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04 April 27, 2009 Plans and Programs87056 RECORDS RIVERSIDE COUNTY TRANSPORTATION COMMISSION PLANS AND PROGRAMS COMMITTEE MEETING AGENDA TIME: 1:30 p.m. DATE: Monday, April 27, 2009 LOCATION: BOARD ROOM County of Riverside Administrative Center 4080 Lemon Street, First Floor, Riverside W. COMMITTEE MEMBERS Bob Botts, Chair / Don Robinson, City of Banning Karen Spiegel, Vice Chair / Steve Nolan, City of Corona Robin Lowe / Eric McBride, City of Hemet Patrick Mullany / Larry Spicer, City of Indian Wells Glenn Miller / Ben Godfrey, City of Indio Jesse Molina / Bonnie Flickinger, City of Moreno Valley Frank Hall / Malcolm Miller, City of Norco Dick Kelly / Cindy Finerty, City of Palm Desert Steve Pougnet / Ginny Foat, City of Palm Springs Daryl Busch / Al Landers, City of Perris James Potts / Jim Ayres, City of San Jacinto Scott Farnam / Bridgette Moore, City of Wildomar Bob Buster, County of Riverside, District I Roy Wilson, County of Riverside, District IV Marion Ashley, County of Riverside, District V 9- STAFF .0%) Anne Mayer, Executive Director Cathy Bechtel, Project Development Director 9. AREAS OF RESPONSIBILITY ..qa State Transportation Improvement Program Regional Transportation Improvement Program New Corridors Intermodal Programs (Transit, Rail, Rideshare) Air Quality and Clean Fuels Regional Agencies, Regional Planning Intelligent Transportation System Planning and Programs Congestion Management Program Comments are welcomed by the Committee. If you wish to provide comments to the Committee, please complete and submit a Speaker Card to the Clerk of the Board. 11.36.15 • • • RIVERSIDE COUNTY TRANSPORTATION COMMISSION PLANS AND PROGRAMS COMMITTEE www.rctc.org AGENDA* *Actions may be taken on any item listed on the agenda 1:30 p.m. Monday, April 27, 2009 BOARD ROOM County of Riverside Administrative Center 4080 Lemon Street, First Floor, Riverside In compliance with the Brown Act and Government Code Section 54957.5, agenda materials distributed 72 hours prior to the meeting, which are public records relating to open session-. agenda items, will be available for inspection by members of the public prior to the meeting at the Commission office, 4080 Lemon Street, Third Floor, Riverside, CA, and on the Commission's website, www.rctc.orq. In compliance with the Americans with Disabilities Act and Government Code Section 54954.2, if you need special assistance to participate in a Committee meeting, please contact the Clerk of the Board at (951) 787-7141. Notification of at least 48 hours prior to meeting time will assist staff in assuring that reasonable arrangements can be made to provide accessibility at the meeting. 1. CALL TO ORDER 2. PLEDGE OF ALLEGIANCE 3. ROLL CALL 4. PUBLIC COMMENTS - Each individual speaker is limited to speak three (3) continuous minutes or less. The Committee may, either at the direction of the Chair or by majority vote of the Committee, waive this three (3) minute time limitation. Depending on the number of items on the Agenda and the number of speakers, the Chair may, at his/her discretion, reduce the time of each speaker to two (2) continuous minutes. Also, the Committee may terminate public comments if such comments become repetitious. Speakers may not yield their time to others without the consent of the Chair. Any written documents to be distributed or presented to the Committee shall be submitted to the Clerk of the Board. This policy applies to Public Comments and comments on Agenda Items. Plans and Programs Committee Agenda April 27, 2009 Page 2 Under the Brown Act, the Board should not take action on or discuss matters raised during public comment portion of the agenda which are not listed on the agenda. Board members may refer such matters to staff for factual information or to be placed on the subsequent agenda for consideration. 5. APPROVAL OF MINUTES - March 23, 2009 6. ADDITIONS/REVISIONS (The Committee may add an item to the Agenda after making a finding that there is a need to take immediate action on the item and that the item came to the attention of the Committee subsequent to the posting of the agenda. An action adding an item to the agenda requires 2/3 vote of the Committee. If there are less than 2/3 of the Committee members present, adding an item to the agenda requires a unanimous vote. Added items will be placed for discussion at the end of the agenda.) 7. CONSENT CALENDAR - All matters on the Consent Calendar will be approved in a single motion unless a Commissioner(s) requests separate action on specific item(s). Items pulled from the Consent Calendar will be placed for discussion at the end of the agenda. 7A COMMUTER RAIL PROGRAM UPDATE Overview This item is for the Committee to: • Page 1 • 1) Receive and file an update on the Commuter Rail Program; and 2) Forward to the Commission for final action. 8. TOLL PROGRAM PUBLIC OUTREACH EFFORTS Page 11 Overview This item is for the Committee to receive a presentation on the public outreach efforts for the toll program projects. Plans and Programs Committee Agenda April 27, 2009 Page 3 9. AMENDMENT TO AGREEMENT WITH PB AMERICAS, INC., FOR ADDITIONAL PRELIMINARY ENGINEERING AND ENVIRONMENTAL SERVICES REQUIRED FOR THE PREPARATION OF A PROJECT REPORT AND ENVIRONMENTAL DOCUMENT FOR THE STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT ON STATE ROUTE 91, FROM STATE ROUTE 241 TO PIERCE STREET, AND ON INTERSTATE 15 FROM HIDDEN VALLEY PARKWAY TO CAJALCO ROAD Page 12 Overview This item is for the Committee to: 1) Approve Agreement No. 08-31-001-03, Amendment No. 3 to Agreement No. 08-31-001-00, with PB Americas, Inc. (PB) to perform additional preliminary engineering and environmental services required for the preparation of a Caltrans Project Report and Environmental Document (PR/ED) for the development of proposed improvements to the State Route 91 corridor, from SR-241 to Pierce Street, and on Interstate 15, from Hidden Valley Parkway to Cajalco Road, for the amount of $2,536,181; 2) Approve an adjustment to the project budget for the amount of $2,536,181, for a total not to exceed amount of $35,077,485; 3) Authorize the Chair, pursuant to legal counsel review, to execute the agreement on behalf of the Commission; 4) Authorize the Executive Director to execute future amendments from the proposed contingency balance; and 5) Forward to the Commission for final action. 10. COMMUTER RAIL AND MULTIMODAL FACILITY DESIGN CRITERIA MANUAL Page 37 Overview This item is for the Committee to: 1) Review and provide comments on the draft Commuter Rail and Multimodal Facility Design Criteria Manual; and 2) Forward to the Commission for final action. • Plans and Programs Committee Agenda April 27, 2009 Page 4 11. AGREEMENT WITH DELCAN CORPORATION TO CONDUCT A STUDY TO • ASSESS AND RECOMMEND SECURITY, SURVEILLANCE, AND EMERGENCY RESPONSE ENHANCEMENTS TO THE COMMISSION'S METROLINK STATIONS AND SELECT PARK AND RIDE FACILITIES Page 153 Overview This item is for the Committee to: 1) Award Agreement No. 09-25-061-00 to Delcan Corporation to conduct a study to assess and recommend security, surveillance, and emergency response enhancements to the Commission's existing as well as proposed Metrolink stations and select park and ride facilities for a not to exceed amount of $200,000; 2) Authorize the Chair, pursuant to legal counsel review, to execute the agreement on behalf of the Commission; and 3) Forward to the Commission for final action. 12. AMENDMENT TO TRANSFER FUNDING PARTNERSHIP MEMORANDUM OF UNDERSTANDING WITH SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY TO INCLUDE RIVERSIDE TRANSIT AGENCY'S NORTH MAIN • CORONA METROLINK SHUTTLE SERVICE TERM EXTENSION AND FUNDING INCREASE Page 161 Overview This item is for the Committee to: 1) Approve Memorandum of Understanding (MOU) No. 03-25-303-02, Amendment No. 2 to MOU No. 03-25-303, with the Southern California Regional Rail Authority (SCRRA) for an extension of the term and increased funding of the Riverside Transit Agency (RTA) North Main Corona Metrolink Station shuttle service; 2) Authorize the Chair, pursuant to legal counsel review, to execute the MOU on behalf of the Commission; and 3) Forward to the Commission for final action. Plans and Programs Committee Agenda April 27, 2009 Page 5 • 13. AMENDMENT TO SUNLINE TRANSIT AGENCY'S FISCAL YEAR 2008/09 SHORT RANGE TRANSIT PLAN Overview This item is for the Committee to: • Page 166 1) Approve modification to SunLine Transit Agency's (SunLine) FY 2008/09 operating assistance funding by allocating an additional $1,177,483 in Local Transportation Fund (LTF) funds and $6,517 in federal Section 5311 funds to cover the shortfall in Measure A funding and federal Section 5307 allocations; 2) Approve modification to SunLine's FY 2008/09 capital improvement program resulting in a reduction of $3,006,837 in State Transit Assistance (STA), $751,231 in Section 5307, and $1,836,997 in Congestion Mitigation Air Quality (CMAQ) expenditures; 3) Include $4,714,391 in federal Section 5307 and $452,696 in Section 5311 funds from the American Recovery and Reinvestment Act (ARRA) Stimulus Package of 2009 to the SRTP; 4) Approve a budget adjustment of $3,006,837 to the FY 2008/09 budget to decrease STA expenditures; 5) Approve Amendment No. 1 to SunLine's FY 2008/09 Short Range Transit Plan (SRTP) to reflect these changes; and 6} Forward to the Commission for final action. 14. AMENDMENT TO PALO VERDE VALLEY TRANSIT AGENCY'S FISCAL YEAR 2008/09 SHORT RANGE TRANSIT PLAN Overview This item is for the Committee to: Page 170 1) Approve Amendment No. 1 to Palo Verde Valley Transit Agency's (PVVTA) FY 2008/09 Short Range Transit Plan (SRTP) to reflect a reduction in the agency's FY 2008/09 State Transit Assistance (STA) capital funding from $591,198 to $126,997 due to the revenue shortfall in the revised STA apportionment; 2) Reallocate $114,401 of the available STA amount to the new transit office project and $12,596 for a bus engine replacement project; and 3) Forward to the Commission for final action. Plans and Programs Committee Agenda April 27, 2009 Page 6 15. IMPLEMENTATION OF INLAND EMPIRE 511 Overview This item is for the Committee to: Page 172 1) Approve the implementation of Inland Empire 511 in partnership with the San Bernardino Associated Governments (SANBAG) and direct staff to begin updating the telephone and website systems required to support the project; 2) Approve a set aside amount of $32,500 for costs related to telephone company (AT&T and Verizon) land Tine switching charges to enable the operation of the 51 1 number; 3) Approve Agreement No. 09-41-066-00 with lteris Corporation (lteris) to update the existing traffic map and Interactive Voice Recognition (IVR) telephone system in the amount of $503,500; 4) Approve Agreement No. 09-45-067-00 with Iteris for operations and maintenance services for the traffic map and IVR telephone system including monthly per call usage charges for a three-year term in the amount of $1,080,000; 5) Authorize the Chair, pursuant to legal counsel review, to execute the agreements on behalf of the Commission; and 6) Forward to the Commission for final action. 16. COLUMBIA AVENUE GRADE SEPARATION PROJECT Overview This item is for the Committee to: Page 204 1) Allocate $500,000 in Rail Local Transportation Fund (LTF) funds to the city of Riverside for the Columbia Avenue Grade Separation project; and 2) Forward to the Commission for final action. 17. ITEMS PULLED FROM CONSENT CALENDAR AGENDA 18. COMMISSIONERS / STAFF REPORT Overview • • This item provides the opportunity for the Commissioners and staff to report • on attended and upcoming meetings/conferences and issues related to Commission activities. Plans and Programs Committee Agenda April 27, 2009 Page 7 • 19. ADJOURNMENT The next Plans and Programs Committee meeting is scheduled to be held at 1:30 p.m., Monday, June 22, 2009, Board Chambers, First Floor, County Administrative Center, 4080 Lemon Street, Riverside. • • RIVERSIDE COUNTY TRANSPORTATION COMMISSION PLANS AND PROGRAMS SIGN -IN SHEET APRIL 27, 2009 NAME AGENCY E MAIL ADDRESS ZSe--ez. _ ,2 �i'ze), j� /Si �ZI( eVie��='6>CmCY3 r ss.�H. C�New7C_ &gC � cJ% SSF C9t r i/}� � %V%trdtr-�,j v GG �y !,-a_,. G", /W,u ��4-,�, /ate/4� G(. � - "ERli-5,44• ocr34.3:e.,( fs' hail Ae0i20 i0.1 R�,.v,� 444 _ No ed o 1 at-.�2l(Li } 1 �1)4, Ors � D0 ,Qb S 6A-41--/ t 11 6iolAs0 d c. Pr.cen, ILics�n.sPielek. c.,'_corortaa. 6 3-7rsgs-4-� z4c-ovvlC; V--a_re,y-. \S ie_ j 0.ocoy,a _ R — _7. S� c9 -C/ 00 :-'J VS &booJ.ROPrOiti9.�iP4F ��.vAs44 Ca a-' v licJie0o/1.1,oG2,_ Junkhamr36o,Msn.crin RIVERSIDE COUNTY TRANSPORTATION COMMISSION PLANS AND PROGRAMS COMMITTEE ROLL CALL April 27, 2009 Present Absent County of Riverside, District I )7r 0 County of Riverside, District IV O County of Riverside, District V 0 City of Banning "Pr 0 City of Corona � 0 City of Hemet 0 City of Indian Wells " O City of Indio 0 City of Moreno Valley O City of Norco ice. O City of Palm Desert PO City of Palm Springs � 0 City of Perris � O City of San Jacinto 0 City of Wildomar � O DATE: ACH AND SUBMIT TO THE CLERK OF THE BOARD �-7 0 � CHECK IF PUBLIC COMMENTS: AGENDA ITEM NO.: (AS LISTED ON THE AGENDA( SUBJECT OF ^_ PUBLIC COMMENTS: J C-M NAME: dI�PS 4-d � Izsio�i SUBJECT OF AGENDA ITEM: ADDRESS: 11I.; I 1:11 s a DK- STREET PHONE NO.: CM- - '1 �-S-10 ID . v `li"C d 1 W FC) CITY ZIP CODE REPRESENTING: PHONE NO.: NAME OF AGENCY / ORGANIZATION / GROUP BUSINESS ADDRESS: STREET CITY ZIP CODE DETACH AND SUBMIT TO THE CLERK OF THE BOARD DATE: //71- / 7 CHECK IF SUBJECT OF PUBLIC COMMENTS: PUBLIC COMMENTS: AGENDA ITEM NO.: SUBJECT OF (AS LISTED ON THE AGENDA) AGENDA ITEM: NAME: ADDRESS: /7 4/0 FAIWY/4 //%17 STREET or» ivt) p/9 u(s �'1 U CITY PHONE NO.:02/Y.f) si% ZIP COD REPRESENTING: PHONE NO.: NAME OF AGENCY / ORGANIZATION / GROUP BUSINESS ADDRESS: STREET CITY ZIP CODE • • • RIVERSIDE COUNTY TRANSPORTATION COMMISSION PLANS AND PROGRAMS COMMITTEE Monday, March 23, 2009 MINUTES 1. CALL TO ORDER The meeting of the Plans and Programs Committee was called to order by Chair Bob Botts at 1:31 p.m., in the Board Room at the County of Riverside Administrative Center, 4080 Lemon Street, First Floor, Riverside, California, 92501. 2. PLEDGE OF ALLEGIANCE At this time, Commissioner Marion Ashley led the Plans and Programs Committee in a flag salute. 3. ROLL CALL Members/Alternates Present Members Absent Marion Ashley Bob Botts Daryl Busch Bob Buster Scott Farnam Frank Hall Robin Lowe Glenn Miller Jesse Molina James Potts Karen Spiegel Roy Wilson 4. PUBLIC COMMENTS Dick Kelly Patrick Mullany Steve Pougnet There were no requests to speak from the public. RCTC Plans and Programs Committee Minutes March 23, 2009 Page 2 5. APPROVAL OF MINUTES — February 23, 2009 M/S/C (Lowe/Wilson) to approve the minutes of February 23, 2009, as corrected to reflect Commissioner James Potts' attendance. Abstain: Farnam 6. ADDITIONS / REVISIONS There were no additions or revisions at this time. 7. CONSENT CALENDAR There were no Consent Calendar items. 8. AMENDMENT WITH ENGINEERING RESOURCES OF SOUTHERN CALIFORNIA FOR DESIGN OF A LA SIERRA STATION PARKING LOT EXPANSION Sheldon Peterson, Rail Manager, provided a brief overview on the need to expand the La Sierra station parking lot to incorporate 500 new parking spaces and a new bus terminal. M/S/C (Ashley/Lowe) to: 1) Approve Agreement No. 02-33-029-07, Amendment No. 7 to Agreement No. 02-33-029, with Engineering Resources of Southern California to perform station design services in the amount of $12,362 for a total not -to -exceed agreement amount of $909,603; 2) Authorize the Executive Director, pursuant to legal counsel review, to execute the agreement on behalf of the Commission; 3) Approve a budget adjustment to increase preliminary engineering expenditures by $108,300; and 4) Forward to the Commission for final action. 9. COMMUTER RAIL PROGRAM UPDATE Henry Nickel, Staff Analyst, provided an update on the Commuter Rail Program, highlighting the performance of the Riverside, 91, and IEOC lines and the transfer system between the rail and local transit services. At Chair Botts' request, Henry Nickel explained the types of operational issues that cause delays on a line. • • RCTC Plans and Programs Committee Minutes March 23, 2009 Page 3 Anne Mayer, Executive Director, briefed the committee on the meeting between SCRRA and the chief executive officers of member agencies regarding the Metrolink budget. M/S/C (Busch/Miller) to: 1) Receive and file an update on the Commuter Rail Program; and 2) Forward to the Commission for final action. 10. AMERICAN RECOVERY AND REINVESTMENT ACT FORMULA 5307/5311 TRANSIT FUNDING ALLOCATION AND DISTRIBUTION Robert Yates, Multimodal Services Director, presented an overview of the American Recovery and Reinvestment Act Capital Transit Assistance Program funding requirements and allocations. At Chair Botts' request, Robert Yates briefly explained the allowable uses for Section 5307 funds. At Commissioner Robin Lowe's request, Robert Yates provided additional information regarding the allocation to the city of Riverside. Commissioner Lowe then asked staff to contact the city of Riverside for more detailed information and to forward that information to the Commissioners prior to the next Commission meeting. M/S/C (Lowe/Ashley) to: 1) Approve the project list recommendations for the American Recovery and Reinvestment Act (ARRA) formula 5307 funding allocation for Riverside County transit projects; 2) Approve amendment of the FY 2008/09 Short Range Transit Plans (SRTPI for the city of Corona, city of Riverside, Commission/Metrolink, Riverside Transit Agency and SunLine Transit Agency to reflect the inclusion of the ARRA projects; and 3) Forward to the Commission for final action. 11. PROPOSITION 1B FISCAL YEAR 2008/09 CALIFORNIA TRANSIT SECURITY GRANT PROGRAM - CALIFORNIA TRANSIT ASSISTANCE FUND AND SUPPORTING RESOLUTION Martha Durbin, Staff Analyst, provided a brief overview of the California Transit Security Grant Program and California Transit Assistance Fund allocations. RCTC Plans and Programs Committee Minutes March 23, 2009 Page 4 M/S/C (Lowe/Spiegel) to: 1) Adopt Resolution No. 09-005, "Resolution of the Riverside County Transportation Commission Approving the Allocation of FY 2008/09 Proposition 18-6161-0002 California Transit Security Grant Program - California Transit Assistance Funds (CTSGP-CTAF) Population Funds"; 2) Allocate the CTSGP-CTAF discretionary funds totaling $1,553,822 for the lead project sponsors per Attachment 1; and 3) Forward to the Commission for final action. 12. RIVERSIDE TRANSIT AGENCY CAPITAL PROJECT REPROGRAMMING Fina Clemente, Transit Manager, presented Riverside Transit Agency's request for capital project reprogramming. M/S/C (Potts/Lowe) to: 1) Approve Riverside Transit Agency's IRTA) request to reprogram federal and local funds remaining on completed and yet -to -be started capital projects from FY 2004/05 - 2007/08 grant years to cover immediate FY 2008/09 capital needs originally programmed primarily with State Transit Assistance (STA) funds; 2) Approve the $783,382 excess and unassigned STA funds resulting from the reprogramming structure be retained by RTA to be utilized for other capital projects that will be identified in later years; 3) Amend RTA's FY 2008/09 Short Range Transit Plan (SRTP) to reflect these changes; and 4) Forward to Commission for final action. 13. ENVIRONMENTAL JUSTICE ANALYSIS AND COMMUNITY OUTREACH STUDY John Standiford, Deputy Executive Director, briefly discussed why the Environmental Justice draft toolkit was developed. Andy Pendoley, Project Manager, Moore lacofano Goltsman, Inc. (MIG), presented a high-level overview of the toolkit, discussing the following areas: • Study partners, goals, and objectives; • Advisory structure; • • RCTC Plans and Programs Committee Minutes March 23, 2009 Page 5 • Goods movement facilities; • Impacts analysis; and • Strategies, solutions, and study outcomes. At Commissioner Karen Spiegel's request, Andy Pendoley defined the study area for the Mira Loma community. Commissioner Bob Buster stated that he believes the toolkit fails to address 1) the cost effectiveness and potential results if any/all of the tools are employed; 2) the order in which these tools should be employed; and 3) the legal ramifications of dealing with interstate commerce. In response to Commissioner Jesse Molina's concern regarding litigation, John Standiford stated that the toolkit is an advisory resource for local agencies and does not impact any existing project's legal review requirements. Chair Botts noted significant environmental issues related to goods movement also impact the Pass area. Anne Mayer, Executive Director, discussed the importance of conducting the Environmental Justice Analysis and Community Outreach Study. M/S/C (Hall/Lowe) to: 1) Receive the Environmental Justice (EJ) draft toolkit entitled Healthy Communities and Healthy Economies - A Toolkit for Goods Movement; and 2) Forward to the Commission for final action. 14. ITEMS PULLED FROM CONSENT CALENDAR There were no Consent Calendar items. 15. COMMISSIONERS / STAFF REPORT There were no Commissioner or staff reports. RCTC Plans and Programs Committee Minutes March 23, 2009 Page 6 16. ADJOURNMENT There being no further business for consideration by the Plans and Programs Committee, the meeting was adjourned at 2:32 p.m. Respectfully submitted, Jennifer Harmon Clerk of the Board • • RIVERSIDE COUNTY TRANSPORTATION COMM/SS/ON DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Henry Nickel, Staff Analyst Sheldon Peterson, Rail Manager THROUGH: Robert Yates, Multimodal Services Director SUBJECT: Commuter Rail Program Update STAFF RECOMMENDATION: This item is for the Committee to: 1) Receive and file an update on the Commuter Rail Program; and 2) Forward to the Commission for final action. BACKGROUND INFORMATION: Metrolink Proposed Fare Increase and Change in Transfer Policy There are several changes being proposed by staff to the Metrolink Board of Directors at its April 24, 2009 Board meeting. While the proposed changes, if approved, would go into effect at different times during the upcoming fiscal year, Metrolink is sharing all of the information with the public in order to obtain final budget approval by each of the five member agencies before the new fiscal year begins on July 1, 2009. While the exact dates for some of these potential changes are not confirmed, especially those linked to new technology, the budget will anticipate that all might occur in the new budget year. The proposed changes fall into two areas — a proposed fare increase and proposed changes to Metrolink's transfer policy. The Metrolink Board will be considering an average annual system wide fare increase ranging from 3.5% to 5.5%. If approved by the Board, the new fares will go into effect on July 1, 2009. In 2004, Metrolink's Board of Directors approved a plan to restructure its fare policy over a 10-year period beginning July 1, 2005. Under the restructuring plan, all ticket prices are now based on a measurement of the driving distance between stations. In March 2007, the Board approved a 3.5% system wide average fare increase effective July 1, 2007 and voted to implement the same 3.5% system wide average fare increase on July 1, 2008 and July 1, 2009. The Board also noted that any increases above the 3.5% system wide average would require a public outreach process prior to Board consideration. Agenda Item 7A Since Metrolink's inception in 1992, Metrolink tickets have included a transfer to connecting transit to nearly all of the transit lines that connect to stations. Participating transit operators have visually inspected Metrolink tickets and billed Metrolink for the Metrolink passengers they carried. Metrolink is one of only three commuter rail services in the country to offer free transfers. As Metrolink is a regional system spanning six counties, interacting with dozens of connecting transit systems, it must consider the ticketing policies and technology of all the operators. Metrolink's new policy will allow for the accommodation of changes in other counties. Each of the connecting transit operators in the six counties Metrolink serves maintains a separate way of collecting revenue from ticket sales. Due to budget factors, Metrolink can no longer afford to provide these connections free of charge, but will continue to subsidize between 60% and 70% of the costs to minimize the impacts to monthly pass and ten -trip ticket riders. Before proposing a change in policy, Metrolink reviewed and rejected several other options, including the potential for customers to pay the entire transfer fare cost for their connection. As a result of the connecting transit fare policy and technology changes with the implementation of the Transit Access Pass or "TAP" smart card fare payment system within Los Angeles County and the installation of fare gates at Los Angeles METRO rail stations, a rider "co -payment" and the following technology related changes are proposed by Metrolink staff and its Board of Directors for implementation: • For customers transferring to METRO bus and rail services in Los Angeles County, Metrolink monthly pass and 10-trip ticket holders would be required to use a registered TAP smart card and pay a portion (between 30% and 40%) of their connecting transfer costs through the TAP smart card program. Metrolink tickets will have a special printed coupon code to be used to purchase connecting transit passes at this special discount rate through the TAP service center either online at www.taptogo.net or by phone. This would also apply to all other connecting transit operators in Los Angeles County as they join the TAP program. • Metrolink one-way and round trip tickets would no longer include the transfer privilege for connections with the EZ Transit Pass, the existing program allowing transferability between Los Angeles County transit operators, or TAP -enabled operators in Los Angeles County. Customers using one-way and round trip tickets would be required to pay the regular fare to use connecting transit services. All Metrolink tickets would continue to be valid for non-EZ Transit Pass transfers to connecting transit services that have not joined the TAP program and to those outside of Los Angeles County (OCTA, Omnitrans, RTA, etc.). Free transfers with valid Metrolink tickets will continue until an operator joins the TAP program or there is any significant increase in the rate charged to Metrolink, at which point a co -payment could be required. Agenda Item 7A • 2 • • Inland Empire -Orange County Weekend Service Performance Q3 FY 08/09 IEOC Weekend Passenger Trips 2000 - 1600 - 1200 - 0 800 - 400 I i i" ismia Last Year tCurrent Year 0 0 _05 0 0 O 05 001, 0) 0, 0, O) )ac �Qc •52sec •)eo ke� <(0 4e� <„Z sec t e� sec Daily passenger trips on the year-round Inland Empire -Orange County (IEOC) Metrolink weekend service have continued to grow into the third quarter, providing 9,273 trips in the third quarter and 45,472 passenger trips year to date. This is an increase of 21.21 % over the 33,615 trips provided at this point last year, attributed to increased gasoline prices and continued promotion. The success of this service is due in large part to the coordinated marketing efforts among the Commission, Orange County Transportation Authority (OCTA), and San Bernardino Associated Governments. Most responsibilities for marketing of the service have transitioned to Metrolink, including revised seat drops, branding, and consolidation of the various weekend services under a single promotional umbrella. Riverside Line O a F w 0 Passenger Trips Riverside Line 6,000 5,600 5,200 4,800 4,400 4,000 ,0 �� 0 0 �oR' ooo) 59' � � o� o0 09 ?3 �e PQ 4,0 ��� )� pro gel O° 434 er �a� �e� sec Month Daily weekday passenger trips on Metrolink's Riverside Line for the month of March averaged 5,122, an increase of 11, no change from the month of February. Compared to one year prior, the line averaged an overall daily decrease of 28 passenger trips. This is nearly 1 % less than a year ago. Agenda Item 7A 3 100 d 95 w m 90 d 85 i 80 m a 75 70 On Time Performance (95% Goal) Riverside Line 00 (§o Y O(?) 00 00 0� 0`73 `b o' Oo' 09 )• P cn° 0 \°,' O�GA )��A Cr far Month March on -time performance averaged 100% inbound (5% more than February) and 96% outbound (5% more than February). There were five delays greater than five minutes during the month of March. The following are primary causes: Signals/Track/MOW Dispatching Mechanical Operations Inland Empire -Orange County Line 6,000 5,600 5,200 4,800 4,400 4,000 Passenger Trips Inland Empire Orange County Line r i T Ob 00 00 Ocb 00 00 00 66 0/ Pit' `Sad )�� � Pao; g�Q oc� 4o4 o ��� Oe" 4•Zi,,` Month Daily weekday passenger trips on Metrolink's IEOC Line for the month of March averaged 4,313, a decrease of 109, 2% less than the month of February. Compared to one year prior, the line averaged an overall daily decrease of 671 passenger trips. This is nearly 13% less than a year ago. Agenda Item 7A 4 • • 100 d 95 90I8 a)5 o 80 o. 75 70 On Time Performance (95% Goal) Inland Empire Orange County Line 00 0o Ao 00 (§) o0 00 0`� A�' Ab o0 00 00 �a� QQ� 4a3 �Jc sJ� PJA �e,4 Oo �o� OeG lac ��� fat Month March on -time performance averaged 95% inbound (no change from February) and 98% outbound (4% more than February). There were 12 delays greater than five minutes during the month of March. The following are primary causes: 91 Line i F O Signals/Track/MOW Dispatching Mechanical Operations 2,800 2,600 2,400 2,200 2,000 1,800 Passenger Trips 91 Line -r O9) �PQ�a�)J��� , ooAPJ0ocb �o9 9 4i �aOOq' oQ' Oo� rPc e0e9p‘-‘QS‹cfMonth Daily weekday passenger trips on Metrolink's 91 Line for the month of March averaged 2,268, a decrease of seven, no change from the month of February. Compared to one year prior, the line averaged an overall daily decrease of 132 passenger trips. This is nearly 6% less than a year ago. Agenda Item 7A 5 Percentage 100 95 90 85 80 75 70 On Time Performance (95% Goal) 91 tine (sb o`� p4' oc1) o� o`b o§' oq3 ,§!' $ p°' ,§73 o0 v Qom°' se`( O0� �°J p�� lac Few 44 Month March on -time performance averaged 98% inbound (no change from February) and 99% outbound (4% more than February). There were three delays greater than five minutes during the month of March. The following are primary causes: Signals/Track/MOW Dispatching Mechanical Operations Connecting Transit Service Performance The Commission's role facilitating interconnectivity between Metrolink and connecting transit services is essential to ongoing system viability. Such services address the needs of transit dependent riders as well as help mitigate congestion and the necessity for expensive parking capacity at the Commission stations. The Commission is working to improve the efficiency and effectiveness of transit connections. In order to meet these requirements, the Commission has worked with Metrolink and local transit operators to offer connecting services to and from Riverside County Metrolink stations at no cost for those with valid Metrolink tickets. Within Riverside County, services include free transfers to routes operated by Riverside Transportation Agency (RTA), RTA's Commuter Link service and Corona Cruiser. The following graphs show total monthly Metrolink transfer passenger trips on each of the three services. Agenda Item 7A 6 • • 3,500 3,000 o. 2,500 1- p 2,000 1,500 1,000 0 0 00 PQr •,0 Passenger Trips RTA Fixed Route 0 J�0 a�00 �5P � � 04, w a�o� e°p� a�o� Month Monthly Metrolink transfer trips on RTA's connecting fixed routes (1, 3, 15, 16, 21, 29, and 38) totaled 2,768 for the month of March, an increase of 427 trips, and 18.24% more than the month of February. Monthly trips increased by 427 or 18.24% over the year. 10,000 9,000 a 8,000 f ' 7,000 r-. 4t 6,000 5,000 4,000 Passenger Trips RTA Commuter Link 00 00 -9 v .4z2, �J P 00 00 00 00 yak 0 . �°, Oef Month )`° � Fa�‘•\`'z' Monthly Metrolink transfer trips on RTA's Commuter Link routes (202, 204, 206, 208, and 210) totaled 6,491 for the month of March, an increase of 714 trips, and 12.36% more than the month of February. Monthly trips have increased by 230 or 3.67% over the year. Agenda Item 7A 7 800 700 ±i 600 L I- 500 w 0 400 4t 300 200 4$' 05 0 PQ�0 4,4a.% )J�O Passenger Trips Corona Cruiser O� 4 00 � O� O� )�� Q�� 444 CP- (54 sec Month )�r<0 Fm�� ��v.0 Monthly Metrolink transfer trips on the Corona Cruiser totaled 707 for the month of March, an increase of 63, 9.78% from the month of February. Monthly trips have increased by 171 or 31.90% over the year. 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BACKGROUND INFORMATION: At its March 11, 2009 meeting, the Commission approved the proposed Commission Policy Goals and Objectives for the FY 2009/10 Budget. One of the highlighted objectives presented was the continuation of the public outreach efforts underway for the toll program projects. Staff was directed to provide a presentation on the public outreach efforts for the toll program projects at a future Plans and Programs Committee meeting. Agenda Item 8 11 600Z `LZ 1!add aapituuuop suaea6oad pue sueld 'maim Amuntutuop sauel pawl ssaadx3 AamnS Ilol D!Ignd • s6upaaw uoi etwo juI Di lq nd • ueid suopeopnwwo3 Dgqnd • aiisgam 4Daraad • upid Wpeamp Dfignd opi•I.Da[oadsMMM id6as'MMM siepalew leaaa.e1103 • spaeo9 pue spunoj }uauauaanop lepoi . sdnoae snooj Aliunwwo3 . s6unaaW aapioypieis �(�aaJena . s6upaW uonewaojuI D!Ignd • pad suogeaiunwuaoD Dfiqnd 600Z 'Z pdd 'a!pnlse] 600Z IT I!adb►'a�a!aanW 600Z `T£ Liaaaw 'eum o dID ST-I • 600Z `£ piew 'euoaoD dID T6 • s6unaaW uoneuuojuI DUgnd 600Z In /kaW 6upeaua ixaN - ai.ep o� play s6upeatu onnl - ST-I • 600Z 'LZ Aew 6unaaw ixaN - asap of meg s6upeatu aapiotialals anoA - d ID T 6 • s6unaaW aapioymelS Apapenb sdnoag aovues — slopisia aovues Aijunwwoo— aaaawwoo saagwego — :o� wee.I o pauueid . Apnwwoo pue saiaua6d Alunoo abuaap . aawwwoo uoRepodsueal — aagwego euoaoo . Peagno Amunww03 aayp0 eipaw . slauueu ssaDDy 12D01 . sal.ppdn apinoad ol. s6upaW punco puol4V • panunuoD ypeagnp AmunwwoD aayp0 Collateral Materials w ww.retc-DCg.= www.tiSprolif pabruary 7000 0 INTERSTATE 15 CORRIDOR IMPROVEMENT PROJECT 1 project at Or tlYtnlBe County Iranspartatioa Coololsslu insional WHAT IS THE 1-15 CORRIDOR IMPROVEMENT PROJECT? The Riverside County Transportation Commission (RCTC) and California Department of Transportation (Caltrans) District 8 are working to Improve traffic capacity and operations on Interstate (1-15) from just north of the 1-15/1-215 separation in the City of Murrieta• northward to the San Bernardino County line. The I-15 Corridor Improvement The purp congest• improve facilitate of peopl in Rre by enh condition recreatio carnal- 2030, Ri populati. to be at i1%1;Y High 0 . the abili PROYECTO DE MEJORA DE LA AUTOPISTA DE LA RUTA ESTATAL 91 V tEN QUE CONSISTE EL PROYECTO DE MEJORA DE LA AUTOPISTA SR 91? El Proyecto de Mejora de la Autopista SR-91 (Ruta Estate!) tiene por objeto incrementar la capacidad actual de un tramo de 12 millas en la SR.91, entre la autopista SR.241 hasta Pierce Street en la Ciudad de Riverside y la autopista Interestatal 15 (1.15) entre Cajalw Road y Hidden Valley Parkway. Este es un proyecto prioritario dentro de la region y es un element() muy importante del plan de la Cpmisten de Transporte del Condado de Riverside (RCTC, por sus siglas en Inglas), con un plaza de ejecucion de 10 anos y un costo estimado de construccidn de $1.3 mil mlllones (de Mares). Este tramp de is SR-91 es una de las rutas mas congesbonadas en el Sur de California, con un premedio actual de trafico diario de 280,000 vehfculos. Se estima que esta cifra se incrementare entre un 50 e y un 70 o pare el aho 2030. PROPOSIT0 DEL PROYECTO El Proyecto de Mejora de la Autopista SR-91 busce reducir la congestion y mejorar la moviedad. Las mejoras del proyecto fograren una autopista SR91 mas segura, al reducir los accidentes y las demoras causadas par esos accidentes. Otro beneticio de la • Develop Brochures in English and Spanish PowerPoi nt Presentations • Fact Sheets 8002 AeW — uoissivauaoo (A. podaa . 800Z bupds ui palonpuoo AananS o!Ignd • s6uiaeaH oilgnd . swewnooa lewe auoivw3 io nnaina}d oHgnd • sbuRaaW 6u!doos oilgnd • peamo piiAnd pa.ijnbau RIVERSIDE COUNTY TRANSPORTATION COMMISSION DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Michael Blomquist, Toll Program Director Khalid Bazmi, Toll Project Manager Karl Sauer, Bechtel Project Coordinator THROUGH: Anne Mayer, Executive Director SUBJECT: Amendment to Agreement with PB Americas, Inc., for Additional Preliminary Engineering and Environmental Services Required' for the Preparation of a Project Report and Environmental Document for the State Route 91 Corridor Improvement Project on State Route 91, from State Route 241 to Pierce Street, and on Interstate 15 from Hidden Valley Parkway to Cajalco Road STAFF RECOMMENDATION: This item is for the Committee to: . 1) Approve Agreement No. 08-31-001-03, Amendment No. 3 to Agreement No. 08-31-001-00, with PB Americas, Inc. (PB) to perform additional preliminary engineering and environmental services required for the preparation of a Ca!trans Project Report and Environmental Document (PR/ED) for the development of proposed improvements to the State Route 91 corridor, from SR-241 to Pierce Street, and on Interstate 15, from Hidden Valley Parkway to Cajalco Road, for the amount of $2,536,181; 2) Approve an adjustment to the project budget for the amount of $2,536,181, for a total not to exceed amount of $35,077,485; 3) Authorize the Chair, pursuant to legal counsel review, to execute the agreement on behalf of the Commission; 4) Authorize the Executive Director to execute future amendments from the proposed contingency balance; and 5) Forward to the Commission for final action. • BACKGROUND INFORMATION: In early 2006, the Commission directed staff to develop a Western Riverside County Highway Delivery Plan for the first 10 years of the 2009 Measure A Program. Throughout 2006, staff and the Public/Private Financing and Delivery Plan Ad Hoc Committee developed the 10-Year Western Riverside County Highway Delivery Plan (Delivery Plan) and in December 2006, the final Delivery Plan was presented and approved by the Commission. In this action, the Commission also Agenda Item 9 12 directed staff to proceed with consultant selection services for preliminary engineering and environmental services required for the development of a Caltrans PR/ED to implement all of the new projects identified in the Delivery Plan. The proposed SR-91 corridor improvements, outlined in the Delivery Plan, were given a high priority by the Commission. In July 2007, the Commission approved the selection process and awarded Agreement No. 08-31-001-00 to PB to provide preliminary engineering and environmental services for the preparation of a Caltrans PR/ED for the proposed improvements to the SR-91 Corridor, from SR-241 to Pierce Street, and on 1-15, from Hidden Valley Parkway to Cajalco Road, for a base amount of $26,930,574 with a contingency of $5,610,730 for a total not to exceed amount of $32,541,304. PB was issued a notice to proceed on September 4, 2007, with a 42-month schedule to complete the PR/ED. The scope of services, schedule and respective cost of services negotiated as part of the original agreement was based primarily upon the Delivery Plan and the following three studies: • Caltrans State Route 91 Project Study Report (SR-91 PSR) - Final • RCTC State Route 91 Corridor A Median Viaduct Study (SR-91 Corridor A) • Caltrans Interstate 15 Project Study Report (1-15 PSR) - Draft The Caltrans SR-91 PSR proposed the following improvements: 1. The addition of an eastbound (EB) auxiliary lane from SR-241 to SR-71, a Corridor Mobility Improvement Account (CMIA) project to be developed and constructed by OCTA, and potential EB mixed flow/auxiliary lane by the Commission; 2. The addition of one westbound (WB) mixed flow lane and one WB auxiliary lane from SR-241 to SR-71; 3. Improvements to the existing SR-91 /SR-71 interchange, excluding the EB collector -distributor system from Green River Road to SR-71 and the new direct connector from EB SR-91 to northbound (NB) SR-71; 4. The addition of one mixed flow lane and one auxiliary lane, in each direction, from SR-71 to Pierce Street, in the city of Riverside; 5. Interchange improvements, at all existing interchanges, from SR-241 to Pierce Street, in the city of Riverside; and 6. The addition of a collector -distributor system on SR-91, in both directions, from Lincoln Avenue to 1-15. The original PB SR-91 corridor improvement project scope of services included studies for two base alternatives as follows: Agenda Item 9 • • • 13 • Alt No. 1 — Addition of one general purpose lane, in each direction, and a direct carpool connector from SR-91 to 1-15. Alt No. 2 — Includes all improvements associated with Alt No. 1 plus the extension of the express lanes, on SR-91 from the Orange County line to Pierce Street, and on 1-15 from north of SR-91 to Cajalco Road. At the time staff presented the original agreement to the Commission for approval, staff recommended a contingency of $5,610,730, approximately 20% of the agreement value, based upon a risk analysis of all the known project variables. PB is currently 44% complete with the PR/ED. Over the past 18 months, PB has worked diligently to develop the preliminary engineering plans and ascertain the environmental impacts associated with the proposed improvements for the two base alternatives. During this development phase, various stakeholders provided input in further refining the base alternatives. This necessitated further analysis and development of additional design variations to the base alternatives. The following is a summary of amendments to date utilizing the contingency: AMENDMENT NO. DESCRIPTION OF ADDITIONAL SERVICES COST Authorized Contingency $5,610,730 Amendment No. 1 Previously approved • Additional survey and mapping. • Develop geometrics for the ultimate SR-91 /I-15 interchange and 1-15 corridor typical section. • Additional tolled median connector from SR-91 to 1-15 North. • Wage rate escalation. • Develop feasibility study for Corona Mid -City Express Lane access. ($2,136,240) Amendment No. 2 Previously approved • Additional work associated with identifying utilities impacted by the project and proposed relocation costs. • Additional hydraulic study. • Additional ramp closure study. • Additional work associated with the development of the Right -of - Way Relocation Impact Report. ($488,196) Total Approved Amendments ($2,624,436) Agenda Item 9 14 Available Contingency $2,986,294 Proposed Amendment No. 3 • The original scope of the project established two alternatives to be studied which were based on the Caltrans PSR relative to impacts on local interchanges. The baseline alternatives that are now set for the project are significantly more extensive requiring a significant amount of work that was not originally scoped. • Additional design variations have been added at the Maple Avenue and at the Lincoln Avenue interchanges. • At the request of the city of Corona, an additional mid -city access alternative, at Smith Avenue, is proposed to be studied with Alternative 2. This adds an additional design variation to each of the design variations at Maple Avenue and Lincoln Avenue for a total of four additional variations for Alternative 2. These changes in the scope translate to an increase in effort for a number of project tasks. • The centerline shift of 22' is needed to minimize throwaway costs for improvements that will be constructed as part of the EB lane addition project and mitigate impacts of the Mindeman slide on the south side of SR-91. ($2,536,181) Total Amendment Nos. 1, 2 and 3 $(5,160,617) Available Contingency $ 450,113 Proposed Replenishment of Contingency $2,536,181 Proposed Contingency Balance $2,986,294 Agenda Item 9 • 15 • • PB is at a point in its schedule where it has substantially completed the details of the two base alternatives for the project to allow for the finalization of all the preliminary engineering and environmental studies required for the Caltrans PR/ED. The original scope of the project included two alternatives which were generally based on the Caltrans SR-91 and 1-15 PSR's and Corridor A Study. The make-up of the baseline alternatives that are now set for the project are significantly greater than what was originally scoped, mainly due to alternate design variations at a majority of the local interchanges along SR-91, in the city of Corona. The city of Corona has also requested that the Commission study mid -city access to the Express Lanes as part of Alternative 2, the Express Lanes alternative. The Corona Mid -City Access Alternative adds additional design variations, to be studied, at Maple Avenue and Lincoln Avenue interchanges. These changes in scope translate to an increased effort in the finalization of the studies required for the SR- 91 corridor improvement project PR/ED. It is critical that all alternatives and design variations are thoroughly analyzed prior to completion of the project report and circulation of the environmental document. Omission of a suggested design variation may potentially delay the Record of Decision and approval of the environmental document. Staff requested and received a scope of services and respective cost of services from PB for the additional alternative scope outlined above. Staff has completed negotiations with PB and has come to an agreement for the additional scope and associated cost. Staff is recommending approval of Amendment No. 3, for a not to exceed amount of $2,536,181. Staff is also recommending that the Commission approve an adjustment to the project budget in the amount of $2,536,181 to supplement the project contingency for these additional services. This action, in addition to the previous Amendment Nos. 1 and 2, would bring PB's base amount to $32,091,191 with a remaining contingency of $2,986,294 for a total not to exceed amount of $35,077,485. The SR-91 corridor improvement project is currently scheduled to complete the PR/ED by the spring of 2011. Financial Information In Fiscal Year Budget: No Year: FY 2008/09 FY 2009/10 Amount: $1,268,091 $1,268,090 Source of Funds: Commercial Paper Budget Ad ustment: Yes GLA No.: 262 31 81101 Task 11 P3026 Fiscal Procedures Approved: \o��urm� Date: 4/17/09 Attachment: Scope of Work Amendment 3 Agenda Item 9 16 P3�6- PA in 01;0CZ SR-91 SCOPE OF WORK Amendment 3 The following document is provided to. supplement the PB fee estimate and describes the scope of work for extra work identify in Amendment 3 of the Project Report and Environmental Document for the State Route 91 (SR-91) Widening project. The original scope of the project established two alternatives to be studied which were both generally based on Caltrans PSR relative to impacts on local interchanges. The baseline alternatives that are now set for the project are significantly more extensive than what was originally scoped. In addition, design variations have been added including one additional variation at Maple Avenue and one additional variation at Lincoln Avenue which apply to both alternatives. RCTC has also requested that a Mid -City access point be studied at Smith Avenue with Alternative 2. This adds an additional design variation to each of the design variations at Maple Avenue and Lincoln Avenue for a total of four additional variations for Alternative 2. These changes in the scope translate to an increase in effort for a number of project tasks as listed below. 100.05 Project Coordination/Administration/Management PB will provide overall project management, coordination, and supervision of project staff to facilitate the performance of the work in accordance with the scope and requirements of RCTC. 100.10.10.7 QA/QC Independent Third Party Review PB shall perform quality control reviews in accordance with the approved Quality Assurance Program for the reports, plans, studies, estimates, and other documents submitted for the project. "Continuous" quality control reviews by discipline and task managers and their production staff is included in the respective production tasks. The QA/QC Independent Third Party review is for the separate, milestone independent review of major deliverable documents (e.g., Project Study Report, Project Report, Environmental Document and Technical Studies, etc.). 160.10.10 Prepare Traffic Forecasts/Modeling Traffic forecasts will be prepared through the application of the Riverside County Transportation Commission Transportation Analysis Model developed by PB for application in the Measure A Ten Year Implementation Plan and Toll Feasibility Analysis. Traffic forecasts will be prepared for the various components of the transportation network associated with the proposed mid -city access. Average Daily Traffic (ADT), AM and PM peak hour forecast volumes will be generated for the mid - city access alternative in combination with the various design variations for incorporation into the detailed traffic engineering, environmental analysis, and engineering design tasks. Traffic forecasts will be prepared for 2015 and 2035. 17 160.10.11 Perform Traffic Operational Analysis Traffic analysis will be conducted Tor the ramp intersections that are likely to be impacted by improvements to the SR-91 Corridor through incorporation of mid -city access. The various combinations of mid -city access and design variations will be evaluated for potential impacts and appropriate mitigation measures identified.. 160.10.15 Geometric Plan Development for Project Report PB will develop conceptual layouts for additional toll facilities (i.e. signing and toll gantries) related to a mid -city access point at Smith Avenue. 160.10.16 Prepare Construction Staging Concept Plans PB will prepare concept stage construction plans for the additional design variation at Lincoln Avenue. The construction staging concept plans will depict the overall sequencing of construction for each alternative to balance the construction production, traffic delay impact, and cost affordability. The construction staging concept plans will show where the construction is occurring and where traffic is maintained during construction (i.e. identify opened lanes of travel and general construction areas). 160.10.41 Determine Right of Way Requirements PB will determine Right of Way requirements for the additional design variation at Lincoln Avenue. Right of Way requirements will be established in Microstation format and tabulated in an Excel spreadsheet with parcel number identification and area of take required. 160.10.70 Perform Traffic Studies Capacity analysis will be conducted using methods described in the 2000 Highway Capacity Manual (HCM) for the intersections impacted by the potential implementation of mid -city access. The traffic technical team will work with the project team to develop clear definitions for the geometric assumptions for the interchanges associated with mid - city access. Analysis results will be compared to the alternatives that do not consider mid -city access to evaluate potential impacts to the transportation network. 160.10.85 Structure Advance Planning Study Structure Advance Planning Studies will be prepared for additional structures affected by the increase in scope and additional design variations as follows: • Bridge widening for existing Lincoln Ave OC for ALT 1&2 with DV 18E2 — one APS report • New structure for W91 Off -Ramp E Grand Blvd BOH for ALT 2 (1000 ft long) — one APS report • Bridge widening for existing Main St Overhead Bridge for AM842 — one APS report 160.15.05 Prepare Cost Estimates for Alternatives PB will provide cost estimates for the additional design variation at Lincoln Avenue based on Caltrans Project Development Procedures Manual guidelines for Project Report cost estimates. • • 18 • • 160.15.10 Prepare Fact Sheet for Exceptions to Design Standards PB will identify all non-standard design features based on the Design Checklist (DEB 78- 02) for the additional design variation at Lincoln Avenue. 160.15.20 Prepare Draft Engineering Project Report The Project Report will be expanded to describe the additional design variations and mid - city access. All information prepared as part of Task 160.10 will be incorporated into the Project Report as required by the PDPM. 165.05.10 Perform Public and Agency Scoping and Community Outreach Process PB will provide responses to public and agency comments related to the mid -city access. 19 1.91'i90'35 9Z6'51.4$ SEB'9995 454'4z5 111E 91k'9Z4.. 490`9ZS 0995 COLS .: 009'94 O9Z'LL5 191'495 996'Z5 .090U ZZ9V.5 9vc'o9SS 6S9'4L5 COWLS- 6L9`99►5. • oZ 5L4119145. 559'C95$ 9EL'9E45 609'£ES 929'LS 000'095 00SRZ5 081, 45 9995AL'k$:u LZVOSZ$ oasIs45 ,9'65Z5 011,'4L5 SOZ.995 • 1500-W101 an-NilyW 1NH1lnsNoo ens WoS S3SN3dX3 1SOO 2109k/ 1 14101 dui '00N luawpuawy le-6pr Ieuop ppv ssawv /dig ploy suoppeA u9!se0 pappy Vie* adoos Amhnov sw11� 11{f dee.* adods Jo; s}so0;o a;eums3 133f0bd 1N3W3A021dW121041212100 1.6-NS • LSA I • LSA ASSOCIATES. INC. BERXELEY FORT COLLINS RIVERSIDE 20 EXECUTIVE PARK. SUITE 200 949.553.0666 TEL CARLSBAD PALM SPRINGS ROCKUN IRVINE. CALIFORNIA 92614 949.553.X076 FAX COLA POINT RICHMOND SAN LUIS OBISPO November 24, 2008 David Thomas Project Manager PB Americas, Inc. 685 E. Carnegie Dr., Suite 210 San Bernardino, CA 92408 Subject: Amendment to the SR-91 PR/ED Project (RCTC Agreement Number 08-31-00I-00) to Include Additional Design Variations in the Overall Scope of Work for the Environmental Document Dear Mr. Thomas: LSA Associates, Inc. (LSA) has prepared this amendment to our original contract to include several design variations not originally anticipated in the environmental scope of work for the State Route 91 (SR-91) Project Report (PR)/Environmental Documentation (ED) Project. Amended Scope of Work Based on our understanding of the design variations (described in Attachment A), LSA will prepare environmental documentation that will cover each of the design variations for each of the build alternatives as described in Attachment A. The environmental documentation for the design variations will be included in all mapping, the project description, all technical studies, the environmental document, etc. A list of the specific tasks that will include this additional work is shown as Attachment B. Additional scope is required to evaluate additional areas (parcels and land uses) that are impacted by the expanded project footprint for the design variations. The additional area to be surveyed for each environmental topic, the work required to evaluate the impacts within the additional area, and the additional work required to write the technical reports and the environmental document sections will be completed as each of the build alternatives and their associated design variations are clearly defined by the design team. Amended Budget The amended budget estimates (Attachment C) for the Additional Design Variations is $197,317 and for the Mid -City Access Design Variation, the amended budget estimate is $79,110. The total amended budget estimate for the additional scope of work tasks is $276,427. This budget, when added to the original budget, will not be exceeded without your prior authorization. 11/24/08 (PAPAZ07011Project ManagementAmendmenistSR-91 Design Varialions Amendment rev.doc) PLANNING ENvIRONMENTAL DESIGN 21 LSA ASSOCIATES, INC LSA appreciates this opportunity to provide continuing environmental services to PB Americas, Inc. and for the Riverside Transportation Commission_ Should you have any questions on the scope or costs, please call me at (949) 553-0666. Sincerely, LSA ASSOCIATES, IN Michael Amling Principal Attachment A: Description of the Design Variations Attachment B: List of Amended Tasks Attachment C: Amended Budget Spreadsheets (by task and individual) 1124/OS (PAPA707011Project Management lAmendments\SR-91 Design Vanations Amendmenl rev.doc) 22 • RBF JN: 65-100361 December 30, 2008 David Thomas Parsons Brinkerhoff, Inc. 685 East Carnegie Drive Suite 210 San Bemardino, CA 92408 ■ ■ ■ CONSULTING Subject: Amendment No. 2 SR-91 Corridor Improvement Project (CIP) Compatibility and Value Analysis Development Revised Alternatives for the SR-91 CIP Dear David, RBF Consulting (RBF) respectfully submits this attached scope of work and fee for additional subconsulting support to Parsons Brinkerhoff (PB) for the SR-91 CIP relative to the interface with the Eastbound Lane Addition project being prepared by Caltrans District 12; compatibility between the SR-71 PA/ED and SR-91 PA/ED projects; geometric altematives analysis following the Value Analysis held in June ,2008; and additional design variations incorporated into the project alternatives. Due to the size and complexity of the SR-91 Corridor Improvement Project, a number of key assumptions and clarifications for the scope of work were documented in the contract negotiation process by the PB Design Team for all areas of work to be performed by the PB Design Team for RCTC. As the SR-91 CIP design has evolved, a significant amount of additional design analysis has been realized to define the project more clearly to meet the goals and objectives of RCTC, Caltrans and the local agencies. This design analysis is outside the limits of the scope of work and fee assumptions that were presented and documented with RCTC during the contract negotiation process. The key assumptions that were presented in the original scope of work included: • Two alternatives are to be developed consisting of Alternative No. 1 - Caltrans Approved PSR Alternative 4. and Alternative No. 2 — Caltrans Approved PSR Alternative 4 with Express Lanes. • Conceptual interchange analysis was budgeted for each local interchange affected by the widening of SR-91 and for a County Line HOT ingress/egress configuration. A total of 1500 hours was budgeted for conceptual interchange analysis of Segment 1 to include SR-241/Gypsum Canyon Road, Green River Road (WB on -ramp and EB off -ramp only), Auto Center Dr., Maple St. and one system interchange for HOT ingress/egress at the County Line. • A total of 1000 hours was budgeted for non-standard features analysis. This did not have a defined work program but was included on the assumption that some focused analysis would be needed in the corridor to evaluate possible options for the use of non-standard features in certain areas of the project. • If the SR-91/SR-71 PR/ED effort was to be performed by another consultant then all work within the project limits of the SR-91/SR-71 interchange, except for the Green River WB on -ramp and EB off - ramp, was excluded from the SR-91 CIP work program. The intent was that this work from the SR- 91/SR-71 project would be referenced into the SR-91 CIP project. • Project cost estimates were to be prepared for the two Project Report Alternatives (as defined above). • Within the above alternatives, it was assumed no profiles for the mainline widening would be developed or prepared for the Project Report. PLANNING ■ DESIGN ■ CONSTRUCTION 14725 Alton Parkway, Indne, CA 92618-2027 . P.O. Box 57057, Irvine. CA 92619-7057 • 949.472.3505 ■ Fax 949.472.8373 Offices located throughout California, Arizona & Nevada ■ www.FBF.com >u,enw„ecycled wow 23 • Development of geometrics was assumed for one altemative per local interchange and would be generally limited to their existing configurations for both Altemative No. 1 and Alternative No. 2. • 34 layout sheets and 17 profile sheets for Alternative 1 would be developed for the Project Report. • 34 layout sheets and 22 profiles sheets for Alternative 2 would be developed for the Project Report Federal and State requirements, coupled with the major investment being made by RCTC, required a comprehensive Value Analysis process to be performed. Typically a Value Analysis (VA) session would require attendance and supporting analysis work over the course of the VA session (from 6 — 15 days). Given the cost to be invested in the project and the complex nature of the project (Santa Ana River, Mindemann Slide, separate SR-91/SR-71 project, separate OCTA eastbound lane addition project, and local access interchange deficiencies), ten separate altematives and/or design variations within Segment 1, such as major local interchange reconfigurations at Auto Center Dr./Maple St., were identified through the VA session. This involved a significant increase in the level of effort to be performed for the Geometric Plan Development task over the 2500 hours budgeted for this type of "back and forth" conceptual plan development that occurs prior to the preparation of the actual Project Report plans. As a result of the Value Analysis implementation meeting, which took place on September 10, 2008, of the 30 value analysis alternatives developed, seven were accepted for further development and four were identified as conditionally accepted pending further analysis. Based on further analysis and discussion with the City of Corona and ROTC, the following alternatives will be incorporated into the project alternatives and carried forward in the environmental document relative to Segment 1 of the project. TABLE 1 ALTERNATIVE 1 (GP LANESI LOCATION DESIGN VARIATION NAME COUNTY LINE DESIGN VARIATION 2 EXPRESS LANES TO HOV LANES TRANSITION ASYMMETRICAL WIDENING (VA ALTERNATfVE) AUTO CENTER/MAPLE IC DESIGN VARIATION 1 EB BRAID AND WB SPLIT DIAMOND (BASELINE) DESIGN VARIATION 3 EB BRAID AND WB DIRECT CONNECTOR ON -RAMP (VA ALTERNATIVE) TABLE 2 ALTERNATIVE 2 GP+EXPRESS LANES LOCATION DESIGN VARIATION NAME COUNTY LINE ACCESS DESIGN VARIATION 2B AT -GRADE INGRESS/EGRESS ASYMMETRICAL WIDENING (VA ALTERNATIVE) AUTO CENTER/MAPLE IC DESIGN VARIATION 1 EB BRAID AND WB SPLIT DIAMOND (BASELINE) DESIGN VARIATION 2 EB BRAID AND WB SPLIT DIAMOND WITH SMITH DROP RAMPS (BASELINE with Mid -City Access) ' DESIGN VARIATION 3 EB BRAID AND WB DIRECT CONNECTOR ON -RAMP (VA ALTERNATIVE) DESIGN VARIATION 4 EB BRAID AND WB DIRECT CONNECTOR ON -RAMP WITH SMITH DROP RAMPS (VA ALTERNATIVE with Mid -City Access) RBF Consulting Amendment No. 2 — Revised Alternatives for the SR-91 CIP Page 2 of 7 • • • CONSULTING • PLANNING • OESION • CONSTRVCTION 24 • • Design Variation 2 for Alternative 1 and Design Variation 2B for Alternative 2 were designed to minimize impacts to tieback retaining walls adjacent io the eastbound SR-91 proposed by Caltrans District 12 and avoid impacts to the adjacent Mindemann Slide. The minimization and avoidance is accomplished by shifting the SR-91 approximately 22' to the north. This re -alignment would require re -designing the mainline geometrics and profile. The shift in the SR-91 would require an additional 12 profile sheets, and a more complex geometry design compared to the originally planned outside mainline widening, which was not included in our original scope of work. Due to the non-standard interchange spacing of the Auto Center Drive and Maple Street interchanges, the design variations developed by the team require significant reconfiguration to the existing interchanges. The reconfiguration and additional design variations would require additional effort for geometric development, advance planning studies, determination of environmental impacts and right-of- way requirements, and cost estimates. Preparation of additional layout sheets and profile sheets would be required for the Project Report for each design variation. These tasks were not included in our original scope of work. Based on discussions with RCTC and City of Corona, it was determined that an access point to the Express Lanes within Alternative 2 be provided near the western half of the City of Corona. A feasibility analysis was authorized; conducted under a separate contract amendment; and determined that drop ramps would be provided from the Smith Avenue overcrossing directly into the median of SR-91 to the Express Lanes. The addition of Mid City Access will include additional design variations within the vicinity of the Auto Center Drive and Maple Street interchanges. The additional variations would require additional effort for geometric development, advance planning studies, determination of environmental impacts and right-of-way requirements, and cost estimates. Preparation of additional layout sheets and profile sheets would be required for the Project Report for each design variation. These tasks were not anticipated in our original scope of work. 100.05 Project Coordination/Administration/Management RBF will provide overall project management, coordination, and supervision of project staff to facilitate the performance of the work in accordance with the scope relative to the additional design variations and Mid City Access. 100.10.10.7 QA/QC Independent Third Party Review RBF shall perform quality control reviews in accordance with the approved Quality Assurance Program for the reports, plans, studies, estimates, and other documents submitted for the project. "Continuous" quality control reviews by discipline and task managers and their production staff is included in the respective production tasks. The QA / QC Independent Third Party review is for the separate, milestone independent review of major deliverable documents (e.g., Project Study Report, Project Report, Environmental Document and Technical Studies, etc.). The additional design variations incorporated into Segment 2 and 3 would require additional effort by RBF to perform independent reviews of Geometric and Advance Planning Study submittals. 160.10.15 Geometric Plans Development for Project Report OCTA and Caltrans District 12 are currently preparing PS&E for an additional general purpose lane in the eastbound direction of SR-91. RBF prepared cost estimates to determine the throw away costs of the currently proposed Caltrans District 12 eastbound lane addition project relative to the retaining walls adjacent to the EB SR-91. Geometric development was presented to the PB team and Caltrans to demonstrate the possibility of not constructing the existing EB retaining wall while maintaining the existing lane configuration along SR-91. Parsons Transportation Group (PTG), on behalf of RCTC is currently preparing the Project Report and Environmental Document for the SR-91/SR-71 interchange. RBF prepared maps illustrating the compatibility of the SR-91/SR-71 PA/ED to minimize throw away costs and reduce overlap in the projects. Exhibits, schematics, and comparison charts were prepared to facilitate the decision to change the scope of work of both the SR-91 PA/ED and SR-71 PA/ED. Several meetings were attended by RBF with RCTC, PB, and PTG in effort to coordinate both projects successfully. As a result of this effort, the RBF Consulting • Amendment No. 2 — Revised Alternatives for the SR-91 CIP PPF CONSULTING PLANNING • DESIGN • CONSTRUCTION Page 3 of 7 25 auxiliary lanes between SR-71 and Auto Center Drive and the W B Green River Off -ramp was transferred to the SR-91 CIP scope of work. During the VA session, the VA team requested RBF to prepare conceptual engineering design layout drawings, typical cross sections, and profiles using applicable Ca!trans or other agency standards for the following ten (10) value analysis altematives: • Altemative 1.4 — Construct Six HOT Lane Configuration • Altemative 2.0 — Construct Direct Connector for Southbound SR-71 to Westbound SR-91 • Altemative 4.0 — Provide Standard Lane Drop for Westbound SR-91 West of SR-241 • Altemative 5.1 — Reconfigure Auto Center Drive as a Partial Clover Interchange • Altemative 5.2 — Reconfigure Eastbound Auto Center Drive and Eastbound Maple Street Ramps • Altemative 5.3 — Construct Westbound Flyover On -Ramp at Maple Street • Altemative 5.2 & 5.3 — Extension of 6h Street with Westbound Flyover On -Ramp at Maple Street • Altemative 6.0 — Realign SR-91 between Maple Street and Auto Center Drive • Altemative 7.0 — Realign SR-91 North between SR-241 and Green River Road • Altemative 9.0 — Realign Access Road for Star Ranch Due to the additional effort to coordinate the adjacent projects, such as the OCTA eastbound lane addition project and SR-91/SR-71 project, and the magnitude of the geometric analysis resulting from the Value Analysis sessions; a significant increase in the level of effort was performed for the Geometric Plan Development task over the 2500 hours budgeted for this type of "back and forth' conceptual plan development prior to preparation of the actual Project Report plans. The conceptual plan development within the original work program was to be used to further define the Alternatives that were to be included in the Project Report and Environmental Document. The scope of improvements to be included in the Project Report and Environmental Document of the SR-91 CIP was determined in October 2008 after further analysis of the VA alternatives. At that time, RBF performed 4000 hours within the Geometric Plan Development task, resulting in an additional 1500 hours outside our original scope assumptions and work program. Based on the alternatives that were developed during the Value Analysis and discussions with RCTC and City of Corona, additional design variations for the two base alternatives have been incorporated into the project for the Project Report and Environmental Document. The additional design variations are referenced in Table 1 and Table 2, above. The original work program assumed no profiles would be prepared as part of the widening of the SR-91 mainline. Additionally, the development of geometrics was assumed for one alternative per local interchange and would be generally limited to their existing configurations. Due to the incorporation of the additional design variations, two to four altematives at one local interchange would exist within Alternative 1 and Altemative 2, respectively, within the vicinity of Auto Center Drive and Maple Street. The complexity of the additional design variations reconfigures the interchanges outside of their existing configurations_ The original scope work assumed 34 layout sheets for each alternative to be prepared for the Project Report, which was a combined total of 68 sheets for both altematives. The additional design variations near the vicinity of Auto Center Drive and Maple Street interchange will require an additional 8 layout sheets for Altemative 1 and 30 layout sheets for Alternative 2. Profiles will also be provided for the asymmetrical mainline widening utilizing aerial topographic mapping and record drawing information. The shift in the SR-91 would require an additional 12 profile sheets, which was not anticipated in our original scope of work. For ramp profiles, the original scope of work assumed 17 profile sheets for Alternative 1 and 22 profile sheets for Alternative 2. The additional design variations near the vicinity of Auto Center Drive and Maple Street interchange and the inclusion of Mid City Access will require an additional 70 profile sheets for Alternative 2. The profiles for the various RBF Consulting Page 4 of 7 Amendment No. 2 — Revised Alternatives for the SR-91 CIP CONSULTING PLANNING • DESIGN • CONSTRUCTION 26 • • ramps and connectors for Alternative 1 and Alternative 2 will be mostly identical with the primary variation being at the SR-91 gore areas due to the slightly different join point of the ramp or connector _resulting from the different SR-91 mainline widths for Alternatives 1 and 2. Based on this point and discussions with Ca!trans, profiles for Alternative 1 will not be prepared for the Project Report. As previously mentioned, 17 profiles sheets for Alternative 1 were to be prepared under the original scope of work: These 17 profile sheets will be removed and credited to RCTC under this contract amendment for $66,000. 160.-10.41 Determine Right of Way Requirements In support of the cost estimates prepared for the ten (10) value analysis alternatives and the "Baseline" cost estimate, RBF determined the necessary right of way requirements for each of the value analysis altematives; the "Baseline" Alternative; and calculated full and partial acquisitions of the affected parcels. RBF will assess and determine the physical right-of-way impacts of the additional design variations for Alternative 1 and Alternative 2. Right of Way requirements will be established in Microstation format and tabulated in an Excel spreadsheet with parcel number identifications and area of take required. 160.10.85 Structure Advance Planning Study Structure Advance Planning Studies will be prepared for the additional design variations. Due to the SR- 91 mainline shift previously prepared APS will need to be revised based on the revised geometries. It was anticipated that advance planning studies would be prepared for the ingress/egress direct connectors at the County Line in the original scope of work. Per direction from RCTC, the grade separated ingress/egress design variation at the County Line has been eliminated from consideration. Therefore, the APS that would not be prepared for County Line will be used for another APS. The following additional. structures will be provided based on the design variations: • Auto Center Drive Tieback Walls It is assumed one (1) APS will be prepared for Alternative 1 and one (1) for Alternative 2. • EB Maple Street Off -ramp. It is assumed that only one (1) APS will be prepared for the EB Maple Street Off -ramp due to structural similarities between all of the design variations and altematives. • WB Maple Street On -ramp It is assumed one (1) APS will be prepared for Alternative 1 and one (1) for Alternative 2. For Alternative 2, the "worst -case" structure span and width will be selected to encompass all of the design variations. • Maple Street OC It assumed for Alternative 1, two (2) APS will be prepared, which would include separate APS for the bridge replacement as part of Design Variation 1 and tieback walls for Design Variation 3. For Altemative 2, three (3) APS will be prepared, which would include separate APS for the bridge replacement as part of Design Variation 2 and 4, and tieback walls for Design Variation 3. • Smith Ave OC It is assumed one (1) APS will be prepared for the bridge replacement of Smith Avenue OC due to Mid City Access. • Smith Avenue Drop Ramps It is assumed one (1) APS will be prepared for the Smith Avenue Drop Ramps due to Mid City Access. One (1) APS for Alternative 1 and one (1) APS for Alternative 2 will be prepared for the following tieback walls: • EB Tieback Wall 482 (East of SR-241) • EB Tieback Wall 538 (East of Coal Canyon Wildlife Crossing) • EB Tieback Wall 20 (Green River Road EB Off -ramp) • WB Tieback Wall 114 (SR-71 W-N Connector) • WB Wall 44 (Cantilever wall for CHP enforcement area at Green River Road WB On -ramp) RBF Consulting Amendment No. 2 - Revised Alternatives for the SR-91 CIP Mir CONSULTING PLANNING • DESIGN • CONSTRUCTION 27 Page 5 of 7 i The following Advance Planning Studies will require revisions based on the revised alternatives: • Coal Canyon Undercrossing • County Canyon Creek Bridge • West Prado OH • WB Green River IC Off -ramp The following is a summary of the additional and revised APS: Bridge Bridge Location Alternative No.- Bridge Bridge Location No. Design Variation No. 55-507 R2 Coal Canyon llC 1 2 56-366 County Canyon Creek Bridge 1 2 56-634 L West Prado OH 1 2 NEW WB Green River Off - Ramp OH 1 2 NEW Auto Center Drive UC Tieback Walls 1 2 NEW EB Maple Off -ramp OC 2-2 NEW WB Maple On -Ramp OC 1-3 2-4 56344 Maple Street OC 1-1 2-2 2-4 NEW Maple Street Tieback Walls 1-3 Alternative No. - Design Variation No. 56-357 Smith Avenue OC 2-4 NEW Smith Avenue Drop Ramps 2-4 NEW EB Wall 482 (Tieback) 1 2 NEW EB Wall 538 (Tieback) 1 2 NEW EB Wall 20 (Tieback) 1 2 NEW WB Walt 114 (Tieback) 1 2 NEW WB Wall44 1 2 Up to two structure types will be evaluated per structure and only one structure type will be recommended on the APS report- It is assumed no APS will be prepared for any potential Mechanically Stabilized Earth (MSE) retaining wall. 160.15.05 Prepare Cost Estimates for Altematives Prior to the Value Analysis Implementation Meeting, which took place in September 2008, RBF prepared preliminary cost estimates for the ten (10) value analysis alternatives with a format based on Appendix AA of the Caltrans Project Development Procedures Manual. This cost estimate was prepared to facilitate the decision of which VA developed alternatives would be incorporated into the project. The preliminary estimates assessed roadway and structure costs, right-of-way, and other standard construction elements. Due to the increase of the scope of the project compared to the Caltrans developed Project Study Report; RCTC requested the PB design team to prepare a "Baseline" cost estimate- The Baseline cost estimate was prepared based on the "Baseline" Alternative 2, which included the at -grade ingress/egress concept at the County Line and the Auto Center Drive/Maple Street Design Variation 1 within Segment 1. RBF Consulting Page 6 of 7 Amendment No. 2 - Revised Alternatives for the SR-91 CIP • • • CONSULTING PLANNING • DES.GN • CONSTRUCTION 28 • • Cost estimates will be prepared for the additional design variations for Alternative 1 and Alternative 2 based on Ca!trans Project Development Procedures Manual guidelines for Project Report cost estimates. 160.15.10 Prepare Fact Sheet for Exceptions to Design Standards RBF will identify all non-standard design features based on the Design Checklist (DIB 78-02) for the additional design variations. Fact Sheets will be prepared for exceptions to Mandatory and Advisory standards for the selected altemative. Due to the complexity of the design variations for the interchanges, additional effort will be required to prepare the Fact Sheets for the selected alternative. 180.05.20 Geometric Approval Drawings (GAD) for Selected Alternative Due to the complexity of geometries at the local interchanges, additional effort will be required to prepare the GAD for the selected altemative. The original scope work assumed 34 layout and 20 profile sheets for the preferred altemative. The additional design variations near the vicinity of Auto Center Drive and. Maple Street interchange will require an anticipated additional 2 layout sheets and 28 profile sheets for the preferred altemative. RBF Consulting is requesting a net increase to our contract in the amount of $1,146,965 shown in Exhibit A attached. Should you have any questions please contact myself at (909) 974-4900. We look forward to continuing our efforts on this project and its successful completion. Sincerely, Jeffrey Fromhertz, P.E. Vice President Public Works/Transportation cc: Steve Huff, RBF Consulting Ron Craig, RBF Consulting CAProjects165100361 (SR•91 PAEDMmentlments4SR91AmendmentNo2 Revtdoc RBF Consulting Amendment No. 2 — Revised Alternatives for the SR-91 CIP ■ . , CONSULTING Page 7 of 7 PLANNING • DESIGN • CONSTRUCTION 29 April-1ili; . Mr, Dgvid Thomas Project WOW PB Americas, lnc, 685 iast'Can San Berner Re: ::*SR-91,13P,+; Dear Mr T The ,additional_ :�ta engineering gut scope of work anti*r l S;nnt lrRltj ,tatty aiteth rflike retWest your°.appr+xya lost astim fe neee aritt We appreciate. your considemtion.and approval of our requ� as part .of the PB Team: Should yqu have any queStionS. Or requir hesitate to contact me. Sincerely, RMC, inc. Ben Rahimian, PMP • 30 • • • iC'LEINF"EL[:tER Bright People. RightSo/uttont January 6, 2009 Project No. 91601 Mr. David Thomas, PE PB Americas, Inc. 685 East Carnegie Drive, Suite 210 San Bemardino, CA 92408 Subject: Proposal for Geotechnical Investigations Proposed Tieback Walls State Route 91 Corridor Improvement Project Riverside County, California Dear Mr. Thomas: 1220 Research Drive Suite B Redlands, CA 92374 pl 909.793.2691 fl 909.792.1704 kleinfelder.com via Electronic Mail ThomasD@pbworld.com At your request, Kleinfelder West, Inc. (Kleinfelder) is pleased to submit this letter outlining our proposed additional geotechnical tasks to be performed for the project. Our understanding of the additional tasks is based on discussions with you and our on -going work on the project. Our current services are being performed in accordance with the Professional Services Subcontract Agreement Between PB Americas, Inc. (PB) and Kleinfelder dated January 11, 2008. SCOPE OF SERVICES Our scope of services to support the added scope items will include conducting geotechnical investigations for seven new tieback walls listed below: • Serfas Club Drive Tieback Wall • Maple Street Tieback Wall • SR91 EB Tieback Wall at Lincoln Avenue OC • SR91 EB Wall 482 (Tieback Wall) • SR91 EB Wall 536 (Tieback Wall) • SR91 EB Wall 20 (Tieback Wall) • SR91 WB Wall 127 (Tieback Wall) The purpose of our investigations will be to evaluate the subsurface conditions and provide recommendations for preliminary geotechnical design in support of Advanced Planning Study (APS) for the proposed walls. Our original contracted project scope did not include these non-standard retaining walls. Recommendations for standard Type 1 retaining walls and Mechanically Stabilized Earth (MSE) walls will be provided in our updated Preliminary Geotechnical Design Report. Our scope of services is outlined in more detail below. 05602PROP/RDL9P001 Copyright 2009 Kleinfelder Page 1 of 4 31 January 6, 2009 { KLEiNFELDER Task 1 — Literature Review We will review available Caltrans reports and documents pertaining to existing walls and bridges, including as -built drawings and LOTB sheets. We will also review available geologic and geotechnical literature pertaining ,to the project alignments including reports and geologic maps prepared by the Califomia Geological Survey, the U.S. Geological Survey, and other govemment agencies. Task 2 — Site Reconnaissance A geologic/geotechnical reconnaissance by a California Certified Engineering Geologist (CEG) and/or a Califomia Registered Geotechnical Engineer (GE) of our firm will be performed along the full length of the proposed improvements, to observe and check for geological conditions and features that could impact design, construction and cost of the proposed improvements. Task 3 — Engineering Analyses and Report Preparation Our findings, conclusions and preliminary geotechnical design reoommendations will be presented in stand-alone Preliminary Foundation Reports (PFR), to be prepared in accordance with Caltrans Guidelines for Structures Foundation Reports, Version 2.0, dated March 2006. One report will be prepared for each wall. Our reports will be reviewed intemally for quality before submittal to you. Initially, we will send you electronic (pdf) files of the draft reports for your review. We will then incorporate your comments into the reports and send you eight copies of the PFRs for your own use and distribution to Caltrans, Riverside County Transportation Commission (RCTC) and other agencies for review. We have assumed one round of review comments from the reviewing agencies. SCHEDULE We expect to begin our work within one week following receipt of your written amendment to the contract and notice to proceed. Findings can be verbally provided to your design team as soon as practical following completion of our literature review and site reconnaissance to help expedite the design process. We will coordinate our schedule of deliverables with the structural designers of the team to meet the overall project schedule. FEE The anticipated total fee for these added tasks is $81,820 to be billed in accordance with our current contract. A breakdown of our estimated costs is summarized in the table below. 2 3 ASSUMPTION 05602PROP/RDL9P001 Copyright 2009 Kleinfelder Literature Review $13,680 Site Reconnaissance $10,420 Engineering Analyses and Report Preparation $57,720 Page 2 of 4 32 Total: $81,820 January 6, 2009 • 1:;)NrELDER We assume that basic project layouts and specific details and cross sections will be provided to Kleinfelder by PB in hard copy and electronic formats, as needed. AUTHORIZATION Our services will be performed in accordance with our current agreement with PB. CONDITIONS Kleinfelder offers a range of assessment and engineering services to suit the varying needs of our Clients. Although risk can never be eliminated, more detailed and extensive assessment or engineering yields more information, which may help understand and manage the degree of risk. Since such detailed services involve greater expense, our clients participate in determining the level of service, which provides adequate information for their purposes at an acceptable level of risk. Acceptance of this proposal will indicate that the Client has reviewed the scope of service and determined that it does not need or want more services than are being proposed at this time. Any exceptions should be noted and may result in a change in fees. Kleinfelder will strive to perform its services in a manner consistent with the standards of care and skill ordinarily exercised by members of the profession practicing under similar conditions in the geographic vicinity and at the time the services will be performed. No warranty or guarantee express or implied, is part of the services offered by this proposal. The proposed study specifically excludes the assessment of environmental characteristics, particularly those involving hazardous waste materials. In the event that obviously suspicious subsurface materials are encountered visually or by odor during our observations, we will stop our study and notify your office. Environmental monitoring is not a part of this proposal. All added costs incurred as a result of suspected hazardous substances would be charged on a time -and -expense basis over and above the estimated fee for the geotechnical study. The Client and/or property owner will be solely responsible. for notifying all govemment agencies, and the public at large, of the existence, release, treatment or disposal of any hazardous materials observed at the project site, either before or during performance of Kleinfelder's services. Kleinfelder will assume no responsibility or liability whatsoever for any claim, loss of property value, damage, or injury that results from pre-existing hazardous materials being encountered or present on the project site, or from the discovery of such hazardous materials. Nothing contained in this proposal should be construed or interpreted as requiring Kleinfelder to assume the status of an owner, operator, generator, or person who arranges for disposal, transport, storage or treatment of hazardous materials within the meaning of any governmental statute, regulation or order. The safety of our employees is of paramount concern to Kleinfelder. You will be notified if the location of your project represents a potential safety concern to our employees. Unsafe conditions for fieldwork will require a modification of our estimated scope of services and associated fees. We will advise you of the additional costs necessary to mitigate these unanticipated conditions, if applicable. 05602PROP/RDL9P001 Copyright 2009 Kleinfelder Page 3 of 4 33 January 6, 2009 LIMITATIONS KLE/NFELDE,R \t ht..hww..r.wft.w.. • The scope of work and fee estimates provided in this proposal assumes that Kleinfelder will be provided access to the project site. Our scope of work and fee estimates does not include obtaining right of entry or permitting with any govemment agencies or private landowners in order to gain access to the site. Jf weather, access or site conditions restrict our field operations, we may need to revise our fee estimate. We request that available survey data be provided including accurate locations of property lines, existing structures, underground utilities and services. CLOSURE We thank you for the opportunity to provide Kleinfelder's professional geotechnical engineering services and look forward to working on this project. Please feel free to call the undersigned should you have any questions. Respectfully submitted, KLEINFELDER WEST, INC. arks WInviX Carlos V. Amante, PE, GE Geotechnical Group Manager CVA:Ig 05602PROP/RDL9P001 Copyright 2009 Kleinfelder Page 4 of 4 34 January 6, 2009 • arayart, airtr•e rs td. November 25, 2008 David Thomas Parsons Brinkerhoff Quade & Douglas 685 East Carnegie Drive, Suite 210 San Bernardino, CA 92408 Subject: Change of Scope Request for 10 Additional Right of Way Data Sheets required for the Riverside Corridor Improvement Project Dear Mr. Thomas: The 10 additional Right of Way Data Sheets will require 16 hours each for a total cost of $19,500 as shown on the attached task cost breakdown. We therefore request an increase of $19,500 in our budget. Sincerely, ames Rushing; P E. Right of Way Engineering Manager 5762 Boise Avenue Suite 201 Huntington Beach, CA 92649-1172 Phone: (714) 379-3376 Fax: (714) 373-1234 info@paragon-partners.com www.paragon-partners.com 35 EBL. Consulting, Inc. April 9, 2009 Mr. David Thomas Parsons Brinkerhoff 685 East Carnegie Drive, Suite 210 San Bernardino, CA 92408 Subject: RCTC SR-91 Project (12698A) Request of Additional Budget for Added Design Variations and Mid -city Access Dear Mr. Thomas, This is to request additional budget to cover the following tasks for the "added design variations and mid -city access". A brief scope is summarized for each task below as well. WBS Task & Scope hours 160.10.16 Conceptual construction staging plans - Evaluate construction staging plans 4 160.10.95 Preliminary TMP - Support in developing and evaluating detour routes - Support in developing and updating TMP strategies 32 160.10.96 Simulations or TMP - Enhance traffic data, especially for weekend closures - Fine-tune the mainline WZ traffic analysis - Interact with ramp/connector closures 58 160.10.100 Constructability Analysis - Check construability interactions with other widening works - Perform schedule estimate for the project duration 16 Total 110 hours Please call me if you have any questions. Yours sincerely, Eul-Bum (E.B.) Lee Principal Engineer 530 Adams Street (# 5), Albany, CA 94706, Tel: (510) 526-8721, Email: eb-lee@pacbell.net 36 • RIVERSIDE COUNTY TRANSPORTATION COMMISSION DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Sheldon Peterson, Rail Manager Erik Galloway, Bechtel Project Coordinator THROUGH: Robert Yates, Multimodal Services Director SUBJECT: Commuter Rail and Multimodal Facility Design Criteria Manual STAFF RECOMMENDATION: This item is for the Committee to: 1) Review and provide comments on the draft Commuter Rail and Multimodal Facility Design Criteria Manual; and 2) Forward to the Commission for final action. BACKGROUND INFORMATION: The Commuter Rail and Multimodal Facility Design Criteria Manual (Manual) was developed to establish the design guidelines to be used for future facilities. This manual will provide guidelines for developing commuter rail stations, park and ride facilities, and multimodal transit centers developed by the Commission. The most immediate projects are the proposed stations along the Perris Valley Line (PVL) Commuter Rail extension between Riverside and Perris planned to begin service in 2012. As part of the PVL projects ability to qualify for Federal Transit Administration's (FTA) Small Start funding, the project needs to meet strictly defined Cost Effectiveness Index (CEI) scores and maintain the total project cost below a $250 million cap. The Manual therefore focuses on how to meet the following goals as it relates to the PVL stations and future Commission facilities: • Safety and Security • Environmental Sustainability • Facility Standardization • Compliance with the Cost Effective Index • Reduce Construction Costs • Reduce Operations Costs • Reduce Maintenance Costs • Ease of Maintenance Agenda Item 10 37 • Ease of Future Expansion (addition of amenities as funding becomes available) One of the primary concerns is that funding for stations in the PVL project plan is limited to approximately $6 million per station including parking, yet the last station constructed at North Main Corona in 2002 had a total cost of approximately $10 million. At start up, the stations need to have relatively minimal amenities and features but should be designed to be expanded as additional funding becomes available. A standardized approach to design simple yet attractive stations will help meet this objective. A major challenge will be to work through a city's approval process, which has historically added significant costs to the projects for additional aesthetic treatments and off -site improvements. Unfortunately with the constraints placed on this project by the FTA for project costs and the Commission's available resources, the Commission may not be able to meet the all of a local city's requests and still have a cost effective project. One key element of this plan will be to establish a cap of 10% of the facility construction costs that can be allowed for city requested off -site improvements. This will be important for all facilities that the Commission develops as project funding gets more competitive. Commuter Rail Station Design Criteria Quick Summary Here is an overview of the many elements of the manual: • Commuter rail stations will meet Southern California Regional Rail Authority (SCRRA) design requirements. The manual is based on SCRRA's design manual format and addresses the same categories in their document. • Stations will meet required codes and standards. • Changes from design criteria will be reviewed by the Capital Projects Manager assigned to rail and Rail Manager prior to any exceptions. • The goal is to develop cost effective stations that will meet the PVL project budget constraints and minimize unnecessary expenses at the stations. • There will be an emphasis on Environmental Sustainability and "Going Green". • The number of parking spaces is defined at a minimum of 500 unless ridership models determine a lower number is acceptable. • Intermodal access issues are addressed with a preference for separated bus loops that do not conflict with pedestrian traffic. Safe and efficient pedestrian and bicycle access is encouraged. • The parking lot layouts will be reviewed by the traffic engineer and include specific traffic flow designs for ease of station access. This includes exit lanes for easy departure and extra turn lanes whenever possible. In addition, parking lots will have gates to restrict access after hours. Agenda Item 10 w 38 • • Station lighting will be developed to provide a safe environment for passengers. Facility lighting should be standardized between all stations and focus on energy efficiency over aesthetic design. • Platforms will be designed to be safe, clear, and free of obstruction with all required safety and ADA features. No ornate materials will be used on future platforms. • There should be one main canopy for ticket machines and passenger waiting. The central area will have conduit for electronic message signs, vending machines, and other amenities. The start up plan for the PVL envisions no canopies on platforms to minimize costs. • The stations will have fencing and gates for security to better control access and protect the tracks. • Pedestrian track crossings will be designed to meet SCRRA's new safer standards. No overcrossings or undercrossings are anticipated at this time on the PVL, but several recommendations are made in this document in case there is a need for them in the future. • Landscaping will focus on water -wise, drought tolerant plantings that will emphasize reduced overall station water use and maintenance costs. The use of decorative hardscapes will be explored. • Station artwork may be allowed but must be funded outside of the project costs and have minimal operating maintenance costs. • Security cameras will be placed at all stations using standardized equipment and monitored at Downtown Riverside station until a future monitoring station can be constructed at South Perris. • There are minimal plumbing requirements for the stations which include, landscape irrigation, drinking fountains and connections to wash the station platforms. No public restrooms will be provided at the stations to minimize liability and maintenance costs. Restrooms for guards may be added in the future; portable facilities will be made available, as required. (Restroom facilities for multimodal stations will be reviewed on a case by case basis.) • The electrical requirements for the station will be planned to allow for future expansion. The focus will be to identify opportunities for energy efficiency and reduced lighting when station is closed. The goal is to also explore solar power options at the stations. • All equipment shall be standardized and designed to minimize maintenance, trash cans with lids will be provided, bike lockers will be provided that allow for users to provide their own locks, newspaper racks, public telephones, vending machines and information kiosks will be provided. • Alternative power sources will be explored by the station designer. • The Commission will limit offsite improvements to 10% or less of the project budget costs. If required, street improvements should only be completed on %z of the adjacent street and traffic signal upgrades should be built only if detailed traffic analysis requires it. In addition, utility relocation, storm drain modifications, and street frontage improvements will be limited to only those Agenda Item 10 39 specific areas that the facility impacts. Commission action will be needed to approve off site improvements in excess of the 10% of the station costs. • For the layover facility design the Commission will follow SCRRA's standards for layover facility design. • Park and Ride and Multimodal Centers will be designed using the elements of the rail station plans that apply as well as incorporate design standards from Riverside Transit Agency and other public transit operators. The goal of this effort is to provide the best approach to allow the Commission to build, maintain, and operate cost effective and environmentally sustainable facilities that meet the publics' transportation needs. The recommendation is for the Committee to review the basic manual elements and provide guidance to staff. Staff will incorporate Commissioners comments and present a final version to the Commission highlighting the proposed changes. Attachment: Commuter Rail and Multimodal Facility Design Criteria Manual Agenda Item 10 • 40 Riverside County Transportation Commission Commuter Rail and Multimodal Facility Design Criteria Manual Riverside County Transportation Commission April 17, 2009 RCTC Commuter Rail and MuBimodal Facility Design Criteria Manual Table of Contents SECTION 1- FORWARD 1.0 FORWARD 1 1.1 PURPOSE 1 1.2 GOALS 2 1.3 CHANGES AND UPDATES 2 1.4 TERMS AND DEFINITIONS 2 (Included in Attachment 1) 1.5 ACRONYMS; atk. 3 (Included in Attachment 2) SECTION 2 — RIVERSIDE COUNTY TRA ��,� R N CO�?�� SION 2.0 RIVERSIDE COUNTY TRANSPORTATI w �` ISSION .0 3 2.1 INTRODUCTION E icx� 3 2.2 RCTC METROLINK COM daa��L_RAILSTAT 5 SECTION 3 — DE 3.0 DESIGN STANDARDS... 6 3.1 CODES AN RDS ... 6 3.2 SITE SEL TION � n4 T � � 6 3 2 1 Standard for Track 6 3.2.2 Signal Systems Impacts x, 'rs 6 3.2.3 Approvals. 6 3.2.4 Agreements 7 3.3 GOING GREEN ENVIRONMENTAL SUSTAINABILITY 7 3.4 PARKING AND SITE CONFIGURATION 7 3.4.1 Minimum Number of Spaces 7 3.4.2 Bus Loops 8 3.4.3 ADA Issues, Platform, Parking Lot and Street Access 8 3.4.4 lntermodal Issues 8 3.4.5 Signage 9 07_0064 RCTC Facility Design Criteria Manual Table of Contents Page i • • 42 • • • from. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 3.4.6 Parking Lot Layout 10 3.5 PLATFORMS 14 3.5.1 Consideration of Future Track and Platform Length Additions 14 3.5.2 Combination Amtrak/Metrolink Issues 14 3.5.3 Clearances 15 3.5.4 General Configuration 15 3.5.5 Mini -High Platforms 19 3.5.6 Lighting, 19 3.5.7 Canopies r;H 20 3.5.7.1 Paint 3.5.7.2 Conduits 3.5.7.3 Canopy Amenities 21 21 22 3.5.8 Benches and Other Platform Furniture �� µ 23 3.5.8.1 Paint --=}r 24 3.5.9 TVM Pad - 24 3.5.10 Ticket Validators .24 3.5.11 Signs k��� `' 24 3.5.12 Drainager., M€,'._ 4 �# 25 �x 3.6 FENCING ,3 ,A 26 3 6 1 Parrerrglrlt�e a x, 26 3 62,Parking Lot Gates.:;, 26 3.6.3 Removable Inter -Track Fence 27 3.6.4 Right -of -Way Fence 27 3.7 PEDESTRIAN CROSSINGS 28 3.7.1 Baggage Cart Routes 28 3.7.2 Overcrossings 28 3.7.3 Undercrossings 30 3.7.4 Overcrossings and Undercrossings Special Conditions 30 3.7.5 At -Grade Crossings 31 3.8 LANDSCAPE & IRRIGATION 31 3.8.1 Landscape Clearances 33 3.8.2 Platform Landscape 32 07 0064 RCTC Facility Design Criteria Manual Table of Contents Page ii 43 cMs�ww.e,ua+r RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • 3.8.3 Parking Lot Landscape 33 3.8.4 Hardscaping 34 3.9 ARTWORK 35 3.10 COMMUNICATIONS 35 3.10.1 Communication Building 35 3.10.2 Security Camera CCTV Provisions 36 3.10.2.1 Security Monitoring Station 38 3.10.3 Passenger Information Call Boxes 39 3.10.4 Public Address/Changeable Message Signs 39 3.10.5 EMP Panel 39 3.11 PLUMBING SYSTEMS 39 3.11.1 Platform Wash Down System ,�� 39 by �� 3.11.2 Drinking Fountain 40 3.11.3 Restroom Facilities z.40 3.12 ELECTRICAL SYSTEMS. ° _ 40 3.12.1 Electrical Service 41 3.12.2 Power Requir41 3.12.3 Conduit Syst 41 3 12 4 Platform Recept� �42 3 12 5 Sol'at,suex� �ty�t �� 42 3.13 OTHER ATION EQUlp?ENT ,r 42 3.13.1 Trash Cans ,. ::,xa 42 3.13.2 Bike Loate,rs r 43 3.13.3 Public Telephones 44 3.13.4 Vending Machines , -m.�= 44 3.13.5 Newspaper Racks 44 3.13.6 Kiosks 44 3.13.7 Alternate Power Sources 45 3.13.8 Bird Nesting 45 3.13.9 Canopy Misters 45 3.14 OFF SITE IMPROVEMENTS 46 3.15 SERVICE AND LAYOVER FACILITIES 47 0 0064 RCTC Facility Design Criteria Manual Table of Contents Page iii r 44 • c,rm. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 3.16 MULTIMODAL AND PARK AND RIDE FACILITIES 47 ATTACHMENT 1: TERMS AND DEFINITIONS TBD ATTACHMENT 2: ABBREVIATIONS TBD APPENDIX A: STATION "KEY HOLE" LAYOUT TBD APPENDIX B: BIKE STORAGE PODS TBD APPENDIX C: RCTC STANDARDIZED SIGNAGE REQUIREMENTS TBD APPENDIX D: ELECTRICAL AND LIGHTING SYSTEM RECOMMENDAT ra.5 TBD APPENDIX E: DETECTABLE WARNING STRIP PERFORMANCE CR 3 TBD APPENDIX F: PAINT SYSTEM RECOMMENDATIONS 1- TBD APPENDIX G: CANOPY OPTIONS "' �� . TBD APPENDIX H: SCRRA ES 4032 STANDARD' ��a.. TBD 07 0061 RCTC Facility Design Criteria Manual Table of Contents Page iv 45 web RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 1.0 FORWARD 1.1 PURPOSE This document establishes the design criteria to be used for the design of future Riverside County Transportation Commissions (RCTC) Commuter Rail Stations, Layover Facilities and Multimodal Facilities. The most immediate projects are the stations along the Perris Valley Line (PVL) Commuter Rail extension between Riverside and Perris planned to begin service in 2012. The design and construction of the Stations along the PV Transit Administration (FTA) Small Starts grant monie Effective Index (CEI) Criteria which if exceeded will funding. Therefore, RCTC is limited by this fundin opening day of PVL Commuter Rail Service. T basic Station that can be designed and con remaining within the limits established by t basic design criteria may not address the va expectations for a Commuter Rail Station, inclu features, and amenities. RCTC wi Govemments to identify and procu additional Architectural and Aesthete be funded with Federal e monies are tied to a Cost the reduction or loss of the n be constructed on esign Cn d for PVL on A funding. RCTC Cities, Asencies, a with thes (funding s F to*, and exp• y opening day of the Station and outsidethe * nding. the total station costs i .r .parking to averag�e�poxim to most recent North Stateon�onst The design criteria oufli constraints an also fro Metrolink f R issued the"C C Contrrr�i identified a Manual will outline the ing day, while nizes that these cal organizations tectural to€esthetic , the State, an deral s to design and construct d the Station Amenities after the e current budget estimates $6 million, this compares 0$10 million in 2002. ocument aids developed based on the project funding hence 104esigning, building, and managing five (5) ail S a rdds bvet the past years. In 2008 RCTC completed and T ter RakStateon Refrabilitation and Maintenance Plan, which dumber of ite�� thaereggired repair and maintenance at each of the five stations. During the developitHent o this, plan and through discussions with RCTC Station Management arrd MaintenanCe:staff, a number of items were identified which have resulted in excessive maintenance costs. These design criteria will identify those items and will provide alternatives; te..reduce the short and long term operations and maintenance costs of the Stations. These criteria were developed to reduce the Station's construction operations and maintenance costs snc provided environmentally friendly stations, while remaining within the FTA's CEI. These criteria can be readily applied to the future development of Multimodal and Park and Ride facilities. This document will be updated on an as needed basis. Minor changes to this document shall be reviewed and approved prior to incorporation by both the Rail Capital Projects Manager and the Rail Manager. Substantial changes will be reviewed by the Executive Director and presented to the Commission for adoption. Deviations from this plan will be addressed in the same manner. or 0064 RCTC Facility Design Criteria Manual Page 1 46 • RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 1.2 GOALS The goal of this document is to assist in the development and construction of future Commission Facilities including the new Metrolink Commuter Rail Stations along the PVL. These stations in particular will need to be kept within the program's CEI and reduce long term Operations and Maintenance Costs. RCTC has operated five (5) Commuter Rail stations over the past fifteen (15) years. This experience has indicated that the cost to operate and maintain the stations in a condition acceptable to the patrons is constantly rising. The design engineer when implementing these design criteria should focus on the following overall design requirements/goals: • Safety and Security • Environmental Sustainability • Facility Standardization • Compliance with the Cost Effective Index • Reduce Construction Costs • Reduced Operations Costs • Reduced Maintenance Costs • Ease of Maintenance • Ease of Future ExpansionItion of am 9� nding beco.vailable) 1.3 CHANGES/DEVIATIONS A ES Any proposed changes Capital Projects Man change/deviation wit Manager for determi determined to not be re will only be,ipe ted the Rail viations fr submitted to the Rail . The scope of the al P Manager and the Rail will be required. If Commission action is ion will be reviewed by both managers and the Rail Capital Projects Manager and Commissloh„Action will be`:requtredfor �the following changes/deviations: • Any change/deviation- from Section 3.14: Off Site Improvements • Any change/deviation which negatively impacts the Project's Cost Effective Index • Any change/deviation which results in the relocation of a station platform • Any change/deviation which affects the "Key Hole" bus loop station approach • Any change/deviation` which requires additional funding that cannot be covered by the project, the requesting agency, or is not considered by FTA as a concurrent non - project cost 1.4 TERMS AND DEFINITIONS Technical terms used in this document are defined in .Att,; 1.5 ACRONYMS Acronyms used in this document are defined In :•; RCTC Facility Design Criteria Manual Page 2 47 ;famielat RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 2.0 RIVERSIDE COUNTY TRANSPORTATION COMMISSION (RCTC) 2.1 INTRODUCTION RCTC is Riverside County's primary transportation agency charged by state law with the responsibility of planning and funding transportation improvements. On November 8, 1988 the Voters of Riverside County approved Measure A authorizing the collection of a one-half percent (1 /2 %) retail transa • ons and use tax (the "Tax") to fund transportation programs and improvements w;€'` he County of Riverside, and adopting the Riverside County Transportation Imprw nt Plan (the "Plan"). Pursuant to Public Utility Code Sections 240�� seq., + ; RCTC is authorized to allocate the proceeds of the Tax in further. �,` +`f the Plan. On November 5, 2002, the voters of Rive Measure A tax for an additional thirty (30) y transportation and improvement_ _hin the Co The original Measure A provided a state and federal resources to f expenditures and invest_ in rollin Bond Propositions 1 116. F counties, both Los measures, establishi In June 199, 12 of th counties otios Angeles,. Authority (JPA) to develop, In August 199,1,, responding`�t� formed the Southern California; formed JPA was'iO plan, d passenger rail lines:: servint Bernardino and Ventura ,' County approve • fl=xtension of the for ontinued¢ ng of iverside. ecessary to leverage additional f way acquisitions, capital California voters approved erside and San Bernardino con" ntly approved their respective onal commuter rail authority. nact senate Bill 1402, Chapter four of Division The b11vire m ° the transportation commissions of the µriverside" acid San Bernardino establish a Joint Powers bete9ional transit services within the multi -county region. B 1'40.2, these four counties with the addition of Ventura egional Rail Authority (SCRRA). The purpose of the newly n, construct and administer the operation of regional e counties of Los Angeles, Orange, Riverside, San Soon after its formation, SCRRA adopted the name `Metrolink' for the commuter rail system it would operate in the five counties. The process of building the new system proceeded in rapid succession. Having already offered right of way, negotiations with Southland railroads quickly concluded for its first 3 lines. Within a year after its formation, Metrolink took delivery of its first passenger cars and began regular rail service on the Ventura, Santa Clarita and San Bernardino Lines in 1992. oL ow RCTC Facility Design Criteria Manual Page 3 48 �mRCTC Commuter Rail and Multimodal Facility Design Criteria Manual Service on the Riverside Line commenced in 1993, connecting downtown Riverside to downtown Los Angeles. Under the direction of SCRRA, Metrolink rapidly evolved into one of the fastest growing and most recognized inter -regional commuter rail systems in the country. Four years after service began, facing significant and consistent growth in ridership, Metrolink increased its number of passenger cars. This growth necessitated the expansion of the RCTC owned and operated Metrolink Commuter • Stations from two in 1993 to four by 1995 and five by 2002. In 2002, as Metrolink celebrated its first decade of sit announced the addition of the 91 Line, connecting Riverside and Los Angeles vi; ¢�&ri ounty. Due to this continued success of the Metrolink Commuter Rail systeC has-nded the existing stations to accommodate additional riders and addre r needs an erns. RCTC, for the most part, has contracted did with engineers, acts, and contractors to design and build their Commuter Rail Sta . The �ions werigned by various architects following the SCRRA Design Critea �:nd other - .ant codes and regulations, including but not firm lington N � � Santa Fe Railw (BNSF), Union Pacific Railway (UP), State, City, an ordinan The being expanded to address Perris Valley Line Exter�siC0 patron �ieeds ditio •arkin safe access to the ,.. A platform` an z.. al . g enities to address their ,omments tpi`e s' 'es provided. In the original �� sure, ort a Perris Valley Line (PVL) remains to be leted. Apart of its original mandate, RCTC acquired Jacin`t tpranch Line (SJBL) from the Atchison opeka asr4SanM Fe Railroad (now BNSF). This 38.3 rdile corridor; •':will serve Riverside County residents between Riverside and Perris. RCTC purchased the SJBL and adjacent properties in 1993 with Western County Measure A and state rail bonds. BNSF retains exclusive freight operating rights, serving its customers along the line, and will continue to maintain the right-of-way until such time as passenger service begins. RCTC has retained a design engineering consultant and is performing the engineering design of the extension of the Metrolink Service to the City of Perris. This Commuter Rail Station Design Criteria Manual will be used as a basis for the design of the new Stations along the PVL, and any The Perris Valley Line will serve the cities of additional stations or Multimodal Facilities in Riverside Riverside, Moreno Valley, March Air Reserve County. Base, Perris, Hemel and San Jacinto, 07 0064 RCTC Facility Design Criteria Manual Page 4 49 tosia. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual Current RCTC Stations • 4066 Vine St. Riverside CA 92502 • Station Opened: June 14, 1993 • Rail Lines Served: BNSF 8 UPRR • No. of Platforms: 2 • 6001 Pedley Rd. Riverside CA 92509 • Station Opened: June 14, 1993 • Rail Line Served: UPRR • No. of Platforms: 2 • 10901Indiana Riverside CA 92502 • Station Opened: October 2, 19 • Rail Line Served: BNSF .` • No. of Platforms: 2 WestCurona Station' • 155 S. Auto Center Dr. Corona CA 92880 • Station Opened: October 2, 1995 • Rail Line Served: BNSF • No. of Platforms: 2 North Main Corona Station • 250 E. Blaine St. Corona CA 92879 • Station Opened: November 2002 • Rail Line Served: BNSF • No. of Platforms: 2 07 0064 2.2 RCTC METROLINK COMMUTER RAIL STATIONS RCTC currently owns, operates, and maintains five (5) Metrolink Commuter Rail Stations, these are: • Riverside Downtown • Pedley • La Sierra • West Corona • North Main Corona These stations were constru which time RCTC has op resulted in RCTC devel maintaining the station understanding of what sta Metrolink Rider and which correspondin er operatin ert and main extensive expe s experience provi tems amenitie extensive st fifteen (15) years during d the stations. This has e in constructing and CTC with a unique beneficial to the enance and RCTC Facility Design Criteria Manual Page 5 50 hoots RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 3.0 DESIGN STANDARDS The intent of this manual is to provide station designers a basis for design of new RCTC Commuter Rail Stations. This Commuter Rail Station Design Criteria Manual will be used in conjunction with SCRRA Design Criteria Manual and all other relevant codes and requirements. This manual was developed through lessons learned by RCTC over the many years of station operations and maintenance. 3.1 CODES AND STANDARDS RCTC Commuter Rail Station design shall comply wit below. If a conflict between the codes/design manu shall apply. • SCRRA Design Criteria Manual date • Americans with Disabilities Act Ac • California Title 24 • California Public Utilities Co .mission • SCRRA Engineering Desigu•ards • Local Building Codes • Local Planning and Zoning Co • Other Codes/Age i s 3.2 SITE SELEC 3.2.1 Standard for Tr Y• All require ,rt in to RCTRail Station design. 3.2.2 Signal Systems Impacts All requirements outlined in SCRRA Design Criteria Manual section 7.3.2 shall be applied to RCTC Station design., odes/design manuals listed then the most restrictive code Manual section 7.3.1 shall be applied 3.2.3 Approvals The proposed Station Sites will be evaluated on impact to freight and commuter rail operations, track geometry, available right-of-way, ridership analysis, accessibility by other modes of transportation, and other factors which will be analyzed in detail as part of planning phase prior to site selection. All proposed sites are subject to review and approval by RCTC and SCRRA. 07_ 0066 RCTC Facility Design Criteria Manual Page 6 51 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual The presence of under and above ground utilities will require close coordination with the utility owners. For the PVL, RCTC has documented most utility encroachments into the SJBL property and this Geographic Information System (GIS) database should be reviewed to determine potential utility impacts to station site selection. This will be performed for future stations as deemed necessary by the particular project. 3.2.4 Agreements Various agreements will be required prior to the construction of a new station or expansion of an existing one. The types and number of agreements wir be dependent upon the individual project, location, and Cities and Agencies imp RCTC also enters into License Agreements for utili way. These agreements are entered into a GIS d station site selection or modifications to an exi 3.3 "GOING GREEN' Environmental As part of the overall Station Design, RCTC de "Green" and to reduce the Station engineer should provide recomme "Green" design options or building m' be encouraged and the design engine houlil Power, Drought tolera aping, ru off colleq reduce the station wee - c, _operatlo`fr any The design engineer s the design, co ruction, grants exisl on foot prig and their use o chments along the rail right -of - should be reviewed prior to ture Metro "'1; tations to be nvironmental i bp'F ct. The design ciated costs for alternative cled building materials should chnologies, i.e. LEDs, Solar systems, etc., that would ce costs. termine Ifiany potential funding sources to supplement mai*bance of "Green" alternatives exist or if any ost fpncorporate these "Green" options. 3.4 PARKING AND §iTia, CONfIGURATION 3.4.1 Minimum Number oftpaces The minimum of parking spac0, will be determined by three factors: 1) Section 7.4.1 of:the SCRIU Design Criteria Manual 2) Ridership and Station usage studies, which will provide the anticipated number of riders at the station an opening date and also at a future project year. 3) RCTC's discretion to increase the number based on past experience and public comments received about the proposed station. These criteria will be used to determine the minimum number of spaces for each station, which may also be increased or decreased as funding permits. SCRRA requires a minimum of 500 parking spaces on the opening day of the station, if Ridership and Station Usage studies do not justify this number, then discussions will be held with SCRRA to seek a waiver of this requirement. 07_00E4 RCTC Facility Design Criteria Manual Page 7 • • 52 ram. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual Allowances shall be made for accessible spaces, van and carpool spaces, ride share to rail spaces, kiss and ride spaces, and bicycle racks and/or lockers. Loading and unloading areas for buses, minibuses, vanpools, and cars shall be provided as appropriate for the anticipated vehicle population. 3.4.2 Bus Loops All efforts should be made to separate pedestrian traffic from bus travel ways. RCTC prefers a bus loading/unloading area to be designed as a " -y Hole" layout, similar to the Pedley Metrolink Station. This layout separates the pede traffic from the station parking lot and the bus routes thereby reducing the chi, or conflicts between the two. RCTC prefers, as funding allows, the bus loadin concrete to reduce future maintenance costs. Riverside Line stations with asphalt paved water infiltration and subsequent pavemen while Pedley's concrete bus loop has not req as to be paved with w been no �.ps have dev re requiring exten any re irs. t the other RCTC d cracks resulting in nd costly repairs, See Appendix A for how the Ke �� �,-. approac °�q�u����sed on the P stations. 3.4.3 ADA Issues, Platform, Parkin All requirements outli to RCTC Station de safety standards as ap 3.4.4 li odal Issues section 7.4.2 shall be applied requPublic Utilities Commission RCTC will support all forms: of,alternative access to the stations and will design the stations to encourage pedestrian and bicycle access and ease of transfers off of connecting busses and shuttles. All requirements outlined in SCRRA Design Criteria Manual section 7.4.3 shall be applied to RCTC Station design with the following additional requirements. RCTC will also look at potential "Park and Ride" opportunities for Stations located near major interstate or highway facilities. This option may provide other funding options and allow for the expansion of the stations or placement of additional amenities. This will be analyzed on a case by case basis and will only be implemented if the parking required for Station patrons is not impacted. Pedestrian access 07_ 0%4 RCTC Facility Design Criteria Manual Page 8 53 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual All requirements outlined in SCRRA Design Criteria Manual section 7.4.3 shall be applied to RCTC Station design with the following additional requirements. Pedestrian access will need to be reviewed and approved by Cities, Local Agencies, and other applicable government agencies. The Pedestrian access to the station should be analyzed to determine what would be the most preferred routes into the station. Pedestrian access should be directed to paved areas and barriers placed around areas where pedestrians should not be walking, i.e. within the railroad right-of-way or through landscaped areas. Pedestrian safety will be a key factor in station design. Bus access All requirements outlined in SCRRA Design Criteri applied to RCTC Station design with the follow RCTC will work with the local Transit Agen Stations. If additional station amenities are re opening day base station, by the Transit Agenc additional funding sources and/or funding fr and maintain these additional stati a <' r'ties. Bicycle access All requirements out to RCTC Station de nuF tion 3.4.2 and 7.4.3 shall be ditional tirements. o coordinate the ted, be : nd what i II work with Agencies to al requ pment of the vided in the to identify p ` `<_ ase, install, sec ion 7.4.3 shall be applied ents. RCTC has placed bike lorside County Stations and if the space allows wtll4�°.cemente r e io > at t ' VL stations. RCTC does require the bike locki0be desidne.€t to all individu Rlace their own locks to secure the locker. RCTC *also researched alterrtiftives for space savings and is now implementing the placementi tBike Racks olt,ke Storege Pods see Appendix B. Depending on available funding these items may be trnplementecwith the base station design. The University of Riverside Station is a "Kiss and Ride" lot and will be used extensively by the students, therefore.Bike Lockers and Bike Racks will be required on opening day for this station. As part of the station design RCTC will review the demand for bike routes within the stations. These routes will be reviewed to determine their impact to and conflict with vehicle and bus traffic. In addition, they will be reviewed to determine if they can fit within the constraints of the property, i.e. station entrance widths. 3.4.5 Signage All requirements outlined in SCRRA Design Criteria Manual section 7.4.3 shall be applied to RCTC Station design with the following additional requirements. D7_0054 RCTC Facility Design Criteria Manual Page 9 • 54 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual RCTC is developing standardized signage requirements that will be implemented across all RCTC Stations. The Signage requirements will detail the standard signs to be placed at each station, which is intended to reduce the initial station cost and long term signage replacement costs. The standardization of the signs will allow for RCTC to make bulk purchases of replacement signs that can be used at all stations and will eliminate the high cost to manufacture individual signs for each station. The base station design for PVL shall only incorporate SCRRA and RCTC standard signage, any additional unique signage will need to be fund d by the requesting agency or purchased and installed at a later date when funding bec•' available. RCTC's stations located along BNSF's mainlines wl as na a or orate signage required by BNSF and AMTRAK:` p g g The Stations must conform to the SCRRA a completion will be included in Appendix C 3.4.6 Parking Lot Layout As stated in Section 3.4.2, RCTC's configuration is a "Key Hole" approa parking on both side of the "Key Hole'. the passenger vehicles uses th lot layout should also #tie -n-Rid term assigned parki% The PVL stattq layouts a Traffic Engneer The design consultant shaft consult will? a Traffic Engineer (TE) when designing the layout of the parking lots. The TE will rpview`and determine the best flow and routes for vehicles to enter, exit, and circulate through the station. ards which upon parking lot / bus loop entered to the platform with rates the Bus Traffic from ger conflicts. The parking and "Rideshare to Rail" long or 0060 • RCTC prefers the number of entrance and exists to the station to be constrained as much as possible, while still remaining compliant with City, County, State and Federal Requirements, Codes and Regulations. The advantage of constraining the number of entrance/exits to the station will allow for controlled exiting from the station, minimal points of conflict with adjacent City/County Streets, better Security Control of the Station, reduced intersection signalization requirements, reduced construction and operations costs. • Reducing the number of entrance/exists allows RCTC's security consultants to focus their monitoring and better patrol the stations. RCTC Facility Design Criteria Manual Page 10 55 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • RCTC intends to provide positive security control at the station's during night time non -operational hours. This positive control will consist of gated entrance/exists to the station, which will be secured by the onsite Security personnel. • The flow of the vehicles through the parking lot can be bi-directional or uni- directional based on the traffic engineer's analysis and recommendations. The parking lot layout and flow should be reviewed to identify and reduce conflicts with vehicles traveling up/down the lanes and vehicles backing out. Exit Lanes The parking layout should be designed so turning lot are impeded at the neck of the exit lanes, then the parking lot. The Exit Lanes should be desi stacking as possible, so that it does not bac The station design engineer and TE should provide for controlled exiting and to minimize th lot lanes. Parking Spaces Parking Space size shad „.; wed on The design engineer spaces. • Ridesnafa to Rails this, TC° `spaces 4ould also0clude th from the body of the parking he back up of vehicles into to as much vehicle g lot. ng layou cars into th the exit lanes to ividual parking eral requirements. ing R&C required specialty parking s 10 parking spaces be identified with to the ticket vending canopy. • Kiss-n-Ride — Some stalls, tYpircally 4 to 6, shall be designated for the short term pick up and drop off parking. Thes4fpaces are to supplement the Kiss-n-Ride drop off areas near the plafforrri ! The staits should be located close to the loading/unloading platform _ • RCTC will review the potential for identifying one or two parking spaces for Electric Vehicle Recharging. This will be determined on case -by -case bases for each station. Specialty reserved parking for security and maintenance will also be identified. • Place Car Stops to impede vehicles from hitting light standards or from extending over landscape areas or walkways. The use of recycled materials for Car Stops is preferred. 07 _WA RCTC Facility Design Criteria Manual Page 11 • • 56 6* wow. RCTC Commuter Rail and Muttimodal Facility Design Criteria Manual Pavement Section The parking lot pavement section should be determined through a Geotechnical Investigation of sampling, testing, analysis, and report development with specific recommendations based on the existing soil conditions. The pavement sections should be sized to provide the longest life span with minimal maintenance and rehabilitation. The design engineer should include as part of their design, Recommendations for the pavement, i.e. slurry seal eve every month/year etc. These recommendations shoul reduce future pavement maintenance costs. perations and Maintenance ears, pavement review the longest life possible and The design engineer should review and proved ommend for the use of "Green Pavement alternatives". Some examples are.erized aspha cled or miscellaneous base etc. Due to drainage issues at the existing stations, capping materials that would provtter draina infiltration. Parking Lot Drainage RCTC's existing Me in excessive mainte resulting from water in gineer sh s •k at pavement nate ponding, . <'a water eriorate, which is resulting It app `" much of this deterioration is anters, and/or ponding. The statlop te'1gn glnee�� 3 a rein %t a si Arainage and determine the best possible wiyto routesite ff to drain l&Ries, ensure that the site is graded to provide maximum run off and reduce ponding,and should review and determine if concrete curb and gutter, and/or concrete drainage swales are necessary to minimize run off damage to the pavement. The design engineer must ensure that the site complies with all Storm Water requirements, including potentially on -site treatment. In addition, the re -use of site drainage for irrigation purposes should be expiarod'to determine the viability of this option, including review the construction costs, maintenance costs, and water savings. Parking Lot Striping The materials used for parking lot striping should provide a long term life span and minimal maintenance while also emitting low Volatile Organic Compounds (VOC's). RCTC will require specialty pavement markings for some of the parking spaces which are listed below: • Ride Share to Rails 07_ 0064 RCTC Facility Design Criteria Manual Page 12 57 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • Kiss-n-Ride • Electric Vehicle Recharging Stations • Security & Maintenance Conduit Systems Conduits will be required for electrical, communication, and irrigation systems within the parking lot. • Conduits wherever possible shall be located in land ; . ped or under non -paved areas. • The conduits should be routed as close as •ask one another and if possible within the same trench to minimize pave x, :may. en repairs are required. • The location of the conduit routes s W�tlt e logical i.e. no ® skews or angles. • The conduit routes should be placed s•i if theairs are p sections of asphalt or concr will need t s fed and the r will not result in criss-cross , ., of saw cum oss the station. ed only small ed sections • Pull boxes should be logically un f Placeallow ease of access to the wires. • The Design conduit chase pavement. • T F anticipate This will rega rA a mir npnduits to each':light Parking Lot Lightti po ) and cost effectiveness of without the need to saw cut and remove latement of CCTV cameras at each light m of two (2) Power and two (2) Communication All requirements outlined in RA Design Criteria Manual section 7.5.6 Lighting shall be applied to RCTC Station design with the following additional requirements. Safety and security will be a critical factor in determining the amount of lighting required in the parking lots. The light poles and light fixtures should be uniform across all the stations, thereby providing an economy of scale when purchasing the poles and fixtures. This will also reduce RCTC's maintenance costs by allowing RCTC to bulk purchase replacement parts and poles and not require unique items for each station. In addition, light standards should not be chosen based on their aesthetic design if it requires additional fixtures to provide the needed lighting requirements. 07_ 0064 RCTC Facility Design Criteria Manual Page 13 58 • RCTC Commuter Rail and Multimodal Facility Design Criteria Manual Light fixtures should be selected based on their energy efficiency to reduce long term operations costs. In addition, they should also be designed to direct the light onto the parking lot and minimize light pollution to surrounding neighborhoods. Some lighting options that should be explored during the design are — Solar Powered Lights, LED, and any others that will reduce the power usage of the station and reduce operational and maintenance costs. The light fixtures should be manufactured of materials to provide a long service life and not require extraordinary maintenance. The parking lot lighting should be designed on multipl is to allow for a portion of the station lights to be cycled off during non -operational' reduce energy costs. As of the date of the drafting of this Manual, R is review! a existing lighting and electrical systems at the 5 RCTC owned sta . his process`' : esult in recommendations for modification of the s s to reduce opera ' and maintenance costs. These recommendations will be incor d into t ' Manuala they are reviewed and approved by the Commission an e ' ed in App�D. Landscaping Refer to Section 3.8.2 3.5 PLATFORM All platforms will bed and clear access to the trains. 3.5.1 Consdtat"tn,of Fut1r"rac`ii aid platform Length Additions All requirements outlined tn.SCRiR Design Criteria Manual section 7.5.1 Consideration of Future Track! and Platform` Length Additions shall be applied to RCTC Station design with the following additional requirements. The base station design must include the construction of SCRRA's required 680-foot long platform and must be designed to accommodate the future expansion of the platform to 850-feet with minimal impact to items constructed as part of the base design. The base platform should be designed to accommodate the following: • Ease of future expansion with minimal disturbance and damage to existing conduits and structures. • Conduits placed within the base platform length should be designed for future extension. • Construction and expansion joints should be spaced to accommodate the future extension and also provide a uniform look. • Tactile placed along the platform edge should be spaced to accommodate full sections and maintain a consistent spacing upon expansion of the platform. 07 00E4 RCTC Facility Design Criteria Manual Page 14 59 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • Additional Platform Canopies may be placed in later years after the station becomes operational and the platform should be designed to accommodate them. The platform should be designed for the canopies to be placed equidistant from each other for the future platform length. 3.5.3 Clearances All requirements outline in SCRRA Design Criteria Manual section 7.5.3 shall be applied to RCTC Station design with the following additional requirem, ts. Along the PVL all attempts should be made to provide `'ntenance road along the track alignment with access points from adjacent City, C. ets, or RCTC owned property. 3.5.4 General Configuration Dimensions All requirements outlined in SCRRA Design Cn Configuration shall be applied to Station de requirements. • The PVL will be double tracked future along the with most of t the western Metrolink use, tt? platform/s should b ent. B locate e alloca >latform ooddinglyt ection 7. neral the following a"'Itional ent and potentially in the ;d ng � �s ht service along the PVL 'de of the property. Potentially BNSF ` ht service, with sporadic n should anticipate this rail usage and the • The (rack usage r0y be Itered in fide .itur`e and the platforms should be designed tobe,easily reconftgured tti eirve the modified usage. This may include the future design and construMg of adcjjfronal full service or emergency platforms. • The platform locations vvillralso be dependent upon the property acquired for the project and any potential utility conflicts. Detectable Warning Strip, =" All requirements outlined in SCRRA Design Criteria Manual section 7.5.4 General Configuration subsection Detectable Warning Strip shall be applied to RCTC Station design with the following additional requirements. RCTC also requires the Detectable Warning Strip (Tactile tile) meet the performance criteria detailed in Appendix E. CPUC Platform Edge Warning Stripe 07_ 0064 RCTC Facility Design Criteria Manual Page 15 • • 60 • • wain. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual All requirements outlined in SCRRA Design Criteria Manual section 7.5.4 General Configuration subsection CPUC Stripe shall be applied to RCTC Station design with the following additional requirements. • The paint used for the CPUC Stripe and the warning text shall be of a quality to resist scratches, scuffs, pealing, cracking, gum, sun damage(fading), water resistant, and provide for a minimum 10 year life. As of the date of the drafting of this Manual, RCTC is reviewing, sampling, and testing the paint systems used at the 5 RCTC owned stations. This pr.ess will result in paint system recommendations for use at all stations. These recomm a dons will be incorporated into this Manual once they are reviewed and approved byi'mmission and will be included in Appendix F. CPUC ADA Train Access Ramps All requirements outline in SCRRA Design Configuration subsection CPUC Ramps shal following additional requirements. • The ramps should be desig they should be designed in a platform or the tactile tile. Material General design with the on of the platforms. Therefore, ill not damage the end of the All platforms will be co cted o of standar oncrete materials. No future station will be designed tpjaclude pavers or [ecorative feak es on the platform. These pose a significant, d g 1sg aintenar rconce Conduit Systems All requirements outline in SCRRA Design Criteria Manual section 7.5.4 General Configuration subsection Conduit Systems shall be applied to RCTC Station design with the following additional requirements. • Conduits wherever possible shall be located behind the platform, landscaped or under non -paved areas, with only laterals extending under the concrete platform. • The Conduit routes should be placed so that if the repairs are performed only small sections of concrete will need to be removed and the repaired sections will not impact the overall aesthetic look of the platform. • Pull boxes should be logically and uniformly placed to allow ease of access to the wires. 07 0064 RCTC Facility Design Criteria Manual Page 16 61 c.w.w,w RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The Design Engineer should also explore the potential and cost effectiveness of conduit chase ways that can be accessed without the need to saw cut the concrete platform. • The Station design .should anticipate the placement of CCTV cameras at each light pole and within or affixed to the present and future platform canopies. o This will require a minimum of two (2) Power and two (2) Communication conduits to each light pole. • The number of conduits to each base station design adequate to support the following equipment at th • CCTV Camera/s, minimum one ( future expansion of one (1) or Cameras will require Power • Ticket Vending Machine day with the addition of,. Communications Con ■ Ticket Validator, minimu will require Po v er Connect' ngle) main canopy shall be py: era on opening day with the ditional cameras. The CCTV ation Connections. (1) Machine on opening I require Power and g day. Validator • Changeable age Sign ( 'inimum one (1)S on opening day potentially :additional awe future. CMS will require Power and Communica't p o e tions. - Video Display Moi „, (LC' ne an ted on opening day, o (2) Ldas in the ut ez Mor�Ix s will require Power and n Connitioos' • oor rats eaters for station patrons, none anticipated on opening da (rnmu� r o (2) he' g units in the future. Heaters will require Pow ro Aix 3 � bwereif ti rrmafia KiostOpotentially with LCDs Monitors, one (1) arffitipated open) g day pending funding availability, and minimum of onap) additional Kiosk in the future. Kiosk will require Power and CommuOcation Oonnection. Vending Machines; snacks or drinks, minimum one (1) vending machine *Opening day and minimum two (2) additional ones in the future. Vending Machines will require Power and Communication Connection. ■ Public Telephones, minimum one (1) public telephone on opening day and nd° additional ones in the future. Public Telephone will require Power and Communication Connection. ` ■ Wi-Fi Base Station none anticipated on opening day, minimum one (1) Wi-Fi Base Station in the future. Wi-Fi will require Power and Communication Connection. ■ Station Emergency Phone, none anticipated on opening day, minimum one (1) Emergency Phone in the future. Emergency Phone will require Power and Communication Connection. o 00E4 RCTC Facility Design Criteria Manual Page 17 • • • 62 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual ■ Water Mister System, system not anticipated on opening day, system to be placed in the future. Mister System may require Power and water Connection. • Electrical Outlets, it should be anticipated to have outdoor rated GFI outlets at the base of each column of the main canopy on opening day. ■ Electrical Outlet, it should be anticipated to have an outdoor rated GFI outlet at top of one of the canopy columns for potential anti -bird roosting devices. • Adequate Power Conduits for Canopy lighting. • The number of conduits to each future station des shall be adequate to support the following equi • CCTV Camera/s, one (1) Cam require Power and Commun • Changeable Message Si S), s one (1) CMS on each c sly as nec and Communication c:' =ctions ■ Video Display Monitor (L installed, but need to have installation of 1) LCD at LCD Monitor Power • Outdoor rated g"a e aion canopies are inst su ultiple) platform canopies at each canopy: future. CCTV Camera will bons. upp.a potential installation of essay S will require Power ipated whe canopies are ecessary . .port the opy at some tim in the future. ommunication Connections. ; none anticipated when the e conduits necessary to 2) heating units in the �tion. • installanot anticipated when the eed to have the conduits necessary to ;mister system in the future. Mister nnection and water lines. �t ical ® be "anticipated to have outdoor rated GFI outfefat the k_0s,e of each' column of the canopy on day of installation. Electricbt,putletAshould be anticipated to have an outdoor rated GFI outlet of top of one of the canopy columns for potential anti -bird roosting devices on day of installation. • Adequate Power Conduits for Canopy lighting. installa swill r stem, tailed, b bon of equrrw �Ists, It sli iet • The platform desi0 should anticipate the future placement of platform canopies and should include the placement of the necessary conduits on opening day of the station or allow for their placement with minimal demolition of the concrete platform. • The platform design should also anticipate the future placement of a single TVM at each end of the platform. Potential Future Pedestrian Overcrossinqs 07 0064 RCTC Facility Design Criteria Manual Page 18 63 +r RCTC Commuter Rail and Multimodal Facility Design Criteria Manual At the time of issuance of this manual it is not anticipated that pedestrian overcrossings will be required at any of the proposed Stations along the PVL. Even though overcrossings are not envisioned at this time, the platforms should be constructed to allow their placement in the future if necessary. The platforms should be designed for the potential placement of Pedestrian Overcrossings at the mid -point of the platform. Platform Canopies should not be placed in the area where the potential Overcrossing towers would be constructed. The design should not place any conduits within the area where the Pedestrian Tower would be placed to reduce future relocations. The Station designer should envision how a potential within the station and how it would be constructed a accordingly. Overcrossings are discussed in more 3.5.5 Mini -High Platforms nan Overcrossing would fit n the station layout ion 3.7.2 of this manual. All requirements outlined in SCRRA Design c��ia Manus section r>>., Mini -High Platforms shall be applied to RCTC Station des !lowing aal requirements. • The Mini -High platforms shoue 4 _ ucted sow can be relocated in the future when the station platforms are • The removal an ion of th ` ni-Hi rms Auld not result in damage to the platfor, q w cuttithe platform. • The Mini-Hig forms id also igned fo a future installation of a canopy, similar t versed owntow etrolink Station. • This o y uwill als wte „ "deslgne�ko be removed and relocated with the Mil H Orm • �e,electrical at d omrrri ktication c Watts in the Mini -High Platform canopy should resigned to be to gra of the station platform, caped and covered with a pull box tfuture use. 3.5.6 Lighting All requirements outlined in S,CRRA Design Criteria Manual section 7.5.6 Lighting shall be applied to RCTC Station design with the following additional requirements. Safety and security will be a critical factor in determining the amount of lighting required in the parking lots. The light poles and light fixtures should be uniform across all the stations, thereby providing an economy of scale when purchasing the poles and fixtures. This will also reduce RCTC's maintenance costs by allowing RCTC to bulk purchase replacement parts and poles and not require unique items for each station. In addition, light standards should not be chosen based on their aesthetic design if it requires additional fixtures to provide the needed lighting requirements. D7 0064 RCTC Facility Design Criteria Manual Page 19 • 64 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual Light fixtures should be selected based on their energy efficiency to reduce long term operations costs. In addition, they should also be designed to direct the light onto the parking lot and minimize light pollution to surrounding neighborhoods. Some lighting options that should be explored during the design are — Solar Powered Lights, LED, and any others that will reduce the power usage of the station and reduce operational and maintenance costs. The Light fixtures should be manufactured of materials to provide a long service life and not require extraordinary maintenance. The parking lot lighting should be designed on multipl"ts to allow for a portion of the station lights to be cycled off during non -operational As of the date of the drafting of this Manual, R electrical systems at the 5 RCTC owned sta recommendations for modification of the s costs. These recommendations will be incorp reviewed and approved by the Commission an 3.5.7 Canopies The requirements outlined in SCRRA be applied to RCTC Sty'' sign with Exception: • For opening da tentialt ipnly oneCanopy will be constructed. This canopy will be Geatrally lodbl, a 4 Aae platfol�r entrance to the platform and will i inc1440 lk t verirlogynacttrrie*cl tic 0t validator. This constraint is directly re *I to the`t-x Effe6*..lndex Criteria. iif additional funding can be located then adetponal canopi6iipan be`d6signed arid"placed on opening day. This additional fundpg,and work mustbe considered "concurrent non -project costs" by FTA for it to be incorporated for opening day. Therefore, Metrolink's suggestion that the canopies cover approximately 20% of the platform length will not be complied with on opening day. As funding;, becomes available additional canopies will be placed and the suggested coverage will be met. s reviews' a existing lighting and his process esult in to reduce operate nd maintenance ed into tusk Manual ° - they are ed in App;_ D. ection 7.5.7 Canopies shall and additions. Additions to the criteria: • The Canopies should be designed in a uniform manner to minimize the construction and long term maintenance costs. By having a uniform design it will be easier and cost effective for RCTC to make repairs. • The use of Translucent Ceiling panels is not recommended. The panels were used at the North Main Corona Station and they do not reflect enough light at night from the upward firing light fixtures. 07 0064 RCTC Facility Design Criteria Manual Page 20 65 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The canopies should be designed to allow for ease of cleaning and maintenance. The design should not be complicated or require special cleaning or maintenance materials or equipment. The electrical elements need to be secured enough so the structure can be pressure washed. • • • • • The main central canopy should be designed to allow for future structural expansion as funding becomes available. The design engineer should explore the use of "off some examples are shown in Appendix G. The "o it easier for RCTC to add canopies as funding b require specialized design efforts, which wou addition, these "off the shelf' canopies woul in the future if they become damaged. e shelf" Canopies and Shelters, shelf" canopies would make s available and would not s the overall project costa In sier to repair or replace one Benches shall be placed under the ies to allow for th from inclement weather. The canopies should be de to addre conditions, i.e. excessive wl , a'°?' st. The design engineer should re supplement their I need standard canq power • The canopies s • tsbe des be designed or ha'e anti, Some examples of'fhert;canopiehat R and expl"tie for possibleit torpo'Q,n into the rons to sit protected ial site specific ather owered canopies to Id be provided between a e the roosting of birds. The structure should s installed if necessary. uldoike to have the design engineer review roject are included in Appendix G. The paint used for the canopies shall be of a quality to resist scratches, scuffs, pealing, cracking, gum, sun damage(fadng), water resistant, chalking, and provide for a minimum 25 year life. The paint selected should minimize future maintenance costs and reduce the need for repainting in the future. To reduce RCTC operational and maintenance costs the canopies should be uniform in color at each station and if possible across all the stations along the PVL. Specialty colors shall not be specified only standard colors shall be used. This will reduce the potential of not being able to match the paint color when touch-ups are required or when acquiring additional paint in the future. 0 oarw RCTC Facility Design Criteria Manual Page 21 66 • RCTC Commuter Rail and Multimodal Facility Design Criteria Manual The paint should be graffiti resistant or have an anti -graffiti coating. As of the date of the drafting of this Manual, RCTC is reviewing, sampling, and testing the paint systems used at the 5 RCTC owned stations. This process will result in paint system recommendations for use at all the stations. These recommendations will be incorporated into this Manual once they are reviewed and approved by the Commission and will be included in Appendix F. 3.5.7.2 Conduits Please refer to Section 3.5.4 General Configuration S bon Conduits for the required Conduits to the Main and Platform Canopies for Po, , _, ommunications. 3.5.7.3 Canopy Amenities The design engineer should plan for the plac canopies. Not all the items will be placed on op becomes available. Main Canopy • CCTV Cameras (One (1) on op future) Lights (Open' Changeable Future Solar Po • Heaters Future) • LGObtsplays (Fu • ter system (P9ture) • Sigtrage (Opening dey) • Site Specific Signage;ox,Artwork (Future) • Benches (Opening day or with future expansion) • TVM (One CD opening day and one (1) additional in the future) • Ticket Validator (Two (2):opening day) • Public Telephones (One (1) opening day, no additional ones in the future) • Station Emergency Phone (One (1) installed in the future) • Wi-Fi Base Station (One (1) installed in the future) • Vending Machines (One (1) opening day and one (1) or more in the future) • Newspaper Rack (Opening day — adjacent to the canopy not inside or covered by the canopy.) • Information Kiosks (One (1) opening day and one (1) additional in the future) !lowing i e will be on or within the d as funding two (2) additional in the g day a tlonal ones in the future) r future depending available funding) The main canopy area should have a large concrete paved area to allow for the patrons to gather, purchase tickets, use the Ticket Validator, review train schedules, and wait for their train. On opening day this area should be considered the main gathering and waiting area 07_ 0064 RCTC Facility Design Criteria Manual Page 22 67 „t,wad. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual and should be designed as such. As funding becomes available and as other canopies are added, then the patrons should be encouraged to spread out under the platform canopies, but the main canopy will still house the TVM and Validator. The design engineer should plan for the placement of the following items on or within the future platform canopies. These canopies will not be placed on opening day of the station but will be placed in the future as funding becomes available. Platform Canopies • Benches (Adequate number and size to cover t”` n of the canopy when the canopies are installed) • CCTV Cameras (Support the placement o, :A1) ch canopy, cameras to be placed when the canopies are installed the future • Lights (When canopy is installed) • Changeable Message Sign (Suppo ? .lacement of one "' each canopy when the canopies are installed) • Future Solar Powered Lighti . (InstaHetio on availab` ding) • Heaters (Support the place �a" x�t each can., ,? en the canopies . re installed. System installation depende '' ili able fun • Mister system (Support the pia ,when the canopies are installed. System I . gellation d radent tin ilabl `� a' ing) • Signage (When,- 00: Installed, • Site Specific age o`r'/work (Iris tall Qh de'® t on available funding) • Station Emerged Phondpstallationpendent on available funding) All requirements outlined in SCRRA Design RCtiteria Manual section 7.5.8 Benches and Other Platform Furniture shall be eppliesd to RCTC Station design with the following additional requirements. Benches RCTC requires benches have the following: • Individual arm rests to impeded people from laying down across the bench • Have a back to sit against • Can be metal or have recycled plastic slates The newer benches used by the Riverside Transit Agency (RTA) are desirable and should be reviewed for incorporation into the project. The benches should be consistent between the Stations, which will allow RCTC to bulk purchase the benches thereby reducing the cost. Also having consistent Benches between the Stations will allow for ease of maintenance and replacement as needed. 0 0064 RCTC Facility Design Crileria Manual Page 23 • 68 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 3.5.8.1 Paint Any painted surfaces on the benches or other platform furniture should be coated with a paint that is durable and of a quality to resist scratches, scuffs, pealing, cracking, gum, sun damage(fading), water resistant, chalking, and provide for a minimum 25 year life. The paint selected should minimize future maintenance costs and reduce the need for repainting in the future. To reduce RCTC operational and maintenance costs the fu color at each station and if possible across all the station shall not be specified only standard colors shall be us not being able to match the paint color when touch - additional paint in the future. iture should be uniform in g the PVL. Specialty colors swill reduce the potential of equired or when acquiring The paint should be graffiti resistant or hav ti-graffiti coa As of the date of the draftingof this Manual, ;=, is revi paint systems used at the 5 RCTC owned stati recommendations for use at all th 'ons. Thes into this Manual once they are revi '": A approv included in Appendix F. 3.5.9 TVM Pad ing, sam, and testing the ess will re paint system endations will incorporated the Commission and will be All requirements out! in SCI�1i4 Desig'' a Man ection 7.5.9 TVM Pad shall be applied to RCTC StatioYslgn ►> the folio additional requirements. The TVM t-049catee t, a m nop `rea for opening day and in the future. The TVMk, hall be l ro*ted frorff, adverse *ther conditions and protected so that they cannot be:iemoved or tore out bT-yehicles. The`area where the TVMs are located should be protectedlay removable and fixed ,concrete bollards. The design engineer should look at the option of tiSing lighted bollards around the TVMs. 3.5.10 Ticket Validiators All requirements outlined in SCRRA Design Criteria Manual section 7.5.10 Ticket Validators shall be applied to RCTC Station design with the following additional requirements. The station should be designed to allow for the placement of additional validators at the ends of the platform. 3.5.11 Signs Parking Lot 07 0664 RCTC Facility Design Criteria Manual Page 24 69 • • wog. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • Contain the runoff and detain it on site so as to control its release and not overwhelm the downstream facilities. • Study the potential for on -site collection of runoff, treatment, and reuse for irrigation purposes. 3.6 FENCING 3.6.1 Parking Lot Fence The stations should be designed with perimeter fencing as art of the start up design, if financially feasible. If the funding is not available the fend tb be installed as part of the initial construction then it should be designed for futur " "llation. w.nF The fencing should consist of wrought iron coated way d rust resistant paint. The fence should be located along the station's perter thereby3j ecting walking patrons to pedestrian entrances at the station. Any irrigation heads near the fence should b1 ped so tvt the s ra�Y4oes not fall or splash back onto the fencing. Locating the fen Ir Ton system s4)0 be coordinated between the Station er and Ian' "architect. The fetite should be designed and located to reduce tox eYaintenansts and not be exposed to potential water damage. The fence should be 6- should not be design to blend in with the The fence sho td be painted reducing ,rx►sf ii naii a cost§'' nd deslra or barb< ounding eoplb plimbing it. The fence op atshould be aesthetically designed s p_ fangs or properties. remain consistent with other RCTC stations, thereby requiring specialty paint for each station. As of the;date of the drafting of thiManual, RCTC is reviewing, sampling, and testing the paint systerns,used at the 5 RCTC owned stations. This process will result in paint system recommendations for use at al(the stations. These recommendations will be incorporated into this Manual once they are "reviewed and approved by the Commission and will be included in Appendix.,F. 3.6.2 Parking Lot Gates; The stations should be designed with entrance/exit gates connecting to the perimeter fencing as part of the start up design, if financially feasible. If the funding is not available for this to be installed as part of the initial construction then it shall be designed for future installation. The gates should be placed at vehicle and pedestrian entrance/exists so that the stations can be secured during off hours. o7_ 0064 RCTC Facility Design Criteria Manual Page 26 71 kewabowasio RCTC Commuter Rail and Multimodal Facility Design Criteria Manual The gates should consist of wrought iron coated with water and rust resistant paint. The gates can either be swinging or sliding, which ever would be easier to operate by the station guards and would fit within the space available. The gates should be lockable with a standard RCTC pad lock. Any irrigation heads near the gates should be placed so that the spray does not fall or splash back onto the gates. Locating the gates and irrigation system should be coordinated between the Station designer and landscape architect. The gate should be designed and located to reduce long term maintenance costs and not be exposed to potential water damage. The gates should match the fencing and be aesthetics station and surrounding buildings or properties. Svc more visible color such as yellow to ensure the ga The gates should be painted black to remai reducing maintenance costs by not requiri As of the date of the drafting of this Manual, R paint systems used at the 5 RCT d stati recommendations for use at all the " "' Th into this Manual once they are revie included in Appendix F. The design engineer h d boo tat future vehicle loop detectors The statidiklesign electrically operated gates., : 3.6.3 Remaavafite` Inter-Tra igned to blend in with the s may need to be painted in a observed by the drivers. stent with of CTC stations, thereby ecialty paint for ea ation. ng, sampli nd'testing the ons ocess will resu paint system ese mendations will be incorporated roved be Commission and will be loon 61 the gates by remote or ` e the future installation of All requirements outlined in SCRDesign Criteria Manual section 7.6.1 Removable Inter - Track Fence shall be applied to RCTC Station design with the following additional requirements at the end of this section. The Inter -Track fencing will be required on opening day for the Moreno Valley/March Field Station and the Downtown Perris Station. The fence style, color and coatings should attempt to match the fencing placed at the station. By standardizing all fencing at the stations it will reduce the initial purchase cost by allowing bulk quantity purchases. In addition, by having similar fencing at all the stations it will allow for easier maintenance, by allowing RCTC to develop standard maintenance procedures for all the stations. Also RCTC will not have to contract with specialized fence manufactures to make any necessary repairs. 3.6.4 Right -of -Way Fencing 07_ oaa RCTC Facility Design Criteria Manual Page 27 • 72 • woo. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual All requirements outlined in SCRRA Design Criteria Manual section 7.6.2 Right -of -Way Fencing shall be applied to RCTC Station design with the following additional requirements at the end of this section. For additional requirements please refer to RCTC Commuter Rail Station Design Criteria Manual Sections 3.6.1 and 3.6.2. 3.7 PEDESTRIAN CROSSINGS All requirements outlined in SCRRA Design Criteria Manual, ection 7.7 Pedestrian Crossings shall be applied to RCTC Station design with tr lowing additional g 9 requirements at the end of this section. The design engineer should be aware that SCRRA rr= revising their design criteria manual. SCRRA has not provided a date whe manual - available, but has notified RCTC that the Pedestrian Crossing ements and . has substantially changed. RCTC has obtained a prelimina ign layout plan from RAA for the new pedestrian crossing requirements and it is inc - d in Apg ndix H. 3.7.1 Baggage Cart Routes The requirements outlined in SCRRA Design Routes at this time are licable -OW PVL Amtrak Service on thL' ent butte d station could accom reconstruction. RCT to the stationer Lit not ne all ate`thesbkroutes wig` much e ill have kneed for station security sadly fire platform ection 7.7.1 Baggage Cart does not anticipate er should ensure that the tting or demolition and ` guard carts to have full access SCRRNA„, ign criferla�sectto67.7.1 dlscu'sies aigrade crossing configurations which may chab0,with the revised, Section 7.7 Pedestrian Crossing, therefore the design engineer sbvld ensure the. design complies with the updated requirements. 3.7.2 OvercroSsings At the time of writing the design criteria manual, it was not anticipated that Pedestrian Overcrossings would be required at the PVL stations on opening day. There is a potential in the future that PedestrianOvercrossing or Undercrossing will be required, depending on station usage and expansion. At that time all requirements outlined in SCRRA Design Criteria Manual section 7.7.2 Overcrossings shall be applied to RCTC Station design with any future SCRRA amendments or changes to their design criteria manual and the following additional RCTC requirements. RCTC has designed and constructed four (4) Pedestrian Overcrossings at their Riverside stations. From this experience RCTC has developed the following requirement to reduce design, construction, and maintenance costs, these requirements will be expanded as additional maintenance issues or concerns arise. 0 0064 RCTC Facility Design Criteria Manual Page 28 73 twd. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The towers and overcrossing should not have a Stucco finish — this is difficult to clean and maintain. • The towers and overcrossing should be made with or covered with materials that reduce initial costs and future maintenance. • Colors selected shall be standard and not special order— thereby reducing the cost to obtain the paint in the future. • As of the date of the drafting of this Manual, RCTC is reviewing, sampling, and testing the paint systems used at the 5 RCTC owned stations. This process will result in paint system recommendations for use at a . e stations. These recommendations will be incorporated into this M, �� `once they are reviewed and approved by the Commission and will be includ,Appendix F. • The towers and overcrossing should not hav,. olor pallet - the number of colors used should be minimal, 2 to 3, th ;v edu� a maintenance costs when painting has to be performed. • The elevator system should be Over able if posslb ` of the system used must have an extensive record of re use in outdoor coy ns. • The elevator system should be compab with th Isting ele cts at the other RCTC stations. • The elevator shall not have retary hardw''rxr software. • The elevators system shouldxcellent �'srice record and result in minimal maintenance by RCTC. • The tower stairs sty ld have an �ip now, �bed�d to the concrete stair deck • and not be attar . the stair • The anti -slip mot coatln Mould pro15 yea�1) span and not require any maintenance dg the peed. This IV" e will also be addressed in RCTC paint and coatings investigatand import in Ap1�tdi ex F. • Windows shall not ba proyid dir t ie elevator towers. • Safety Glass or hexan vtindows sh'611 hot bd'provided in the Overcrossing bridges. • l eu of Glass orLexan windows, wire' mesh or other materials should be used; the design engineer should review -Orange County Metrolink Stations with Pedestrian Overcrossings. • The Overcrossing Roofing should be low to no maintenance. • The exterior of the Overcrossing and towers should be designed to be cleaned with a pressure washer and not require man lifts or other equipment to lift people over the tracks. • Any Cameras attached to the overcrossing or towers should be designed so that maintenance can be performed without the need to have a man lift adjacent to the towers or over the tracks. • Elevator equipment room must have a dedicated thermostat controlled Air Conditioning system, window mounted units are not acceptable. • The towers should be designed with sump tanks that are located adjacent to the tower and are accessible for a vacuum truck. The tanks should have a level alarm system and the tanks should be of standard design and size. They should be located in areas where surface run off cannot flow into the tanks. • 07_ 0064 RCTC Facility Design Criteria Manual Page 29 74 • woo. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The concrete around the elevator tower and elevator door area should slope away from the structure so as to not allow water to drain into the elevator pit. • The area under the stair case should be secured with fencing and a locked gate with access only for RCTC security personnel. • The Overcrossing Bridge shall have individual lights, not the light strips that are currently used on the existing overcrossings. The feasibility of constructing a Pedestrian Overcrossing will need to be evaluated at each station. Some special conditions that should be anticipated are listed in section 3.7.4. 3.7.3 Undercrossings At the time of writing the design criteria manual, it ticipated that Pedestrian Undercrossings would be required at the PVL st i ' on 'ng day 2011. There is a potential in the future that Pedestrian Overcro or Underc 'ng will be required, depending on station usage and expansion at time all requ ents outlined in SCRRA Design Criteria Manual section 7. dercrossings shal pplied to RCTC Station design with any future SCRRA amen is or ch ges to th esign criteria manual and the following additional RCTC requl ' The feasibility of constructing a Pe station. Some special conditions tha Overcros vill need to be evaluated at each anticipaare listed in section 3.7.4. 3.7.4 Overcrossin s*mod' g d� ��ndit4ns Downtown Penis Sta tot It was determined dunes ellmland Fin‘Engineering design of the Perris Multimodal Transit Facility at the sit0f t, � 1 posed Downtown Perris Station has extensive drainage a `�odlrlg kssuese to tse5,ite conditions an Undercrossing at this station location, Id not be feaaibl ' The feastbiliiy.and need of an Overdressing will need to be evaluated during future planning and design. South Perris Station The Preliminary Engineering for the PVL Project determined that the proposed South Perris Station is located in a 100 year flood plain. During a 100 year storm event it was determined that the station would be under 6 feet of water, therefore an Undercrossing at this station location would not be feasible. ercross Ns Spy Due to the flooding conditions at this site the construction of a Pedestrian Overcrossing with an elevator would also not be feasible. The Riverside County Flood Control is planning on constructing improvements to eliminate the flooding conditions. The timing for this project is unknown and based on initial discussions it will not be constructed until some far out future date. 07_0ow RCTC Facility Design Criteria Manual Page 30 75 an. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual UCR Station The Preliminary Engineering for the PVL Project determined that the proposed UCR Station would be located on a section of single track, with the loading platform on the street side. The station is located between a City Street, Watkins Drive, and private homes. The right of way width for this station limits the potential for an Undercrossing, due to the distance required for ADA compliance. Based on the start up conditions, single track, an Undercrossing at this station location would not be necessary. Based on the site conditions, right of way restrictions, and track geometry it would be difficult to construct an Undercrossing, therefore it unfeasible to anticipate an Unde�.crossing at this station in the future. The feasibility and need for an Overcrossing will ne planning and design. Some restrictions that could the homes. 3.7.5 At -Grade Crossings All requirements outlined in SCRRA Design Cr Crossings shall be applied to RCT tion desig requirements. The design engineer should be aware manual. SCRRA has n toted a dat notified RCTC that t dust Crossi changed. RCTC hasb#atned�liminary included in Appendix evaluated during future ed are the close proximity of ection 7.a"s;-Grade following adds" al revising their design criteria e available, but has esign has substantially n from SCRAA and it is RCTC wa t `t mi Fngln „Ong for the PVL project that one of the major cb es to the SCRRA dOstgn cnteria sectien 7.7.4 was the elimination of the require* t,to locate the,at-,gradetrpssing In the middle of the platform. SCRRA's new design cntgkwill require a&Orade 6ressings at the ends of the platforms with pedestrian gates and sibnats. The design engineer will need to design the stations to the newest SCRRA design criteria and should obtain a draft copy of the criteria. Signalized/gated At -grade pedestrian crossings should have the capability to be lowered and locked down at night'to prevent access to the platforms. The signals should not be on when the gates are down and locked at night. 3.8 LANDSCAPING & IRRIGATION RCTC's existing Metrolink Commuter Rail Stations have extensive and unique landscaping. Over the fifteen (15) years of operation, RCTC has seen substantial increase in the landscape and irrigation maintenance costs. RCTC requires that the PVL stations reduce the landscape and irrigation maintenance costs through water conservation, more efficient 07 .0064 RCTC Facility Design Criteria Manual Page 31 • 76 • ort, was. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual irrigation system i.e. drip system, drought tolerant landscape usage, and increase in hardscape placement. RCTC's general landscape requirements are as follows: • The stations shall not have extensive landscaping to reduce the operational and Ion term maintenance costs. • Plant species used shall be uniform across all PVL stations, thereby allowing bulk purchases and reducing future maintenance costs. • Unique plant species shall not be used at the stations. • Hardscape shall be placed to supplement landscapi • Plants/trees shall include native drought tolerant sY': =s. • Plants or trees requiring excessive water or mai ance shall not be used. • No fruit bearing trees will be used. • Sod shall not be placed at the stations. • Loose small rock shall not be used forcaping dueotential vandalism with the rocks. • Desertscape should be reviewed as • Reduce landscaping barriers between t� , people walk through the landscaping to .latform w ance costs, therefore this should be mi r • Landscaping design should s materials. • Irrigation system • The City of Pert` engineer shah /view an • Western MuniclMWater located near the PVtz^pro ;r could"hIst?`belused as a t ames • Landscaping should be pieced somas; the stations and parking lots:.', • During the design of the stations the engineer shall determine if reclaimed water can be used for irrigation.Arid/or design the stations irrigation systems for future reclaimed water use. • Design Backflow Preventer cages to meet City standards and to prevent the cage and backflow from being stolen. As of the date of the drafting of this Manual, RCTC is reviewing the existing landscape and irrigation used at the 5 RCTC owned stations. This process will result in recommendations for use at all the stations to reduce operations and maintenance costs and promote water conservation. These recommendations will be incorporated into this Manual once they are reviewed and approved by the Commission and will be included in Apizend;x H. 3.8.1 Landscape Clearances 0) 0064 be a bu owed th termin Strict has s shod tion for the station° .. �$ rktn•==.nd the p�`�, in higher ma x � aiw n and drought tolerant plant item. e at their City HAIL The design can b xtip lemented at the PVL stations. implemented Desertscape at their facility e reviewed and determined how or if it Cations. 0 obscure or impede CCTV monitoring of g RCTC Facility Design Criteria Manual Page 32 77 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual All requirements outlined in SCRRA Design Criteria Manual section 7.8 Landscape Clearances shall be applied to RCTC Station design with the following additional requirements outlined in Section 3.8.2, 3.8.3, and 3.8.4 of this design manual. 3.8.2 Platform Landscaping Platform Landscaping and/or planters shall not be installed on the platforms for the PVL Stations. This requirement is a result of RCTC's operations of the four (4) Riverside/Corona RCTC Metrolink Stations, where platform landscaping was installed in planters on the platforms. These platform planters required irrigation condu'. s be placed under the concrete platforms. At some stations these lines have deteriorated Ki rleaked resulting in damage to the platforms. Repairs to these irrigation lines have resin portions of the platform having to be removed to make the necessary repair, g in unsightly repairs and extensive maintenance costs. Therefore, due to t pe,e landscaping/planters shall not be placed on the station platforms. 3.8.3 Parking Lot Landscaping Parking Lot Landscaping shall be installed with Parking Lot Diamond Planters • The number of planters shoul costs and irrigation impacts. Irn stations has resift a o noff an excessive ope�rat • The planters used. • The pig s shall �ra��ree plant 4. to provide shade to the parked vehicles an t uthermal eating oe.pave , ent. • T`rta placed iri`eplaniers,shall not impede CCTV camera coverage and guard observations of theparked ears. • The fit tree height s41i ,be no greater than 20 feet. • The trees should not have low growth branches, which would result in hazards to the patrons walking or parking. near the trees. • Root barriers'shall be pla ed around each tree to eliminate the root damage to the adjacent pavement. ; • The landscaping shall be designed with the principles of CPTED. • Diamond Planters shall be concrete or an environmentally friendly alternative. e maintenance and operations !enters at RCTC's other t pavement, resulting in ubbler irrigation head shall be End of Parking Row Planters • The number of planters should be minimized to reduce maintenance and operations costs and irrigation impacts. Irrigation of these types of planters at RCTC's stations has resulted in runoff and damage to the adjacent pavement resulting in excessive operations and maintenance costs. • The planters can include trees, shrubs, or bushes that do not require frequent trimming. of 0069 RCTC Facility Design Criteria Manual Page 33 • 78 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • Trees placed in the planters shall not impede CCTV camera coverage and guard observations of the parked cars. • The full tree height shall be no greater than 20 feet. • The trees should not have low growth branches, which would result in hazards to the patrons walking or parking near the trees. • Root barriers shall be placed around each tree to eliminate the root damage to the adjacent pavement. • The landscaping shall be designed with the principles of CPTED. • The planters shall not have pop up sprinklers; drip or bubbler irrigation head shall be used. • Hardscape can be placed in lieu of landscaping f. 'itional water conservation. • Planters shall be concrete or constructed of a onmentally friendly altemative material. Parking Lot Perimeter Planters • The amount of landscaping should operations costs and irrigation impac RCTC's other stations has: resulted in r resulting in excessive oper Ls and mai • The Station perimeter fendd,°T-. •laced located away from irrigation • The planters can include trees, frequent trimmin • Trees placed i observations • The full tree he • The trees should patrcivarr or p • RootbarrierS' Sh011.be plat adjacent pavements=,: • The.tandscaping sluff -be designed with the principles of CPTED. • The Akers shall not *ve pop upsprinklers; drip or bubbler irrigation head shall be used. • Hardscape can be placed in lieu of landscaping for additional water conservation. • No SOD shall be placed., e park ,.shall b �w ave s shall ars. o greater =r rowth bi iea tree d aroun imized to reduca� igation of these ty and .ar. ge to the osts. t to these planters and should be intenance and f planters at cent pavement, es that do not require ra coverage and guard n 20 feet. 'fiches, which would result in hazards to the each tree to eliminate the root damage to the 3.8.4 Hardscaping Decorative hardscaping should be reviewed as an option to landscaping large open areas. The Hardscape requirements and guidelines are as follows: • Small rocks which can be picked up and thrown shall not be used. • Colored concrete paving can be used as long as the color is a standard and not a special order color. • Decorative brick paving shall not be used due to the high cost associated with purchasing, replacing, and maintaining the pavers. 0I-0066 RCTC Facility Design Criteria Manual Page 34 79 twat . RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • Concrete paving shall not have intricate designs that would be difficult to maintain or repair if damaged, i.e. decorative etchings. • Concrete Paving shall be designed to withstand differential settlement. • Large rocks/boulders may be used for the hardscape layout. • Very fine sand and gravel, less than %" maybe used for the hardscape layout. 3.9 ARTWORK All requirements outlined in SCRRA Design Criteria Manua ection 7.9 Artwork shall be applied to RCTC Station design with the following additi.'-quirements. The placement of Artwork for opening day, shall no unless it is funded outside of the PVL project an cost. The design engineer should design the sta Artwork as additional funding becomes availa sheets for future Artwork placemen The locatio and close proximity to existing ele • ower. Th demolition of existing station featur areas. The design engineer s Moreno/March Fie The Moreno Valley/ aircraft display without 3.10.1 Communication Buitdin All requirements outlined in SCRRA Design Critena Manual section 7.10.1 Communication Building shall be 'applied to RCTC Station design with the following additional requirements. The Communication Buildingwill be required for opening day service to the stations and should be located on the station layout plan to minimize impact to the station parking and located in an area that will allow for future expansion and placement of other similar structures, including bathroom facilities for security personnel, RCTC staff, and Metrolink Engineers use, a station storage room, future electric security vehicle storage and charging, future Security / CCTV monitoring building, or other future facilities as funding allows. cipate tl town RI tion sho occupyin ed as part of the design, a concurrent non -project to accommodate tcement of future reas mould be deted in the plan elected for of retrofitting selected shoutot require inimal trenching within paved ork at the UCR Station, d the South Perris Station. iave an arthat could accommodate an „py parking spaces. RCTC has been informed that SCRRA is planning on altering the size of their Communications Building. The new building includes a separate area for other Agency use, which is separated from the SCRRA equipment. Communications and CCTV equipment of 0064 RCTC Facility Design Critena Manual Page 35 • • 80 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual can be placed within this separate area. The building will require power and communication connections. The design engineer will coordinate with SCRRA and RCTC about the size and location of the Communications Building. 3.10.2 Security Camera CCTV Provisions All requirements outlined in SCRRA Design Criteria Manual section 7.10.2 CCTV Provisions shall be applied to RCTC Station design with the, following additional requirements. On opening day, all of the PVL Stations shall have operational. In addition, the stations shall be desi in the previous sections, to accommodate the General Design Requirements • The design engineer and a Security E'��, shall re� mmend,tcations and number of CCTV Cameras to be placed. The number and locations w " Y ' � � cameras s ���� w eviewed by RC prior to final design. • The proposed equipment shoii ijemng se life and require little to no maintenance. • The equipmentcommo d n• - an ique parts. • The equipme. r `II bg orm acr® :se Lam" S. • The equipme , .II easetegratet a existing monitoring and control equipment at th rsldowntown �- tion. • Any g. Y o ti nted t` ave a stem to lower the camera for rn90,��►a_ pai �C's rr nte. n � � ,�. TC�, �� na � contractor should not have to use a boom truck to sr i rrce th&Orneras T A)Nill reduce the maintenance cost to RCTC. • The, equipment shor. ,be easiiy upgradeable. • The equipment specifred shouts be from a reputable company that will remain in business for the foreseeable future. • The design -engineer should design the system to reduce RCTC operations and maintenance costs. • New Technology should be investigated and cost estimates provided to RCTC to determine the best equipment to purchase and install. • The system should be easily expandable, adding cameras, in the future. • The cameras should be fiber optic connected, not Coaxial Cable. • Any underground conduits for the system should be water tight, rodent proof, and be easily located by radio detection or other non -intrusive methods. • The equipment will need to be weather resistant and vandal proof. • The cable system shall be Fiber Optic, camera to transmission equipment, and if possible, transmission equipment to receiving station. 07 0064 meras installed and 'tional conduits as described TV System. RCTC Facility Design Criteria Manual Page 36 81 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The CCTV equipment room or cabinet shall have a warning system similar SENSA Phone to alert RCTC of any fluctuations in air temperature, moisture, noise, or other environmental conditions. Non -Fiber Transmission System The Caltrans 1-215 corridor does not have a fiber optic backbone that the PVL stations could connect too, like is done on the State Route 91 alignment. Therefore, the stations should be designed to have the following: • On site DVR to record video signal. • On site monitor to review the stored footage. • On site DVD Burner to burn the videos to D • Hot swappable hard drives to allow for th reviewed off site. • Internet connection for control and location. • T-1 or faster connection to transmit the Downtown Metrolink Station • Modification to and/or plac Metrolink Station Security Mo at the PVL Stations. • The design engineershall devel6pthe plak and spe' and any future Manager an • The design en ved on the hard drive to be ing of the came from any off site eo signathe Riverside addition- `,'pment at the Riverside Downtown m (RDMSS ' ) to monitor the CCTV cameras r-x ns throtWconsu C s malnterfangeAntra er shall View xfs the ing equipment and determine if any items need to be upgra` Otito in Qr rate the'�VL CCTV video transmission. • So m �d� e ulpm`eri� OINntowOlation has been upgraded over the past • item ..iay nee' t :xo be replaced to allow for th ontrol of tft?/L ,cameras . ;.,.,. DMSSMR shag{ have ct�ntrol of the PVL CCTV cameras. ations for the CCTV system 'th RTC's Station Maintenance Fiber Transmission System Discussions have been, held about the potential installation of conduit and fiber optic cable along the whole PVL alignment. If this occurs, as part of the 2011 station opening, then the design engineer should design the CCTV cameras to connect to this conduit and allocate 2 fibers for each station, one for video and one for control. e proper reception The PVL conduit will either extend back to the Downtown Riverside Station or terminate at the BNSF mainline — PVL junction. If the later is the case, then the fiber should be designed to connect to the Caltrans Fiber Vault at the 1-215 and SR-60 Junction. RCTC will negotiate with Caltrans and obtain shared use rights to connect to the Caltrans Fiber System, which will extend back to the east bound Route 91 and Vine Street On/off ramp. The new fiber will then be routed in an existing RCTC conduit from the freeway to the Riverside Downtown Metrolink Station Communication Building. 07 0064 RCTC Facility Design Criteria Manual Page 37 • 82 • • fierok. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual If the Fiber Optic Conduit extends back to the Downtown Riverside Station, then the fibers can be connected directly to the Communication Building at the station. RCTC will require the following items be installed with the Fiber Transmission System: • DVR to record video signal located at the RDMSSMR for the 2011 opening day. This will be relocated to the South Perris Station once the Security Monitoring Station is constructed. • LCD video monitors to view the camera footage at Rxs.MSSMR. • DVD Burner to burn the videos to DVD. • Hot swappable hard drives to allow for the info reviewed off site. • Internet connection for control and monito location. • Modification to and/or placement of monitor the CCTV cameras at the P • The design engineer shall develop the and any future modification Manager and RCTC's CC • The design engineer shall re need to be upgraded to incorp • Some of the equitipaRt at the D_.,, 15 years but so.r*Urikmay nee and control of It i'VL i; 1/ came • The RDMSSMR mall havejeontrol tipVL CCTV cameras until construction of the South Perris Becunty VOraltoring St on. If funding is available, ,a Security; Monitor►hg Station should be planned at the South Perris Station sc; that the monitoring of the. CCTV systems can be split between the Riverside 91 route and the, Perris I-215 route; this i5_discussed in more detail in Section 3.10.2.1. 3.10.2.1SecurityMonitoring Station The design engineer should anticipate the construction, in the future, of a Security Monitoring Station (SMS) at the South Perris Station. The station layout should accommodate the placement of the SMS, which will include a CCTV monitoring Room where all the PVL CCTV cameras will be monitored and controlled from. Once the SMS is constructed all PVL CCTV monitoring will be transferred from the Downtown Riverside Station to the South Perris Station. rough con tenance c xisting e L CC saved on the hard drive to be eras from any off site nal equipment- RDMSSMR to ations. and cifications he CCTV system RCTC's St.: two Maintenance on or. rnent and determine if any items eo transmission. en upgraded over the past alvr for the proper reception The SMS shall have an elevated observation area so that the security personnel can visually monitor the South Perris Station and PVL Layover Facility. The SMS will be designed to withstand the 100 year flood. The SMS will have a storage area for items to be use at the Station including, flyers, earthquake kit, emergency equipment, traffic control devices, blankets, flashlights, etc. o aria RCTC Facility Design Criteria Manual Page 38 83 r� RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 3.10.3 Passenger Information Call Boxes All requirements outlined in SCRRA Design Criteria Manual section 7.10.3 Passenger Information Call Boxes shall be applied to RCTC Station design with the following additional requirements. This equipment shall be included in the design for opening day. 3.10.4 Public Address/Changeable Message Signs All requirements outlined in SCRRA Design Criteria be applied to RCTC Station design with the followi This equipment shall be included in the des SCRRA standard for equipment. 3.10.5 EMP Panel All requirements outlined in SCR be applied to RCTC Station design This equipment shall bi d in the SCRRA standard for.. 3.11 PLUMBI�G SYSTE "� n 3.11.1 di-m Wa. All requlrerr ents outlined ih-SCRRA Design Criteria Manual section 7.11.1 Platform Wash Down System4411 be applied to RCTCStation design with the following additional requirements. The water lines shall be.located'in a manner that will allow for ease of maintenance in the future. The lines should not be imbedded in the concrete pedestrian platform and they should be constructed in a manner that would allow for ease of locating leaking lines and making necessary repairs. The lines should be located to allow for minimal concrete or asphalt removal. section 7.10.4 PA/CMS shall requirements. opening day" the most current section 7.10.5 EMP Panel shall nal requirements. ing the most current A comprehensive plan should be developed, which shall locate and route all underground conduits and lines in a manner that will reduce future maintenance costs and reduce damage to concrete, structures, paving, tactile tile when repairs are necessary. The design engineer should make all attempts to locate these quick connect couplers in landscaped or non -paved areas. 07_ Do6a RCTC Facility Design Criteria Manual Page 39 84 rarunmake RCTC Commuter Rail and Multimodal Facility Design Criteria Manual This equipment shall be included in the design for the 2011 opening day. 3.11.2 Drinking Fountains All requirements outlined in SCRRA Design Criteria Manual section 7.11.2 Drinking Fountains shall be applied to RCTC Station design with the following additional requirements. The water lines should be located in a manner that will alto future. The lines should not be imbedded in the concrete should be constructed in a manner that would allow fo leaking lines. The lines should be located to allow f A comprehensive plan should be developed w conduits and lines in a manner that will red damage to concrete, structures, paving, to engineer should make all attempts to locate feeding it adjacent to or in landscaped or non p will be potable and designed so t not ha be provided for future hot drink ve Ax hin This equipment shall be included in th 3.11.3 Restroom Fad All require Facilitiesys requirern d route all underground osts and reduce cessary. The design water lines tain water lines es should also v for ease of maintenance in the strian platform and they ase of locating and repairing of concrete or asphalt removal. .hall loca re maintena le when repairs a' inking fs ntain an.� ar All drinking` e Issues. Water es an� ter systems. sig enin q Cnta Manual section 7.11.3 Restroom Station' clOgp'`with the following additional Restrooms will'not be constructed as part of the opening day of the stations, but the station layout should be designed to accommodate the facilities in the future. Unisex restroom facilities will be added as funding allows. These future restroom facilities will only be for use by the station security, Metrolink=Crews, and RCTC personnel. Restroom facilities will not be provided for the generalpublic due to potential vandalism and the extensive maintenance and security costs associated with public restroom facilities. 3.12 ELECTRICAL SYSTEMS General Design Requirements • The electrical equipment shall be designed for ease of future expansion with enclosures large enough to accommodate additional meters. • The electrical equipment should be designed to accommodate the future parking lot expansion and platform extension with minimal retrofitting. 07 0064 RCTC Facility Design Criteria Manual Page 40 85 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The design shall allow for the electrical system to be easily upgraded to accommodate placement of new equipment for potential future parking garages or pedestrian overcrossings at all stations except for the UCR station. • The electrical equipment should be placed in an area away from the rail road right- of-way, so that flaggers are not required when maintenance is performed. • The circuits for the parking lot and station lighting should be separate and the system should be designed to allow for half of the lights, every other one, to be shut off at night. • Optional or supplemental Solar Power supply should be investigated and costs estimates provided to RCTC to determine if it can b- • corporated in the opening day design or at a future date. • The Design Engineer should review and provide, C with information on Electric Grants for installation of green" equipment. • As of the date of the drafting of this Man "' TC I _iewing the existing lighting and electrical systems at the 5 RCTC stationsrocess will result in recommendations for modification o stem to reduce rations and maintenance costs. These recomme ons will be incorpo into this Manual once they are reviewed and approved Co • sion and `_t+e included in Appendix D. • Automatic controllers shall ® s lled to all the automatic cycing of the lights when the sun is down and w • Future expansion of the statio whoudataken in`t±count when designing the conduit routes an in power All requlr Tents outhnedln SC 2 Design Criteria Manual section 7.12.1 Electrical Service shaft.be applied to RCTC Station design with the following modifications. All station, plat en and parkin Ipt, electric bills will be paid for by RCTC, therefore one meter can be pla6 ,for these Oirriponents. The electrical service for the Metrolink Communication Building shall have a separate meter with the bills sent to Metrolink for payment. Any electrical auppli its track signals or gate crossings should be placed on a separate meter with the billy sent to and paid by RCTC. _ 3.12.2 Power Requirements All requirements outlined in SCRRA Design Criteria Manual section 7.12.2 Power Requirements shall be applied to RCTC Station design with the following modifications. Modifications to the basic SCRRA station power requirements shall be reviewed by SCRRA. 3.12.3 Conduit System o>.00ea RCTC Facility Design Criteria Manual Page 41 • • 86 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual` All requirements outlined in SCRRA Design Criteria Manual section 7.12.3 Conduit System shall be applied to RCTC Station design with the following modifications. Additional RCTC requirements are outlined in: • Section 3.4.6 Parking Lot layout sub section Conduit Systems of this manual. • Section 3.5.4 General Configuration sub section Conduit Systems of this manual. 3.12.4 Platform Receptacles All requirements outlined in SCRRA Design Criteria Man_ Receptacles shall be applied to RCTC Station design Lockable receptacles shall also be placed at stra use by maintenance personnel and for special, Poles, near the signs for the entrance and Communications building. Additional RCTC requirements are outlined in: • Section 3.5.4 General Con on sub se 3.12.5 Solar Power The design engineer s supplement or offset ction 7.12.4 Platform e following modifications. within the parking lot for ed locations are at Light jacent to the nduit Systems oihis manual. use of solar power to esib _ " gineer shall: • Review the use molar PdoWer and provide cost estimates to RCTC to determine if it can be Ikioofporate'djn the afrori opening day or at a future date, depending on fundf4i6figignts ' • Desjgn Engineer�shall Investigate and provide information to RCTC on any Grants or supplemental funds for the installation of 'green" or solar powered equipment. • Solar, -powered lighting should be reviewed as an option to offset the stations electric usage • Solar power,irrigation controllers shall be reviewed for incorporation into the stations design. • The design engineer. should investigate the potential for joint development of a solar power project at one or more of the Stations. 3.13 OTHER STATION EQUIPMENT 3.13.1 Trash Cans All requirements outlined in SCRRA Design Criteria Manual section 7.13.1 Trash Cans shall be applied to RCTC Station design with the following additional requirements. RCTC Requirements: • The Trash Cans shall not be concrete. 01 w64 RCTC Facility Design Criteria Manual Page 42 87 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The Trash Cans will be the same type and manufacture at all PVL Stations to reduce the initial purchase cost and long term maintenance costs. • The design engineer should review the attached web link for possible trash cans types to use at the stations. • RCTC is currently reviewing potential trash can designs and manufactures to address RCTC maintenance concerns. • RCTC is reviewing the possibility of replacing all the trash cans across all current RCTC Metrolink stations with the final selected trash can. The results of this selection process will be provided to the Design Consultant once it is complete. • The trash can lids should be secured to the can bod o they cannot be stolen. The lids should be secured in a manner to allow for th bags to be removed. • The trash can materials should provide a long e life with little to no maintenance required. • The trash cans colors should be uniform up painting across all PVL stations. • The station should also be designeve a standard s.d trash dumpster _ enclosure. o This enclosure should be locate o The enclosure and trdumpster and if possible downy the platfo station patrons. o The enclosure should beov r p ng the en e will had requir ;boated wl ould be rain from e o The tras o The e o The wa o The enclo This equlpt's 3.13.2 BiLockers for"`= of maintenance and touch low .K ss by tra W cks. ocated awaythe platform the fumes do no impact the reveti smals, homeless, weather, and h du er. equi ents. mow.. ?tam maintenance. ;an anti -graffiti coating to hinder vandalism. y to operate and secure. oche opening day. All requirements eutlined in SCRRA Design Criteria Manual section 7.13.2 Bike Lockers shall be applied tOR.CTC Station design with the following additional requirements. RCTC Requirements • Bike Lockers / Bike Racks shall be placed near the platform. • RCTC is currently testing a Bike Pod system at the North Main Corona Station and this may be used at the PVL stations. • The lockers should be designed to be secured by the user with their own lock and key. • The Bike lockers / racks should not required RCTC management or monthly rentals. • The Bike lockers / racks should be designed to require little to no maintenance. • The Bike lockers / rack should be anticipated to be included as part of the station opening day design. 07_ 0064 RCTC Facility Design Criteria Manual Page 43 • 88 umne RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • Future expansion of Bike lockers/racks should be anticipated in the design and areas identified for their placement. • The Bike lockers/rack shall be placed so that they do not interfere or impede station patrons walking on the platform. 3.13.3 Public Telephones All requirements outlined in SCRRA Design Criteria Manual section 7.13.3 Public Telephones shall be applied to RCTC Station design with the following additional requirements. The design should anticipate placement of one (1) pu•,,; ephone on opening day of the station. 3.13.4 Vending Machines All requirements outlined in SCRRA Desig eria Manual sectio3.4 Vending, Machines shall be applied to RCTC Station with t ollowingonal requirements. The design engineer shall anticipa day and a minimum two (2) addition adjacent to the main station canopy. 3.13.5 Newspaper All requirements outlin Racks shall b flied to Vending Machine on opening location should be within or a �J� Design Curia Manual section 7.13.5 Newspaper .deslgit*th the following additional requirements. The des0i.,engineershatantickate the placement of a Newspaper Rack on opening day adjacent tothe main canopy, not tilde or covered by the canopy. The rack maybe provided by‘an outside agertcyor RCTC, pending funding availability. 3.13.6 Kiosks The following are RCTC Kiosk Requirements: • The design engineer shall anticipate the placement of a single Kiosk on opening day, pending funding availability. • Additional Kiosk/s will be placed in the future as funding becomes available. • The Kiosk shall be lighted internally or externally 'depending on the type selected. • The Kiosk shall be located adjacent to or within the main canopy. • The Kiosk will have secured and weather tight panels for posting of announcements. • The potential for LCD Screened Kiosks should be investigated by the design engineer and cost estimates provided to RCTC. • The design engineer should investigate the use of solar powered Kiosks. o oosa RCTC Facility Design Criteria Manual Page 44 89 aftwowrigik.RCTC Commuter Rail and Multimodal Facility Design Criteria Manual • The design engineer shall anticipate providing power and communications to the Kiosks. • The Kiosks shall be located near areas where the station patrons will gather and where they will be most visible. • The Kiosks shall be vandal proof and secured to the platform so they cannot be easily removed. 3.13.7 Alternate Power Sources The design engineer shall review the potential for alternativ: power sources for the station including solar, as outline in Section 3.12.5, wind, geoth„ , thermal, or other technologies as they become available. The design engineer shall design the stations to een , uce their carbon foot print, reduce green house emissions, and reduce o ns and nance cost. The design engineer shall review and report to RCTC o lability of vari ptions to achieve these goals and their associated cost. RC 'I review the recom ations and costs and provide direction on how to proceed. 3.13.8 Bird Nesting The stations shall be designed to redf nesting is an issue at RCTC's La Sierra !letrolrr be designed to eliminate�bi4nesting andTeostin irds to nest and roost. Bird he future PVL stations shall All options should be"rayiewed arid,those that dt'not enda''er the station patrons or create an un-aesthetic look s0d be irrlemented wrth RCTC's concurrence. The options recommended, h Auld noWeilutr C nnAction taetectrical service, unless they have their own solar pp iter eIjs, ,and should only require low<to no maintenance. 3.13.9 Canopy Misters As stated in Section 3.5.4 Canopy Water Misters shall be planned for on the Main and Platform Canopies: . RCTC requires the canopies be designed to accommodate water mister systems in the future. Due to funding constraints these will not be placed on opening day of the stations. • The canopies should have water conduits routed to the canopy columns and extended to the top of the columns for future connection to a mister system. • The design engineer shall design the canopies to accommodate this system and shall provide recommendations of systems to be used. • Locations and placement for any ancillary equipment necessary to operate the misters should be anticipated and allocated for in the station design. 010064 RCTC Facil�Design Criteria Manual Page 45 90 • i RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 3.14 OFF SITE IMPROVEMENTS As part of the Station design, RCTC recognizes that off -site street and city improvements will be required. The design engineer should coordinate with the local cities to determine what improvements are required and provide the requests to RCTC for review and determination if they will be incorporated into the station design. In all of RCTC's stations designs and construction projects, RCTC has worked together with the impacted Cities to address their issues and concerns, by performing street improvements, beautification projects, street landscaping, a.,, work installation, utility undergrounding, signalization of adjacent intersections, elocations, and other improvements. Due to the funding constraints on the PVL project improvements will be severely limited. RCTC their concerns, but due to these funding con will not be in place upon opening day of th delayed until additional funding becomes ava provide the funding to offset the deficient funds implemented. RCTC has reviewed the previous co the cost for offsite improvements has (Perris Multimodal Tra n Facil constraints on the P1lj aximu be allocated for offsi'ttjrprovents. f these off -site rk with t" •acted Cities to address s some of th ested improvements ions Some impro ° nts will have to be or if th requestin or agency can th A ovementsAbe cts constructed by RCTC and in Corona Station) to 40% n costs. Due to the budget I station construction cost can Due to these constraintsonly focus on the typical offsite improvemedts 7 { I�as Im� arfe�ithe pasfor example: • Sidewalk and landscaping improvements limited to the side of the city street where the station is located:- • Improvements only for the widthof the RCTC owned property. • Street improvements only for the 1/2of the street width where the station will be built. • Signalization at.entrance/exits to the stations - only if traffic analysis warrants. • Utility Undergrounding only if the utility poles will need to be relocated to accommodate the station. • Storm Drain improvements within the station area. • If the existing downstream storm drain system is undersized, methods should be implemented to contain and control the outflow of storm water from the stations so that they do not over flow the undersized system. • Since restroom facilities will not be constructed as part of the opening day, no sewer improvements will be constructed. • Soundwalls will only be placed if noise studies warrant. Deviations from the list of off -site improvement or an increase in the percentage cap of off - site improvement can only be approved by full Commission Action. The request for 07 0064 RCTC Facility Design Criteria Manual Page 46 91 sw,tow:. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual deviations shall be submitted to the Commission at its' monthly meeting, held the second Wednesday of every month. 3.15 SERVICE AND LAYOVER FACILITIES All requirements outlined in SCRRA Design Criteria Manual section 13.6 Service and Layover Facilities shall be applied to RCTC Station design with the following additional requirements. A layover facility will be constructed as part of the opening facility for the PVL project has been located adjacent to t design and construction cost for the layover facility is therefore any deviation from SCRRA's standard will y service for PVL. The layover uth Perris Station. The d to the Cost Effective Index, ommission action. All requirements outlined in RCTC Design Cnt anual se 3.14 Off Site Improvements shall be applied to the desi w`s° onstructlon o't service and layover P pP g ��. �3 y facilities. 3.16 MULTIMODAL AND PARK AND RIDE F Multimodal and Park and Ride Fact be desig sing the elements of the rail station plans that apply as well as inr..sesign ss rds from Riverside Transit Agency and other public transit opera D7_0064 RCTC Facility Design Criteria Manual Page 47 • • • 92 • RCTC Commuter Rail and Multimodal Facility Design Criteria Manual (The terms and deftntti . n,4Y A TERMOND D' re 0xtracted Elam th 07 0064 RCTC Station Design Criteria Manual esign Criteria Manual) Attachment 1 Page 48 93 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual All Terms and Definitions as outlined in SCRRA Design Criteria Manual Appendix A shall be applied to RCTC Station design. 07 0064 RCTC Station Design Criteria Manual Attachment t Page 49 94 • RCTC Commuter Rail and Multimodal Facility Design Criteria Manual (The abbreviations are e m 0064 A cted from Criteria Manual) RCTC Station Design Criteria Manual Attachment 2 Page 50 95 Gaa. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual All Abbreviations as outlined in SCRRA Design Criteria Manual Appendix B shall be applied to RCTC Station design with the following additions. 07 0064 RCTC Station Design Criteria Manual Attachment 2 Page 51 • 96 D7 0064 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual RCTC Station Design Criteria Manual Appendix A Page 52 97 ,09 a .l 9x99 zcz d0 601 'ON 133119 bp9lp4 3m-r delM 0tluwb0 90-9E1-99-100.0b 17.b1u00 —1 orm re o5 s+a0 NOIl nas00 dOd ION - AWNINI113dd NYId ails V NOIIVIS VllEIAWlVd 3NI1 A311VA SIdH3d 013H 10311d013A30 unlnd 1N30YP0Y '9 ONIYNYd NM 03 0301A03d '► MOO Al OIHMO3e NYNI NON 0301A03d 0NY d001 one d0 S3019 1110e NO 011I33Yd 31eISS300Y 113dYS 'C d001 ens d0 113010 HIOS NO 301tl R SS13 'L '3AY wenn1)* ONY'3AY YIISAN1Yd 0111103111400 A9M3A130 31YAIld 't 43H111V31 A3M S330V 9'0 ltOS Htl3A I o 4 INZSONN ax 511011034/0 1161115303d �. 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(To be include ission rev pd approval) PPEN RCTC Station Design Criteria Manual Appendix D Page 59 • • 1 1 6 &mi.. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual ce Criteria 07 9064 RCTC Station Design Criteria Manual Appendix E Page 60 117 .»works RCTC Commuter Rail and Multimodal Facility Design Criteria Manual .:.. '.Detects S dome tdesj'imist adhere to..-Alak g429-5,11f;$.1.3,11Q8_i.2,.li(8_1. 'FA 0_03'eotYrioN IsmA iCA 030% perASTMC9745 0.00% perMTN1'C"1 d. edgei se.la be. sczed and installed sliming matching edges is i� #red 5, Troncidedthime Wes;nmst be 5aactions] suet maintaintheir'shape fcer a of loran. 6. The inshdhdien mint be milk)* voids that can cause tripping hazards due to brawling ors -melting 7_ lit slip resistance Abe maintained atASTM C I#1 standai& ii_ 7icmcat®ii drew Om must be dog friendly_ Title III, 36.211, ceguues that . detectablemost be _._ readilp accessible to and amble bypersons with dssabilitier--- " Het =faces of a detectable wean%chid injure a butte -dog. Ife guide -dog ids to :wide delectable' warning sea, it will no longer be usable by someone whn is visually impaired 07J1064 RCTC Station Design Criteria Manual Appendix E Page 61 • 118 woo*. RCTC Commuter Rail and Multimodal Facility Design Criteria Manual APPEN Paint Recom dations (To be included.*�ission revr��nd approval) 07 0066 RCTC Station Design Criteria Manual Appendix F Page 62 119 RCTC Commuter Rail and Multimodal Facility Design Criteria Manual 07 0064 RCTC Station Design Criteria Manual Appendix G Page 63 120 " Guliwing Shelter SheItet petals The GutMing 60.41 OW* hes been dereinped us!ng the Pew ab computerised design rmrrafacturing teohnolcifito prntAde a S)it. rfgh quints ruhotiOnef and robust sheTer forge The Gaming smear CaPide otaPeoPting Fissf Paisenger Irecrinatkat frEPIT sydterns and car, be suppaed wit tat* range of infrastructure 4...4..eiiispi4s. including solar powered Wang, CCTV and inforrnaticn diWays. Spedalist GM.* GOrrentbfe Shelter Solurion - orave-dve, future Prodded Design - Meatier. 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Caw vw, a6u-4171 Suwas enisuapicrwoo 0,‘C{PP., CPOPI AWeL.LIX# lleeRl0 o-Qe,e& ee& ?„.kaLaun,I.,.v.Lt; 111Pwls1 AP, 5.1.116 uPptIrFuri3.17103 9r[P.4 tualsai ALLTI“ *GP OW v C.P.RemeLlie aEwp 4¢.131 LpeP P.L,Pplef.../eA P.K tKIhYXI &PS rip 4EWX.atLe .f.fate .*PE yo eim di Wept* WS LLIA.fred KiG -OXPA1 ,k),,,,,p.JV Cal mr,..kL3 ap“, Ounloy inale 5.0)0 &Jun e,r9tr,' oeri4E Aia*X1.1 aug :44.1Lre SLCIPIW, /pEt apEak LIKILP:" SILOWIPDS AbJeU3.1SIOS n 5ni*474-' i rem& 5:1!PN! sepos000v feuoqdo • 'Prudent: Providing industry leading environmental protection, signage and display syste... Page 1 of2 age;# t Send as an email Bus Shelters, Bespoke Shelters BespokeShelters Bespoke Shelters; Canopies &Covered Walkways naddition to a comprehensive off the shelf range of products and services. Truefomm highly specialised team offer unrivalled expertise in design engineering. manufacture and installation of custom built shelters, display structures, canopies, covered walkways, architectural awnings. Working independentty or alongside an existing architectural team, Trueform guarantee a universally professional and value for money service. Trueform have provided hundreds of custom made structures throughout the UK and welcome the opportunity of sharng our expertise in this area with new and existing: clients. Please contact our safes team: http://www.trueform.co.ukitrueform-produe s.asp?MueffypcID=27&produetLcvcllD-0... 6/11 /2008 rY4J't"JJY�" JLy,4:4;'!Y.•�t:. twoRng _'v§:s <1". eJempletI:m,sLel '.JGyan4su00 spec, 'epww • J1 7 pei!>D:c+ 2;f••1rd'3n;erAu:4 ucrics -0I4!RdIA100 Sl *PelJ 1459-11si11?PadS 'sRx'vslp uouewmu; pJE Aloc)'6upg,61c'Si3+uxi hp> Etn;nmaw ,10!..0 sear. envnnilsa4ul Jw 26Ls BPInte tlsM pe:Wrs at uc0 CHllil uaiiewlop.1 ors_ iSs dJ ••"•a111 rAsti bultaCes 7b 2gedx e1.183aLs a=911 aili Ail3v315!T:; W pwe 1e10.1.1_Jf4 'GNm^b!16,y ^',;0:k1.1n ASCOuLxl 154r1OEFJEw URR2p per.wInij WOJ ❑i; :s'3!E•I ,,A.11 [actio,n?= ussoci .17:11.;.al pqs rrc ,7:novtl:rill SHIP_ O 13.%3llg aa1.1auS 0a1.a W • uapecw atIL .14.111Pv u, J aaow Jo; wee; sates ono }oquoa aseatd viojelle e a e suo.ael8yuoD pue sezie to eCue: eolm v 'Alex Lumulxeui seppnoid ar4SSs uoeuel€u pee 151.17a6 Pen Isispeds `sonbluuD uoRo suoo 'sjepeptu Lou= 4sW Pe'tn 5ven suo:teo8cde Ise ON aoj fetOwaltis emieLio wes!see 1.seigtoa8ua.4 anblvn oedowep udeop s2.: w 0pn, S.IONG4 E 1.uU1S!SeE ES e WIZ° auswenai 'freeform providing industry leading. ettvimnmental pnoteetion, signage'and display syste... Page .1 of 2 • Pint page ft-': , Rail Shelters Rall Shelters Send as an email Robust Stainless Steel Structure Designed specifically for rail platforms and bus waiting applications, the robust Metroplan anti -vandal stainless steel shelters are capable of resisting the most determined of vandals by the Introduction of a stainless steel structure and special stainless steel glazing system. Stainless steel shelters have been proven to significantly reduce maintenance tests, particularly on unmanned rail stations and vandal prone bus shelter sites Glazing System The shelter can be supplied with small rubber cushioned toughened glass panels, polycarbonate, GRP or solid embossed stainless panels to suit all requirements. The individual panels are kept to a small size to offer maximum strength and the glazing frames to the edges of the glass panels are sloped to discourage climbing. Easy Clean Surfaces Manufactured from either satin finish or embossed (rigidized) stainless steel to deter marker pen, spray paint graffiti, stickers/fly posting and scratching, the stainless steel surfaces are almost impossible to deface and very easy to clean. Metalwork structure and glass panels can also be supplied with a special graffiti resistant non-stick surface coating making it resistant to weathering, staining and graffiti. Rapid Erection & Maintenance Rapid erection and maintenance on site are also key features'of the anti vandal shelter range with quick release, tamperproof fixing methods. Long Lasting High Quality Appearance In addition to significant maintenance and operational benefits: the anti -vandal shelters provide long term appearance which helps to promote safe welcoming environments for passengers. http:-/www.trucfortmeo.ukilrueform-products.asp?pronuctTypeID-59 6;11/2008 Trueform. Providing industry leading environmental pmteetion, signage and display syste... Page 2 of 2 CCTV Security The Metropfan Anti -Vandal shelter range can be supplied with miniaturised CCTV cameras housed covertly within the shelter structure. These CCTV systems have a demonstrable effect on reducing vandalism whilst providing safe envir 10 congregate. Low Curved Roof The roof structure can be provided in clear o solid stainless steel. Additional Features of the Antl-Vandal She Solar Power Lighting, RTI Displays, Journey P Passenger Help Points Note: -The anti -vandal stainless steel glazing Wad to all shelters within the Trueform shelf with powder coated coloured legs.Contact our for further details on the FORTRESS shelter range, copyright tc.) 2000 Trueform. Ail Rights Reserved. Crgatiye Jw. nterested in expanding yourtransport infrastructure system? See our range of Bus Stags by clicking here. You can also check our solar options available ysi ckirill_hers. • http:/iwww.truefarm.co,ukltrueform-produets.asp produetTypelD=S9 6/11/2008 rr ocrun:y=?:tf±sb.c:r.::.rrr '4:0 Ism pio'.M E Jo, Kg^.I.acouNtIn tD tpsy,pee Mew. s rsm 66p.n)Japauui Ipuro3 t:io alnquj a NS EJEIELIS Eng eSc µ2 vtR�a Alfa4s six; e,'uy XN YleWtiXt9Q iyrr a,e s3401.,35rq Q.41 •uo:euwolu o1:1ra rxn IJ1.0 n u:m; alp Li Uartllwlul BEA:1ss2U ;ue 'JolEn4p.Ww.n Eng ",ala3UIf.L9 Lang MR,1 S.'atla::S sna 3t. sverlum pve enpseami bskg1 •w»}ega hq tlO lSJetitl! xu'u:�eap r3naa::0:,a p!,a spar! lnp, soprys kwEEnb Iirxl:N Rq LErsep iea:'Jng cumpn.q, • ,oi Ape.. *'pulp 110i25110x41ssL'auS AelIauS /1,19ACYJSU • )0'oe-WfZ19'1:1Qs' rr+x:w:�ar Jm C?' LLllbJe 6S+S4 L 'Y9 O2? 1 suopueuma + aLag • !e4:: UW:VJ_ Pp4leec ales.46lf 4,304 Af SIASCc 0.2 Atti^'i =eke Q8A eeR7 Rft%ttK+: F! keisor . pwaralG aa/x.13, elame LL: weees•ioo, F 4Elood11311 e+Ae PanOOP4Y/ Jpsaq apEurr;srs ea Arerees+axe - Aeg+a &eu 11..? 101.L9D \ipU F;'n ,A4 t StC4Nt.d wJokd 6u;p e g g &ur�e�l2{�y l2=ward M uo,&cxs as sucYztl 4uVwxCOASAX:re ;aa,is•r,. ea1d ??s d — oalsa� �}3llj a3UBwlopad uallold omen:meaty mate:~ escreospoeuerepaetzereaseamfacerf '9&s 15 Aulaa6^AU?gFgPXC:In.. .'pat,aCL. >rc 01tOr rzuertl4C aeneico oa+i.w Vtige,uu 4tttA a tri ttit?•9 wohmitl:l %xIL v'wlau+x+. Mp Amew,, eal3RUEUJ �, X GR DOMIOtt4 atat EXi 'a¢GC Maki, R+Y-ameez 1P:,�E tete i.112�uL]3 Cee,5 re..e'PN 53,1p88`1 51i0,'k)JEL1431u74W Sj.y.aUa9 ttlaOja SolarOne - Shelter Series Commercial Solar Powered LED Lighting Page 1 Of 1 • Shelter Series Click Below for More Detail: LarriPS and Driver Fixture Housing & Fittings SO -Bright Controls Power Packages Options Order Number Specifications + All Night Lighting Options + Offset CO2 Emissions PRODUCTS APPL/C.ATIONS moveroeur REStkUil NEWS AND ONTO'S Shelter lighting can be used to InereaSathe,serise of security at transit stops, help dreitrert tO*Othg' passengers are waiting, or increase ridersniP, Other applications include gazebo lightinw mat box, shelter illumination, and lightingOrthind buildings and doorways. SolarOne Systems previdetright even iighting that optimizes comfort and Choose from a variety of configuratioltS andVrefites Ethat-provide lighting,on demand or On a continuous,INISis. Panels can be roof mounted or pole mounted to 'optimize orientation. N e Tiimmoks*1170410 ,5)0,tolds, Attu* scx&vm . rei9o,SrOnia ,torkt .e-,..... , A6A.NM#S7P&NOLOT,04."4°/* "'""7 i$f)0ga4t1/0/0wemrgeaAdtfIngOAtSi0804,1.. 54 1040l-t IO.R' .4310044, tai"1..4W48t441";"*'I**4IN .,'T w ,.." SolarOne® Benefits + No Trenching/No Re -Paving + Low Voltage/Low Liability 2008 SolzwOnc., LLC tese-rwec. + Low Maintenance + Immune to Power Outages Related Proth 'FkiteSprip$' ftest)tince$ SO.aright Tech Photo Geller/ Product Overwiev Shelter Series St Ground Rod Kit E Motion Detector DataLogger Spec SolarOne® High Complete List of Literature Privacy. http1 35 liwww.solarone.neUproducisishelter.cfin 611012008 136 Skylark -,Islautilus ST-2 Bus Shelter Page I en • • Skylark - Nautilus ST-2 Bus Shelter • I i j Skylark 1-lonie Page I I Pkvill4n $baltepiM _Gazebpa I I Toilet Enclosures I f Kiosks/Ticket Booths http://skylarkshelters.comitransit6.htin 137 6/10/2008 i-SHELTERTM Solar Shelter Lighting Pagel of Home P, , w Product Catalog • Transit Lighting: • Solar Power Systems > Carmanah Network Technology t FAQ t Customer Feedback i Returns and WatrantY F Case Studies' i Photo Album raducts • Join our a-rri Purehase . >mpany Contact Us Home > Products Y Tra it f_icihiir Privacy I Legal I :site > 1-SHELTERTM Sotar.SheRer Lighting 1-SHELTER a" Solar Shelter Lighting. To help improve the safety, security and convenience Of our transportation systems, the transit industry has long= embraced effective lighting as a.14ey factor; but in many cases, the was and. logistics of equipping bus routes with adequate; lighting has proven challenging, For locations where grid -based power is unavailable or just too costly to access; Carmanah offers the solar -powered I - SHELTER" bus -shelter light; The 1-SHELTER bus -shelter light is a stand alone, integrated light source, powered solely by the energy of the sun. Using Carmanah's time -tested solar -powered LED technology, the 1-SHELTER lighting kit incorporates all the elements of a full solar -powered lighting system within an attractive, reliable and durable package. Ideal for dark, rural bus routes, busy urban streets or anything in between — the l-SHELTER bus -shelter light provides waiting passengers with a bright, secure night-time environment, illuminate( entirely by the free, renewable energy of the sun. For more product information or to place an order, contact Carmanah. Features Benefits Features http:./www.transitlights.comicontent productsNieagductlDefault.asps?i=i-Shelter 6i10/2008 • 140 szlai-Powered 1 s Shedters Light Up : Dee/it/ger Page 1 of2 i?NaIN �91+1tle SoftPeieetree, 4161d eg Shutters; 4uatom oettgnect, wMo.,Msetsne. -Solar tsQnbta:. Aa:Patsrodselel ipslaarr N2lioii: GVo"Make Switching To ;Solar' moncEery cmcseaolu;eeet: .... ............... solar Outdoor.: tg/ Defies maiday, Festival Park Light. Chiisimas, LEDs: Municipal wnw stotteswersous:cp ePtetRaoi Tiles Slash your electric :bill With our setae Power lnstoisticel www premieramameam kmM sslae LED bus stopsin the 7Frese:.iwsa14ters calke I-814E13E1es,, IkjhttventhLE(J NO latmedlately when,... dtgesaawata haler tierwete cle- lit'.. 'ieihr olooles, The sai`art us sheinks:vart; sl:reeenilyintnee is in gtatbA9tYslrea& etso haae .. vide et Meet t200 Inataki rp Solar-Pewgri, _ Sour Boo Connect-WM lebest irutallars,Yree rebate SlasbYaut,elleciric tfi 0ue Soler need MP:Limnos and 'nine . lasessatiOnl rt. :cotriltt@tS74 (221 Anybody know where these are in Ghicego' I'd love to see it October ge, 2005 I:27PM l: T flag it problem - Anonymous ' says: I've seen Mese in several places In Seattle..:] Oelober 27,2005 5:20 PAW' flag a problem DenSchiendelma® says: hap: llwww.treehugger,comifiles/200910/solar-powerctil_b.php 6/11/2008 141 Kaleidoscope is suite of parts for creating a sense of place, ; Basic past and canopy structures work alone or with optional seating an o male handsome • • • Kaleidoscope has the high -quality design, frt and finish typically associat- ed with custom products. But unlike custom alternatives, it offers complete sok/lio s with no surprises: Kaleidoscope is fully designed, engineered and tested. it el: nes ready=to assert bls and install, offering savings" in technical and labor casts a time. Kaleidoscope is modular and has replaceable parts. It is assem- bled. not constructed,; and can be removed and relocated. It meets stria - gent wind force and snow load testing. Footing speafioations are supplied. Kaleidoscope is manufactured to Landscape Farms renowned sten- lards ofqualityand has our durable, weather resistant factory finish. And it Is backed by our three-year warranty. Kaleidoscope curved canopies, walls and custom configurations are avail- able as specials. Canaucopafsarmc�oorYfrfp ional gristaIlatlon photo' / vontaGt youY=t:andsc'api s i�pre��ntativc';#• �ietal(� 143 Truefortn. Pnwiding industry leading environmental protection, signage and display. syste... Page 1 of 2 trueform print page Send as an email Bus Shelters, Gullwing Gullwing The Gullwing bus shelter has been developed usin computerised design manufacturing technology to Quality, functional and robust shelter range. Availair u a nu,nue1 attractive roof designs, the Guthving shelter is ea lay Cases 'Time Passenger Information (RIP!) systems and idth h vith a wide range of infrastructure acressories, including solar powered liphti and information displays. lou Gdn am° lode at tour o sheet advertising options kvsligtina_ta e. Robust and Operational Functionality Designed in conjunction with UK's Passenger Transport Executive (PTE) Councils and bus operators, the Gullwing range offers the ultimate in robust material specification, finish & operational functionality. Stylish Contemporary Appearance . The Ultimate Marketing Tool The Gullwing shelter range offers its customers both a'High Quality Waiting Emdrenmenr and a povrerful calling card for the promolion of 'Passenger Transport Services'. Customisation The Gullwing offers numerous options for sealing, lighting, structure style, roofing, materials and finishes. The Gullwing shelter can be supplied in all RAL & BS colours and printed graphics to reflect e.us-tomer house styles or corporate identities. Environmental Suitability The Guliwing S available in a comprehensive range of attractive finishes and compliments a wide range of architectural environments: modern, heritage or rural. Solar Power Lighting The Gultwing can be supplied in both mains and solar powered Illumination. Solar energy is a tong term, cost effective method of illuminating bus shelters. Trueform is leading the way in the provision of sustainable design and cleaner green energy on street furniture. RTPI Display Systems The Gullwing shelter use readily accept real time electronic display and/or journey planning systems via a discreet internal cable management system. Rain Water Management The shelter utilises an integral rainwater displacement system channeling water to ground level. thus offering maximum environmental protection. Copyright t. 2008 Trueform. All Rights Reserved. attritive Jar http:/lwww.trucform.eo.uldtrueform-)products.aspWrinetType1D=27&productLevcllD-0... 6/10; 2©08 F<a00p$p- pfp. Ondelttarld Oriq-sp6eafy. Crbethig tfxs perft stiuctutt" TO t ie Ottidtiiar sitting is r,bw as alrnpl ss €ine tin p three. 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BACKGROUND INFORMATION: At its January 2009 meeting, the Commission authorized the release of a request for proposal (RFP) for the purpose of performing a study to assess and recommend security, surveillance, and emergency response enhancements to the Commission's Metrolink stations and five designated park and ride facilities. On March 5, the Commission released the subject RFP requiring that the consultant conduct a study of subject facilities to address the following key areas of concern: 1) Technical assessment of current closed circuit television (CCTV) equipment and technology especially as it pertains to camera positioning, programming, image quality, signal transmission, coverage area, and retention (Metrolink stations only). Agenda Item 11 153 2► Recommended improvements to the CCTV system to include additional or modified locations and functions, coverage, frame speed, lighting, lenses, and Pan Tilt Zoom (PTZ) movement, consistent with the American Public Transportation Association Technical Recommended Practice for CCTV operations. 3) Assessment of current physical security including bollards, fencing, lighting, identification of obstructions, signage, methods of surveillance, incident response, evacuation, critical communication, criminal deterrence, identification of deficiencies in existing security protocols and procedures, and security personnel assigned to each site. 4) Recommended improvements to physical security to include additional physical enhancements and equipment; creation of pinch ingress and egress points for pedestrians and vehicles; additional station design considerations; a detailed enhanced security site plan incorporating evacuation routes, congregating areas and recommended enhancements; and suggested revisions to security protocols, surveillance methods, procedures, and personnel policies. The study is anticipated to be completed within three months upon issuance of a notice to proceed. Once completed, the study will provide guidance for future expenditures of Proposition 19 Transit Security funds, subsequent facility improvements, future facility design, and development of facility emergency response plans. Staff anticipates receiving the final draft of the consultant's study in mid -summer 2009. Selection Process The calendar of events was as follows: Release of Request for Proposal Pre -proposal Conference (not mandatory) Deadline for Receipt of Proposals prior to 2 p.m. Short Listed Firms were Notified Interviews of Short Listed Firms Selected Firm Notified March 5, 2009 March 12, 2009 March 19, 2009 April 14, 2009 April 16, 2009 May 13, 2009 An evaluation panel of representatives from the Commission, Metrolink, and Western Areas Security Services (the Commission's contracted security service) was assembled to review the eight proposals received. The panel short listed four firms based on quality, experience, and expertise of the bidders. The four firms were interviewed by the panel to determine the qualifications, resource allocation, qualification of staff, work plan, and cost. Rankings of the firms are as follows: Agenda Item 11 154 • After careful evaluation of the personnel of the proposed project teams, knowledge of the project, and proposed project approach, Delcan Corporation demonstrated that it would be capable of completing the proposed scope of work. Staff recommends that the Commission award this contract to Delcan Corporation to conduct a study to assess and recommend security, surveillance and emergency response enhancements to the Commission's existing as well as proposed Metrolink stations and select park and ride facilities. The amount of the contract is not to exceed $200,000. The funding to cover this project will come from Commuter Rail's Local Transportation Fund (LTF) revenues. Financial Information In Fiscal Year Budget: Yes Year: FY 2008109 FY 2009/10 Amount: $ 30,000 $170,000 Source of Funds: LTF Budget Ad ustment: No GLA No.: 103 25 81501 4199 $200,000 Fiscal Procedures Approved: \141,4,444,1 Date: 4/17/2009 Attachment: Scope of Services Agenda Item 11 155 • • RIVERSIDE COUNTY TRANSPORTATION COMMISSION AGREEMENT NO.09-25-061-00 Study to Assess and Recommend Security, Surveillance and Emergency Response Enhancements to RCTC's Metrolink Stations and Select Park and Ride Facilities SCOPE OF SERVICES 1. BACKGROUND/OBJECTIVE The Riverside County Transportation Commission (RCTC) is the only member agency of Metrolink that owns and operates Metrolink stations and park and ride facilities exclusively. As the network continues to expand, safety and security concerns also increase. Currently, RCTC operates five Metrolink stations throughout Riverside County and an additional five (5) stations are planned as part of the Perris Valley Line Project, the first being Phase I of the Downtown Perris Mutlimodal Transit Center. Construction for this facility commenced in January 2009. Included in the security study will be five park and ride facilities with over 621 total parking spaces operated by RCTC's Commuter Assistance Program and Ca!trans. The purpose of this study is to conduct a comprehensive and technically detailed evaluation of current security, surveillance and emergency response measures at RCTC operated public facilities, including an assessment of proposed station properties, and to make recommendations for improvements and enhancements. The selected contractor will deliver a station specific security plan for each specified facility. The study shall include assessments of the following areas: A. CLOSED CIRCUIT TELEVISION (CCTV) SURVEILLANCE: Contractor shall conduct a comprehensive technical and operational assessment of RCTC's closed circuit television surveillance (CCTV) system according to The American Public Transportation Association's (APTA) Model CCTV Technical Assessment Methodology outline provided in Attachment A and The Model Technical Practice for The Selection of Cameras, Digital Recording Systems, Digital High Speed Train -lines and Networks for use in Transit Related CCTV Systems (APTA publication IT-RP-001-08) 156 Based upon the results of the CCTV Technical Assessment conducted in accordance with the American Public Transportation Association's (APTA) Model Methodology, the Contractor shall develop a camera matrix and corresponding site plan for each station detailing the existing configuration and the recommended configuration. Matrix will include the following camera specific information: (i) Identification: location, DVR assignment and port, make, model, resolution, lens, video output signal (Analog, digital, infrared), mounting (PTZ, static, ceiling, etc.), lenses. (ii) Function: purpose of observation, target speed, frame speed, depth of field, alerts, lighting, etc. (iii) Monitoring: zones, recording, retention, displays, 3rd party access, image quality, metadata, etc. The Contractor shall provide technical recommendations for improving the CCTV System including but not limited to monitoring, equipment maintenance/lifecycle considerations, ensuring a redundant transmission network and software enhancements. B. PHYSICAL SECURITY: The Contractor shall conduct a comprehensive review of specified sites to evaluate obstructions, evacuation routes, risk areas (criminal activity, hazards, congestion, etc.), identify hazards, and recommend reasonable modifications and enhancements to address identified concerns. Contractor shall develop design recommendations for existing and proposed facilities that create surveillable pinch ingress and egress points for pedestrians and vehicles. Assessment shall include evaluation of station sites that recommend the specific placement and location of bollards, gates, lighting, signage, fencing, etc. C. SECURITY PERSONNEL: The Contractor shall review and suggest revisions to security protocols, procedures, shift post orders, training and new hire qualifications by evaluating current security operations and recommend evaluation criteria based upon reasonable assessment of staffing, work load and duties. Contractor shall also recommend equipment and technology to enhance security coverage, surveillance and reporting (golf carts, electronic tour wands, reporting software/hardware, etc.) Findings from this study will allow RCTC staff to better understand the general issues, considerations and cost estimates of security enhancement. Furthermore • 157 • the study will provide guidance for the expenditure of RCTC's Proposition 1 B Security Funds to ensure that RCTC facilities incorporate the most appropriate security related technologies, policies and procedures. RCTC has a very small staff and, as a result, requires the assistance of a Project Manager to facilitate the study and meet periodically with RCTC staff to update progress. 2. SCOPE OF SERVICES A. PURPOSE: To conduct a comprehensive and technically detailed evaluation of current security, surveillance and emergency response measures at RCTC operated public facilities, including an assessment of proposed station properties, and make recommendations for improvements and enhancements. Contractor will deliver a separate security plan for each specified property. B. DELIVERABLES: The Contractor shall develop a separate plan, fifteen (15) in all, for each of the following properties and subsequent facilities (see Attachment A): (i) Riverside Downtown Station 4066 Vine St., Riverside (a) Station (walkways, platforms, parking lot) (b) Guard Tower (c) East Side Lot (ii) North Main Corona Station 250 E. Blaine St., Corona (a) Parking Structure (Currently under Construction) (iii) La Sierra Station 10903 Indiana Ave., Riverside (iv) West Corona Station 155 Auto Center Dr., Corona (v) Pedley Station 6001 Pedley Road, Riverside 158 (vi) Perris Multimodal Facility (Currently under Construction) C Street between San Jacinto and Fourth Streets Downtown Perris (vii) Perris Valley Line Proposed Stations (4 stations currently in design) (viii) Five (5) Park and Ride Facilities (a) 20 E. Grand Blvd, Corona (b) 1504 Taber St, Corona (c) 12105 Limonite Ave, Corona (d) 17600 Collier Ave, Lake Elsinore (e) 29141 Vallejo Ave, Temecula C. EACH PLAN MUST CONTAIN THE FOLLOWING: (i) TECHNICAL ASSESSMENT OF CURRENT CCTV EQUIPMENT AND TECHNOLOGY especially as pertains to camera positioning, programming, image quality, signal transmission, coverage area and retention (Metrolink Stations only). (ii) RECOMMENDED IMPROVEMENTS TO THE CCTV SYSTEM to include additional or modified locations and functions, coverage, frame speed, lighting, lenses, Pan Tilt Zoom (PTZ) movement, consistent with the American Public Transportation Association (APTA) Technical Recommended Practice for CCTV operations. (iii) ASSESSMENT OF CURRENT PHYSICAL SECURITY including bollards, fencing, lighting, identification of obstructions, signage, methods of surveillance, incident response, evacuation, critical communication, criminal deterrence, identification of deficiencies in existing security protocols and procedures, and security personnel assigned to each site. (iv) RECOMMENDED IMPROVEMENTS TO PHYSICAL SECURITY to include additional physical enhancements and equipment; creation of pinch ingress and egress points for pedestrians and vehicles;. additional station design considerations; a detailed enhanced • 159 security site plan incorporating evacuation routes, congregating areas and recommended enhancements; and suggested revisions to security protocols, surveillance methods, procedures, and personnel policies. D. DOCUMENTATION: Contractor shall provide documentation regarding recommended technologies; including vendor cut sheets and cost estimates. E LEGAL CONCERNS: Contractor will identify relevant right -to -privacy issues in the security surveillance industry. F. COMPENSATION: Total compensation shall not exceed $200,000.00. G. SCHEDULE: The study shall be completed within 12 weeks of notice to proceed. Contractor's Project Manager shall meet before commencement of work and then once every two weeks with the RCTC Rail Program Manager to discuss progress, problems and recommendations to meet contract requirements. 160 RIVERSIDE COUNTY TRANSPORTATION COMMISSION DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Sheldon Peterson, Rail Manager THROUGH: Robert Yates, Multimodal Services Director SUBJECT: Amendment to Memorandum of Understanding with Southern California Regional Rail Authority to Include Riverside Transit Agency's North Main Corona Metrolink Shuttle Service Term Extension and Funding Increase STAFF RECOMMENDATION: This item is for the Committee to: 1) Approve Memorandum of Understanding (MOU) No. 03-25-303-02, Amendment No. 2 to MOU No. 03-25-303, with the Southern California Regional Rail Authority (SCRRA) for an extension of the term and increased funding of the Riverside Transit Agency (RTA) North Main Corona Metrolink Station shuttle service; 2) Authorize the Chair, pursuant to legal counsel review, to execute the MOU on behalf of the Commission; and 3) Forward to the Commission for final action. BACKGROUND INFORMATION: In January 2008, the Commission began construction of the North Main Corona Metrolink station parking structure. As a result, approximately 239 parking spaces were not available to commuters. To address this shortfall, the Commission leased additional adjacent parking. RTA and the Corona Cruiser have operated highly successful shuttle services to the station from the adjacent parking lot. The funding for the RTA shuttle comes from the MOU between SCRRA and the Commission. At its June 30, 2008 meeting, the Commission approved amending the existing MOU with SCRRA to extend the term to June 30, 2009. Since there is the potential for the opening of the parking structure to be delayed, staff is requesting a new amendment to extend the term until December 31, 2009. Staff at SCRRA agrees with this approach and will accept an amendment to the existing MOU that will allow the RTA North Main Corona shuttle service to continue through December 31, 2009 and be fully funded by the Commission. Agenda Item 12 161 The cost for the RTA service after June 30, 2009 will be up to $26,215 a month, or $157,290 for the duration of the project. Funds have been identified to cover the shuttle operating expenditures in both the current and next year's rail operations budget. Financial Information In Fiscal Year Budget: N/A Year: FY 2009/10 Amount: $157,290 Source of Funds: Local Transportation Funds Budget Adjustment: No GLA No.: 103 25 86101 4199 $157,290 Fiscal Procedures Approved: `i-ifa,a0, Dater 4/16/09 Attachment: MOU No. 03-25-303-02 Agenda Item 12 • 162 • Attachment 1 Agreement No. 03-25-303-02 SECOND AMENDMENT TO TRANSIT FUNDING PARTNERSHIP MEMORANDUM OF UNDERSTANDING BETWEEN SCRRA AND RIVERSIDE COUNTY TRANSPORTATION COMMISSION This Second Amendment to Transit Funding Partnership Memorandum of Understanding between SCRRA and Riverside County Transportation Commission ("Memorandum") is made and entered into 1st day of May, 2009 by and between the Riverside County Transportation hereinafter referred to as "RCTC" and the Southern California Regional Rail Authority, a joint powers authority hereinafter referred to as "SCRRA". RECITALS WHEREAS, the parties have established a Memorandum of Understanding, dated July 1, 2003 ("Memorandum") for Transit Funding Partnership; and WHEREAS, the parties entered into Amendment No. 1 dated June 11, 2008 to include the Riverside Transit Agency North Main Corona Shuttles operating exclusively for the duration of construction of the North Main Corona Parking Structure as part of the Transfer Funding Partnership; and WHEREAS, the parties now desire to amend the Memorandum in order to include the continuation of the Riverside Transit Agency North Main Corona Shuttles; and WHEREAS, this Amendment is authorized pursuant to the Memorandum. NOW, THEREFORE, in consideration for the promises set forth herein, the receipt and adequacy of which is hereby acknowledged, the parties hereby agree to amend the Memorandum as follows: TERMS 1. General Scope of Services. The Scope of Services of the Memorandum is hereby amended to include Services, as defined and particularly described in "Attachment A", otherwise Exhibit A of the Transfer Agreement between RTA and Metrolink, attached hereto and incorporated herein by reference. All Additional Services shall be subject to, and performed in accordance with, the Memorandum, the exhibits attached hereto and incorporated herein by reference, and all applicable local, state, and federal laws, rules and regulations. 163 2. Compensation. The compensation of the Memorandum is hereby amended to include compensation, including authorized reimbursements, for all Additional Services rendered under this Amendment and set forth in "Attachment A" attached hereto and incorporated herein by this reference. The total compensation for the applicable term of the Memorandum, as amended, shall not exceed $26,215 (twenty six thousand two hundred fifteen dollars) a month, or $157,290 (One hundred fifty seven thousand seven two hundred ninety dollars) for the extension of up to six months for the duration of the North Main Corona Parking Structure project construction. 3. Effect of Amendment. Except as amended by this First Amendment, all provisions of the Memorandum shall remain in full force and effect and shall govern the actions of the parties under this Amendment. IN WITNESS WHEREOF, the parties hereto have executed this Amendment on the date first hereinabove written. RIVERSIDE COUNTY TRANSPORTATION COMMISSION By: Anne Mayer, Executive Director Approved as to Form: By: Best, Best & Krieger LLP General Counsel SOUTHERN CALIFORNIA REGIONAL RAIL AUTHORITY By: David Solow, Chief Executive Officer Approved as to Form: • 164 • Attachment "A" EXHIBIT A (Revised 04/09) SERVICE(S) HONORING METROLINK TICKETS AS OF June 30, 2009 The RIVERSIDE TRANSIT AGENCY (RTA) will accept valid METROLINK fares for a single local boarding only on routes/lines listed below. Station Metrolink Line Route Name/Line Nos. Base Transfer Fare Fee La Sierra IEOC and 91 Route 15 $1.50 0 Pedley Riverside Routes 21, 29 $1.50 0 Riverside (Downtown) Riverside • Routes 1, 16, Commuter Link 208, 210 & 212 $1.50 $3.00 0 0 West Corona IEOC and 91 Route 1 $1.50 0 North Main Corona IEOC and 91 Route 3 Commuter Link 206* $1.50 $3.00 0 0 Montclair San Bernardino Commuter Link 204 $3.00 0 Oceanside Orange County Commuter Link 202 $3.00 0 • Effective January 2002, Paragraphs 1 and 2 of the Agreement are no longer applicable as transfer upgrade tickets will no longer be available at Metrolink ticket vending machines. However, in accordance with Paragraph 5 of the Agreement, agencies with an established transfer fee may continue to include it in the calculation of their reimbursement rate and in the amount invoiced SCRRA. • *During construction of the North Main Corona Metrolink Parking structure, RTA shall receive payment for estimated passenger boardings of 8,738/month or $26,215/month for the Route 206 Hopper with two busses. The construction period started January 7, 2008 and is anticipated to continue through June 30, 2009. This has been extended to include an additional time period of up to six months, ending December 30, 2009. • Transit operators may submit invoices monthly or quarterly intervals. However, all invoices for a fiscal year must be submitted no later than the following July 30. • Responsibility to notify bus drivers/train conductors hereby acknowledged: RTA SCRRA Larry Rubio, Chief Executive Officer Date Gary Lettengarver, Director of Operations Date Distribution: RTA, SCRRA Archives & Accounting 165 • • RIVERS/DE COUNTY TRANSPORTATION COMMISSION DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Fina Clemente, Transit Manager THROUGH: Robert Yates, Multimodal Services Director SUBJECT: Amendment to SunLine Transit Agency's Fiscal Year 2008/09 Short Range Transit Plan STAFF RECOMMENDATION: This item is for the Committee to: 1) Approve modification to SunLine Transit Agency's (SunLine) FY 2008/09 operating assistance funding by allocating an additional $1,177,483 in Local Transportation Fund (LTF) funds and $6,517 in federal Section 5311 funds to cover the shortfall in Measure A funding and federal Section 5307 allocations; 2) Approve modification to SunLine's FY 2008/09 capital improvement program resulting in a reduction of $3,006,837 in State Transit Assistance (STA), $751,231 in Section 5307, and $1,836,997 in Congestion Mitigation Air Quality (CMAQ) expenditures; 3) Include $4,714,391 in federal Section 5307 and $452,696 in Section 5311 funds from the American Recovery and Reinvestment Act (ARRA) Stimulus Package of 2009 to the SRTP; 4) Approve a budget adjustment of $3,006,837 to the FY 2008/09 budget to decrease STA expenditures; 5) Approve amendment no. 1 to SunLine's FY 2008/09 Short Range Transit Plan (SRTP) to reflect these changes; and 6) Forward to the Commission for final action. BACKGROUND INFORMATION: In June 2008, SunLine's Board of Directors adopted the FY 2008/09 operating and capital budget of $37,530,810 based on the agency's SRTP. Typically, the SRTPs of public operators are based on the latest revenue estimate amounts available at the beginning of the year. Since then, SunLine's main sources for capital and operating funds, namely STA and federal Section 5307 funding, have been reduced significantly. Revision of FY 2008/09 Measure A revenues as of January 2009 also decreased by about 7%. Furthermore, as of April 2009, the Federal Transit Administration has released only about 43% of projected FY 2008/09 Section 5307 federal funds. In response to these funding declines, SunLine reconfigured both its operating and capital projects and reprogrammed actual funding available. Agenda Item 13 166 It also integrated the additional federal stimulus funds from Sections 5307 and 5311 ARRA programs allocated to SunLine. Operating Assistance Table 1 a of the attachment outlines the original funding structure for operating assistance while Table 1 b shows the proposed modified funding distribution. SunLine is requesting approval to modify its operating funding as follows: • Reflect a decrease of $224,000 in Measure A funding and reduce Section 5307 funding by $960,000 • Reflect an additional $6,517 in Section 5311 revenue • Request a total of $1,177,483 in additional LTF to cover the remaining shortfall and maintain the same funding level for operating assistance The net change in operating expenses for the FY 2008/09 is $0 and there is no impact to the farebox recovery ratio or other Productivity Improvement Program indicators. There are sufficient LTF reserve funds available in the Coachella Valley apportionment to meet this request. Capital Assistance Table 2a of the attachment shows the original capital requests based on the initial SRTP capital funding plan and Table 2b shows the proposed capital project requests based on actual revenue available for the fiscal year. Modification requests are as follows: • Decrease STA capital expenditures by $3,006,837 and reduce Section 5307 expenditures by $751,231 • Decrease CMAQ capital expenditures by $1,836,997 • Include ARRA funding allocated to Coachella Valley for federal Sections 5307 and 5311 in the amounts of $4,714,391 and $452,696, respectively The ARRA stimulus funds applied by SunLine will cover the costs of transit enhancements, facility improvements and the Integrated Transit Service (ITS) project. The ARRA funds do not require any local or state match. Commission staff has reviewed SunLine's reprogramming plan and recommends approval of its operating and capital funding modifications and related amendment to the FY 2008/09 SRTP. SunLine has initiated an update to the FY 2009 Federal Transportation Improvement Program (FTIP) to reflect these changes in funding. • Agenda Item 13 167 • • • Financial Impact The FY 2008/09 budget is sufficient for the increased LTF expenditures, and an adjustment for the decreased Measure A expenditures was made in January 2009 in connection with the midyear revenue projections. A budget adjustment to reduce STA expenditures by $3,006,837 is required. Financial Information In Fiscal Year Budget: Yes Year: FY 2008/09 Amount: $22,636,469 Source of Funds: Coachella Valley LTF, Measure A Specialized Transit Funds and STA; FTA Section 5307 & 5311 ARRA Funds Budget Adjustment: Yes (STA only) GLA No.: 241 62 86102 ($3,006,837) Fiscal Procedures Approved: t,4, Date: 4/17/09 Attachment: FY 2008/09 Operating and Capital Assistance by Funding Source Agenda Item 13 168 • SUNLINE TRANSIT AGENCY FY 2008109 OPERATING and CAPITAL ASSISTANCE BY FUNDING SOURCE Table 1 Operating Assistance Table 1a. Original Operating Fa ATTACHMENT Project Description Total LTF Measure A 5307 5311 5316 5317 CMAO Farebox Other Operating Assistance $ 21,535,270 $ 12,583,846 $ 3,269,000 $ 282,730 $ 162,641 $ 75,576 $ 309,855 $ 4,051,622 $ 800.000 Preventive Maintenance 1,200,000 240,000 0$ 960,000 0 0 0 0 0 Total: Operating 22,735270 12,823,846 3,269,000 960,000 282,730 162,641 75,576 309,855 4,051,1322 800,000 Table tb. Modified Ope Operating Assistance $ 21,535,270 $ 12,801,329 5 3,045,000 $ 289,247 $ 162,641 $ 75,576 $ 309,855 $ 4,051,622 $ 800,000 Preventive Maintenance 1,200,000 1,200,000 0 0 0 0 0 0 Total: Operating 22,735,270 14,001,329 3,045,000 289,247 162,641 75,576 309,855 4,051,622 800,000 DIFFERENCE BET. ORIGINAL & MODIFIED OPERATING PLAN $ - $ 1,177,483 $ (224,000) $ (960,000) $ 6,517 $ - $ - $ - $ - $ Table 2 - Capital Assistance Table 2a. Original Capital F Project Description V Total LTF STA Prop 1B Transit Security Sec 530/ indlo/PalmS/ CathedralC Section 5307 '(ARRA] Section 5309 Section 5311 IARRA] CMAO MIND SunLineCalSlarWYestStart Fuel Cel 5 271,700 $ 54 340 $ 217,360 Transit Hub (Thousand Palms) 830,000 166,025 $ 663,975 Bus Rehabilitation 170,000 170,000 Transit Enhancements 750,000 150,000 $ 600,000 16 Expansion Buses- Fixed Route 7,415,000 5,578,003 1,836,997 1 Replacement Bus - Fixed Route 450,000 341,320 100,680. 7 Expansion Buses - Paratransit 665,000 133,000 532,000 - 3 Support Vehicles (Expansion) 84 000 16,800 67,200 7 Support Vehicles (Replacement) 324,000 64,800 259,200 Computer & Office Equipment 110,000 22,000 88 000 - ITS Equipment 1,500,000 1,300,000 200,000 Facility Improvement ' 450,000 90,000 360000 Maintenance Equipment 100,000 20,000 80,000 Tramway 742,500 148,500 594,000 CNG Fueling Station Improvement 439,000 250,000 189,000 Prop 16 Transit Security Project 494,340 92,189 402 151 Total: Capital $ 14.795,540 $ - $ 8,596,977 $ 402,151 $ 2,186,400 $ - $ 920,040 $ - $ 2,500,972 $ 189,000 Table 2b. Modified Capital Fun Project Description Total LTF STA Prop 1 B Transit Security Sec 5307 Indio/PalmS/ CathedralC Section 5307 [ARRA] Section 5309 Section 5311 [ARRA] CAAAO AOMD SunLine-CalSlartMeslSlan Fuel Cel $ 271,700 $ 54,340 $ 217,360 Transit Huh (Thousand Palms) 750,000 66,025 $ 663,975 Bus Rehabilitation 1,160,000 566,000 594,000 Transit Enhancements 1250,000 150,000 $ 600000 $ 500,000 11 Expansion Buses - Fixed Route 2,940,627 2 940 627 5 Expansion Buses - Fixed Route 1,836,997 1,001,828 835,169 1 Replacement Bus - Fixed Route 450,000 341,320 108.680 2 Expansion Buses - Paratransit 200,000 200,000 CNG Fueling Station Improvement 439,000 250,000 $189,000 Facility Improvement 3250,000 3,250,000 Prop 18 Transit Security Project 402,151 402 151 ITS Project 1,417,087 964,391 452,696 Total: Capital $ 14,367,562 $ - $ 5,590,140 $ 402,151 $ 1,435,169 $ 4,714,391 $ 920,040 $ 452,696 $ 663,975 $ 189,000 DIFFERENCE BET. ORIGINAL & MODIFIED CAPITAL PLAN $ (427,978) $ - $ (3,006,837) $ - $ (751,231) $ 4,714,391 $ - $ 452,696 $ (1,836,997) $ 169 PVVTA's vehicles that has reached its vehicle life expectancy. This will enable the agency to put this bus in service for an additional three years. The following table shows the original SRTP-approved capital plan and the proposed modification to the plan. The net reduction in total capital expenditures is $ 464, 201. PVVTA Proposed FY 2008/09 Capital Funding Amendment A. Original Capital Plan Funding Sources Project Description Total LTF STA Prop 1 B (Capital) Prop 1 B (Security) Support Vehicle $ 27,000 $ 27,000 New Transit Office 952,878 84,784 $ 591,198 $ 251,718 $ 25,178 TOTAL 979,878 111,784 591,198 251,718 25,178 B. Modified Capital Plan Funding Sources Project Description Total LTF STA Prop 1 B (Capital) Prop 1 B (Security) Support Vehicle 27,000 27,000 New Transit Office 476,081 84,784 114,401 251,718 25,178 Bus Engine Replacement 12,596 12,596 TOTAL 515,677 111,784 126,997 251,718 25,178 Net Change: (B) - (A) $ (464,201) $ - $ (464,201) $ There is no impact to the farebox recovery ratio or other Productivity Improvement Program indicators since the monies are designated for capital expenditures only. Financial Information In Fiscal Year Budget: Yes Year: FY 2008/09 Amount: $ 464,201 Source of Funds: STA - Palo Verde Valley Budget Adjustment: Yes GLA No.: 241 62 86102 P2203 ($464,201) Fiscal Procedures Approved: \419Atun Date: 4/17/09 Agenda Item 14 171 • RIVERS/DE COUNTY TRANSPORTATION COMM/SS/ON DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Robert Yates, Multimodal Services Director THROUGH: John Standiford, Deputy Executive Director SUBJECT: Implementation of Inland Empire 511 STAFF RECOMMENDATION: This item is for the Committee to: 1) Approve the implementation of Inland Empire 511 in partnership with the San Bernardino Associated Governments (SANBAG) and direct staff to begin updating the telephone and website systems required to support the project; 2) Approve a set aside amount of $32,500 for costs related to telephone company (AT&T and Verizon) land line switching charges to enable the operation of the 511 number; 3) Approve Agreement No. 09-41-066-00 with Iteris Corporation (Iteris) to update the existing traffic map and Interactive Voice Recognition (IVR) telephone system in the amount of $503,500; 4) Approve Agreement No. 09-45-067-00 with Iteris for operations and maintenance services for the traffic map and IVR telephone system including monthly per call usage charges for a three-year term in the amount of $1,080,000; 5) Authorize the Chair, pursuant to legal counsel review, to execute the agreements on behalf of the Commission; and 6) Forward to the Commission for final action. BACKGROUND INFORMATION: 511 History - 2000 through 2005 On July 21, 2000, the FCC designated 511 as the national travel information number. The FCC ruling did not provide a funding source for the national number and left all of the implementation and funding decisions to the states and local agencies. In August 2005, the Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA-LU) was signed into law. Section 5306 requires that by 2010, a national 511 system will be established that is to include a "user friendly" telephone service as well as a comprehensive website. Currently, 36 states have some form of 511 system either statewide or in major urban areas. Agenda Item 15 172 Southern California 511 Development — September 2006 through May 2008 As a result of the availability of this new designation and beginning in September 2006, the five surrounding Southern California county transportation commissions (CTCs), along with the local Caltrans districts, began discussions as to how to fund and implement a 511 traveler information system throughout the region. In July 2006, the Los Angeles County Service Authority for Freeway Emergencies (LA SAFE) took the lead to develop and release a request for proposal (RFP) for a regional 511 system, in cooperation with the four CTCs and three Caltrans districts. In addition to providing similar services currently offered through 1-800- Commute, the new system would also include a voice activated traffic travel time component and voice activated transit trip planning information. The RFP was released and three proposals were received in early December 2006. The four neighboring CTCs participated as one combined vote in the RFP process. After several scoring changes, seven RFP amendments and three separate best and final offer requests from the proposers, in February 2008, the LA SAFE board approved a 511/MATIS contract for a 10-year period at an amount of $34 million, with an additional 10 percent contingency. Southern California 511 Implementation — May 2008 to December 2008 LA SAFE started work in late May 2008, identifying a January 2009 Launch date. Commission staff has participated on the weekly project development team meetings and conference calls, as well as other weekly meetings that have occurred since work started last year. Due to LA SAFE's inability to deliver Los Angeles County Metropolitan Transportation Authority's (Metro) revised trip planner as well as call center contractual issues and traffic map development issues, the planned January 2009 implementation was delayed. LA SAFE's approach is to implement a "soft launch" this summer where the website and phone tree will be implemented and tested, but not promoted. It is entirely possible at this point that the project will launch without the trip planner functionality. A "hard launch" with promotion, advertising, and media would occur several months later after the bugs have been worked out of the system and the missing components deployed. Since LA SAFE began implementation a year ago, Commission staff has stated that a formal commitment to join its program cannot be made until a memorandum of understanding (MOU) is crafted. Staff has been adamant that the MOU must include all costs for development, as well as ongoing operations, and must be brought to all participating CTCs for review and approval. In late December 2008, a draft MOU document was crafted by Commission staff as a means to try and expedite an agreement. This has resulted in several draft agreements being passed Agenda Item 15 • 173 • back and forth between the agencies and their attorneys. Initial drafts of the agreement either stated the need for cost parameters to be attached or that they would be identified and amended into the agreement at a later date. At a conference call in late February 2009, LA SAFE staff, rather than identify these costs, offered to fund the entire baseline deployment for the four neighboring CTCs at no cost. This version of the document is currently with LA SAFE's attorneys awaiting final review. Inland Empire 511 Conceptual Planning - January 2009 to Present Because of project delays and ongoing concerns with respect to the products intended to service commuters and travelers, Commission staff along with SANBAG staff began to seriously contemplate the potential for a separate 511 deployment specific to the Inland Empire. To adequately support this concept, it was determined that an analysis that thoroughly evaluated the ramifications, costs, and impacts to implementing a separate 511 program for the Inland Empire would be necessary as a first step before any recommendation could be made. Staff then worked to craft a conceptual design that would leverage existing products, software programs and investments as much as possible in order to create a durable system that could be deployed quickly and efficiently as well as in a cost effective manner. The attachment contains the Feasibility and Planning White Paper (White Paper) that was prepared as a result of this effort. The White Paper reviews all of the necessary components of a separate 511 program, as well as the associated implementation costs and estimated ongoing operational costs. It is from this document that staff considered the pros and cons for implementation of an Inland Empire 511 specific project so that a recommendation could be made to the Commission. DETAILS OF RECOMMENDATION: In this case, staff recommends that the Commission approve the implementation of Inland Empire 511 in partnership with the San Bernardino Associated Governments (SANBAG) and direct staff to begin updating the telephone and website systems required to support the project. Specifics of this recommendation are as follows: 1) Update a previous Commission investment in the traffic map and underlying IVR telephone system as provided by Iteris and as is currently used on www.commutesmart.info. This software was developed specifically for the Commission in 2005 and already includes the entire Southern California region, while also reaching to the Arizona and Nevada borders and including San Diego. Agenda Item 15 174 2) Data population of the traffic map will occur through the use of traffic data provided by Caltrans via District 8 direct feed as well as the Caltrans performance enhancement and monitoring system. The map will display travel times on major highways (where detection is available), changeable message signs as well as display incidents and sig alerts as reported by the California Highway Patrol. It should also be noted that the recent groundbreaking of the District 8 Traffic Management Center (TMC) will provide opportunities for future close collaboration with District 8 and 511 in the dissemination of traveler information for the Inland Empire once the center is complete and operational. 3) Use of the existing IVR as provided by Iteris that will be updated and made specific to www.InlandEmpire511.org. The IVR will provide users with an option to receive real time traffic information or to be referred directly to the transit agency live operator call center of their choice. One hundred fifty points of interest will be added to the 400 points of interest that have already been created, which will provide callers with a richer information base so as to enhance their experience of using the system. It is also proposed to incorporate direct call transfer options to 511 systems operating in the states of Nevada and Arizona as well as with 511 systems in Los Angeles and San Diego. The IVR is currently programmed using voice.xml, which is an open source software product and portable to many different IVR systems thus allowing for maximum flexibility in future contracting decisions as well as for cost efficient design. The proposed system update will follow this protocol as well. 4) It is proposed to utilize two sole source contracts with Iteris for the update to the existing software controlled by the Commission as well as for the support of the ongoing operations and maintenance requirements for the system once it is up and running. The proposed action would be consistent with previous Commission action, which resulted in the Commission entering into an agreement with Iteris in 2005 to modify the traffic map and IVR provided to the Commission by the Los Angeles County Department of Public Works (DPW) to include Riverside and San Bernardino Counties. With respect to the ownership of the intellectual property (the map and IVR software), the Commission previously entered into a no -cost letter agreement with the DPW that allowed the Commission use of the traffic map and underlying IVR for the www.commutesmart.info website. The development of the traffic map was originally commissioned by the DPW through a competitive process that resulted in the original contract award by the DPW to Iteris. Agenda Item 15 • 175 The agreement executed between the Commission and Iteris in 2005 essentially brought -in the Commission with respect to the underlying ownership of the intellectual property associated with the expansion of the map into Riverside and San Bernardino Counties. The proposed new agreement with Iteris would reinforce the Commission's ownership stake in the software and result in the Commission receiving a perpetual use license to the traffic map and IVR programming with no further interaction needed with the DPW. 5) The proposed action intends for the use of Google Transit to provide automated transit trip planning information via the website portion of the 511 project. Google Maps is also proposed to be used for the updated map interface as it provides a commonly known base map platform while also allowing for cost efficient design. Both software products are provided by Google at no cost. 6) The proposed action includes an operations and maintenance budget that intends for a call volume baseline of 16,000 callers and 6,400 website hits each month at implementation with the expectation that calls will grow to 81,000 each month by the end of the first year of deployment. Following the same model for how the Commission implements its countywide rideshare program in partnership with SANBAG, it is recommended that the Commission continue to rely on this model of cooperation between the two counties. It is proposed that the Commission take the lead on project design, implementation and operation of the project and contract for the services necessary to both build the system and operate it. SANBAG would reimburse the Commission for 50% of those costs. It should be noted that SANBAG took a request to enter into contract with the Commission to design, build, and implement the Inland Empire 511 on April 15, 2009, and it was unanimously approved by its Plans and Programs Committee with a recommendation for it to be considered by the full SANBAG board for approval in May 2009. The staff recommendation herein is that pending Commission approval, final adoption of the project would be concurrent with the full SANBAG board affirming its desire to participate. DISCUSSION: The Commission is now faced with a decision point with respect to how 511 will be deployed in a manner to best serve Riverside County constituents. At issue is the question of whether to execute the pending MOU with LA SAFE or to deploy a 511 system specific to the . Inland Empire on its own as described and recommended above. Agenda Item 15 176 As such and in order to present a factual accounting of the two options so that a recommendation and decision can be made, it is best to understand the pros and cons of the decision to implement an Inland Empire 511 system, which are . summarized as follows: Implementation of www.InlandEmpire 511.org Option: Pros_ 1) All quality and control rests locally, including contractor selection, data integrity, graphic design, and customer service provision. 2) Easy to maintain a smaller system and make program enhancements when needed, as well as any requests from other stakeholders (Caltrans, transit agencies, and users). 3) Use of Google Transit as the underlying trip planning software is free and covers many different platforms. For instance, Metrolink and Orange County Transportation Authority (OCTA) are already using it, which will allow Inland Empire 511 to provide transit information for both of those agencies without any additional work. Program enhancements can be made easily and quickly and at a low cost. Riverside Transit Agency is currently completing beta testing of its Google Transit implementation and staff has alreadyentered into talks with SunLine Transit Agency. SANBAG has completed a Google build for OmniTrans and is currently investigating the potential for its other smaller service providers to join all of which results in having complete transit coverage for Riverside and San Bernardino constituents. 4) An Inland Empire deployment provides the region with additional redundancy should either system (LA SAFE or Inland Empire) go off-line due to a natural disaster or other cause for outage. 5) Staff working in concert with its operating partners intends to transfer transit related calls directly to the transit providers for service by their live operators. This leverages existing investments and reduces cost by not developing a separate 511 specific call center as is proposed by the LA SAFE project. 6) Ridesharing and alternative commuting programs are highly emphasized in both Riverside and San Bernardino Counties, and it is proposed that this strategy continue and be a highly visible element of an Inland Empire 511 project. Callers requesting ridesharing and alternative commute information Monday through Friday during business hours would be handled directly by the Commission's rideshare contractor. 7) A deployment done in partnership with SANBAG would continue to leverage 20 plus years of a cooperative relationship that exists between the two agencies with respect to providing rideshare and alternative commute services to our constituents. This partnership would also serve to mitigate the financial burden by splitting the costs to develop, operate, and maintain Agenda Item 15 • 177 • the project equally between the Commission and SANBAG. Lastly, with the construction of the Caltrans District 8 TMC, the Inland Empire is not beholden to other Caltrans districts for state of the art traffic and traveler data. This, in concert with a 511 system, results in the ability of our region to provide traveler information specific to the needs of our constituents and commuters. Cons: 1) The Commission would have to commit to current and ongoing funding for the program. While the methodology staff is recommending seeks to leverage existing products as well as "freeware" or open source software so as to minimize costs, there is still a cost to construct the project as well as the expectation by the commuting public that that the project will be operated and maintained for an extended period of time. Accordingly, if approved, there will be an on going financial burden that will need to be absorbed by the Commission. 2) Callers may become confused due to the fact that there would be two 511 deployments in the Southern California region. 3) Purposely and in order to keep initial deployment costs low, a dedicated call center has not been proposed. Use of an IVR without live operator support may be a turn-off to potential users. 4) The Commission and SANBAG take on all liability for implementation and operations. 5) A separate deployment harms the perception of regional cooperation. NEXT STEPS: Pending Commission approval, program development would start in June 2009, with implementation expected by October 2009. Based on what staff understands to be the case with LA SAFE's program, a www.InlandEmpire511.org launch would occur either before, or at the same time of LA SAFE's anticipated hard launch. This would allow the Commission and SANBAG to take advantage of any marketing dollars expended by LA SAFE to promote the initial launch of its program. In addition, the Mobile Source Air Pollution Reduction Review Committee (MSRC) has allocated $1 million toward enhanced marketing and outreach of a 511 program and it is believed the MSRC may consider redirecting a portion of those funds away from LA SAFE to the Commission and SANBAG to support marketing/outreach specific to our counties. Agenda Item 15 178 One area impacting the decision is the ability to direct cellular 511 calls to a backend 800 number, based on the county origin of the caller. LA SAFE has agreed to work with the various phone providers (land line and cellular) to achieve this county -specific dialing ability. Staff will have to continue to work with LA SAFE and the phone providers to assure that if a caller is calling in Riverside or San Bernardino County, they will be directed to Inland Empire 511. Staff recommends that $32,500 in Commuter Assistance Measure A funds be available for costs. Commission staff as well as SANBAG staff, have been in discussion with the large transit providers from each county to discuss the coordination necessary for a proper implementation. These talks will need to continue. Lastly, no budget adjustment is currently necessary to begin work on Inland Empire 511. As the Commission nears the close out of the current fiscal year, staff has identified available funds of $75,000 within the Commuter Assistance program budget that will suffice for the month of June, should the Commission direct staff to proceed. The remaining costs for design, construction and operations for the full development and deployment of Inland Empire 511 are included in the proposed FY 2009/10 budget with design and construction costs being funded with Commuter Assistance Program Measure A reserves, and operations once deployed, funded with available call box revenues. Financial Information Yes FY 2008/09 $ 75,000 In Fiscal Year Budget: Yes Year: FY 2009/10 Amount: $ 788,500 N/A FY 2010/1 1 + $ 720,000 Source of Funds: Measure A and SANBAG revenues Budget Ad ustment: No 226 41 65520 P2199 $ 503,500 GLA No.: 202 45 81016 $1,080,000 226 41 65520 $ 32,500 Fiscal Procedures Approved: \.y Date: 4/16/09 Attachment: Inland Empire 511 Feasibility Analysis and White Paper Agenda Item 15 179 Attachment 1 INLAND EMPIRE 511 MOTORIST ASSISTANCE Feasibility &Planning White Paper March 2009 180 TABLE OF CONTENTS 1.0 Existing Conditions 3 1.1 Regionwide Telephone Services 3 1.2 Regionwide Web Services 4 1.3 Inland Empire Services 4 2.0 Motorist Assistance Telephone System 6 2.1 Telephone Call Switching 6 2.2 Call Center and Operator Support 8 2.3 IVR Development 8 3.0 Website 10 3.1 Real Time Traffic 11 3.2 Transit Information and Transit Trip Planning 12 3.3 Rideshare Information and Ridematching 12 3.4 Baseline System 13 3.5 Priority Enhancements 14 3.6 Ongoing Enhancements 14 3.7 Hosting 15 4.0 Volumes 17 4.1 Projected Call Volumes 1-800-COMMUTE Experience 18 4.2 Projected Call Volumes — Other 511 Project Comparison 18 4.3 Conclusions Regarding Call Volumes 19 4.4 Internet Traffic 20 5.0 Marketing Plan 22 6.0 Conclusions and Cost Summary Table 24 2 • • • 181 • • INLAND EMPIRE 511 MOTORIST ASSISTANCE Feasibility and Planning White Paper The purpose of this Paper is to provide an alternative to the current traveler information systems which exist in the Inland Empire, as well as an alternative to participating in the Los Angeles County Service Authority for Freeway Emergencies (LA SAFE) 511 system that as of now will provide 511 services for Los Angeles, Orange and Ventura Counties (this combined program is referred to as LA511). The Paper will explore existing conditions, current technology, an outline of an Inland Empire only 511 system (IE511) as well as estimated one-time capital costs and ongoing operations and maintenance costs. 1.0 Existing Conditions 1.1 Regionwide Telephone Service Services: Today, motorist assistance information in the Inland Empire is handled through a variety of mechanisms: 1-800-COMMUTE—is a centralized number funded and controlled by Caltrans and operated by the Los Angeles County Metropolitan Transportation Authority (Metro). It provides information through an Interactive Voice Recognition (IVR) system for the following: • Public transportation: transfers callers out to local transit agencies and Metrolink regional rail service • Freeways and state highways: Caltrans road conditions and construction information • Rideshare and Park and Ride lots: transfers callers out to regional rideshare agencies • Metrolink: transfers callers out to a Metrolink IVR • Bicycle information: refers to the www.bikemetro.com or bikela.org websites The web referral for real-time traffic callers is www.commutesmart.info and for regional travelers, the Caltrans website (www.dot.ca.gov/caltrans511). Use: At the beginning of fiscal year 2003-2004, the system fielded 2.6 million annual calls projected to cost $260,000 per year to acquire the calls (MCI (ECR) and $420,000 for toll free number charges or an average of 16.2 cents per call. Planned system cost was $620,000 per year. Since 2003-2004 period, Caltrans has reported that 1-800- COMMUTE IVR costs have decreased to under $300,000 due to changes in telephone vendors and technological improvements/efficiencies. However, this change has also resulted in lack of data as to the call breakout per agency, so the 2003-2004 fiscal year is the last period of any data broken out by county or by agency. 3 182 Anecdotally, at this point in time Inland Empire calls comprise approximately 6,000 calls per month or 72,000 calls per year using this number. 1.2 Regionwide Web Service Services: Commutesmart.info is a portal website, offering commuters motorist assistance services derived from a variety of partner providers: • Real-time traffic: Through the Los Angeles Department of Public Works CommuteView project, traffic data is derived from Caltrans District 7 and District 8 event data, Caltrans District 8 cameras, CHP incident reports, and historical PEMS data. Current map is static and offers pan features. • Trip Planning: Socaltransport.org—a project of Metro's trip planner that contains So CA transit information • Ridematching: RideMatch.info operated by RCTC using RidePro, a product of Trapeze software • Park and Ride information: provided by RCTC and SANBAG using Google Maps and Google Earth Use: Commutesmart.info was launched in January 2005 with support from a marketing campaign, primarily radio, funded by the Mobile Source Air Pollution Review Committee (MSRC). Total unique visitors in the launch year numbered 221,018 with 553,130 hits. The average for daily visitors was 563. MSRC-funded radio in January 2005 increased traffic as much as 400% over the average during the launch and as much as 200% to 300% during special campaigns, particularly the Rideshare Week campaign and promotions which in September/October of each year. There has been no regionwide advertising support of the website since 2005. Today, traffic averages 405 visitors per day with 11,326 in January 2009. The strongest driver of website visits appears to be gas prices. During the severe gas price increases of 2008, website visits increased as much as 200%. 1.3 Inland Empire Services There are two 1-800-COMMUTE services that are customized by region: public transportation and rideshare and Park and Ride Lot information. Within the Inland Empire, public transportation calls are referred directly to the following transit agencies through 1-800-COMMUTE (note call data is from 2003-2004): 4 183 • • • Riverside County: • Riverside Transit Agency (600 calls/month) • SunLine Transit Agency (25 calls/month) • Riverside Special Services: senior and disabled • Banning Municipal • Beaumont Dial -A -Ride • Corona Dial -a -Ride • Palo Verde Transit Agency San Bernardino County: • Omnitrans (1,018 calls/month) • Victor Valley Transit Agency (V VTA) (43 calls/month) • Mountain Area Transit (MARTA) • Barstow Area Transit (BAT) • Morongo Basin Transit Authority (MBTA) • Greater Needles Area Transit (NAT) Several of the transit agencies above also provide call center services: Riverside Transit Agency: Number of Stops: 3,800 Call Center Volume: 30,000/month Hours of Operation: 6 a.m.— 8 p.m. weekdays, 6 a.m.-8 p.m. weekends Trip Planning System: Transtar Google Transit: Validating for launch this summer Major referrals to: Omnitrans, OCTA, Corona Cruiser, Pass Transit, North County Transit District, Metrolink. Omnitrans: Number of Stops: 2,700 Call Center Volume: 12,000-16,000 per month Hours of Operation: 7 a.m. 6 p.m. weekdays, 8 a.m.-5 p.m. weekends Trip Planning System: MTA Trip Planner Google Transit: Yes Major referrals to: RTA, Foothill Transit, Metro, Metrolink SunLine: Number of Stops: 524 Call Center Volume: 3,000/month Hours of Operation: 8 a.m.-5 p.m. weekdays Trip Planning System: MTA (Socaltransport.org) Trip Planner Google Transit: No Major referrals to: RTA, Pass Transit, Omnitrans, MBTA, Greyhound, MTA and OCTA 5 184 Victor Valley Transit Authority (VVTA): Number of Stops: 735 Call Center Volume: 5,440/month Hours of Operation: 5:30 a.m.-10:00 p.m. weekdays; Saturday 5:30 a.m.-8:00 p.m. Trip Planning System: no referral on website Google Transit: No Major referrals to: Omnitrans, Metrolink, Barstow Area Transit, RTA General public rideshare and Park and Ride Lot telephone information is handled through 1-866-RIDFSHARE, a joint service of RCTC and SANBAG operated by RCTC, as well as calls from 1-800-COMMUTE. The call center handles approximately 500 calls per month. A major function of the center is to handle regionwide ridematching services. Approximately 114,000 ridematches are made annually: 110,000 through employers, 3,000 through www.commutesmart.info, and 800, as a result of commuter telephone calls forwarded from 1-866-RIDESHARE and 1-800-COMMUTE. 2.0 Motorist Assistance Telephone System The Baseline System for a motorist assistance telephone system consists of a 511 telephone system serving customers dialing from all land lines and all calls generated and caught by all cell towers within the county boundaries of the Inland Empire plus a website. Within this system, there are services for a traffic IVR, a transit IVR which routes callers to transit provider operated call centers, and rideshare information routes callers to a RCTC/SANBAG operated call center. 2.1 Telephone Call Switching Telephone systems use a'network of Central Offices (CO) to interconnect telephone lines. There are approximately 44 COs in the Inland Empire, including both AT&T and Verizon. Switching equipment performs the function of establishing and releasing connections on a per -call basis between stations, telecommunication services, or communications systems. The AT&T costs of implementing 511 include a one-time charge of $750 per switch to do the programming to route calls based on their origin and planned destination. Verizon does not have a switching fee for implementing 511. Location Number of AT&T Switches Riverside County 6 San Bernardino County 6 (incl. Baker, Mtn. Pass) San Diego and Fringes 6 (incl. Fallbrook, Camp Pendleton, Pauma Valley, Shoshone, Inyo Estimated Total IE Switches 18 @ $750 = $13,500 AT&T uses Routing Telephone Numbers (RTN) to identify the Central Office which serves the caller, and route the call to the call center designated as the recipient of 511 calls for the Central Offices in the defined 511 Service Area. Only one RTN can be 6 • • 185 associated with any given Central Office. If a Customer (such as IE511) utilizes more than one 511 RTN, it must designate the specific stand-alone Central Offices to be served by each RTN. Whether there is one or two geographically defined 511 sub -areas, the ability to have two designated 511 Central Offices does not resolve concerns with cell phone bleed -over. This is, and will remain, a technical issue related to caller location relative tocell tower location and strength/direction of the signal. ISSUE: Agreements and protocols will need to be developed with LA SANE to address bleed -over calls that are directed to the wrong system. Interoperability in the 511 context refers to the ability to hand off 511 calls between neighboring systems. In many cases this means passing calls from one state's 511 system to the neighboring state's 511 system. Locally, this would refer to the ability to coordinate LA511 with San Diego, for example. In the case of the Inland Empire, this would mean interoperability with Nevada and Arizona systems as well. Furthermore, if LA and the Inland Empire are separate systems, interoperability needs to be addressed. It was recently confirmed that LA does not intend to address interoperability until later stages in their program implementation, based on the assumptions that the Inland Empire counties ARE in the LA system and that interoperability issues would refer to San Diego. and other neighboring systems. ISSUE: For the near term, interoperability with LA and Orange counties would be addressed by establishing telephone transfer protocols. If the IE system transfers to the LA system, call charges would be retained by IE. If negotiations with LA result in them providing IE with a back door number to support the transferred calls, LA would then assume the line charges for that portion of the call. Interoperability with bordering states can be addressed in later phases. There may be future options to co -habit data or share systems so that call transfers will be minimal or unnecessary at a later date. RTN for LA, Orange, Ventura Calls pointed to LA511 Interoperability TBD RTN for Riverside, San Bernardino Calls pointed to IE511 Firms which provide traffic data, most often purchase a certain number of minutes per month. The rates decrease only marginally as the number of minutes purchased increases_ We currently estimate that 1E511 would likely consume 40,000 to 200,000 minutes per month (see Call Volumes below), at an estimated rate of up to 6 cents per minute. Lower usage could cost up to 10 cents per minute initially. 7 186 16,000 calls/month x 2.5 minutes = 40,000 minutes @ 10 cents = $4,000 81,000 calls/month x 2.5 minutes = 202,500 minutes @ 6 cents = $12,150 2.2 Call Centers and Live Operator Support The call center currently available through firms that provide traffic data, only house equipment to support the IVR and databases. There typically are no live operator support function associated with this call center. Transit calls will all be routed to the respective transit agencies or if the transit agency prefers, the caller will hear a recording about service (as done currently with some transit agencies on 1-800-COMMUTE). Rideshare calls will all be routed to the regional rideshare services contractor for the Inland Empire, IECS and questions will be answered by a live operator Monday through Friday excluding holidays from 7 am to 6 pm. After hours, the caller can leave a message and an operator will respond the next business day. Currently, neither the Metropolitan Transportation Commission (MTC) or San Diego (the two other robust 511 systems in Califomia) offer live operator support. The issues surrounding having a live operator, is what exactly is the role of an operator and when can a caller opt to talk to an operator? Shall the live operator transfer the caller to their final destination, or provide the actual information the caller is seeking, or give the caller instructions on how to use the IVR and then put them back into the IVR? If live operator support is deemed valuable, it should be available 24n to mirror the hours of the IVR availability. As a result, the costs associated with this support could be substantial. ISSUE: It is recommended that with the initial launch of 1E511 a live operator option not be available. Based on experience with the IVR and customer feedback, this option can be reconsidered at a later point in time. Although live operator support is not recommended for an initial IE511 system, the costs for this option have been explored and assumptions have been included in the final table of costs (see Section 6.0). 2.3 IVR Development Since baseline IVR systems are already established for much of the Los Angeles Region, a modification would be needed to fine tune the IVRs to address IE needs. The work could begin in short order, and take six to eight weeks to develop and implement, and would cost between $250,000 and $270,000. Costs include working with telcos on switching and testing, as well as IVR programming and tuning. Activities IVR Set-up and Programming: Additional fine-tuninggrammar Reporting tools VOXEO Cost Assumptions $200,000 including contingencies $30,000 to $50,000 $20,000 $2,500/month 8 187 • • i 2.3.1 Baseline System The following design would offer the same or better level of service as 1-800- COMMUTE plus real-time traffic. While top-level menu options are charted, it is important to note that barge -in capabilities somewhat negate the need for a specified sequential flow. Each box is a direction or destination that can be reached from any direction or starting point. Note that placement of options within a menu may change — this is a work in progress. 1 Rideshare 1E511 Greeting, announcements or instructions and Main Menu 1 Transit i Traffic 411 ► Option: Live Operator at any time if caller requests or has problems Metrolink 1 LA511 Once the initial call routing has taken place through the IVR, calls will be delivered to the appropriate IVRs and Centers as shown below. 511 IE Greeting, announcements or instructions and Main Menu Option: Live Operator at any time if caller requests or has problems Rideshare IVR assistance Rideshare Call Center 6 am-5 pm M-F After hours message Transit IVR assistance Traffic IVR assistance RTA Call Center 6 am-8 pm M-F 8 am-8 pm S-S After hours message Sunline Call Center 8 am-5 pm M-F After hours message Other Riverside County providers: Banning Beaumont Corona Palo Verde Caltrans Highway Information Network Omnitrans Call Center 7 am-6 pm M-F 8 am-5 pm S-S After hours message Metrolink IVR and Call Center Other transit agencies, such as : V VTA, MARTA, and so on Barstow Morongo Needles LA511 SD5I1 9 188 2.3.2 Priority Enhancements The benefits of the Priority Enhancements are to standardize the system regionally, to offer a uniform quality of service, and to improve customer service. They include: Traffic Transit • Spanish language services • Uniform call center hours • Planning multi -modal trips • Planning trips that include services from connecting agencies • Implementing Google Transit at SunLine and other transit providers 2.3.4 Ongoing Enhancements: Later phase enhancements would include after hours IVR for all transit services and overflow IVR for all transit agencies using Google Transit.. 3.0 Website The Baseline System consists of a website that provides the same basic services as the existing www.commutesmart.info website but with greater reliability and quality, including: • Real-time traffic • Transit and trip planning • Transit information • Rideshare counseling • Ridematching services In addition to the above, the IE5111 website will also enhance the above with the following: • Comprehensive regionwide traffic everywhere Caltrans data exists using a Google Map interface • Multimodal trip planning using Google Transit for all of Southern California except Los Angeles County • Rideshare benefits calculators for employers and individuals It should be noted that the website services delivered by an IE511 may be preferable for several reasons: • Better quality and more reliable traffic information • Trip Planning on start up • Compliance with Section 508 ADA requirements for Trip Planning • Multimodal trip planning • Fully integrated rideshare services 10 • • 189 • • • 3.1 Real-time Traffic Real-time traffic will use data fed from Caltrans District 7 and 12, and District 8 event data, Caltrans District 8 cameras, CHP incident reports, and historical PEMs data. This data arrives in variable and inconsistent formats and consulting firms have developed tools for its standardization and translation for a map -based product. This data will be translated and applied to a Google Map interface with pan and zoom features. Traffic data will appear on the map as red, yellow, or green congestion lines for areas where data exists. Area for which there is no data will be shown in gray. The consultant would be required to translate its data stream for the new Google Map interface, create a palette of line thickness for the variable zooms on the map, export existing traffic data as XML files and compose it with the map data. The refresh rate for both the data and the map is yet to be determined but is generally ten minutes. Other traffic data will include: • Travel times by direction traveled in minutes and miles per hour • Changeable Message Signs (CMS) • Incident reports • Event reports • Closed Circuit TV (CCTV) • Streaming CCTV The initial cost for the use of a firm's intellectual property, the translation and standardization of the data feeds and its application to a Google Map interface is $90,000. The timeline to provide the IE511 feed is 45 days. In addition, there are costs for ongoing maintenance. From time to time the generators of the raw data change their formats and data types and the translation software requires updates to handle new and inconsistent input. None of the reporting agencies including CHP and Caltrans give subscribers any notice of these changes. To ensure map and real- time traffic functionality, operations and maintenance must be performed as an on -call service with speedy resolution. As the IE511 product will be a new interface with custom aspects, fine-tuning in the initial phases is estimated at $5,000 to $10,000 per month for the first six months, or $30,000 to $60,000 total. Ongoing operations and maintenance (O & M) fees are estimated at $4,000 to $5,000 per month after the initial period. One -Time Capital Cost Capital Months 1-6 Low Capital Months 1-6 High O & M Ongoing Low O & M Ongoing High $90,000 $30,000 $60,000 $4,000 $5,000 11 190 3.2 Transit Information and Transit Trip Planning Currently, Omnitrans and RTA will have deployed a Google Transit capability at start up. Sunline is working on a Google interface and other transit agencies are open to such an interface. Within the Southern California region, OCTA and Metrolink will be Google Transit participants at start up as well. Metro has rejected Google Transit participation and, according to Google Transit, has defined barriers to participation that are unlikely to be overcome in the short term. " Google Transit will be the default trip planner for the 1E511 website. Near term enhancements should include the geocoding and development of Google Transit services for SunLine as well as potential other transit agencies. Los Angeles trips will be referred to the Metro website. All transit providers within the region, including municipal transit agencies, will be listed with links, as with special transit providers. 3.3 Rideshare Information and Ridematching Rideshare information will include the following subject areas: • General rideshare information o Carpool information o Vanpool information • Online ridematching • Commuter clubs o Application forms o Commuter club promotions • Rideshare cost savings calculator for commuters • Toll roads • Park N Ride lots • Carpool lane maps and information • Employer programs o Application forms o Rideshare benefits calculator While www.commutesmart.info is generally the model for the presentation of the above information, many of the features will be enhanced including: • Commuters who rideshare will be able to sign up for rideshare clubs and participate in promotions • Employers will be able to submit online queries and applications • The commute cost calculator will be expanded to demonstrate rideshare cost savings Ridematching services will continue to be provided through Ridematch.info, a joint project of the regional rideshare agencies. 12 191 • 3.4 Baseline System The following diagram describes the website services at activation. 'Jr — ►i Real-time Traffic IE511,com Weather --►I Map — 01 Find a route _HolCongestion Solutions Ho Transit Rideshare Caltrans Highway Information Network Caltrans Incident Information (CAD) 1 Bus/Rail - ► Google Transit LA Metro Trip Planner --4 Resources Transit Providers ,-01 Specialized Transit ► Rideshare Rideshare Cost Savings Calculator ACommuter Services Carpool -31 Vanpool Promos Park N Ride Lots -� Extras - ►I Bicycling ISpecialized Transit -►I Airports - 4 Taxis/Shuttles Commuter Clubs Sign Up 13 192 The costs to develop this basic website, including design development, content development, photography, interactive features, coordination of all data interfaces from others, engineering, server set up and configuration, testing, and final delivery will range from $30,000 to $40,000. The timeline for this work is 90 days. 3.5 Priority Enhancements Priority enhancements should begin with the inclusion of floodgates, a system of warnings for major incidents that can be displayed immediately on the home page. There is a possibility that this function can be added in the near term, perhaps even at start up for the costs already detailed in this study. The next priority should focus on improvements to trip planning, particularly the inclusion of regional transit agencies in Google Transit. SunLine has agreed to be a testbed for geocoding, followed by priority municipal agencies such as Corona Cruiser, Pass Transit, VVTA, and followed by other agencies as prioritized by the partners. Partners should investigate a project using geocoding via Google Earth for feasibility. 3.6 Ongoing Enhancements Completing the geocoding of municipal services is important to offering transit as a regionwide alternative to driving alone. Other ongoing enhancements might include the development of a social networking site for just -in -time ridesharing. Studies show that ridesharers prefer to "meet' their rideshare partners and social networking could provide an alternative to face-to-face meetings. Finally, two enhancements that should be considered are the development of subscription based personal accounts that store routes, traffic map preferences, and transit information, and NextBus or NexTrip services for transit providers. 14 • • 193 3.7 Hosting The traffic data and map and the website will be hosted by the current RCTC vendor where RCTC has its existing managed dedicated hosting. Two separate but parallel configurations will be used, one for the traffic data and map and the second for the website as shown below. TRAFFIC MAP Database Server Input from traffic data sources Offline Backup Web server Web server Load Balancer Website traffic Firewall IE511 WEBSITE Database Server Website content Direct Connection TBD Web server Web server Load Balancer Website traffic 15 194 The costs to host both the traffic map and 1E511 websites, include the following hardware and software: Cisco ASA 5505 Firewall • 100 Mbps • 150 Mbps aggregate and 25,000 concurrent connections • Fully managed, includes 24x7 monitoring, rule changes • 1-hour hardware replacement. guarantee Four Dual Core Microsoft Web servers Two Dual Core Microsoft Database Servers One Dual Core Microsoft File Server • OS 64-bit Microsoft Server 2003 standard edition • Single dual core Opteron 1212 • 2 GB RAM • 2 x 250 GB SATA drives • RAID 1 • Standard Drive Partioning: CA -single partition • 100 Mbps • Extemal Storage Connection: Private backup network connection • Managed Backup: unmetered backups: weekly full, daily differential • 1-hour hardware replacement guarantee and two hour commencement of data restore Two Red Hill WebMux Load Balancers • 100 Mbps • Layer 4 load balancing • Supports IP-based persistence • Fully managed, includes 24x7 monitoring, device configuration and updates • 1-hour hardware replacement guarantee IP Address Allocation: 16 dedicated Aggregate Bandwidth Allocation (Free Upgrade): 1000 GB Monthly Fee based on an 18-month contract: $4,000 The website will additionally require maintenance and updates. These costs, based on the ordinary maintenance, online newsletter, and online promos required by www.commutesmart.info, are estimated at $1,500 to 2,500 per month. 16 195 4.0 Volumes 4.1 Projected Call Volumes:1-800-COMMUTE Experience Anecdotally, Inland Empire 1-800-COMMUTE calls comprise a small portion of the 2.6 million annual calls, approximately 6,000 per month or 72,000 or 3% per year. Of those, approximately 1,650 are routed to the major transit agencies: RTA, Omnitrans, VVTA and SunLine. Of the balance, some are rideshare calls. Research has shown that the factors below have increased demand for transportation information: • introduction of additional IVR services, • advertising, and • rising gasoline prices. The new availability of real-time traffic information by telephone would likely increase calls over 1-800-COMMUTE for the new 1E511 service. Using the initial launch of www.commutesmart.info as a benchmark, real-time traffic information was the third most popular category of information after the home page and the sponsoring agencies and comprised approximately 19% of site use among the top ten pages, excluding the home page. Today, real-time traffic remains a compelling destination, comprising approximately 8% of website traffic, second only to trip planning at 14%. Advertising has also been shown to drive behavior. The MSRC's regionwide Pick -A -Day campaign led to website volumes of four times the year's average on launch and settled out to double the average for special outreach periods. Finally, Southern California's annual spring and summer increases to gasoline prices also drive behavior, doubling website traffic. All three factors will be present at start up of any IE 511 system during the summer of 2009, though it is unlikely that they will compound each other arithmetically. By the time LA SANE launches its service and its advertising campaign, however, the impact of gas prices will be a known factor and in the current economic climate, may not be such a significant driver of changing behavior as during summer 2008. It is also reasonable to assume that the government will act to curb the impact of high prices on an already reeling economy. Factor Impact Potential Monthly Call Volume at Start Up Baseline call volumes 1-800-COMMUTE 6,000 Availability of real-time traffic +20% 7,200 High gas prices +100% 14,400 Extensive advertising +100% 28,800 17 196 Currently LA SAFE has established a $2 million budget for 511 marketing with, reportedly, $100,000 going to creative development, baseline research, and media planning, and the balance of $1 million of its own money and $900,000 of MSRC monies to media buys focusing on radio, outdoor (including transit posters), and internet. The majority of the buys will focus on the Los Angeles area with 24% allocated to the IE region based on population. It is assumed that $240,000 of MSRC grant monies would come to the IE region with the institution of an 1E511 service. LA SAFE'S outdoor purchases and internet purchases will have only a nominal impact on call volumes for an 1E511 service, serving primarily to create top of mind awareness. Outdoor media buys will be primarily in the Los Angeles area and LA SAFE will capture those calls. Internet advertising purchases will target website traffic to the LA SAFE website and only work to create top of mind awareness of telephone services. Of the total projected budget, LA SAFE has allocated 56% to radio. Assuming a final budget of $1.6 million after subtraction of development and research costs and proportional removal of the inland portion of MSRC monies, this would leave a radio buy of approximately $930,000. The Southern California radio market spills over significantly from region to region, as a result, each dollar spent by LA SAFE on radio will drive EE511 calls as well. Assuming that LA SAFE will launch with its most intense campaign media buy of at least one 12- week cycle and follow up with at least two to three six to eight -week pulses during the first year of service, it is reasonable to assume six months of high call volumes, followed by a significant drop off between pulses. During the first year, only the launch period and late spring and early summer of 2010 will coincide with high gas prices. As a result the following 12-month maximum call volume projection is an upper end prediction for an IF.511 system, assuming no independent advertising and a summer 2009 launch. Month: A S O N D J F M A M J J Baseline 7,200 7,200 7,200 7,200 7,200 7,200 7,200 7,200 7,200 7,200 7,200 7,200 Gas prices 14,400 14,400 14,400 14,400 Advertising 28,800 14,400 14,400 14,400 14,400 28,800 28,800 Monthly totals 28,800 14,400 14,400 7,200 7,200 14,400 14,400 7,200 7,200 28,800 28,800 14,400 Total Annual Calls: 187,200 4.2 Projected Call Volumes: Other 511 Project Comparisons In order to logic -check estimates and expectations of user traffic, data was examined for two other 511 programs in California: the MTC in the San Francisco Bay Area and San Diego. The MTC program is quite mature, having been in operation as 511 for seven years, and the San Diego program passed its two-year milestone in February, 2009. While every program is different, the data is useful in measuring how closely assumptions about Inland Empire user traffic conform to real world experience. 18 197 • Several important differences should be noted. Neither one of these systems provides live operator support for assistance with the 511 IVR or traffic information. The only live operator support is at the call termination point, most commonly a transit operator. Marketing and public information levels and approaches will be different as well, which has an impact on how quickly people find out about the system and start using it. The ratio of telephone calls to web site visits is 2.5 to 1 for MTC, and 2.0 to 1 for San Diego. Measure or Indicator MTC San Diego IE 511 Population 6.8 million 3 million 4.2 million Telephone Calls Year 1 1.6 million (133,000/month) Telephone Calls Year 1 and 2 Combined 1.4 million Calls per month 133,000 58,000 81,060 Calls per month/population .0196 .0193 .0193 Website Visits Year 1 644,000 Website Visits. Year 1 Plus Year 2 700,000 Website visits per month 53,600 29,100 40,740 Website visits/month/population .0079 .0097 .0097 10-Year Operating Budget $6,202,000 Traffic plus transit including new trip planner Pending TBD 4.3 Conclusions Regarding Call Volumes It is reasonable to assume that the 1-800-COMMUTE experience represents the low end estimate for call volumes, given the anecdotal nature of the Caltrans supplied information and the extrapolation of increased telephone volumes from what is essentially a website model, i.e. www.commutesmart.info. Averaged over a year, that experience predicts a monthly call volume of approximately 16,000 calls. The nearly identical ratio of calls to over all population between MTC and San Diego is too striking to ignore; however, San Diego probably represents the best and most similar of the two comparisons with its urban and suburban population distribution, the availability and nature of transit services, and the length of commute being the most 19 198 similar to the Inland Empire. Using the San Diego ratio of calls to population, 1E511 could expect 81,000 calls per month. The Inland Empire situation will be unique in one important way as opposed to the San Diego experience; however, this will be one of the few, if not the only, example of two 511 systems which border each other in a heavily urban area. As a result, 81,000 Inland Empire commuters may call 511, but call volumes will depend on where they are when they call. It is likely that long distance commuters, 25% to 30% of the Inland Empire workforce who travel daily to Los Angeles or Orange counties, will choose to call when they encounter unanticipated congestion. For example, the southbound Interstate 15 from the High Desert is congested, but as long as that congestion appears to be normal, commuters are habituated to it and understand its cause. Calling 511 for information is more likely to occur when a commuter does not already understand the reason for congestion. Accordingly, it is just as likely or more likely that these long distance commuters will call 511 after they have made the transition into the LA SAFE system for Los Angeles or Orange County. In light of this factor it is reasonable to assume that as many as 20% of the calls will be picked up by the LA SAFE system and that a call volume of 81,000 calls per month is a high estimate of total volume. Of course, in the advent of an earthquake or catastrophic fire, volumes will be much higher. 4.4 Internet Traffic Using the experience of www.commutesmart.info as a baseline, it is possible to predict the volume of use of an IE511 website. As stated above, total unique visitors to www.commutesmart.info in the launch year numbered 221,018 with 553,130 hits. The average for daily visitors was 563. MSRC- funded radio in January 2005 increased traffic as much as 400% over the average during the launch and as much as 200% to 300% during special campaigns, particularly the Rideshare Week campaign/promotion which occurs in September/October of each year. Presumably, the proliferation of real-time traffic websites in the subsequent years and www.commutesmart.info itself have reduced the demand created by novelty for a 511- type website service. In January 2009, www.commutesmartinfo traffic averages 405 visitors per day with 11,326 for the month. Only 14% of those visits are generated by Inland Empire users, or approximately 1,600 per month. It is unlikely, however, that www.commutesmartinfo provides a wholly accurate picture for several reasons, all of which have an underlying common factor --quality. An 1E511 20 • • 199 • website promises improved service over both www.commutesmart.info and the anticipated LA511 websites in almost all areas: o Google transit for all but the Metro Service area o Metro's Trip Planner for Los Angeles o Mulimodal trip planning that includes Metrolink o Real-time traffic with travel times o Accuracy in real-time traffic ratings o Use of cameras and streaming video for traffic o Fully integrated rideshare information The quality of service that will be delivered by the LA511 website is yet to be determined. At start up, these known factors will undermine its ability to deliver service: o No functioning trip planner o Limited and incomplete traffic information o Lack of travel times for traffic o No camera availability, either live or streaming o Links out to www.commutesmart.info for all rideshare information (which has not been refreshed for three years) and the information is linked out and not embedded within the website Notwithstanding Metro's issues in delivering a functioning Trip Planner for the regional project, Metro staff has conveyed that the Metro Trip Planner has been the subject of a lawsuit for non-compliance with ADA standards. Therefore, it is possible that as a participant in LA511, there may be ongoing issues with legal action should Metro's Trip Planner continue to fail to fully comply with ADA. The website could be continued to be changed and tailored so as to comply with any future settlements/actions. An IE511 website would use Google Transit, which is fully ADA compliant and the IE 511 website would provide a link to Metro's Trip Planners only as a courtesy to commuters with bi- county trips to LA County. In addition, the LA511 website will have the additional ongoing drawbacks for trip planning: o No multimodal trips o Landmark -based rather than address -based trip planning for all service areas other than Los Angeles County Real-time traffic and transit trip planning constitute 23% of the demand for online 511 services. With poor or diminished delivery of these two functions, it appears that users will be drawn to the superior quality and completeness of services offered through an 1E511 site. As a result, it is likely that a marketing -supported level of use at launch will be sustained and grows slowly as long as it is periodically supported by top of mind awareness marketing. 21 200 While the www.commutesmart.info model suggests an initial level of 1,600 per month likely to increase to 6,400 during the launch period with marketing support, that estimate is probably low. It is once more useful to use the San Diego example to predict use volumes. San Diego, a similarly urbanized area with similar commute patterns, experiences a ratio of .0097 website visits per person based on population. Based on that model, website volumes could be much higher than the www.commutesmart.info experience and reach more than 40,000 per month. These volumes, however, are easily accommodated using the server configuration proposed for 1E511. 5.0 Marketing Plan The following marketing plan is based on a budget of $240,000, the estimated amount of MSRC funds allocated to the Inland Empire using a split by population of funds currently available for marketing 511 services and based on the full $1 million grant (this is not a guarantee and of course would be at the pleasure of the MSRC to allocate). LA SAFE is correct in evaluating radio, outdoor, and internet advertising as the primary drivers of 511 use. Upon launch, the Los Angeles based 511 service will undertake a significant radio campaign. Radio, listened to in the car, will tend to drive phone calls rather than internet use as only 26% of all cell phone users in the U.S. use their phone to access the internet, although that percentage is growing. The logical course is to position IE511 to ride the spillover coat tails of Los Angeles - based radio advertising for the telephone service part of the project during the launch and let call switching deliver Inland Empire calls to the 1E511 service. As a result, no radio is recommended for the IE511 service upon launch. Focus group research has also revealed that the true target market for the service is commuters. Transit users tend to be plugged into existing resources for routing and scheduling. As a result launch advertising should instead rely on outdoor that are positioned to directly address commuters as the primarily initial audience. Billboards on all of the major freeways, particularly focusing on congested routes, will be the most successful. These should express messages that encourage users to go online prior to trips to make their choices. The following are initial estimates for outdoor buys for four months from October 1, 2009 through January 31, 2010 with average prices. All boards will be east facing to capture morning commute traffic. Prices will vary with final location and length of rental and could decrease with negotiation of a block buy. For the same reason, no costs for imaging of vinyl have been included. 22 • 201 • Examples of placements may include: San Bernardino County . Monthly Four Months I-10 (Rialto to Ontario) $6,500 $26,000 I-10/1215 IC $8,500 $34,000 Riverside County Monthly Four Months SR-60 (Mira Loma) $1,500 $6,000 SR-91 $6,500 $26,000 Total cost for billboards $23,000 $92,000 Following launch, periodic radio advertising scheduling one spot per hour during morning drive time five days per week is the best rotation to support the service. Of English language stations, the time formats with the least crossover are classic rock, country, and public radio. Within the top five stations, KOLA (ranked number one) and KFRG (tied for number 3) have the highest ratings in those format categories and KVCR is the Inland Empire's public radio station. Two eight week cycles, one after the holidays and the second in the summer to coincide with rising gas prices are recommended to support the project. Station February —March July —August Total KVCR $10,720 $10,720 $21,440 KOLA $29,600 $29,600 $59,200 KFRG $27,040 $27,040 $54,080 Total for Radio $67,360 $67,360 $134,720 All of the radio buys will be leveraged for internet ads on the radio station websites. Creative expenses are estimated at $8,000 and the balance of available funds, approximately $5,000, will be applied to internet advertising on the websites of area newspapers. 23 202 6.0 Conclusions The development of an 1E511 project is feasible and achievable within'a four -month period for an October 1, 2009 launch. Capital and ongoing costs are summarized below. ITEM Capital Marketing Operating & Maintenance Low end High End Low End High End Call Translation $13,500 $13,500 Telephone IVR $200,000 $200,000 VOXEO $2,500 $2,500 Fine -Tuning Grammar $30,000 $50,000 $3,000 $3,000 Reporting Tool $20,000 $20,000 Call costs $4,000 $12,150 Web Traffic Map Development $90,000 $90,000 Map O&M $5K-$10K/mo For months 1 to 6 $30,000 $60,000 Map O&M $4,000 $5,000 Website Development $30,000 $40,000 Website O&M $1,500 $2,500 Website Hosting $4,000 $4,000 TOTALS $413,500 $473,500 $240,000 $19,000 $29,150 Annual O & M $228,000 $349,800 Add Live Operator Option @ Yr. $20,000 $30,000 $37800 $126,000 TOTALS -Adjusted Cost with Live Operator Option $433,500 $503,500 $265,800 $475,800 24 203 • RIVERSIDE COUNTY TRANSPORTATION COMM/SS/ON DATE: April 27, 2009 TO: Plans and Programs Committee FROM: Tanya Love, Goods Movement Manager THROUGH: John Standiford, Deputy Executive Director SUBJECT: Columbia Avenue Grade Separation Project STAFF RECOMMENDATION: This item is for the Committee to: 1) Allocate $500,000 in Rail Local Transportation Fund (LTF) funds to the city of Riverside for the Columbia Avenue Grade Separation project; and 2) Forward to the Commission for final action. BACKGROUND INFORMATION: In 2001, the Commission approved the policy to support successful California Public Utilities Commission (CPUC) Section 190 Grade Separation projects that are included in the Commission approved Alameda Corridor -East (ACE) Grade Crossing Priority List by funding the CPUC's 10% local match requirement, contingent on funding sources being available. Since the policy was adopted, a total of $1.5 million in funding has been awarded for three grade separation projects: Avenue 48/Dillon Road, Avenue 50 and Jurupa Avenue. The city of Riverside has entered into an agreement to receive $5 million in CPUC funding for the Columbia Avenue grade separation project, located on the Burlington Northern Santa Fe tracks and has requested that the Commission provide $500,000 to serve as the local match requirement. The Columbia Avenue grade separation project meets the Commission's eligibility requirements of having been awarded CPUC funds and is included in the approved ACE Grade Crossing Priority List. As a result, staff recommends that $500,000 be allocated to the city of Riverside, from Rail LTF funds, in support of the Columbia Avenue grade separation project. Agenda Item 16 204 Financial Information In Fiscal Year Budget: Yes Year: FY 2009/10 Amount: $500,000 Source of Funds: Commuter Rail LTF Funds Budget Ad ustment: No 601 62 86102 GLA No.: 106 67 40101 106 67 86102 Fiscal Procedures Approved: \A,'. Date: 4/16/09 Agenda Item 16 205