveying I con.'ltruction project management/ services defined and described particularly in Section 2 of this Agreement. B. Consultant, following submission of a {proposal I quote I hid, etc.} for the performance of the services defin ed and described particularly in Section 2 of this Agreement, was selected by the City to perform those services. C. Consultant was selected by the City on the basis of Consultant's demonstrated competence and the professional qualifications necessary for the satisfactory performance of the services required. D. Pursuant to the City of Temple City's Municipal Code, City has authority to enter into this Consultant Services Agreement and the City Manager has authority to execute this Agreement. E. The Parties desire to formalize the selection of Consultant for performan ce of those services defined and described particularly in Section 2 of this Agreement and desire that the term s of that performance be as particularly defin ed and described herein. OPERA TTVE PROVISIONS NOW, THEREFOR E, in consideration of the mutual promises and covenants made by the Parties and contained here and other considerati on, the value and adequacy of which are hereby acknowledged, the parties agree as follows: SECTION 1. TERM OF AGREEMENT. Subject to the provisions of Section 20 "Termination of Agreement" of this Agreement. the scope of services set forth in Exh ibit "A" ··scope of Services" shall be completed pursuant to the schedule specified in Exhi bit ·'A." Should the scope of services not be completed pursuant to that schedule. the Consultant shall be deemed to be in Default of thi s Agreement pu rsuant to RIV #~822-7830-45:!0 ' I -I - Section 21 of this Agreement. The City, in its sole discretion, may choose not to enforce the Default provisions of thi s Agreement and may instead allow Consultant to continue performing the scope of services unti I such services are complete. SECTION2. SCOPE OF SERVICES. Consultant agrees to perform the services set forth in Exhibi t ··A" ''Scope of Services," which is incorporated herei n by this reference, in accordan ce with the terms and conditions of this Agreement. SECTION 3. ADDITIONAL SERVICES. Co nsultant shall not be compensated for any services rendered in connection with its performance of th is Agreement which are in addition to or outside of those set fo rth in this Agreement or listed in Exhibit ·'A" "Scope of Services," unless such additional services are authorized in advance and in writing by the City Counci l or City Manager of City. Consultant shall be compensated for any such additional services in the amounts and in the manner agreed to by the City Co uncil or City Manager. SECTION 4. COMPENSATION AND METHOD OF PAYMENT. (a) Subject to any limitations set forth in this Agreement, City agrees to pay Consultant the amounts specifi ed in Exhibit ''B" "Compensati on," which is incorporated herein by this reference. The total compensation, including reimbursement for actual expenses, shal l not exceed dollars ($ , unless additional compensation is approved in wri ting by the City Council or City Manager. (b) Each month Consultant shall furnish to City an original invoice for all work performed and expenses incurred during the preceding month . The invoice shall detail charges by the fo llowing categories: labor (by sub-category), travel, materials, equipment, supplies, and sub-consultant contracts. Sub-consultant charges shall be detailed by the fo ll owing categories: labor, travel, materials, equipment and supplies. If the compensation set fot1h in subsection (a) and Exhi bit "B" include payment of labor on an hourly basis (as opposed to labor and materials being paid as a lump sum), the labor category in each invoice shall in clude detailed descriptions of task performed and the amount of time incurred fo r or allocated to that task. City shal l independently review each invoice submitted by the Consultant to determine whether the work perfo rmed and expenses incurred are in compliance with the provisions of this Agreement. In the event that no charges or expenses are disputed, the invoice shall be approved and paid according to th e term s set fo rth in subsection (c). In the event any charges or expenses are disputed by City, the original invoice shall be returned by City to Consultant ror correction and res ubm iss ion. (c) Except as to any charges for work performed or expenses incurred by Consultant which are disputed by City, City will use its best efforts to cause Consultant to be paid within forty-fi ve (45) days of receipt of Consu ltant's correct and undisputed invo ice. (d) Payment to Consultant for work perfor med pursuant to this Agreement shall not be deemed to wa ive any defects in work performed by Consultant. RIV #482::!· 7830-l5:!0 vI -2- ECTION 5. INSPECTION AND FINAL ACCEPTANCE. City may inspect and accept or reject any of Consultant' work under this Agreement. either during pe1forrnance or when co mpleted. City shall reject or fi nally accept Consultant's work within sixty (60) days afler submitted to City. City shall reject work by a timely written explanation, otherwise Consultant's work shall be deemed to have been accepted. City's acceptance sha ll be conclusive as to such work except with respect to latent defects, fraud and such gross mistakes as amount to fraud. Acceptance of any o f Consultant's work by City shall t10 t constitute a waiver of any of the provisions of this Agreement inc luding. but not limited to. sections 16 and 17, pertaining to indemn i lication and insurance, respectively. SECTIO 6. OWNERSHIP OF DOCUMENTS. A II original maps, models. designs, drawing , photographs. studies, urveys, reports. data. notes. computer files, files and other documents prepared, developed or discovered by Consultant in the course of providing any services pursuant to this Agreement shall become the sole property of City and may be used, reused or othe1wise disposed of by City without the perm ission of the Consultant. Upon completion. expirati on or termination of thi s Agreement, Consultant shall turn over to City all such original maps. models, designs, drawings, photographs, studies. surveys, reports, data, notes, computer Iiies, Iiies and other documents. If and to the extent that City utilizes for any purpose not related to this Agreement any maps, models. designs, drawings, photographs, studies, surveys, reports, data, notes. computer files, Iiies or other documents prepared, developed or discovered by Con ultant in the course of providing any services pursuant to this Agreement, Consultant's guarantees and warrants related to tandard of Performance and fou nd in ection 9 of this Agreem ent shall not extend to uch use of the maps, models, designs. drawings, photographs. studies, surveys. reports, data, notes, computer files. files or other documenL<;. SECTION 7. CONSULTANT'S BOOKS AND RECORDS. (a) Consultant shall maintain any and all documents and records demonstratin g or relating to Consultant's performance of services pursuant to this Agreement. Consultant shall maintain any and all ledgers, books of account, invoices, voucher . canceled checks, or other documents or records evidencing or relating to work, services, expenditures and disbursements charged to City pursuant to this Agreement. Any and all such documents or records shall be maintained in accordance with generally accepted accounting principles and shall be sufficientl y complete and detailed so as to permit an accura te evaluation of the services provided by Consultant pursuant to thi s Agreement. Any and all such documents or records sha ll be maintained for three years from th e date of execution of this Agreement and to the extent required by laws relating to audits of public agencies and their expenditures. (b) Any and all records or documen ts required to be maintained pursuant to this section shall be made available for inspecti on. audit and copying, at any time during regular business hours. upon request by City or its designated representative. Copies of such documents or records hall be provided directly to the City for inspection, audit and copying \ hen it is practical to do so; otherwise, unless an alternative is mutual ly agreed upon, such documents and RIV #4822-783U-4520 \I -3 - records shall be made available at Consu ltant's addres indicated for receipt of notices in this Agreement. (c) Where City has reason to believe that any of the documents or records required to be maintained pursuant to this section may be lost or discarded due to di ssolution or termination ofConsultan r s busi ness, City may. by wri tten request. require that custody o f such documents or records be given to the City and that such documents and records be maintained by the requesting party. Access to such documents and records shall be granted to City. as we ll a to its successors-in-interest and authori7ed representati es. SECTION 8. STATU OF CONSULT ANT. (a} Consultant i and hall at all times remain a wholly independent contractor and not an officer. employee or agent of ity. Consultant shall have no authority to bind City in any manner. nor to incur any obligation, debt or liabi lity of any ki nd on behalf of or against City. whether by contract or otherwise. unless such autJ1ori ty is expressly conferred under this Agreement or is otherwise expressly conferred in writing by City. (b) The personnel performing the services under this Agreement on behalf of Co nsultant shall at all times be under Consultant's exclusive direction and con trol. Neither City. nor any elected or appointed boards, offi cers, officials. employees or agents of City. shall have control over the conduct of Consultant or any of Consultant's offi cers. employees, or agents except as set fo rth in this Agreement. Consultant hal l not at any time or in any manner represent that Consultant or any of Consultant's officers, employees. or agent arc in any manner officials. officers, employees or agents of City. (c) either Consultant • nor any or Consultant's officers, employees or agents. shall obtain any ri ghts to retirement, health care or any other benefits which may otherwise accrue to City's employees. Consultant expressly waive any claim Consultant ma) have to an) such rights. SECTION 9. STANDARD OF PERFORMANCE. Consultant represents and warrants that it has the qualifications. experience and facilities neces ary to properly perform the services req uired under thi s Agreement in a thorough, competent and professiona l manner. Consultant shall at all times faithfu lly, competently and to the best of its abili ty, experience and talent, perform all services described herein. In meeting its obligations under this Agreement, Consultant shall employ, at a mi ni mum , generally accepted standards and practices utilized by persons engaged in providing services similar to those required of Consultant under thi Agreement. In addition to the general standards of performance set forth thi ecti on 9, additional speci fie standards o r perfo rmance and performance criteria are set forLh in the 'cope of Work that shall also be applicable to Consultants work under this Contract. Where there is a conflict between a general and a specific stand ard of performance or performance criteria, the specific standard or criteria shall prevail over the general. If' and to the extent that City uti lize for any purpose not related to th is Agreement any maps. models. designs. drawing . photographs. studies. surveys. reports. data, notes. computer RIV #482~-7830-45~0 1 I --t - files, fi le or other documents prepared, developed or discovered by Consultant in th e course of providing any services pursuant to this Agreement. Consultant' guarantees and warranties related to tandard of Performance shall not extend to such use of the maps. models. de igns, drawings, photographs, studi e . urveys, reports. data, notes, computer files, fi les or other documents. SECTION 10. COMPLIANCE WITH APPUCABLE LAWS; PERMITS AND LICENSE . Con ultant shall keep itself informed of and comply with all appl icable federal. state and local laws, . tatutes, codes, ordinances, regul ations and rules in effect during the term of this Agreement. Consultant shall obtain any and all licenses. permits and au th orizations nece ary to perform the services set forth in this Agreement. Neither City, nor any elected or appoi nted boards, omcers, officials, employees or agents of City, shall be li able, at law or in equity. as a result of any fa ilure of Consultant to comply with th is section. SECTIO 11. PREVAILING WAGE LAW. ft is the understanding of City and Consultant that California prevailing wage laws do not apply to thi Agreement because the Agreement doe not involve any of th e following services subject to prevailing wage rates pursuant to the California Labor Code or regul ations promulgated thereunder: Con tructi on, alteratio n. dem olition. installation, or repair work performed on public buildings, facili ties, streets or ·ewers done under contract and paid for in whole or in part out of public funds. In this context, "construction" includes work performed during the design and precon truction phases of construction including. but not limited to, inspection and land surveying work. SECTION 12. NONDT CRIMINATION. Consultant shall not di scriminate. in any way, against any person on the basis of race, color, religious creed, national origin, ancestry, sex, age. physical handicap. medical condition or marital statu in connection with or related to the performance of this Agreement. SECTrON 13. UNAUTHORJZED ALIEN . Con ultant hereby promises and agrees to comply with all of the provisions of the Federal [mmigration and Nationality Act, 8 U.S.C.A. §§ 11 01 , et ~.,as amended. and in connection therewith. shall not employ unauthorized aliens as defined therein. hould Consultant so employ such unauthorized aliens for the performance of,,ork and/or services covered by this Agreement, and should the any liability or sanctions be impo ed against City for uch use of unauthorized aliens, Con ultant hereby agrees to and shall reimburse City for the cost of all such liabilities or sanctions imposed, together' ith any and all cost , in cluding attorneys' fees. incurred by City. SECTrON 14. CONFLICTS OF INTEREST. (a) Consultant covenants that neither it. nor an) officer or principal of its firm. has or shall acquire any interest. direct I) or indirectl y, "hich would conOict in any manner with the in terest of City or whi ch would in any way hinder Consultant's performance of ser ice under RlV #4822-7830-1520 1 I -5 - this Agreement. Consult.ant further covenants that in the perform ance of this Agreement, no person havin g any such interest shall be employed by it as an officer. employee. agent or subcontractor without the ex pre s written consent of the City Manage r. Consul tant agrees to at all times avoid conflicts of interest or the appearance of any conflicts of intere t with the interests of City in the performance of this Agreement. (b) City understands and acknowledges that Consultant is, as of the date of execution of this greement, independently involved in the performance of non-related services for other governmental agencies and private parties. Con ultant is unaware of any stated position of City relative to such projects. Any future position of City on such project shall not be considered a conflict of interest fo r purposes of this section. (c) City understands and acknowledges that Consultant will, perform non-related services for other governmental agencies and private parties following the completion of the scope or work under this Agreement. Any such future service shall not be considered a confl ic t of interest for purposes of this section. SECTION 15. CONFIDENTIAL lNFORMA TION; RELEA E OF INFOR1\IATJON. (a) All information gained or work product prod uced by Consultant in pertonnance of this Agreement shall be con idered confidenti al. unless such information is in the public domain or already known to Consultant. Consul tant shall not release or disclose any such information or work product to persons or entities other than City without prior written authorization from the City Manager. except as may be required by law. (b) Consultant. its offtcers, empl oyees. agents or subcontractors, shall not. without prior written au thorization from the City Manager or unless requested by the City Attorney of City, voluntaril y provide declarations, letters of support, testimony at depositions, response to in terrogatories or other information concerning the work performed under this Agreement. Response to a subpoena or court order shall not be considered "voluntary" provided Consul tant gives Cit) notice of such court order or subpoena. (c) If Consultant, or any officer, emplo)ee, agent or subcontractor of Consultant, provides any in formation or work product in violation of this Agreement. then City shall have the right to reimbursement and indemnity from Consultant for any damages, costs and fees. incl uding attorneys fees, caused by or incurred as a result of Consultant's conduct. (d) Consultant shal l promptly notify City should Consultan t , its offi cers. employees. agents or ubcontractors be ervcd with any summons. complaint. subpoena, notice of deposition, request for documents. interrogatories, request for admissions or oth er discovery request. coun order or subpoena from any party regarding this grecment and the v. a rk performed thereunder. City retain the right, but has no obligation, to represent Consultant or be present at any deposit ion, hea rin g or similar proceed ing. Consultant agrees to cooperate fully with City and to provide City with th e opportunity to review any response to discovery requests provided by Consultant. However. th is right to rev iew any such response does not imply or mean the right by City to control. direct. or rewrite aid response. RIV #4822-7!!311-45:!0 ~I -6- SECTION 16. INDEMNIFICATION. (a) Indemnification by Design Professional. As provided under Civi l Code Section 2782.8. Consultant shall indemnify, protect, defend and hold harmless City and any and all of irs offi cials. employees and agents ("'lndemn i fied Parties .. ) ti·om and aga inst any and all claims. actions and proceedings (whether at law or equi ty. administrative or judicial), demands. orders, judgments, losses, liabilities, damages, costs and expenses. including attorney's fees and costs. (collectively "Claims") to the extent same arise out of. pertain to, or relate to the negligence, recklessness, or willfu l misconduct of the Consuhant. its officers, agents. employees or sub- consultants (or any entity or individual that Co nsultant shall bear the legal liability thereof) in the perform ance of professiona l services under th is Agreement, with the understanding that in the event Claims are found by the trier of fact to have been caused by the joint or concurrent negligence of the City and its contractors and consultants, and Consultant, damages and expenses fi·om both indemnity and duty to defend obligations sha ll be borne by each party in proportion to its negligence. (b) Indemnification from Sub-Consultants. Consultant agrees to obtain executed indemnity agreements with provisions identical to those set forth here in this section from each and every sub-consu ltant I contract or any other person or entity in olved by, for. with or on behalf of Consultant in the performance of th is Agreement nam ing the Indemnified Parties as additional indemnitees. In the event Consul tant fails to obtain such indemnity obligations from others as required here, Consultant agrees to be fu lly responsible according to the terms of this section. Failure of City to monitor compliance with these requirements imposes no additional obligations on City and wi ll in no way act as a waiver of any rights hereunder. Th is obl igation to indemnify and defend City as set forth here in is binding on the uccessors. assigns or heirs of Consultant and shal l survive the termination of this grecment or this section. (c) Citv's Sole egligence. The provisions of this ection 16 do not apply to Claims occurring as a result of City's sole negligence. D1e provisions of this section shall not release Ci ty from liability arising from gross negligence or will ful acts or omissions of City or any and all of its officials, empl oyees and agents. SECTION 17. INSURANCE. Consultant agrees to obtain and main tain in full force and effect duri ng the term of this Agreement the insurance pol icies set forth in Exhibit .. C" ''Insurance:· \\'hich is incorporated herein by this reference. All insurance pol icies shall be subject to approval by City as to form and content. These requirements are subject to amendment or waiver if so approved in writing by the City Manager. Consultant agrees to provide Ci ty with copies of required policies upon request. SECTION 18. ASSIGNMENT. The experti se and experience of Consultant are material considerations for this Agreement. Cit) has an interest in the qua lifications of and capability of the persons and entities who will fulfill the duties and obl igations imposed upon Consultant under this Agreement. In recognition of that in terest. Consultant hall not assign or transfer lhi -Agreement or any pottion of this Agreement or the performance of any of Consultant's duties or obligations under this RIV ff-1812-7830-15::!0 'I -7- Agreement without the prior written consent of the City Council. Any attempted assignment shall be ineffective, null and void, and shall consti tute a material breach of this Agreement entitling City to any and all remedies at law or in equity, including umm ary termination of thi s Agreement. City acknowledges, however, that Consultant, in the performance of its du ties pursuant to this Agreement may utilize subcontractors. SECTION 19. CONTINUlTY OF PERSO NEL. Consultant shall make every reasonable effort to maintain the stability and cominuity of Consul tant's staff and subcontractors. if any, assigned to perform the services required under thi s Agreement. Consultant shall notify City of any changes in Consultant's staff and subcontractors, if any, assigned to perform the services required under thi s Agreement, prior to and during any such performance. SECTION 20. TERMINATION OF AGREEMENT. (a) City may terminate this Agreement, with or without cause, at any tim e by giving th irty (30) days written notice of termination to Con ultant. Tn the event such notice is given. Consul tant shall cease imm edi ately all wo rk in progress. (b) Consultant may terminate this Agreement for cause at any time upon thirty (30) days written notice of termination to City. (c) If either Consultant or City fail to perform any material obligation under thi s Agreement. then. in addition to any oth er remedies, eith er Consultan t. or City may terminate thi s Agreement immediately upon \ ritten notice. (d) Upon termination of th is Agreement by either Consu ltant or City, all property belonging excl u ively to City which is in Consultant's possession shall be returned to City. Consultan t shall furnish to City a final invoice for work performed and expenses incurred by Consultant, prepared as set forth in Section 4 of this Agreement. Thi s final invoice shall be reviewed and paid in the same manner as set forth in Section 4 of th is Agreement. SECTION 21. DEFAULT. In the eve nt that Consultant is in default under the terms of this Agreement. the City shall not have any obligation or duty to continue compensating Consul tant for any work performed after the date of default. Instead, the City may gi e notice to Consullant of the defau lt and the reasons for the default. The notice shall include the timeframe in which Consultant may cure the default. This timeframe is presumptively thirty (30) days, but may be extended. though not reduced. if circumstances warrant. During the period of time that Consultant is in default, the City shall hold all invoices and shall, when the default is cured, proceed with pay1nent on the invoices. In the alternative, the City may, in its so le discretion, elect to pay some or all of the outstanding invoices during the period of default. If Consultant does not cure the default, the City may take necessary steps to term inate this Agreement under Section 20. Any failure on the part of the City to give notice of the Consultant's default shall not be deemed to result in a waiver of the City's legal rights or any rights arising out of any provision of thi s Agreement. RIV 114822-7830-45:!0' I - 8 - SECTION 22. EXCUSABLE DELAYS. Consultant shall not be liable for tlamages, including liquidated damages, if any. caused by del ay in performance or fai lu re to pertorrn due to causes beyond the control of Consultant. Such causes include, but are not limited to, acts of God. acts of the public enemy, acts of federal, state or local governments, acts of City. court orders, !ires, floods, epidemics. strikes, embargoes, and unusual ly severe weather. The term and price of this Agreement shal l be equitably adj usted for any delays due to such causes. SECTION 23. COOPERATION BY CITY. All public information, data, reports, records, and maps as are existing and available to City as public records, and which are necessary for carrying out the work as outlined in the Exhibit ·'A" ··scope of Services." shall be furnished to Consultant in every reasonable way to facilitate, without undue delay. the work to be performed under this Agreement. SECTION 2-t. NOTICES. All notices required or permitted to be given under this Agreement shall be in writing and shall be personally delivered, or sent by telecopier o r certified mai l. postage prepaid and return receipt requested, addressed as follows: To City: To Consultant: City of Temple Ci ty Attn: City Manager 970 I Las Tunas Dr. Temple City, CA 9 1780 otice shall be deemed effective on the date personally delivered or transmirted by facsimile or. if mailed. three (3) days after deposit of the same in the custody of the United tates Postal Service. SECTION 25. AUTHORJTY TO EXECUTE. The person or persons executing this Agreement on behalf of Consultant represents and warrants that he/she/they has/have the authority to so execute this Agreement and to bind Consultant to the performance of its obl igations hereunder. SECTION 26. ADMlNISTRATION AND 11\ILPLEMENTATION This Agreement shall be administered and executed by the City Manager or his or her designated representative. following approval of this Agreement by the City Council. The City Manager shall have the authority to issue interpretations and to make minor amendments to this R IV #4 82~·783ll-4520 ' I -9 - Agreement on behalf of the City so long as such acti ons do not materially change the Agreement or make a com mitment of additi onal fund s of the City. Al l other changes. modifications. and amendmen ts shall require the prior approval of the City Council. SECTION 27. BINDING EFFECT. This Agreement hall be binding upon the heirs, executors, administrators. successors and assigns of the parti es. SECTION 28. MODIFICATION OF AGREEMENT. No amendment to or modification oflhis Agreement shall be valid unless made in writing and approved by the Consultant and by the City Council. The parties agree that this requi rement for written modifications cannot be waived and that an, attempted waiver shall be void. SECTION29. WAIVER. Waiver by any party to this Agreement of any term. condition. or covenan t of this Agreement shall not constitute a waiver of any other term, condition. or covenanr. Waiver by any party of any breach of the provisions of this Agreement sha ll not constitute a waiver of any other provision nor a waiver of any subsequent breach or violati on of any provision of this Agreement. Acceptance by City of any work or services by Consultant shall not constitute a waiver of any of the provisions of thi s Agreement. SECTION 30. LAW TO GOVERN; VENUE. This Agreement sha ll be interpreted, construed and governed according to the laws of the State of California. In the event of litigation between the parties. venue in state trial courts shall lie exclusi ely in the County of Los Angeles, Cali fornia. In th e event of litigation in a U. District Court. venue shall lie exclusively in the Central Distri ct of California. in Los Angeles. SECTION 31. ATTORNEYS FEES, COSTS AND EXPENSES. ln the event litigation or other proceeding is required to enforce or interpret any provision of this Agreement, the prevailing party in such litigation or other proceeding shall be entitled to an award of reasonable auorney's fees. costs and expenses, in addition to any other relief to which it may be entitled. SECTION 32. ENTIRE AGREEMENT. This Agreement, including the attached Exhibits "A" through "C", is the entire, complete. final and exclusive expression of the parties with respect to th e matters addressed therein and supersedes all other Agreements or understandings, whether oral or written, or entered into between Consultant and City prior to the execution of this Agreement. No statemems. represenLations or other Agreements, whether oral or wrilten. made by any party which are not embodied herein shall be va lid and binding. o amendment to this Agreement sha ll be valid and binding unless in v riting duly executed by the parties or their authorind representatives. H IV #4822-7830-15~0 ' I -I 0- ECTIO 33. SEVERABILITY. If any term, condition or covenant of thi s Agreement is declared or determined by any court of competent jurisdiction to be in valid, void or unenforceable, the remainin g provisions o f this greement shall not be affected thereby and the Agreement shal l be read and construed without the in valid, void or un enforceable provision(s). fN WITNESS WHEREOF. the parties hereto have executed thi Agreement on the date and year first-above written. ATTE T: Mary Flandrick City Clerk APPROVED A TO FORM By: ____________ . Eric S. Vail Cit ttorney By: ______________ ___ 1~=--------------------- OTE: CONSULT ANT' APPROPRIATE lGNATURE TTESTATION RIV # IS2~·78Jrl-4520 vi -I I - CITY OF TEMPLE IT By: -----------------------10 e Pulido. City Manager By:--------------- Its: ------------------- HALL BE DULY NOTARIZED, D HALL BE INCLUDED A 1 Y BE REQUIRED BY THE BYLAWS, ARTICLES OF INCORPORATION, OR OTHER RULES OR REGULATIONS APPLICABLE TO DEVELOPER'S BUSINESS ENTITY. RIV #-1822-7830-15:!0 'I -12 - CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT TATE OF CALIFOR 1,\ COU TY OF On before me. . personally appeared . proved to me on the basis of satisfactory evidence to be Lhe person(s) whose names(s) is/are subscribed to the \\ithin instrument and acknowledged to me that he/shclthe) executed the same in his/her/their authorized capacity(ies). and that by his/her/their signature(s) on the instrument the person(s). or the entity upon behalf of which the person(s) acted. executed the instrument. I ccr1it)' Wlder PENA LTY OF PERJURY under the laws of the State of Calilomia that the foregoing paragraph is true and correct. WITNES my hand and ollicial seal. Signature:---------------- OPTIONAL Though the data below is not required by law. it may prove \'aluable to persons relying on the document and could prevent fraudulent reattachment of this form C PACITY CLAIMED BY SIGNER 0 rNDIYID UAL 0 CORPORATE OFFICER 0 0 0 0 0 PARTNER( TITLE(S) 0 0 LIMIT ED GE ERAL ATIOR EY-!N-FACT TRUSTEE( ) GUARDIAN/CONSER VA fOR OTHER ___________ _ IGNER I REPRE ENTING: (NAME OF PERSO (S) OR ENTITY(IES)) RfV #4821-7830-1510 \ f DESCRIPTION OF ATTACH ED DOCUI\IENT TITLE OR TYPE OF DOCUMENT NUMBER OF P GES DA rE OF DOCUMENT SIGNER(S) OTIIER TIIAN NAMED ABOVE CALIFORNIA ALL-PURPOSE ACKNOWLEDGMENT STATEOFCALIFOR lA COUNTY OF On ___ _ before me, _______ , personally appeared ______ _ 0 personal!> known to me -OR-0 pro\ ed to me on the basis of satisfactory e\'idencc to be the person(s) \\hose names(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they executed the same in his/her/their authorized capacity(ies), and that by his/her/their signalure(s) on the instrumem the person(s), or the entity upon behalf of'' hich the person( s) acted. executed the instrument. WITNESS m) hand and oflicial seal. (SIGNATURE OF NOTARY) OPTIONAL Though the data below is not required by law, it may prO\ e valuable Lo persons relying on the document and could prevent fraudulent reattachment oflhis fom1 CAPACITY CLAI 'l ED BY SIGNER 0 INDIVID UAL 0 CORPORATE OFFICER TITLE(S) P RTNER(S) 0 0 ATTORNEY -I -FACT TRU TEE( ) Ll IITED GE ERAL 0 0 0 0 0 GUA RDIA /CONSERVATOR OTHER ___________ __ SIGNER I REPRESENTING: (NAME OF PER ON(S) OR ENTLTY(IES)) RIV 1148::!~· 7830-15~0 vI DESCRIPT ION OF ATTACHED DOC ~I E T TITLE OR TYPE OF DOCUMENT NUMBER OF PAGES D/\ TE OF DOCUMENT JGNER(S) OTHER THAN NAMED ABOVE 68?6 vl EXHJBIT II A" SCOPE OF SERVICES r. Consultant will perform the following Services: A. B. c. D. II. As part of the Services, Consultant will prepare and deliver the following tangible work products to the City: A. B. c. D. Ill. During performance of the Services, Consultant willl<eep the City appraised of the status of performance by delivering tbe following status reports: A. B. c. D. IV. The tangible work products and status reports will be delivered to the City pursuant to tbe following schedule: A. B. c. RIV 11-182~-7831}-45~0 vi A-I D. V. onsulta nt will utilize the fo llowing per onnel to accomplish the ervices: B. c. D. VI. on ultaot will utilize the following subcontractors to accomplish rbe en •ice : B. c. D. VII. MENDI\fE T The cope of ervices. including services. \\Ork produclS. and per onnel. arc ubject to change b) mutual Agreement. In the ab'lencc of mutual greement regarding the need to change an a pects of performance. Consultant shall com pl.> '' ith the cope of. ervices as indicated above. -2 EXHIBIT "B" COMPENSA TTON I. Consultant s hall use the following rates of pay in the performa nce of the Sen,ices: A. [job] [hourly rate] B. (job] [houri rate] c. [job] [hourlv rate-1 D. [job] [hou rly rate] E. [job] [hourlv rate] fl. Consulta nt may utilize subcontractors as indicated in this Agreement. The hourly rate for a ny s ubcontractor is not to exceed $ per hour without written a uthorization from the City Manager or his designee. III. The City will compensate Consultant for the Services performed upon submission of a valid invoice. Each invoice is to include: A. Line items for all personnel describing the work performed. the number of hours worked, and the hourly rate. B. Line items for all supplies properly charged to the Services. C. Line items for all travel properly charged to the ervices. D. Line items for all equipment properly charged to the Services. E. Line items for al l materials properly charged to the Services. F. Line items for all subcontractor labor, upplies, equipment, materials, and travel properly charged to the Services. rv. The total compensation for the Services shall not exceed $. ____ , as provided in Section 4 of this Agreement. RIV #4 8:?:!-7830-4520 \I B-1 EXHIBIT "C" INSURANCE Insurance Requirements. Consultant shall provide and maintain insurance, acceptable to the City Manager or City Counsel, in full fo rce and effect throughout the term of this Agreement, against claims fo r injuries to persons or damages to property which may arise fi·om or in connection with the performance of the work hereunder by Consul tant. irs agents. representatives or employees. Insurance is to be placed with insurers with a current A. f. Best's rating of no less than A:VJJ. Consultant shall provide tJ1e following scope and li mits of tnsurance: I. Minimum cooe of Insurance. Consultant shall maintain professional liability insurance appropriate ro the Consultant 's profession. This coverage may be written on a ··claims made·' basis, and must include coverage for contractual liabil ity. The professional liability insurance required by this Agreement must be endorsed to be applicable to claims based upon, arising out of or related to services performed under this Agreement. The insurance must be maintained fo r at least J consecuti ve years following the completion of Consul tant's services or the termination of th is Agreement. During thi s additional 3-year period, Consul tant shall annuall} and upon reques t of the City submit written e idence of th is continuous coverage. ? Minimum Limits of Insurance. Consultant shall maintain limits of professional liabil ity in surance no less than $1.000.000 per occurrence. B. Other Provisions. Each insurance po licy required by this Agreement shall be endorsed and state the coverage shall not be suspend ed, voided, cancelled by the insurer or either parry to this Agreement. reduced in coverage or in limits except after 30 days' prior written notice by Certified mail. return receipt requested, has been given to City. C. Other Requirements. Consultant agrees to deposit with City, at or before the effective date of this contract. certificates of insurance necessary to satisfy City that the insurance provisions of this contract have been complied with. The City Anorn ey may req uire that Consultan t furnish City with copies of original endorsements effecting coverage required by this Section. The certificates and endorsements are to be signed by a person authorized by th at insurer to bind coverage on its behalf. City reserves the right to inspect complete, certified copies of all required insurance policies, at any time. I. Consultant shall furnish certifi cates and endorsements from eac h subcontractor itlentical to those Consultant provides. 2. Any deducti bles or self-insured retentions must be declared to and approved by City. At the option of City. either the insurer shall reduce or elim inate such deducti bles or self-insured retentions as respects City or its respective elected or appointed of!icers. officials. employees and voluntee rs or the Consul tant shall procure a bond guaranteeing payment of losses and related investigations. claim adm inistration. defense expenses and clai ms. RIV tl-4822-7i\J0-15~0' I C-1 3. The procuring of such required policy or policies of insurance shal l not be construed to lim it Consultant's liability hereunder nor to fu lfi ll the indemnification pro isions and requirements of this Agreement. R.IV #48:!2-7830-4520 vi C-2 ATTACHMENT 2-NELSON/NYGAARD TRAFFIC REVIEW MEMO ------------- MEMORANDUM To: City of Temple City N ELSON NYG AARD From: Michael Moule, PE, TE, Principal Date: July 23, 2013 ATTACHMENT D Subject Las Tunas Drive Safety & Beautificatio n Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives The purpose of this memorandum is to provide a summary of the traffic operations review conducted during Phase I of the Las Tunas Drive Saf ety & Beautification Project. PROJECT BACKGROUND Freedman Tung+ Sasaki (FfS) and several subconsuJtants (including Nelson\Nygaard) were retained by Temple City to develop conceptual designs for the Las Tunas Drive Streetscape Project in the core of Temple City. The project team developed several alternatives for the streetscape project. Each alternative proposes changes to the number of travel lanes along the corridor, but in different ways. This memo compares the traffic operations of each of the alternam·es. PRE-DESIGN TASKS The Phase I work scope included the following traffic-related tasks conducted during the pre- design portions of Phase I. Review of Existing Traffic Data Available Data: Motor Vehicle Traffic Volumes Nelson\Nygaard reviewed peak-hour motor vehicle traffic ,·olumes at eight (8) intersections on Las Tunas Drive based on counts co ntained in the following documents proved by the City: Temple City Traffic Calming Master Plan (October 18, 2012; City of Temple City) Traffic data provided in the Traffic Calming Master Plan included daily traffic volumes on Las Tunas Drive and other key parallel and intersecting streets within the study area (see Figure 1). Peak-hour motor vehicle turning movements conducted in January 2012 at the following four inter sections on Las Tunas Drive: • Las Tunas Drive I Golden West Avenue • Las Tunas Drive I Kauffman Avenue • Las Tunas Drive I Temple City Boulevard 116 NEW MONTGOMERY STREET, SUITE 500 SAN FRANCISCO, CA 94105 415-284-1544 FAX 41 5-284-1554 www.nelsonnygoard.com Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City • Las Tunas Drive I Oak Avenue 'rlte Gateway Project Trqffic Review (January 25, 2011; RBF Consulting) and Gateway Project Subsequent Mitigated Negative Declaration (February 14, 2011; RBF Consulting) Traffic data collected for the Gateway Project included peak-hour turning movements conducted in September 2005 and June 2009 at the following four intersections on Las Tunas Drive at: • Las Tunas Drive I Rosemead Boulevru·d • Las Tunas Drive I 1\luscatel Ave nue • Las Tunas Drive I Sultana Avenue Las Tw1as Drive I Encinita In addition, the Gateway PI'Oject Traffic Review also provided January 2011 turning movement counts at the Las Tunas Drive I Rosemead Boule,•ard intersection. A comparison of the September 2005, June 2009 and January 2011 counts found that traffic volumes had declined after 2005: • AM Peak Hour traffic volumes declined by approximately twenty (20) percent from 2005 to 2009, followed by an additional two (2) percent decline from 2009 to 2011. PM Peak Hour traffic volumes declined by approximately nine (9) percent from 2005 to 2009, followed by a five (5) percent decline from 2009 to 2011. The observed decline in traffic mlumes since 20051ikely refl ects a nationwide trend. Nationwide, Vehicle Miles Traveled (VMT) has continually grown at roughly the same rate for decades. VMT natiomvide started leveling off in 2005 and peaked in 2007, with reductions in VMT observed for the last several years. The stark reversal in the growth in VMT was a reflection of many factors, including. Undoubtedly, some of this change can be attributed to the 2008 real estate collapse, which resulted in an economic recession. VMT will likely increase somewhat as the economy continues to recover. However, other factors have affected VMT and these factors are not likely to change, including demographics (baby boomers retiring, young generations choosing not to dri,·e), technology (connectivity reduces the need to tra,•el), and fuel prices. Peak How· Volumes on Las Tunas Drive Based on re,iew of the peak-hour traffic volumes described above, the Daily and Peak Hour Volumes observed on Las Tunas Drive arc as follows: • Daily ,·olumes: between 22,000 and 27,000 daily \'chicles within the core of the study area (east of Rosemead Boulevard). • Peak-hour volumes: approximately t,8oo vehicles during the AM Peak I lour, and approxi mately 2,000 vehicles dtuing the PM Peak Hour. Data Not Available: Pedestrian Crossing Volumes The traffic data described above was limited to motor ,·chicle volumes and turning movements. Since pedestrian crossings can ha\'e an effect on traffic operations, as well as affecting the effective length of signal phases at actuated signal locations, the number of ~pedestrian calls-can affect traffic operations, particularly in commercial districts \\ith higher rates of pedestrian travel. Therefore: For purposes of developing and comparing initial concepts during Phase I, the number of pedestrian calls at key intersections was estimated based on field obsen•ations. Nelson\Nygaard Consulting Associates Inc. 1 2 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City • If a transportation impact analysis (TIA) is conducted dming Phase II: Nelson\Nygaard recommends that additional peak-hour counts be conducted at select intersections on Las Tunas Drive to include: Number of pedestrian crossings, for purposes of assessing the impact of "pedestrian calls" on motor vehicle level of service, and for refining the proposed signal plan during Phase II. Comparison of 2013 traffic volumes \\ith prior counts collected in 2009, 2011 and 2012 (noting the change in traffic volumes that occurred after 2005, as described above) Figure 1 Daily Traffic Volumes (January 2012 Counts) Source Temple C1ty Traffic Calm1ng Master Plan tOctober 2012) As shown on Figure 1 above: Daily Motor Vehicle Traffic volumes on Las Tunas Drive vary from east to west, between 22,000 and 27,000 daily vehicles within the core of the planning area (east of Rosemead Boulevard). Since a single lane can accommodate approximately 10,000 daily cars in interrupted flow situations: these daily volumes suggest that 2 to 3 travel lanes could potentially accommodate the volume of traffic (primarily contingent on "critical movements" and signal-phasing during the peak hours at signalized intersections). Nelson\Nygaard Consulting Associates Inc. 13 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City LOS NlfJELES COUNTY Source Temple Ctty Traffic Calm1ng Master Plan (October 2012) Las Tunas Drive carries approximately 1,800 vehicles during the AM Peak Hour and 2,000 vehicles during the PM Peak Hour. A review of critical movements on Las Tunas Drive suggests that a reduction in the number of travel lanes on Las Tunas Drive may be feasible, contingent on modifications to signal phases in order to maximize efficiency under a modified roadway configuration. At most intersections (east of Rosemead), through volumes could be accommodated with fewer lanes by reducing the amount of "red time" for through movements on Las Tunas Drive by reducing the allocation of green-time to side-streets (which is primarily a function of pedestrian-crossing distances), and by adjusting the signal coordination settings between intersections on the corridor to more effectively "meter" traffic approaching the intersection with Temple City Boulevard (where most delay occurs today). At the intersection of Las Tunas Drive with Temple City Boulevard: through volumes are lower than at other intersections (due to an increased portion of turning movements that occur at that major intersection); therefore, through movements on Las Tunas Drive will require less "green time" than at other intersections. In addition: reducing the length of the signal cycle (currently 70 seconds at Las Tunas Drive & Temple City Boulevard) to 50 or 60 seconds could increase the efficiency of the intersection by reducing the length of red-signals. Reducing the length of the signal cycle would be contingent on reducing the length of pedestrian crossings. Nelson\Nygaard Consulting Associates Inc. 14 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Field Observations Nelson\Nygaard staff conducted field obsen·ations to: Confirm the existing signal timing parameters for vehicle moYements and pedestrian crossings. • Observe traffic operations on the corridor, particularly focusing on peak-hour operations at the intersection of Las Tunas Drive and Temple City Boulevard, where the greatest delay and queuing to motorists was observed within the cenb·al core of study area (excluding the Rosemead intersection) • Observe peak-hour queuing patterns approaching Temple City Boule,·ard at the primary constraint point within the core of the study area. • Observe levels of pedestrian activity, for purposes of estimating the number of peak hour pedestlian crossings at signalized intersections, since the number of wpedestrian calls" is relevant to traffic signal operations. INITIAL CONCEPTS Development of initial "broad brush" design concepts primmily focused on the ·'core" of the study area, east of Sultana Avenue and west of Rowland Avenue. The initial concepts included: • Potential modifications to motor vehicle lanes, on-stx·eet parking and pedestrian crossing distances, as well as potential provision of bicycle lanes. • Consideration of reducing the number of travel lanes within the core of the study area, where Las Tunas Dri,·e currently provides four through lanes and a continuous two-way center-turn lane, in order to allow for the potential provision of increased on-street parking supply, wider sidewalks, and/or bicycle lanes. Factors Affecting the Required Number of Motor Vehicle Lanes Determining the desirable number of b·avellanes and e\·aluating traffic operations can be ,·ery complex, due to the range of variables that affect traffic flow. One common misconception is that providing more travel lanes is the only way to increase capacity or improve traffic operations along a roadway. Hm,,e,·er, when considering a streetscape project on an existing urban thoroughfare, where the goal is to revitalize a community, encourage economic development, and provide access, mobility, and safety for all users of the street, it is impmtant to consider the fact that more lanes may create unintended consequences create challenges for some users. Therefore. one aspect of a stx·eetscape project is to evaluate the existing number of lanes, and determine if it is possible to reduce the number of lanes in order to improve the streetscape and improve conditions for non-motorized users. There are many factors that must be considered when determining how many travel lanes are needed on a corridor. Traffic Volume Existing and future traffic ,·olumes are typically used to evaluate traffic operations. Traditionally, traffic engineers assumed that there would be consistent growth in traffic in fu ture years, based on the fact that historically traffic volumes haYe increased within a region or along a stx·eet Nelson\Nygaard Consulting Associates Inc. I 5 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City However, in 2005, the long-standing trend of traffic growth in the 50 States started changing. Traffic volumes simply aren't growing as fast now as in past years; in many cases traffic volumes have declined, including on the Las Tunas Drive corridor. Another important factor is that the human factor of the driver affects traffic volumes. Drivers tend to avoid congested corridors, and will divert to streets or highways v.<ith less congestion. Therefore, whenever capacity is increased on a street, adrutional traffic is "attracted" to that street. Conversely, if traffic capacity is reduced on a street, drivers may avoid driving on that street. Las Tunas Drive in Temple City is part of a well-connected network of sb·eets in this portion of Los Angeles County. If traffic capacity on Las Tunas Dri,·e is reduced enough to encourage drivers to drive on this street less frequently, there are many other alternatives. Some of tl1esc alternatives are collector streets such as Longden and Live Oak, which could be negatively affected by adrutional b·affic volume. However, it is likely that some of the traffic on Las Tunas Drive is currently choosing to avoid congestion on the parallel freeways, inclurung Interstate 210 and California 60. Therefore, it is quite possible that traffic that may be diverted from Las Tunas Drive will simply stay on the freeways. The existing traffic volumes were used in the analysis for Las Tunas Drive, without any growth factor. The goal in this case is to be able to carry the existing volumes, in part because additional through traffic could be detrimental to the community. On the other hand, maintaining traffic volumes at similar levels can be impmtant to the viability of the existing businesses in the area. • During the "peak hours" of the AM and PM commute periods: Las Tunas Drive carries about 1,200 vehicles per hour in the "peak-direction" (westbound morning & eastbound evening). • In the "reverse-peak direction": Las Tunas Drive carries about 6oo vehicles per hour in the AM, and 8oo verucles per hour in the PM. Duration of Red Traffic Signals On signalized urban thoroughfares, the an1ount of traffic that can be carried by a single lane on a street is largely determined by how much green time is provided for the through movements on the street. Where there are no stop signs or signals interrupting the flow, a single lane can carry approximately 1,900 vehicles per hour. When signals are inb·oduced, the volume of traffic that can be carried by each approach lane can be calculated by multiplying this volume by the g/C ratio (green time ruvided by the total cycle length), or the ·'split". A typical signal has a 45% split, resulting in a capacity of about 8 50 vehicles per approach lane. The g/C ratio is affected by many factors that increase the red time for each movement. Volume of Cross Traffic One major contributor to red time for a given movement is the amount of conflicting traffic at an intersection. Where an urban thoroughfare Oike Las Tunas Drive) crosses minor streets, there is a relatively small amount of cross traffic, which doesn't require much green time for the side street. Nelson\Nygaard Consulting Associates Inc. I 6 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City In such a case: the thoroughfare could have a green signal more than 6o% of the time, resulting in a capacity of more than 1,200 vehicles per approach lane. Howe\·er, where a thoroughfare crosses another major street , the other street needs more green time, thus taking away green time for the thoroughfare being evaluated. As a result, on any given corridor, the major intersections typically represent the "bottlenecks". Signal Phases for Turning Vehicles Where "protected" left-turn phases are provided: red intervals for through traffic must be lengthened. Consequently, the g/C ratio for through movements is reduced as low as 30% --thus lowering capacity to less than 6oo vehicles per approach lane. Typically this occurs at an intersection with another major street, where through-volumes are lower since a portion of motorists on the thoroughfare make a left tum or right tum. This is the case where Las Tunas Drive intersects Temple City Boulevard: the peak-direction through-volume is less than 1,000 vehicles Oower than at minor intersections) since a portion of motorists tw·n on to and off of Temple City Boulevard. P·edestrian Crossing Distances Pedestrian crossing distance is often the single greatest factor in requiring longer red intervals on a major thoroughfare, since the pedesu;an signal must include (1) a "WALK' interval, generally 7 seconds minimum, and a pedestrian clearance interval or "Flashing Don't Walk" (FDW) interval, with the FDW interval determined based on the amount oftime required for a pedestrian to cross the entire width at a walking speed of 3.5 feet per second (based on current MLITCD standards; some intersections still operate with a FDW interval based on the old standard of 4 feet per second). Based on these parameters: A pedestrian crossing Las Tunas DriYe within the core segment -70 feet in width -would require a 7 second WALK interval and 20 second FDW interval, and most intersections provide an additional "red clearance" interval, typically 1.0 to 1.5 seconds. Therefore, motorists on the thoroughfare would have a red signal for approximately 28 seconds at pedestrian crossings, even at minor side-streets where motor vehicle traffic could be accommodated with a much shatter phase (as shOLt as 10 seconds or less in some cases). On Las Tunas Drive: a 28-second red represents 40% of the cycle, thus lowering the g/C ratio for through-traffic on the thoroughfare to approximately 54% (factoring in yellow- interval and red-clearance), thus resulting in a lane capacity of approximately 1,050 vehicles per approach lane for through-traffic. As a result the existing g/C ratio of 54% requires two lanes to accommodate the peak-direction peak-hour volume of 1,200 vehicles per hour. • By contrast: if the pedestrian crossing distance were to be reduced to 42 feet, by installing pedestrian curb extensions in conjunction with lane reductions, the required pedesoian FDW interval would be reduced to 12 seconds, plus a 7-second WALK interval and l- second red clearance. In that case this would reduce the red time for through vehicles on Las Tunas Drive by eight seconds, thus increasing the g/C ratio to 66% --resulting in a potential capacity of 1,280 vehicles per approach lane. In that case: a single lane could accommodate the peak-direction peak-hour traffic volume. Nelson\Nygaard Consulting Associates Inc. 17 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Pedestrian Volumes The volume of pedestrian crossing is also relevant, especially on a corridor such as Las Tunas Drive where pedestrian crossing phases are uactuated" (i.e., the WALK interval is triggered by a pushbutton). Therefore, the precise g/C ratio is ultimately a function of the frequency of "pedestrian calls., that occur when pedestrians trigger the WALK signal. Initial Concept Alternatives Existing Configuration • Five (5) motor vehicle Janes: 2 eastbound, 2 westbound, 1 center turn-lane No bicycle lanes • 70' to 76. curb-to-curb width 70' to 76' pedestrian crossing distances Pedestrian interval: observations indicated the current pedestrian interval is 24 seconds where the WALK interval crossing distance is 70', with a 7-second WALK interval an d a 17-second FLASHING DONT. Note: Based on the 2012 California MUTCD, a 27-second pedestrian interval would now be required for a 70' crossing distance, with a 7-second WALK plus 20-second FLASHING DON'T WALK. Tllis is based on change on a walking speed to 3.5 feet per second (while previous MUTCD gujdelines had recommended 4.0 feet per second). In addition, where the crossing distance is 76', an additional two seconds is required. thus a 29-second pedestrian interval. • Given the existing 24-second pedestrian inten·als, red intervals for Las Tunas Drive at minor intersections (i.e., excluding Temple City Boulevard and Rosemead Boulevard) generally last for 25 seconds (with cycle lengths of approximately 60 seconds at those minor intersections). Existing Traffic Capacity Minor Intersections (Theoretical Capaciht) Based on the existing pedestrian intervals, the current theoretical hourly capacity at minor intersections is approximately 1,000 vehicles per lane per hour, thus a theoretical capacity of approximately 4,000 vehicles per hour for the entire roadway. (Note: the precise capacity is affected by the frequency of"pedestrian calls". Where pedestrian calls are infrequent, and cross- traffic volumes are low, the through capacity would be higher than described here). Major Intersections (True Capacity) However, the true capacity on Las Tw1as Drive is a ftmction of downstream capacity at major intersections such as Las Tunas DriYe I Temple City Boulevard and Las Tunas Dtive I Rosemead Boulevard. Most relevant to the proposed Irutial Concepts (which propose lane reductions east of Sultana) is the capacity at the intersection with Temple City Boulevard. Lane capacity is reduced at that intersection due to the increased volume of conflicting movements Oeft-tums) and side- street volumes on Temple City Boulevard. Based on the current signal plan, and obsetvalions of queue capacity: • At the intersection of Las Tunas Drive with Temple City Boulevard: the current effective capacity on Las Tunas Drive is estimated to be between 2,500 and 3,000 vehicles per hour. Nelson\Nygaard Consulting Associates Inc. I 8 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City • As noted in the review of existing traffic data: Las Tunas Drive cwTently canies approximately 1,800 vehicles during the AM Peak Hour, and approximately 2,000 vehicles during the PM Peak Hour. Due to the imbalance in capacity between minor intersections (theoretical capacity of 4,000) and the intersection with Temple City Boulevard (effective capacity of 2,500 to 3,000): vehicle queuing was observed to occw· on the block approaching Temple City Boulevard (with some queues extending more than one block, and some motorists needing to wait through two signal cycles). Queuing and delays at this intersection could be reduced if the upstream signals were to effectively "meter" traffic (i.e., by adjusting the upstream capacity to match the capacity of 3,000 vehicles at the intersection with Las Tunas Drive). Conceptual Alternative 1 &2 • Reduce to fom (4) motor vehicle travel lanes east of Snltana: 2 eastboun d, 1 westbound, 1 center-turn lane • so' to 52' curb-to-curb width • Approximately so' pedestrian crossings (with bulbouts at most crosswalk locations) • Pedestrian intervals can be reduced to 21 seconds (7 second WALK plus 14 second flashing don't walk) with a so' crossing distance. Where right-turn pockets are provided, the pedestrian intervals could be 23 to 24 seconds. • Longer green intervals on Las Tunas due to reduction in pedestrian crossing distance and con·esponding reduction in pedestrian crossing time (allowing for shorter red intervals) plus potential extension of cycle length (at minor intersections only). Traffic Capacity under Alternatives 1 & 2 Theoretical traffic capacity per lane would increase on Las Tunas Drive to approximately 1,100 per through lane. Thus, an homly capacity of up to 3,300 hourly vehides at minor intersections, while the capacity at the intersection witl1 Temple City Boulevard would remain at approximately 3,000 hourly vehicles (exceeding the peak-hour volume of 1,800 ,·ehicles during the AM Peak Hom and 2,000 vehicles during the PM Peak Hom). Conceptual Alternative 3 • Reduce to three (3) motor vehicle travel lanes east of Sultana: 1 eastbound, 1 westbound, 1 center-turn lane • 42' cmb-to-cmb width • Approximately 42' pedestrian crossings • Pedestrian intervals can be reduced to 19 seconds (7 second WALK plus 12 second flashing don't walk) with a 42' crossing distance. • Longer green intervals on Las Tunas due to reduction in pedestrian crossing distance and corresponding reduction in pedestrian crossing time (allov.ring for shorter red inter>als) plus potential extension of cycle length (at minor intersections only). Nelson \Nygaard Consulting Associates Inc. 19 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Traffic Capacity under Alternative 3 Theoretical traffic capacity per lane would increase on Las Tunas Drive to approximately 1,200 per lane. Thus, an hourly capacity of approximately 2,400 \·ehicles (exceecling the peak-hour volume of 1,8oo vehicles during the AM Peak Hour and 2,000 \·ehicles duxing the PM Peak Hour). ANALYSIS OF INITIAL CONCEPTS Public workshops & study sessions included presentations focusing on signal parameters and lane capacity relative to the initial concepts. In preparation for those workshops, Nelson\Nygaard provided an analysis of initial concept alternatives, based on the existing data and field observations described above. Intersection Level of Service This section provides a comparison of intersection level of service (LOS) based on the available data, field observations and SYNCHRO model outputs. Synchro Model Incorporating the existing data and field observations conducted, Nelson\Nygaard created a traffic operations model, using SYNCI-IRO 8 software, to evaluate and compare peak-hour operations under Existing Conclitions, and provide an initial comparison of the Phase I Conceptual Alternatives. Figure 3 Intersection Level of Service Definitions Intersection Control Delay LOS Flow Type Operational Characteristics (seconds/vehicle) at Signalized Intersections Free-flow conditions with negligible to minimal delays. Excellent A Stable Flow progression with most vehicles arriving during the green phase < 10 and not having to stop at all. Nearly all drivers find freedom of operation. Good progression with slight delays. Short cycle-lengths typical. B Stable Flow Relatively more vehicles stop than under LOS A. Vehicle > 10-20 platoons are formed. Drivers begin to feel somewhat restricted within groups of vehicles. Relatively higher delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures may begin to c Stable Flow appear. The number of vehicles stopping is significant. although > 20-35 many still pass through without stopping. Most drivers feel somewhat restricted. Somewhat congested conditions. Longer but tolerable delays Approaching may result from unfavorable progression. long cycle lengths. D Unstable Flow and/or htgh volume-to-capacity ratios Many vehicles are > 35-55 stopped. lndtvidual cycle failures may be noticeable. Drivers feel restricted dunng short periods due to temporary back-ups. Nelson\Nygaard Consulting Associates Inc. 110 LOS E F Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Intersection Control Delay Flow Type Operational Characteristics (seconds/vehicle) at Signalized Intersections Congested conditions. Significant delays result from poor progression, long cycle lengths, and high volume-to-capacity Unstable Flow ratios. Individual cycle failures occur frequently. There are > 55-80 typically long queues of vehicles waiting upstream of the intersec!Jon Driver maneuverability is very restricted. Jammed or grid-lock type operating conditions. Generally considered to be unacceptable for most drivers. Zero or very Forced Flow poor progression, with over-saturation or high volume-to-> 80 capacity ratios. Several individual cycle failures occur. Queue spillovers from other locations restrict or prevent movement. Source: H1ghway Capac1ty Manual {HCM) Nelson\Nygaard Consulting Associates Inc. 111 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City AM Peak Hour Level of Service The initial comparison of AM Peak Hour LOS under Conceptual Alternatives 1, 2 and 3 found that the intersection would continue to operate at LOS C, with average delay of 31 to 32 seconds, under all three Alternatives 1, 2 and 3. Figure 41nitial LOS Comparison at Los Tunas Drive I Temple City Blvd Intersection (AM Peak Hour) AM Peak Hour Alts 1& 2 Alt3 LAS TUNAS DR Eastbound 17 15 20 Through 17 8 16 turn 17 66 66 Westbound 26 43 43 Through 27 51 51 TEMPLE CITY BLVD Northbound 23 32 32 Through 20 25 25 Left-turn 44 >80 >80 Southbound 21 24 24 Through 20 23 23 turn 38 37 37 OVERAU 22 31 32 Nelson\Nygaard Consulting Associates Inc. 112 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City ofT emple City PM Peak Hour Level of Service The initial comparison of AM Peak Hour LOS under Conceptual Alternatives 1, 2 and 3 indicates that the intersection would continue to operate at LOS C, with average delay of 22 seconds, under Conceptual Alternatives 1 and 2. Under Conceptual Alternative 3, average delay would increase to 37 seconds. Average vehicle delay exceeding 35 seconds would constitute LOS D, but still be considered acceptable. Figure Slnitial LOS Comparison at Los Tunas Drive I Temple City Blvd Intersection (PM Peak Hour) PM Peak Hour Alts 1& 2 Alt3 LAS TUNAS DR Eastbound 27 14 31 Through 30 9 36 turn 14 50 12 Westbound 19 19 33 Through 14 TEMPLE CITY BLVD Northbound 19 29 47 Through 15 18 21 Left-turn 39 >80 >80 Southbound 19 28 47 Through 18 20 24 Left-tum 45 75 >80 OVERALL 22 22 37 Nelson\Nygaard Consulting Associates Inc. 113 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Traffic Operations at Other Intersections (PM Peak Hour) Nelson\Nygaard also pro,ided an initial comparison of PM Peak Hour LOS at other intersections on Las Tunas Drive under Conceptual Alternatives 1, 2 and 3. As shown on Figure 6: • Most intersections would operate at LOS A or B • The intersection with Temple City Boulevard would operate at LOS C under Alternatives 1 and 2 (consistent with £xjsting Conditions) while delay under Alternative 3 would cross the threshold to LOS D The intersection with Rosemead would operate at LOS E under all scenrui os • This preliminary analysi found that the intersection of Las Tunas Dri,·e with Encinita would operate at LOS F, due to eastbound peak-hom· delay approaching the "merge point" (where the lane reduction would occur). This delay could be reduced by developing a signal plan to effectively "meter" traffic (thus reducing delay where the merge would occur). Figure 61nitial LOS Comparison at Las Tunas Corridor Intersections (PM Peak Hour) PM, Peak H'our LOS Comparison Existing Al.ts 1 & 2 Alt3 LAS TUNAS DR Las Tunas I Rosemead E E E ~ 1-~ - Las Tunas I Sultana A A A ----- Las Tunas/ Encinita A B F -·---1-·--· Las Tunas/ other intersections* A A B ·-1-~ Las Tunas I Temple City Bl'vd c c D *Other signali zed intersections between Sultana and Golden W est. Nelson\Nygaard Consulting Associates Inc. 114 ~ - - - Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City SCHEMATIC DESIGN Based on input received during the pre-design and conceptual designs described above, schematic designs were prepared by FfS, \vith input from team members including Nelson\Nygaard, to refine initial con cepts and illustrate desired street and landscape elements prior to Phase II. CEQA-LEVEL TRANSPORTATION IMPACT ANALYSIS Consistent with the scope of work identified in the City's original Request for Proposals (RFP), the Phase I work scope did not include a Transpmtation Impact Analysis (TIA) such as would be prepared as prut of an Environmental Impact Report (ElR) or other CEQA document. As described above: the Phase 1 work scope focused on a pre-design review of existing conditions, development of initial concepts and a comparison of those concepts based on available data. Nelson\Nygaard has prepared a proposed work scope to prepare a TIA if desired by the City during Phase II. The proposed TIA work scope also includes assistance in refining the signal- timing plan for the corridor, with the goal of refining the signal timing plan to maximize lane capacity in conjunction with the desired street reconfiguration. In addition, the proposed TIA scope would include the collection of pedestrian-crossing volumes along with new motor vehicle counts, in order to refine the Synchro model assessment based on the number of pedestrian calls. Nelson\Nygaard Consulting Associates Inc. 115 ATTACHMENT 3-PROJECT ALTERNATIVES CONCEPT PLANS --- ' , ~-,~ _ .. -·-1P. -. ,... ....... EXISTING CONDITIONS: AERIAL MAP, CROSS-SECTIONS & VIEWS I ~;.,'Q;'~";,1~..,, •••• ,.._,, ... ..,, ......... .,..., US lUNAS OIIIVE e *·91111'6 ii'i' i'i'i'' 'liP"' Ali'' "" 110 ,, 1t •IJo-~-!1'....,~ ~Q-2-'"".-) I 110W tOtO~t~A4 ,.........., .... , 7U-($Ut&UA"' • ....._.,.., ,.... r. __ ,_...,_ .. --.~ .. ___ ,.._. .. _,_ T.__O....f\OW ..,. .... MttMWt JttW.,....tsMfWJOMo;IZ~rc... -.:tiLGN ~ ................ ~ ..,._.,~ EXISTINC CONDITIONS SUMMARY I .• .;..,_.,,. ""' .. ·~ ... .. ,..,. IU ... ... _ '*·*"iii:P'd,."*IS" "II "liE ~-·-..... -·-.ll)• ....... fll oQ- ~•::~~-"'"" .. .... ~--~ ... ,._..... .. __ _,. CONCEPT ALTERNATIVE 1 (4 LANES · ANGLED/PARALLEL IN CORE): SUMMARY 1..;, .,....,,,;,. • = ..... --------------------------------------------------------------------------------------------------------------------------------~-----~----------------------- fl ·l 18'5hrliii f'H+§jJiUI!dd'f'591d =uM ,1!1' CONCEPT ALTERNATIVE 2 (4 LANES · PARALLEL IN CORE): SUMMARY!..;.~,;~.~. 1 1 __ ,... " • ... ~ '~ ,._ .. .._ ___ . .... ............ , .......... ..,..._,.....c-..~,. __ -.... ~-" ..... _ --- Attachment E. Summary Matrix: Design/Alternative Option 3 ""' _....,...,.. ,,,~----~,~ = ........ t_. ___ _ CONCEPT ALTERNATIVE 3 (3 LANES ·ANGLED IN COREl: SUMMARY I,~..;,...,.::. MEMORANDUM To: City of Temple City NE L S O N NYGAARD From: M ichael Moule, PE, TE, Principal Date: July 23, 2013 ATTACHMENT D Subject Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives The purpose of this memorandum is to provide a summary of the traffic operations review conducted during Phase I of the Las Tunas Drive Safety & Beautification Project. PROJECT BACKGROUND Freedman Tung + Sasaki (FTS) and several subconsultants (including Nelson\Nygaard) were retained by Temple City to develop conceptual designs for the Las Tunas Dri,·e Streetscape Project in the core of Temple City. The project team developed several alternatives for the streetscape project. Each alternative proposes changes to the number of travel lanes along the corridor, but in different ways. This memo compares the traffic operations of each of the alternatives. PRE-DESIGN TASKS The Phase I work scope included the following traffic-related tasks conducted during the pre- design portions of Phase I. Review of Existing Traffic Data Available Data: Motor Vehicle Traffic Volumes Nelson\Nygaard reviewed peak-hour motor vehicle traffic ,·olumes at eight (8) intersections on Las Tunas Dt;ve based on counts contained in the following documents proved by the City: Temple City Trqffi.c Calming Master Plan (October 18, 201 2; City ofTemple City) Traffic data provided in the Traffic Calming Master Plan included daily traffic volumes on Las Tunas Drive and other key parallel and intersecting streets within the study area (see Figure t). Peak-hour motor vehicle turning movements conducted in Januaty 2012 at the following four intersections on Las Tunas DriYe: • Las Tunas Drive I Golden West Avenue • Las Tunas Drive I Kauffman Avenue • Las Tunas Drive I Temple City Boulevard 116 NEW MONTGOMERY STREET, SUITE 500 SAN FRANCISCO, CA 94105 415-284-1544 FAX 415-284-1554 www. nelsonnygoord .com .------------------~--- Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of T em pie City Las Tunas Olive I Oak Avenue The Gateway Proj ect TJ·affic Reuiew (January 25, 2011; RBF Consulting) and Gateway Project Subsequent Mitigated Negative Declaration (Feb1-uary 14 , 2011; RBF Con sulting) Traffic data collected for the Gateway Project included peak-hour turning movements conducted in September 2005 and June 2009 at the following four intersections on Las Tunas Drive at: Las Tunas Olive J Rosemead Houlevard • Las Tunas Drive I Muscatel Avenue • Las Tunas DtiYe I Sultana Avenue Las Tunas Olive I Encinita In addition, the Gateway Project T,.affic Rel'iew also provided January 2011 turning mo,·ement counts at the Las Tunas Olive I Rosemead Boulevard intersection. A comparison of the September 2005, June 2009 and January 2011 counts found that traffic volumes had declined after 2005: • AM Peak Hour traffic ,·olumes declined by approximately twenty (20) percent from 2005 to 2009, followed by an additional two (2) percent decline from 2009 to 2011. • PM Peak Hour traffic volumes declined by approximately nine (9) percent from 2005 to 2009, followed by a five (s) percent decline from 2009 to 2011. The observed decline in traffic volumes since 20051ikely reflects a nationv.ride trend. Nationv.ride, Vehicle Miles Traveled (VMT) has continually grown at roughly the same rate for decades. VMT nationwide started leveling off in 2005 an<l peaked in 2007, with reductions in VMT observed for the last several years. The stark re,·ersal in the growth in VMT was a reflection of many factors, including. Undoubtedly, some of this change can be attributed to the 2008 real estate collapse, which resulted in an economic recession. VMT \\rill likely increase somewhat as the economy continues to reco,·er. However, other factors have affected VMT and these factors are not likely to change, including demographics (baby boomers retiring, young generations choosing not to dri\·c), technology (connectivity reduces the need to travel), and fuel prices. Peak Hour Volumes o n Las Tunas Drive Based on re,·iew of the peak-hour traffic volumes desc1ibed abO\·e, the Daily and Peak !lour Volumes observed on Las Tunas Dli,·e are as follows: Daily volumes: between 22,000 and 27,000 daily vehicles within the core of the study area (east of Rosemead Boulevaxd). • Peak-hour volumes: approximately 1,8oo vehicles dw·ing the AM Peak Hour, and approximately 2,000 vehicles during the PM Peak Hour. Data Not Available: Pedestrian Crossing Volumes The traffic data desclibed above was limited to motor Yehicle volumes and turning movements. Since pedestrian crossings can ha,·e an effect on traffic operations, as well as affecting the effective length of signal phases at actuated sign allocations, the number of "pedestiian calls~ can affect traffic operations, particularly in commercial districts \~th higher rates of pedestrian travel. Therefore: For purposes of developing and com paling initial concepts during Phase I, the number of pedestiian calls at key intersections was estimated based on field observations. Nelson\Nygaard Consulting Associates Inc. 12 ,--------------------- Las Tunas Drive Safety & Beautificatiion Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City ofT emple City • If a transportation impact analysis (TIA) is conducted during Phase II: Nelson\Nygaard recommends that additional peak-hour counts be conducted at select intersections on Las Tunas Drive to include: Number of pedestrian crossings, for purposes of assessing the impact of "pedestrian calls" on motor Yehicle level of service, and for refining the proposed signal plan during Phase II. Comparison of 2013 traffic volumes with plior counts collected in 2009, 2011 and 20 12 (noting the change in traffic volumes that occun-ed after 2005, as desclibed above) Figure 1 Daily Traffic Volumes (January 2012 Counts) Source. Temple C1ty Traffic Calming Master Plan (October 2012) As shown on Figure 1 above: Daily Motor Vehicle Traffic volumes on Las Tulflas Drive vary from east to west, between 22,000 and 27,000 daily vehicles within the core of the planning area (east of Rosemead Boulevard). Since a single lane can accommodate approximately 10,000 daily cars in interrupted flow situations: these daily volumes suggest that 2 to 3 travel lanes could potentially accommodate the volume of traffic (primarily contingent on "critical movements• and signal-phasing during the peak hours at signalized intersections). Nelson\Nygaard Consulting Associates Inc. 1 3 ---------- Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City LOS ANOELES COUNTY Source Temple C1ty Traffic Calming Master Plan (October 2012) Las Tunas Drive carries approximately 1,800 vehicles during the AM Peak Hour and 2,000 vehicles during the PM Peak Hour. A review of critical movements on LasT unas Drive suggests that a reduction in the number of travel lanes on Las Tunas Drive may be feasible, contingent on modifications to signal phases in order to maximize efficiency under a modified roadway configuration. At most intersections (east of Rosemead), through volumes could be accommodated with fewer lanes by reducing the amount of "red time" for through movements on Las Tunas Drive by reducing the allocation of green-time to side-streets (which is primarily a function of pedestrian-crossing distances), and by adjusting the signal coordination settings between intersections on the corridor to more effectively "meter" traffic approaching the intersection with Temple City Boulevard (where most delay occurs today). At the intersection of Las Tunas Drive with Temple City Boulevard: through volumes are lower than at other intersections (due to an increased portion of turning movements that occur at that major intersection); therefore, through movements on Las Tunas Drive will require less "green time" than at other intersections. In addition: reducing the length of the signal cycle (currently 70 seconds at Las Tunas Drive & T em pie City Boulevard) to 50 or 60 seconds could increase the efficiency of the intersection by reducing the length of red-signals. Reducing the length of the signal cycle would be contingent on reducing the length of pedestrian crossings. Nelson\Nygaard Consulting Associates Inc. 14 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Field Observations Nelson\Nygaard staff conducted field observations to: • Confirm the existing signal timing parameters for vehkle movements and pedestrian crossings. • Observe traffic operations on the corridor, particularly focusing on peak-hour operations at the intersection of Las Tunas Drive and Temple City Boulevard, where the greatest delay and queuing to motorists was observed within the central core of study area (excluding the Rosemead intersecti on) Observe peak-hour queuing patterns approaching Temple City Boulevard at the primary constraint point within the core of the study area. Observe levels of pedestrian activity, for purposes of estimating the number of peak hour pedestrian crossings at signalized intersection s, since the number of ~pedestrian calls~ is relevant to traffic signal operations. INITIAL CONCEPTS Development of initial "broad bmsh" design concepts primarily focused on the "core" of the study area, east of Sultana Avenue and west of Rowland Avenue. The initial concepts included: • Potential modifications to motor vehicle lanes, on-street parking and pedestrian crossing distances, as well as potential provision of bicycle lanes. • Consideration of reducing the number of tra,·ellanes within the core of the study area, where Las Tunas Drive currently provides four through lanes and a continuous two-way center-tum lane, in order to allow for the potential provision of increased on-street parking supply, wider sidewalks, and/or bicycle lanes. Factors Affecting the Required Number of Motor Vehicle Lanes Determining the desirable number of travel lanes and evaluating traffic operations can be very complex, due to the range of variables that affect traffic flow. One common misconception is that providing more travel lanes is the only way to increase capacity or improve traffic operations along a roadway. However, when considering a streetscape project on an existing urban thoroughfare, where the goal is to revitalize a community, encourage economk development, and provide access, mobility, and safety for all users of the street, it is important to consider the fact that more lanes may create unintended consequences create challenges for some users. Therefore, one aspect of a streetscape project is to evaluate the existing number of lanes, and determine if it is possible to reduce the number of lanes in order to improve tl1e streetscape and improve conditions for non-motorized users. There are many factors that must be considered when determining how many travel lanes are needed on a corridor. Traffic Volume Existing and future h·affi c volumes are typically used to evaluate traffic operations. Traditionally, traffic engineers assumed that there would be consistent growth in traffic in future years, based on the fact tl1at historically traffic volumes have increased within a region or along a street Nelson \Nygaard Consulting Associates Inc. I 5 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City However, in 2005, the long-standing trend of traffic growth in the so States started changing. Traffic volumes simply aren't growing as fast now as in past years; in many cases traffic volumes have declined, including on the Las Tunas Drive corridor. Another important factor is that the human factor of the driver affects traffic volumes. Drivers tend to avoid congested corridors, and will divert to streets or highways v.rith less congestion. Therefore, whenever capacity is increased on a street, additional traffic is "attracted" to that street. Com·ersely, if traffic capacity is reduced on a street, d1ivers may avoid driving on that street. Las Tw1as Dtive in Temple City is pa1t of a well-connected network of streets in this portion of Los Angeles County. If traffic capacity on Las Tunas Dri,·e is reduced enough to encourage chivers to drive on this street less frequently, there are many other alternatives. Some of these alternatives are collector streets such as Longden and Live Oak, which could be negatively affected by additional traffic volume. However, it is likely that some of the traffic on Las Tw1as Drive is currently choosing to avoid congestion on the parallel freeways, including Interstate 210 and California 60. Therefore, it is quite possible that traffic that may be diverted from Las Tunas Drive will simply stay on the freeways. The existing traffic volumes were used in the analysis for Las Tunas Drive, ,..,rithout any growth factor. The goal in this case is to be able to cany the existing volumes, in prut because additional through traffic could be detrimental to the community. On the other hand, maintaining traffic volumes at similru·levels can be important to the viability of the existing businesses in the ru·ea. • Owing the "peak hours~ of the AM and PM commute periods: Las Tunas Drive carries about 1,200 vehicles per hour in the "peak-direction" (westbound morning & eastbound e\'ening). • In the "reverse-peak direction": Las Tunas Drh·e carries about 6oo vehicles per hour in the AM, and 8oo vehicles per hour in the PM. Duration of Red Traffic Signals On signalized urban tl10roughfares, the amount of traffic that can be canied by a single lane on a street is largely determined by how much green time is provided for the through movements on the street. Where there are no stop signs or signals interrupting the flow, a single lane can cany approximately 1,900 vehicles per hour. When signals are introduced, the volume of traffic that can be carried by each approach lane can be calculated by multiplying this volume by the g/C ratio (green time divided by the total cycle length), or the "split". A typical signal has a 45% split, resulting in a capacity of about 850 vehicles per approach lane. The g/C ratio is affected by many factors that increase the red time for each movement. Volume of Cross Traffic One major contributor to red time for a given movement is the amount of conflicting traffic at an intersection. Where an urban thoroughfru·e (like Las Tunas Drive) crosses minor streets, there is a relatively small amount of cross traffic, which doesn't require much green time for the side street. Nelson\Nygaard Consulting Associates Inc. I 6 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of T em pie City In such a case: the thoroughfare could have a green signal more than 6o% of the time, resulting in a capacity of more than 1,200 ''ehicles per approach lane. HoweYer, where a t horoughfare crosses another major street, the other street needs more green time, thus taking away green time for the thoroughfare being evaluated. As a result, on any gi,·en corridor, the major intersections typically represent the "'bottlenecks". Signal Phases for Turning Vehicles Where ·'protected" left-turn phases are provided: red intervals for through traffic must be lengthened. Consequently, the g/C ratio for through moYements is reduced as low as 30% --thus lowering capacity to less than 6oo vehicles per approach lane. Typically this occm s at an intersection v.>ith another major street, where through-volumes are lower since a portion of motorists on the thoroughfare make a left turn or right turn. This is the case where Las Tunas Drive intersects Temple City Boulevard: the peak-direction through-volume is less than 1,000 vehicles (lower than at minor intersections) since a portion of motorists tmn on to and off of Temple City Boulevard. Pedestrian Crossing Distances Pedestrian crossing distance is often the single greatest factor in requiring longer red intervals on a major thoroughfare, since the pedestrian signal must include (1) a "WALK" interval, generally 7 seconds minimum, and a pedestrian clearance interval or "Flashing Don·t Walk~ (FDW) interval, with the FDW interval determined based on the amount of time required for a pedestlian to cross the entire width at a walking speed of 3·5 feet per second (based on current MUTCD standards; some intersections still operate with a FDW interval based on the old standard of 4 feet per second). Based on these parameters: • A pedestrian crossing Las Tunas Drive \vi thin the core segment-70 feet in width-would require a 7 second WALK interval and 20 second FDW interval, and most intersections provide an additional "red clearance" interval, typically 1.0 to 1.5 seconds. Therefore, motorists on the tl1oroughfare would have a red signal for approximately 28 seconds at pedestrian crossings, even at minor side-streets where motor vehicle traffic could be accommodated with a much shorter phase (as short as 10 seconds or less in some cases). On Las Tunas Drive: a 28-second red represents 40% of the cycle, thus lowering the g/C ratio for through-traffic on the thoroughfare to approximately 54% (factoring in yellow- interval and red-clearance), thus resulting in a lane capacity of apprmdmately 1,050 vehicles per approach lane for through-traffic. As a result the existing g/C ratio of 54% requires two lanes to accommodate the peak-direction peak-hour volume of 1,200 ,·chicles per hour. • By conn·ast: if the pedestrian crossing distance were to be reduced to 42 feet, by installing pedestrian curb extensions in conjunction •vith lane reductions, the required pedestrian FDW interval would be reduced to 12 seconds, plus a 7-second WALK interval and 1- second red clearance. In that case this would reduce the red time for through vehicles on Las Tunas Drive by eight seconds, thus increasing the g/C ratio to 66% --resulting in a potential capacity of 1,280 \'Chicles per approach lane. In that case: a single lane could accommodate the peak-direction peak-hour traffic volume. Nelson\Nygaard Consulting Associates Inc. I 7 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Pedestrian Volumes The volume of pedestrian crossing is also relevant, especially on a corridor such as Las Tunas DriYe where pedestrian crossing phases are "actuated" (i.e., the WALK interval is triggered by a pushbutton). Therefore, the precise g/C ratio is ultimately a function of the frequency of "pedestrian calls" that occur '"hen pedestrians trigger the WALK signal. Initial Concept Alternatives Existing Configuration • Fi,·e (5) motor vehicle lanes: 2 eastbound, 2 westbound, 1 center turn-lane • No bicycle lanes • 70' to 76' curb-to-curb "~dth • 70' to 76' pedestrian crossing distances Pedestrian interval: observations indicated the cmrent pedestrian interval is 24 seconds where the WALK interval crossing distance is 70', with a 7-second WALK interval and a 17-second FLASHING DON'T. ote: Based on the 2012 California MliTCD, a 27-second pedestrian interval would now be required for a 70' crossing distance, with a ?-second WALK plus 20-second FLASHING DON'T WALK. This is based on change on a walking speed to 3.5 feet per second (while previous MliTCD guidelines had recommended 4.0 feet per second). In addition, where the crossing distance is 76', an additional two seconds is required, thus a 29-second pedestrian interval. • Given the existing 24-second pedestrian intervals, red inten·als for Las Tunas Drive at minor intersections (i.e., e-xcluding Temple City Boulevard and Rosemead Boulevard) generally last for 25 seconds ('-'~th cycle lengths of approximately 6o seconds at those minor intersections). Existing Tr affic Capacity Minor Intersections (Theoretical Capacitu ) Based on the existing pedestrian intervals, the cmrent theoretical homly capacity at minor intersections is approximately 1,ooo vehicles per lane per hour, thus a theoretical capacity of approximately 4,000 vehicles per hour for the entire roadway. (Note: the precise capacity is affected by the frequency of .. pedestrian calls". Where pedestrian calls are infrequent, and cross- traffic \'Oiumes are low, the through capacity would be higher than described here). MqJor Intersections (True Capaciht) However, the true capacity on Las Tunas Drive is a function of downstream capacity at major intersections such as Las Tunas Dri,·e I Temple City Boule"ard and Las Tunas Dtive I Rosemead Boulevard. Most relevant to the proposed Initial Concepts (which propose lane reductions east of Sultana) is the capacity at the intersection v~th Temple City Boulevard. Lane capacity is reduced at that intersection due to the increased volume of conflicting movements Oeft-turns) and side- street volumes on Temple City Boulevard. Based on the current signal plan, and obsen•ations of queue capacity: • At the intersection of Las Tunas Drive '~th Temple City Boule...-ard: the current effecti...-e capacity on Las Tunas Drive is estimated to be between 2,500 and 3,000 ,·ehicles per hour. Nelson\Nygaard Consulting Associates Inc. 1 8 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City • As noted in the re\iew of existing traffic data: Las Tunas Dtive cun-ently carries approximately 1,800 vehicles during the AM Peak Hour, and approximately 2,000 vehicles dming the PM Peak Hour. Due to the imbalance in capacity between minor intersections (theoretical capacity of 4,000) and the intersection with Temple City Boulevard (effecti\'e capacity of 2,500 to 3,000): vehicle queuing was obser\'ed to occur on the block approaching Temple City Boulevard (with some queues extending more than one block, and some motorists needing to wait through two signal cycles). Queuing and delays at this intersection could be reduced if the upstream signals were to effectively "meter" traffic (i.e., by adjusting the upstream capacity to match the capacity of 3,000 vehicles at the intersection with Las Tunas Dri,·e). Conceptual Alternative 1 &2 • Reduce to four (4) motor vehicle tra,·ellanes east of Sultana: 2 eastbound, 1 westbound, 1 center-turn lane • so' to 52' curb-to-curb ..... ~dth • Approximately so' pedestrian crossings (\\~lh bulbouts at most crosswalk locations) • Pedestrian intervals can be reduced to 21 seconds (7 second WALK plus 14 second flashing don't walk) with a so' crossing distance. Where right-tum pockets are provided, the pedestrian intervals could be 23 to 24 seconds. • Longer green intervals on Las Tunas due to reduction in pedestrian crossing distance and corresponding reduction in pedestrian crossing time (allowing for shorter red intervals) plus potential extension of cycle length (at minor intersections only). Traffic Capacity under Alternatives 1 & 2 Theoretical traffic capacity per lane would increase on Las Tunas Drive to approximately 1,100 per through lane. Thus, an hourly capacity of up to 3,300 hourly vehicles at minor intersections, while the capacity at tl1e intersection with Temple City Boulevard would remain at approximately 3,000 hourly vehicles (exceeding the peak-hour \'Olume of 1,8oo vehicles during the AM Peak Hour and 2,ooo vehicles dming the PM Peak Hour). Conceptual Alternative 3 • Reduce to three (3) motor vehicle travel lanes east of Sultana: 1 eastbotmd, 1 westbound, 1 center-turn lane • 42' curb-to-curb ·width • Approximately 42' pedestrian crossings • Pedestrian intervals can be reduced to 19 seconds (7 second WALK plus 12 second flashing don't walk) with a 42' crossing distance. • Longer green intervals on Las Tunas due to reduction in pedest1;an crossing distance and conesponcling reduction in pedesttian crossing time (allowing for shorter red inter\'als) plus potential extension of cycle length (at minor intersections only). Nelson\Nygaard Consulting Associates Inc. I 9 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Traffic Capacity under Alternative 3 Theoretical traffic capacity per lane would increase on Las Tunas Dii,·e to approximately 1,200 per lane. Thus, an hourly capacity of approximately 2,400 vehicles (exceeding the peak-hour ,-olume of 1,800 ,·ehicles during the AM Peak Hour and 2,000 \'ehicles dwing the PM Peak Hour). ANALYSIS OF INITIAL CONCEPTS Public workshops & study sessions included presentations focusing on signal parameters and lane capacity relative to the initial concepts. In preparation for those workshops, Nelson\Nygaard provided an analysis of initial concept alternatives, based on the existing data and field observations described above. Intersection Level of Service This section provides a comparison of intersection level of service (LOS) based on the available data, field obse1vations and SYNCHRO model outputs. Synchro Model Incorporating the existing data and field observations conducted, Nelson\Nygaard created a traffic operations model, using SYNCHRO 8 software, to evaluate and compare peak-hour operations under Existing Conditions, and pro\ ide an initial comparison of the Phase I Conceptual Alternatives. Figure 3 Intersection Level of Service Definitions Intersection Control Delay LOS Flow Type Operational Characteristics (seconds/vehicle) at Signalized Intersections Free-flow conditions with negligible to minimal delays. Excellent A Stable Flow progression wrth most vehicles arriving during the green phase <10 and not having to stop at all. Nearly all drivers find freedom of operation. Good progression with slight delays. Short cycle-lengths typical. B Stable Flow Relatively more vehicles stop than under LOS A. Vehicle > 10-20 platoons are formed. Drivers begin to feel somewhat restricted within groups of vehicles. Relatively higher delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures may begin to c Stable Flow appear. The number of vehicles stopping is significant, although > 20-35 many still pass through without stopping. Most drivers feel somewhat restricted. Somewhat congested conditions. Longer but tolerable delays Approaching may result from unfavorable progression, long cycle lengths, D and/or high volume-to-capacity ratios. Many vehicles are > 35-55 Unstable Flow stopped. Individual cycle failures may be noticeable. Drivers feel restricted during short periods due to temporary back-ups. Nelson\Nygaard Consulting Associates Inc. 110 LOS E F Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Intersection Control Delay Flow Type Operational Characteristics (seconds/vehicle) at Signalized Intersections Congested conditions. Significant delays result from poor progression, long cycle lengths, and high volume-to-capacity Unstable Flow ratios Individual cycle failures occur frequently. There are >55 -80 typically long queues of vehicles wa1ting upstream of the intersection Driver maneuverability is very restricted Jammed or grid-lock type operat1ng conditions. Generally considered to be unacceptable for most drivers. Zero or very Forced Flow poor progression, with over-saturation or high volume-to-> 80 capac1ty ratios. Several individual cycle failures occur Queue spillovers from other locations restrict or prevent movement. Source. H1ghway Capac1ty Manual (HCM) Nelson\Nygaard Consulting Associates Inc. 111 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City AM Peak Hour Level of Service The initial comparison of AM Peak HoUT LOS under Conceptual Alternatives 1, 2 and 3 found that the intersection would continue to operate at LOS C, \v:ith aYerage delay of 31 to 32 seconds, under all three Alternatives 1, 2 and 3. Figure 41nitial LOS Comparison at Los Tunas Drive I Temple City Blvd Intersection (AM Peak Hour) AM Peak Hour Alts 1& 2 Alt3 LAS TUNAS DR Eastbound 17 15 20 Th rough 17 8 16 turn 17 66 66 Westbound 26 43 43 Through 51 TEMPLE CITY BLVD Northbound 23 32 32 Th rough 20 25 25 Left-turn 44 >80 >80 Southbound 21 24 24 Th rough 20 23 23 L turn 38 37 37 OVERALL 22 31 32 Nelson\Nygaard Consulting Associates Inc. 112 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City PM Peak Hour Level of Service The initial comparison of AM Peak Hour LOS under Conceptual Alternatives 1, 2 and 3 indicates that the intersection would continue to operate at LOS C, with average delay of 22 seconds, under Conceptual Alternatives 1 and 2. Under Conceptual Altemati\·e 3, average delay would increase to 37 seconds. Average vehicle delay exceeding 35 seconds would constitute LOS D, but still be considered acceptable. Figure 5 Initial LOS Comparison at Los Tunas Drive I Temple City Blvd Intersection (PM Peak Hour) LAS TUNAS DR Eastbound Through turn Westbound Through Northbound Through Left-turn Southbound Through turn OVERALL PM Peak Hour 29 18 >80 19 28 18 20 45 75 22 22 Nelson\Nygaard Consulting Associates Inc. 113 Alt3 >80 47 24 >80 37 Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City Traffic Operations at Other Intersections (PM Peak Hour) Nelson\Nygaard also provided an initial comparison of PM Peak Hour LOS at other intersections on Las Tw1as Drive under Conceptual Alternatives 1, 2 and 3. As shown on Figure 6: • Most intersections would operate at LOS A or B • The intersection with Temple City Boulevard would operate at LOS C under Altematives 1 and 2 (consistent with Existing Conditions) while delay under Alternative 3 would cross the threshold to LOS D • The intersection with Rosemead would operate at LOS E under all scenarios • This preliminary analysis found that the intersection of Las Tunas Drive with Encinita would operate at LOS F, due to eastbound peak-hour delay approaching the "merge poinC (where the lane reduction would occur). This delay could be reduced by developing a signal plan to effectively "meter" traffic (thus reducing delay where the merge would occur). Figu re 6 Initial LOS Comparison at Las Tunas Corridor Intersections (PM Peak Hour) PM Peak Hour LOS Comparison Existing Arts 1 &2 Alt3 LASTUNASDR Las Tunas I Rosemead E E E ~ ~ 1-- - Las Tunas I Sultana A A A -~ -- Las Tunas/ Encinita A B F -~ -1--- Las Tunas/ other intersections* A A B -~ ~ 1--- Las Tunas I Templ'e City Blvd c c D *Other signa lized intersections b etween Sultana and Golden W est. Nelson\Nygaard Consulting Associates Inc. 114 - - - - Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives City of Temple City SCHEMATIC DESIGN Based on input received during the pre-design and conceptual designs described above, schematic designs were prepared by FTS, with input from team members including Nelson\Nygaard, to refine initial concepts and illustrate desired street and landscape elements prior to Phase II. CEQA-LEVEL TRANSPORTATION IMPACT ANALYSIS Consistent with the scope of work identified in the City's original Request for Proposals (RFP), the Phase I work scope did not include a Transportation Impact Analysis (TIA) such as would be prepared as part of an Environmental Impact Report (EIR) or other CEQA document. As described above: the Phase I work scope focused on a pre-design review of existing conditions, development of initial concepts and a comparison of those concepts based on available data. Nelson\Nygaard has prepared a proposed work scope to prepare a TIA if desired by the City during Phase II. The proposed T1A work scope also includes assistance in refining the signal- tinting plan for the conidor, vv:ith the goal of refining the signal tinting plan to maxi mize lane capacity in conjunction with the desired street reconfiguration. In addition, the proposed TIA scope would include the collection of pedestrian-crossing volumes along with new motor vehlcle counts, in order to refine the Synchro model assessment based on the number of pedestrian calls. Nelson\Nygaard Consulting Associates Inc. 115 1. CALL TO ORDER CITY COUNCIL TEMPLE CITY, CALIFORNIA SPECIAL MEETING MINUTES DECEMBER 27, 2012 ATTACHMENT E Mayor Yu called the City Council Regular Meeting to order at 7:01 p.m. in the Council Chambers located at 5938 Kauffman Avenue, Temple City. 2. ROLL CALL PRESENT: ABSENT: ALSO PRESENT: Councilmember-Bium, Chavez, Vizcarra, Sternquist, Yu Councilmember-None City Manager Pulido, City Attorney Murphy, City Clerk Kuo and Assistant to the City Manager Haworth. 3. PLEDGE OF ALLEGIANCE Mayor Yu led those present in the Pledge of Allegiance to the Flag. 4. PUBLIC COMMENTS ON ITEMS NOT LISTED ON THE AGENDA -None 5. CONSENT CALENDAR Councilmember Chavez pulled item SA for discussion. A APPROVAL OF CONSULTNAT SERVICES AGREEMENT WITH RHA LANDSCAPE ARCHITECTS PLANNERS, INC. TO DEVELOP A PARKS AND OPEN SPACE MASTER PLAN For many years the Parks and Recreation Commission and the City Council have expressed concern with the lack of park and open space in the City and discussed options to add green space. With less than 19 acres of park space for 38,000 residents (0.55 acres/1 ,000) Temple City is far below the national standard of 10 acres/1 ,000. Because of these ongoing discussions, staff included an item in the 2011-13 work plan to prepare a Parks and Open Space Master Plan that would analyze and develop recommendations to address the shortage and issued a Request for Proposals. The City Council is requested to approve a consultant services agreement with RHA Landscape Architects Planners, Inc. for development of a Parks and Open Space Master Plan in an amount not to exceed $87,500. Parks and Recreation Director Burroughs gave a brief summary of the staff report. Councilmember Vizcarra made a motion to approve a Consultant Services Agreement with RHA Landscape Architects Planners, Inc. to develop a Parks and Open Space Master Plan in an amount not to exceed $87,500; and authorize the City Manager to finalize and execute the Consultant Services Agreement with RHA Landscape Architects Planners, Inc. Seconded by Mayor Pro Tem Sternquist and unanimously approved. 6. UNFINISHED BUSINESS -None 7. NEW BUSINESS Special City Council Minutes December 27, 2012 Page 2 A. SELECTION OF A DESIGN OPTION FOR THE LAS TUNAS DRIVE SAFETY ENHANCEMENT AND BEAUTIFICATION PROJECT With the City currently pursuing an aggressive program of community planning to situate Temple City for the next 50 years, the Las Tunas revitalization effort presents a key opportunity, addressing economic development, civic engagement and infrastructure renewal. While primarily involving physical improvements, the Project's addition of safety and beautification amenities will create an attractive environment that will ultimately draw visitors and community members to shop, dine and congregate locally-in effect promoting downtown businesses, elevating community prestige and increasing residents' quality of life. The City Council is recommended to select a design option for the Las Tunas Drive Safety Enhancement and Beautification Project for funding consideration through the 2013 Los Angeles County Metropolitan Transportation Authority Call for Projects or provide staff with other directions as deemed appropriate. Assistant to the City Manager Haworth gave a brief summary of the staff report. Greg Tung, Las Tunas Drive Project urban design consultant, gave a brief presentation on the three design options for Las Tunas Drive and answered Council questions. Councilmember Vizcarra left the meeting at 7:45 p.m. and returned at 7:51 p.m Councilmember Blum left the meeting at 8:22 p.m. and returned at 8:23 p.m. Mayor Yu opened public comment. Mayor Yu read the 13 emails received by Council in support of design option C with bike lanes. Way Wen, Los Angeles County Public Health Community Liaison, spoke in favor of the Las Tunas Drive Project as it promotes a healthy life style. Andrew Yip, resident of San Gabriel Valley, spoke in support of design option "C" for the Las Tunas Drive Project. Jonathan Edwards, Temple City resident, spoke in support of des1gn design option "C" for the Las Tunas Drive Project. Efren Morano, City of Alhambra resident, spoke in support of making Las Tunas Drive more pedestrian friendly and in favor of design option "C". Jenny Wu, Temple City resident, spoke in support of design option "C" for the Las Tunas Drive Project and back in reverse parking. Robert Santoro, Temple City property owner, spoke in opposition of the Las Tunas Drive Project. Concerned about the cost of the project and reducing traveling lanes for cars will reduce vehicle traffic for local businesses and thus his property value. Melissa Preciado-Hernandez, Los Angeles City resident, spoke in support of design option "C'' for the Las Tunas Drive Project. Javier Hernandez, Los Angeles City resident and Director of Bike Los Angeles. spoke in support of design option "C" for the Las Tunas Drive Project and back in reverse parking Special City Council Minutes December 27, 2012 Page 3 Mark and Briana Markese, Business Owner of Super Pet, spoke in opposition of reducing the traffic lanes on Las Tunas Drive as th is will reduce vehicle traffic for local businesses. Raymond Tam, spoke in support of option "A'' for the Las Tunas Drive Project and in opposition of design option "C". Felt the narrowing of the traffic lanes will reduce vehicle traffic for local businesses. James Thompson, Temple City resident, spoke in support of design option "C", narrowing of traffic lanes. Feels traffic is traveling too fast on Las Tunas Drive. Councilmember Vizcarra left the meeting at 9:23 p.m. and returned at 9:29p.m. Vincent Chang, President of Bike San Gabriel Valley, spoke in favor of design option "C" with back in parking. Bryan Matsumoto, Temple City residenULandscape designer for the Las Tunas Drive Project, spoke in support of design option "C". Karen Scauzillo, Temple City resident, spoke in support of design option "C" for the Las Tunas Drive Project. Gino Brunengo, Temple City property owner, spoke in opposition of having bike lanes on Las Tunas Drive. Jim Clift, Temple City residenUPublic Safety Commissioner, made comments about the three design options for the Las Tunas Drive Project. Mayor Yu closed public comments. Greg Tung, Las Tunas Drive Project urban design consultant, addressed some of the comments brought up by the speakers during public comment. Mr. Tung stated that Council will have to decide whether they should be making a decision for the good of its residents and Temple City or for the good of the region. Michael Maule, Freedman Tung + Sasaki's transportation consultant from Nelson Nygaard Consulting Associates, addressed the public's concern regarding non-signalized street crossing. The City Council meeting recessed at 9:55p.m and reconvened at 10:09 p.m. Councilmember Blum spoke in support of design option "C" with back-in parking Councilmember Chavez concurs with Councilmember Blum and spoke in support of design option "C". Councilmember Vizcarra spoke in favor of back-in parking and design option "C". Mayor ProTem Sternquist spoke in favor of design option "C" as it promotes healthier life style. Mayor Yu concurs with his fellow councilmembers and spoke in favor of design option "C". Councilmember Blum made a motion to approve design option C for the Las Tunas Drive Safety Enhancement and Beautification Project, and directed staff to submit the selected Special City Council Minutes December 27, 2012 Page 4 design option for funding consideration through the 2013 Los Angeles County Metropolitan Transportation Authority Call for Projects. Seconded by Mayor Pro Tem Sternquist and unanimously carried. 8. ADDITIONAL PUBLIC COMMENTS ON ITEMS NOT LISTED ON THE AGENDA -None 9. ADJOURNMENT The City Council's Regular Meeting was adjourned at 10.45 p.m. Mayor ATIEST: City Clerk ATTACHMENT F LAS TUNAS PROJECT STATUS REPORT FOR MARCH 28, 2014 AD HOC MEETING Prepared by: Ali Cayir, PE, City Engineer Okan Demirci, EIT, Associate Engineer Prepared for: Las Tunas Dr Streetscape/Pedestrian Improvement Project Ad -Hoc Meeting, March 28, 2014, 3 PM Ad Hoc Members: Councilmember Vizcarra Councilmember Yu As requested, this report has been prepared for Las Tunas Ad Hoc Members for the review of the single thru lane and reverse parking option for final decision before proceeding with the final design. The following are important elements of the Las Tunas Project: 1. CEQA, REGULATORY REV IEW AND APPROVAL PROCESS From regulatory review and approval stand point, one of the critical elements of this project is the identification of the potential environmental impacts for State env process, which is referred to as CEQA, California Environmental Quality Act process. When examining a project that is not exempt from CEQA, the Lead Agency usually prepares an initial study to determine whether the project may have a significant adverse effect on the environment. There are 3 potential options as follows: A. If no potential significant effect s are identified, a negative declaration is prepared. B. A mitigated negative declaration is called for if there are potential effects, but these can be mitigated to a level of insignificance. C. An EIR is required if there are significant environmental effects which cannot be avoided or mitigated. Because the City is proposing to alter existing lane configuration significantly (the City is proposing to reduce the number of travel lanes), it is likely this would be considered a significant adverse impact, and per CEQA, needs to be evaluated and mitigated. When a project has a potential adverse significant impact, it is very likely that opponents of the project will use this adverse impact to challenge the project. A project's potential impacts are evaluated per the categories listed in CEQA Environmental Check list Form-Initial Study. The CEQA Environmental Check List Form 1 includes a specific section for Transportation and traffic. CEQA Check List, Category XV. TRANSPORTATION/TRAFF IC, Items a and b, depending upon how one looks at the project, may have "Potentially Significant Impact", or "Less Than Significant with Mitigation Incorporated". It is critical that this impact is well properly evaluated and appropriate mitigations are identified. I copied XV. TRANSPORTATION/TRAFFIC of the CEQA Check List also below for your quick review (I highl ighted potentially relevant sub paragraphs). Potentially Less Than Less Than No XV. TRANSPORTATION/TRAFFIC: Would Significant Significant Significant Impact he project: Impact with Impact Mitigation a) Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportatiOn including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit? b) Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways? c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks? d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)? e) Result in inadequate emergency access? California CEQA describes the "threshold of significance" for a given environmental effect is simply that level at which the Lead Agency finds the effects of the project to be significant. "Threshold of significance" can be defined as: 2 " A q u a n t i t a t i v e o r q u a l i t a t i v e s t a n d a r d , o r s e t o f c r i t e r i a , p u r s u a n t t o w h i c h t h e s i g n i f i c a n c e o f a g i v e n e n v i r o n m e n t a l e f f e c t m a y b e d e t e r m i n e d . I d e a l l y , a t h r e s h o l d o f s i g n i f i c a n c e p r o v i d e s a c l e a r d i f f e r e n t i a t i o n o f w h e t h e r o r n o t t h e p r o j e c t m a y r e s u l t i n a s i g n i f i c a n t e n v i r o n m e n t a l e f f e c t . T h r e s h o l d s m a y b e e i t h e r q u a l i t a t i v e o r q u a n t i t a t i v e . S o m e e f f e c t s , s u c h a s t r a f f i c o r n o i s e , l e n d t h e m s e l v e s t o n u m e r i c a l s t a n d a r d s . O t h e r s , s u c h a s a e s t h e t i c s o r w i l d l i f e h a b i t a t a r e d i f f i c u l t t o q u a n t i f y a n d m u s t r e l y u p o n q u a l i t a t i v e d e s c r i p t i o n s . I n e i t h e r c a s e , t h r e s h o l d s s h o u l d b e b a s e d o n l e g a l s t a n d a r d s , s t u d i e s , s u r v e y s , r e p o r t s , o r o t h e r d a t a w h i c h c a n i d e n t i f y t h a t p o i n t a t w h i c h a g i v e n e n v i r o n m e n t a l e f f e c t b e c o m e s s i g n i f i c a n t . T h r e s h o l d s a r e i n t e n d e d t o b e a n a l y t i c t o o l s t o a s s i s t i n s i g n i f i c a n c e d e t e r m i n a t i o n s , n o t r i g i d s t a n d a r d s . T h r e s h o l d s c a n h e l p d e t e r m i n e t h e s i g n i f i c a n c e o f e n v i r o n m e n t a l e f f e c t s , b u t a r e n o t n e c e s s a r i l y c o n c l u s i v e . A l e a d a g e n c y ' s s i g n i f i c a n c e d e t e r m i n a t i o n c a n b e c h a l l e n g e d i f o p p o n e n t s o f t h e d e t e r m i n a t i o n p r o d u c e s u b s t a n t i a l e v i d e n c e s u p p o r t i n g a f a i r a r g u m e n t t h a t a s i g n i f i c a n t e f f e c t d o e s e x i s t . 2 . P R O J E C T F U N D I N G B a s e d o n t h e D e s i g n O p t i o n 3 , t h e C i t y h a d s u b m i t t e d a n a p p l i c a t i o n t o M T A f o r f u n d i n g u n d e r M T A 2 0 1 3 C a l l f o r P r o j e c t s P r o g r a m , a n d r e c e i v e d f u n d i n g f r o m M T A a s f o l l o w s : B i c y c l e I m p r o v e m e n t s : $ 2 , 7 2 1 , 8 6 8 P e d e s t r i a n I m p r o v e m e n t s : $ 2 , 9 1 0 , 0 4 6 T r a n s p o r t a t i o n E n h a n c e m e n t A c t i v i t i e s : $ 1 , 2 7 6 , 0 6 0 T o t a l : $ 6 , 9 0 7 , 9 7 4 H o w e v e r , o n N o v e m b e r 1 4 , 2 0 1 3 , a t t h e 2 0 1 3 M e t r o C a l l f o r P r o j e c t s R e c i p i e n t W o r k s h o p , M T A i n d i c a t e d t h a t d u e t o t h e r e c e n t l y e n a c t e d S t a t e A c t i v e T r a n s p o r t a t i o n P r o g r a m { A T P ) t h e r e i s n o w a f u n d i n g s h o r t f a l l o f r o u g h l y $ 3 0 m i l l i o n f o r t h e a p p r o v e d p r o j e c t s u n d e r t h e M T A C a l l f o r P r o j e c t s P r o g r a m . M T A w i l l b e s u b m i t t i n g s o m e o f t h e s e l e c t e d p r o j e c t s , w h i c h w e r e a p p r o v e d u n d e r M T A C a l l f o r P r o j e c t s , f o r A T P f u n d i n g t o b r i d g e t h e $ 3 0 m i l l i o n g a p . M T A h a v e i d e n t i f i e d p r o j e c t s t h a t t h e y f e e l w o u l d b e t h e m o s t c o m p e t i t i v e b a s e d o n t h e p r o g r a m g u i d e l i n e s a n d w i l l p r o v i d e a s s i s t a n c e t o a g e n c i e s t o s u b m i t p r o j e c t s u n d e r t h e A T P p r o g r a m . A l l t h r e e m o d a l c a t e g o r i e s r e f e r e n c e d a b o v e h a v e b e e n i d e n t i f i e d i n t h e c a s e o f T e m p l e C i t y . F u n d i n g T i m i n g : U n d e r t h e 2 0 1 3 C a l l f o r p r o j e c t s , f u n d s a r e p r o g r a m m e d f o r c o n s t r u c t i o n i n F Y 1 5 / 1 6 . M T A d o e s n o t a n t i c i p a t e t h a t t h e A T P a p p l i c a t i o n p r o c e s s w o u l d h a v e a n i m p a c t o n t h e s c h e d u l e o f f u n d s . M T A p r o j e c t s t h a t a p p l i c a t i o n s u n d e r t h e A T P p r o g r a m w i l l b e r e l e a s e d i n A p r i l a n d d u e s o m e t i m e i n J u n e 2 0 1 4 . F u n d s a r e e x p e c t e d t o b e a w a r d e d S e p t e m b e r 2 0 1 4 . T h e s e a r e t e n t a t i v e t i m e l i n e s a n d 3 will be confirmed once the final guidelines for the program and the Notice of funding availability is announced early next year. In the event that the City is unsuccessful in securing funds under the ATP program, MTA indicated that they will work with the City and identify how they can shift funds to assist funding the project. However, MTA has not provided a 100% guarantee in w riting. 3. TRAFFIC OPERATIONS REVIEW BY TRAFFIC ENGINEERING FIRM OF NELSON-NYGAARD As indicated above, one of the critical elements of this project is the identification and mitigation of the traffic and transportation impacts. Previously, a Traffic Operations Review was prepared by the traffic engineering firm of Nelson-Nygaard from San Francisco. It is important to note that the Nelson-Nygaard Memo titled "Las Tunas Drive Safety & Beautification Project: Summary of Phase I Traffic Data Review & Comparison of Conceptual Alternatives" includes a statement regarding Traffic Impact Analysis (TIA) and CEQA as follows; Phase I work scope did not include a Transportation Impact Analysis (TIA) such as would be prepared as part of an Environmental Impact Report (EIR) or other CEQA document. CEQA-LEVEL TRANSPORTATION IMPACT ANALYSIS Consistent with the scope of work identified in the City's original Request for Proposals (RFP), the Phase I work scope did not include a Transportation Impact Analysis CfiA) such as would be prepared as part of an Environmental Impact Report (EIR) or other CEQA document. As described above: the Phase I work scope foeused on a pre-design review of existing conditions, development of initial concepts and a comparison of those concepts based on available data. Nelson \Nygaard has prepared a proposed work scope to prepare a TIA if desired by the City during Phase 11. The proposed TIA work scope also includes assistance in refining the signal- timing plan for the corridor, with the goal of refining the signal timing plan to ma.x:imize lane capacity in conjunction \\;th the desired street reconfiguration. In addition, the proposed TIA scope would include the collection of pedestrian--crossing volumes along with new motor vehicle counts, in order to refine the Synchro model assessment based on the number of pedestrian calls. 4 Nelson-Nygaard prepared a table comparing LOS (Level of Service) for existing conditions, and for Alternatives, 1, 2 and 3. Alternative 3 is the option with single lane each direction with a center lane. PM Peak Hour LOS Comparison Existing Alts 1 &2 Att3 LAS TUNAS DR las Tunas I Rosemead E E E -1--- Las Tunas/ Sultana A A A Las Tunas/ Encinita A 8 F Las Tunas/ other intersections* A A 8 Las Tunas I Temple City Blvd c c 0 •other signalized intersections between Su ltana and Golden West. 4. NEXT STEPS The next step in the project should be preparation of a comprehensive Traffic Impact Analysis (TIA) and Parking Analysis to eva luate the impacts of the project Alternatives in sufficient detail as would be the case as part of the CEQA process. With the above study findings and recommendations, and public input, the design of the final project alignment can commence. The following is an anticipated time line for project milestones, which will be completed in the order shown below: 1. TIA/Env/CEQA Study and Final Design Option Approval is anticipated to take 6 to 9 months. 2. Preparation of Design Plans is anticipated to take 10 to 12 months. 3. Project approval process required by the funding program to ce rtify the project as ready for bid advertisement (Caltrans E-76 approvals) is anticipated to take 3 to 5 months 4. Bidding and Contract Award is anticipated to take 3 to 5 months. 5. Construction is anticipated to take 12 to 14 months (construction may have to be done in phases to minimize impacts on businesses and public). A preliminary CPM schedule is attached for your information. Based on assumptions made and details provided on the CPM schedule, it is anticipated that t he project could be ready for construction in the later part of 2015 (earliest). However, please keep in mind, this da te depends on a number of factors, such as CEQA approval, funding availability, Ca ltrans processing and E-76 approval, and the efficiency of the design. The 5 CPM schedule provides a contingency time factor that also shows a potential 6 month delay factor. As indicated in Section 3, under the 2013 Call for projects, funds are programmed for construction in FY 15/16. From funding schedule stand point, it appears the project will be within the MTA's FY 15/16 fund ing schedule. MTA Funds are not 100% Guaranteed: Also, MTA indicated due to the recently enacted State Active Transportation Progra m (ATP) there is now a funding shortfall of roughly $30 million for the approved projects under the MTA Call for Projects Program. MTA will be submitting some of the selected projects, which were approved under MTA Call for Projects, for ATP funding to bridge the $30 million gap. MTA have identified projects that they feel would be the most competitive based on the program guidelines and will provide assistance to agencies to submit projects under the ATP program. All three modal categories referenced above have been identified in the case of Temple City. MTA does not anticipate that the ATP application process would have an impact on the schedule of funds. MTA projects that, applications under the ATP program will be released in April and due sometime in June 2014. Funds are expected to be awarded September 2014. These are tentative timelines and will be confirmed once the final guidelines for the program and the Notice of funding availability is announced early next year. In the event that the City is unsuccessful in securing funds under the ATP program, MTA indicated that they will work with the City and identify how they can shift funds to assist funding the project. However, MTA ha s not provided a 100% guarantee in writing. 5. CONCLUSION Based on the above analysis, and subject to Ad Hoc's direction, the City can commence with the TIA/Env/CEQA Study and Surveying. Staff will get proposals from loca l qualified Traffic Engineering Firms to commence with the TIA, and the City Engineer will provide a PEER review. The City did not award a design contract yet. As the TIA/Env/CEQA Study and Final Design Option Approval progresses, the City will be able to decide on the final design scope based on the approved final design option, after which a design team can be selected accordingly. 6 PREUM PROJECT SCIEDUlE ·LAS TUNAS (3-1 1·14) 10 TUkNtme 0\nllon Stolt fl-p, ... .. 2015 2015 2017 1 ,... 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PREUM PROJECT SCHEDULE -LAS TUNAS (3-11-14) 10 Talk Name Durauon Start Finish Prodc 201~ 2015 2016 2017 111Half 2nd Half 111 Halt 2ndHd 111 Half 2nd Half 111 Half O!r 1 Olr 0113 Otr4 ::Jir Olr •3 Otr• t21c Oil 2 26 Project Is ploced on SllP lmon Thu Wed I :.....]-i I 1/1/lS 1/28/15 27 Env, ROW, U~loty Oeannces thru lmon Thu Wed 26 I q l I C.ltraru 1/29/15 2/2S/15 28 E-76 Approval Process thru Calcrans lmon Thu Wed 27 I 0 l I I 2/26/15 3/25/15 I 29 Add CDndiiQmcy rmr 40 Thu W~d 14 llllr-'1' I days 3/26/JS S/20/15 l 30 Add Conlln~~tfiCll Tim< 2 Thu Wed r-1 I mom 3/26/15 5/20/15 I 31 Loti! Complrbon Funding and 0 W«J W«J 3D • 51~0116 I STIPPtoaJs do)/J 5/20115 5/20115 32 Per MTA. luns provammed lor FY 15/16. 24 Wed Tut I I I ,.. AKUIM 24 month> lund duration. mom 7/1/15 5/2/17 I 33 Bid AdvenlJement and Conlraa AWllrd ao Thu Wed i I I .... .... I Proctu dl'll 7/23/15 11/11/15 I ~ Bid Advenlsement Process 2mons Thu Wed 21 I I I L.____l]! I 7/23/15 9/16/15 I 35 Contract Award and Execution lmon Thu Wed 34 ! I y 9/17/15 10/14/15 I 36 Add CDno1111ency ron.. 20 Thu Wed 3S ! i• ~ l days 10/15/15 U/U/J5 I 37 Add ContmQrtry Tim< 1 Thu Wed I ~·~ I I mon J0/2S/l5 11/11/25 I 38 Lolr CcmrtXI A word 0 W«J W«J 37 I I I I ~11/1,1115 I dQ)os 11/1lll5 11/ll/15 I 39 ConJtNctlon Duration 320 Wed Wed I I I I .... da'll 10/14/15 1/4/17 I I 40 Early Slart ol Construcllon Odays Wed Wed ~ I ~~ 10114/1i I 10/lol/15 10114115 ! 41 Conwuctlon Duration 12 Thu Wed 40 I I I ;;•; ~ .-: r,;, ·t ·.;. ~;,;. 1-'J. I I IT10n6 10/15115 9114116 I I I 42 Earty Completion ol Construdlon Odays Wed Wed 41 I I I • 9114111 I 9/loi/HI 9114116 I 43 Add Conr111Qency r.,.. 300 W«J Wed I I ' I I do)ls 11/U/JS l/4/17 I .. La Statt o1 Conilrucllon Oday5 w.d Wed 38 I ~"T/15 I i i 11111115 11/11115 • 45 COMIIUalon Ot.nllon 12 Thu wed 44 I I I I I ... _.~ ............... ~4 • ...-.-. I I -11112/1$ 10f12118 I I l'l I I I I 46 AdrJ ConDnQ<!fiCll flme J Thu Wed 45 I I I !.:.=::=:Q motu 10/U/Jb 1/4/17 I I I I I I H Late comphtbOn ol Cooatrucllon Odaya Wed Wed ~ I I I I I I t:J114117 114117 114117 I I r 48 Locr ComplrtJon a{ 0 W«J W«J 47 I I I j I '+< ~ 1/4/17 Const r uctiOtl days l/~7 l/4/17 I I 49 Add ~roll Pro)ea CDnr 111gency rt1>r 60 Thu W«J I I I ' do)/J 1/5/l7 3/29/17 I r 1 50 AIJoJ Coni•IIQmcy Tme I Thu W«J 48 I I I ' 1 mum l/5/17 J/1:J/J7 I I 51 L.of~ Pro!«% Cllmpklion 0 Wed w~d 50 I I I I ~ • 312S/17 days 3/19/17 3/29/17 I TRANS TECH: LAS TU~S PREliM SCH, ~ 11·14JOW 2 of2 ----------