main st. renovations - translink rfp

8/14/2019 Main St. Renovations - TransLink RFP

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NOTICE

PROPONENTS ARE REQUESTED TO ADVISE PURCHASING BY FAX AT:

604-453-4630 OR E-MAIL AT: [email protected] UPON

THEIR RECIEPT OF THIS RFP AND THEIR INTENT TO RESPOND BY NO

LATER THAN DECEMBER 28 2007.TH

PROPONENTS ARE RESPONSIBLE FOR ROUTINELY CHECKING THE

BIDDING OPPORTUNITIES PAGE OF THE TRANSLINK WEBSITE AT:

HTTP://WWW.TRANSLINK.BC.CA/ABOUT_TRANSLINK/BUSINESS_OP

PORTUNITIES/DEFAULT.ASP

ADDENDA, CLARIFICATION, ETC. WILL BE POSTED TO THIS SITE AND

WILL NOT BE SENT TO PROPONENTS DIRECTLY.
mailto:[email protected]:[email protected]


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CONTRACT NO.0623-03

MAIN STREET STATION RENOVATIONS -

PRELIMINARY AND DETAILED DESIGN SERVICES

REQUEST FORPROPOSAL

Page1 of 10

1.0 GENERAL

1.1 INTRODUCTION

1.1.1 TransLink intends to procure services for the Preliminary and Detailed Design of

renovations to Main Street Station. These renovations are intended to improve station

access capacity and platform capacity issues.

1.2 SCOPE OF CONSULTANT SERVICES

1.2.1 The scope of services to be provided by the Consultant is detailed in Schedule "A" of

Appendix 1. This schedule will form part of the Agreement between TransLink and the

Consultant.

1.3 DUTIES AND REQUIREMENTS OF TRANSLINK

1.3.1 These are listed in Schedule "B" of Appendix 1. This schedule will form part of the

Agreement between TransLink and the Consultant.

1.4 FORM OF AGREEMENT

1.4.1 The Agreement for Contract 0623-03 will be in the form shown in Appendix 3 to this

RFP and will be subject to the additional conditions set out in Schedule "C" in

Appendix 1 of this RFP.

2.0 PROPOSAL SUBMISSION

2.1 CLOSING DATE

2.1.1 Four (4) copies of each proposal shall be submitted in a plain envelope clearly identifying

the Proponent and marked "Reference No. Q7-0087, and one (1) electronic copy in

PDF format shall be submitted to [email protected].

2.1.2 Proposals shall be delivered to the attention of Corporate Purchasing, TransLink, 1600 -

4720 Kingsway, Burnaby, BC, V5H 4N2, by no later than 2:00:00 p.m., Vancouver

Time, January 18 , 2007, or such other time as TransLink may specify by an addendumth


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CONTRACT 0623-03 PAGE A8 OF 9

6.3 A person-hour budget must be developed for all time required to complete the work

included in each package. Additionally, a detailed breakdown of activities and associated

person-hour requirements for the activities within the package shall be provided.

6.4 The schedule shall be updated on a monthly basis to determine progress against schedule.

6.5 As part of the monthly progress report, the Consultant shall provide the actual person-hours expended to date and percent completed by activity for each package, and forecast

the remaining person-hours and duration to complete activities in progress.

6.6 The anticipated schedule milestones for this assignment are:

Milestone Event

6.6.1 Notice of Award issued on or around January 21, 20086.6.2 Part 1 (East side & platform level improvements)

Complete Preliminary Design March 21, 2008

6.6.3 Start Detailed Design April 1, 2008

6.6.4 Present 50% Detailed Design Submission to TransLink May 1, 2008

6.6.5 Public Consultation June 2008

6.6.6 Present 100% Detailed Design Submission to TransLink June 20, 2008

6.6.7 Present final Detailed Design Cost Estimate to TransLink June 20, 2008

6.6.8 Provide Issued to Tender documents to TransLink July 4, 2008

6.6.9 Construction Tender Period July 21-August 18, 2008

6.6.10 Provide Building Permit to TransLink July 21, 2008

6.6.11 Provide Issue for Construction documents to TransLink July 21, 2008

6.6.12 Construction Period August 25, 2008 April 10,

2009

6.6.13 Provide As-Constructed documents to TransLink April 30, 2009

6.6.14 Part 2 (West side improvements)Complete Preliminary Design July 28, 2008


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55/118MAY1

submitted by

Hotson Bakker Boniface Hadenarchitects + urbanistes

Earth Tech

BTY Group

Main Street StationRedesign and CostingSummary Report

submitted to

TransLink


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Hotson Bakker Boniface Haden Architects + Urbanistes / Earth Tech / BTY Group 1

Table of Contents

Executive Summary

Station Context and Considerations ---------------------------------------------- 1.0

Technical Design Challenges and Initial Options --------------------------------- 2.0

Next Generation of Options -------------------------------------------------------- 3.0

Preferred Option -------------------------------------------------------------------- 4.0

Construction Cost Summary ------------------------------------------------------- 5.0

Next Steps --------------------------------------------------------------------------- 6.0

Summary and Conclusions --------------------------------------------------------- 7.0

Existing Survey -------------------------------------------------------------Appendix A

Schematic Design Drawings ----------------------------------------------Appendix B

Costing Report -------------------------------------------------------------Appendix C

Main Street Station, Access Improvement, Problem Definition --------Appendix D


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Appendix A:

Existing Survey


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Main Street Station Redesign and Costing: Executive Summary

In December 2006, Hotson Bakker Boniface Haden Architects + Urbanistes, BTY Quantity SurveyorsLtd., and Earth Tech Consulting Engineers were engaged by Translink to undertake schematic designand costing for renovations to the Main Street Expo Line Skytrain Station.

Key Design Considerations

Enhancement of elevator and escalator access to the east end of the platform. Improving visual and experiential connections between the bus pick up and

drop off points (on both sides of Main Street) and the station entries. Enhancement of the mezzanine level on the west side of the platform. Enhancement of general pedestrian flow on both sides of the platform. Enhancement of adjacency challenges with respect to adjoining retail and residen

tial space on the west side of Main Street. Improving the urban design condition. Increasing the revenue opportunities for the station if possible.

Improving the platform experience. Enhancing the stations overall architectural, visual and experiential qualities.

Design Solution

Skytrain/Bus Connection Improvements

The design proposes extended canopies (bus shelters) on both sides of Main Street to enhance linksbetween the Skytrain and the bus loading and offloading. In addition, stairs and escalators are reori-ented to face Main Street.

Eastside Improvements

A new station house is provided on the east side with reoriented two stage escalators, an elevator, andan architecturally unique oval security screen.

Westside Improvements

A re-alignment and addition of an escalator onto the eastern face of the platform provides a directvisual link between the vertical circulation to the mezzanine level and the major bus offloading andloading point. The existing south facing entry will be upgraded with the an escalator and stairs will bereplaced. New retail space will be inserted along the Terminal Avenue street front.

Platform Improvements

The existing platform remains intact with the exception of the east end addition. Architectural improve-ments include a clip-on to conceal the existing truss structure and a new glass safety barrier to replacethe existing chain link barrier.

Costing

The class C Cost estimate for the work is $9,693,900


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1.0 Station Context and Considerations

The area around Main Street Station has changed dramatically since it was first built for the openingof Skytrain in 1986. The station was originally a free standing building in what was then a somewhatisolated location. Subsequently, the surroundings of the station have filled in with both residential de-velopment and commercial development immediately adjacent to the station house on the west side.In addition, the expansion of Main Street bus traffic has increased the importance of a complete sta-tion house on the east side of the station.

The status of the station as a transit hub is further enhanced by its adjacency to the rail and intercitybus terminal, and the future downtown streetcar line. The station is a key transit point for transfers frombus to Skytrain and vice versa. However, the current design is a typical Skytrain station with respect toits physical relationship to bus stops on the street. It does not function as a major transfer station.

Finally, the 2010 Olympics and the burgeoning South East False Creek neighbourhood will contributepassenger growth and prominence to Main Street Station.

Refer also to Translink Memo Main Street Station, Access Improvements, Problem Definition by Jar-rett Walter, August 2005 (Appendix D)

2.0 Technical Design Challenges and Initial Options

There is a key problem that underlines any access improvements to the station. As one of the firststations on the Skytrain line, the platform is narrower than that of the other Expo line stations, which

means that it is undersized. Accordingly, creating new vertical connections to the platform, whetherelevators, escalators or stairs is problematic from a space point of view. As a result, Hotson BakkerBoniface Haden Architects and Earth Tech initially focused exclusively on solving the geometric prob-lems of access. Connected to this initial problem was the need to minimize structural interventions inthe platform and/or structure of the existing station, as this is complicated and expensive.

Three alternatives focused on circulation organization were evaluated:

2.1 Option 1: Functional Clean up

This option focused on keeping the interventions to the station as minimal as possible, focusing pri-marily on the necessity of a new station house on the east side. Alterations to the west side were keptto a minimum. Enhanced bus shelters were proposed on both sides of Main Street.


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These are referred to as Option 1B, Option 2, and Option 3.

3.1 Option 1B

Option 1B incorporated an east side station house and an enclosure with an intermediate mezzaninelevel. The advantage of the intermediate mezzanine level was to redirect the stair and escalator ac-cesses so that the stairs and escalator face directly towards the bus stops on the east side of thestreet. Option 1B proposed a stair and escalator link on the eastern edge of the western platform thatprovided a direct link to the mezzanine from the south end bus stop. This requires a reconfiguration ofthe existing Starbucks.

3.2 Option 2

Option 2 incorporated a new stair and escalator access on a north edge addition to the mezzanine.The advantage of this alternative was that it kept the existing Starbucks intact.

3.3 Option 3Option 3 proposed a similar west side configuration to that of Option 1B and a slightly different stairand escalator organization for the east side station house.

3.4 Options Evaluations

The west side configuration that involved the reconfiguration of the Starbucks was seen as desirable.The decision was made to proceed with this option with the thought that if this became too costly orthe reconfiguration of the Starbucks became politically problematic, there would be an alternative to

include the north edge mezzanine addition from Option 2.

The general elevator and escalator configuration for the east side station house proposed in Option1B was seen as preferable for organizational and cost reasons. This option proposed a shorter easternplatform extension than that of the alternative in Option 3, and so would be less costly.

4.0 Preferred Option

The preferred option was then developed in terms of architectural form.

4.1 Skytrain/Bus Connection Improvements

In order to enhance the links between the Skytrain and the bus loading and offloading points on bothside of the street, the preferred design proposes extended canopies (bus shelters) on both side ofMain Street. The intention of these canopies is to allow transferring passengers to move under coverfrom the bus to the Skytrain station and vice versa. In addition, in order to enhance these links, stairsand escalators are reoriented to face Main Street on both the west and east side of the platform.


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4.2 Eastside Improvements

The insertion of a new station house on the east side with reoriented two stage escalators, and eleva-tor, and an architecturally unique oval security screen is proposed. This accommodates the enhanced

functional requirements for both escalators and elevators, minimizes the platform extension, and pro-vides a dramatic architectural statement of station enhancement.

4.3 Westside Improvements

On the west side, a re-alignment and addition of an escalator on to the eastern face of the platformprovides a direct visual link between the vertical circulation to the mezzanine level and the major busoffloading and loading point. While this design requires the reconfiguration of the existing Starbucks,it will enhance pedestrian flow and visual links between the bus passengers and the Skytrain entry.In addition the existing south facing entry will be upgraded with the addition of an escalator and thereplacement of the stairs. Finally, new retail space will be inserted along the Terminal Avenue street

front. These new commercial spaces will enhance revenue opportunities and provide an inhabitedstreetscape along Terminal, while reducing the number of overhung dead spaces. This will have apositive impact from a CPTED perspective.

4.4 Platform Improvements

After reviewing several alternatives, it was decided that the most cost effective solution was to main-tain the structure of the existing platform intact. This meant that there could be no increases (with theexception of the eastside escalator and elevator) to platform access capacity. Because of the natureof the existing station geometry any substantial increase in platform size would be extraordinarilycostly. Consequently the focus was on an appropriate configuration of enhanced access at the street

and mezzanine level. However, the east side enhancements would provide a much more effective wayof accessing a somewhat undersized platform.

The design proposes a clip-on to conceal the existing truss structure of the platform roof. The inten-tion of this clip-on is that there be a visual transformation of the canopy of the Main Street Stationwithout any structural interventions. The agenda would be to create an aluminum face to the north andsouth side of the existing canopy structure. A lighting feature would be incorporated in this face. Theclip on would allow the preservation of the existing skylights.

In addition, one of the weakest design aspects of the existing station is the chain link safety barrier.This is both visually unacceptable and does not provide any screening for the adjoining residences.The preferred design proposes a replacement of the chainlink fence with a glass railing. This glazingcould also provide a dramatic signage opportunity indicating both the name of the station and thatof adjoining areas or buildings such as Southeast False Creek and/or Science World. The new barrierwould also resolve the ongoing problem of neighbor complaints about lack of privacy.


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5.0 Construction Cost Summary

The current estimated construction cost for the project is as follow (April 2007 Dollars):

Description

Estimated

Cost$

1. Main Street Station Improvement1.1 East Side 1,450,900

1.2 West Side 2,137,8001.3 Platform 1,661,2001.4 General Requirements & Fees 20% 1,050,0001.5 Design Contingency 10% 630,0001.6 Escalation Contingency 0% 01.7 Construction Contingency 5% 346,500Sub-Total $7,276,400

2. Cash Allowance2.1 Additional Ticketing Machines (3nos.) 750,0002.2 New Elevator Machine to Existing Shaft (West Side) 80,0002.3 Hard & Soft Landscaping 500,0002.4 Lighting 150,0002.5 Premium for Nightwork & Phasing (15% of items 1.1 to 1.3) 787,5002.6 Wayfinding & Information 150,000

3. Goods & Services Tax 0% 0

TOTAL CONSTRUCTION COST (April 2007 Dollars) $9,693,900

The above chart is extracted from the complete BTY Class C Cost Estimate report dated April 10,2007 (Appendix C). The complete report should be reviewed for exclusion and escalation clauses.

6.0 Next Steps

The essential follow up to the schematic design and costing is engagement of the key stakeholders,the City of Vancouver and VanCity. A successful station redesign would require the enthusiastic coop-eration of both parties.

7.0 Summary and Conclusions:

The design proposes a complete renovation of the Main Street Station, which would have dramaticexperiential and access benefits. However, this renovation is cautious in terms of any intervention inthe actual structure of the station, the most costly part of any work on a Skytrain station. The designwould provide CPTED benefits, urban design improvements and an overall enhancement of the archi-tectural quality of the station.


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Appendix B:

Schematic Design Drawings


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Appendix C:

Costing Report


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class Cestimate #1

Main Street Skytrain

Station

Vancouver, BC

April 10, 2007


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T:\1-cp\t\1-5033\p\class c estimate report

TABLE OF CONTENTS

Item Page No.

1.0 INTRODUCTION 1

2.0 CONSTRUCTION COST SUMMARY 2

3.0 EXCLUSION 3

4.0 TAXES 3

5.0 ESCALATION 3

6.0 PRICING 4

7.0 RISK MITIGATION 4

8.0 CONTINGENCIES 4

9.0 COST DETAILS 5 - 13

10.0 APPENDIX I DOCUMENTATION 1 page


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Main Street Skytrain StationClass C Estimate #1

Page No. 1April 10, 2007

This report has been prepared at the request of Hotson Bakker Boniface Haden Architects + Urbanistes and is theexclusive property of BTY Group. The information must be treated as confidential and not be disclosed,reproduced or permitted to be disclosed to any party without the prior consent ofBTY Group

1.0 INTRODUCTIONThe estimate presented in this report provides a realistic assessment of the direct and

indirect construction costs for the proposed facility as outlined in the documents

prepared by Hotson Bakker Boniface Haden Architects + Urbanistes.

The estimated costs contained in this report are based on conceptual designinformation provided. This information is not detailed design or tender documentation

that would be utilized by contractors to bid the project, and as such the estimate

should not be considered as the final estimated cost of the proposed development.

The estimate provides a reasonable cost envelope within which the project design can

be developed. Further estimates based on more detailed design information may,

however, vary from this baseline.


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2.0 CONSTRUCTION COST SUMMARYThe current estimated construction cost for the project is as follows:

EstimatedCost

Description $1. Main Street Station Improvement

1.1 East Side 1,450,900

1.2 West Side 2,137,800

1.3 Platform 1,661,200

1.4 General Requirements & Fees 20% 1,050,000

1.5 Design Contingency 10% 630,000

1.6 Escalation Contingency 0% 0

1.7 Construction Contingency 5% 346,500

Sub-Total $7,276,4002. Cash Allowances

2.1 Additional Ticketing Machines (3 nos.) 750,000

2.2 New Elevator Machine to Existing Shaft (West Side) 80,000

2.3 Hard & Soft Landscaping 500,000

2.4 Lighting 150,000

2.5 Premium for Nightwork & Phasing (15% of items 1.1 to 1.3) 787,500

2.6 Wayfinding & Information 150,000

3. Goods & Services Tax 0% 0TOTAL CONSTRUCTION COST (April 2007 Dollars) $9,693,900


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3.0 EXCLUSIONThe estimate specifically excludes the following: Land costs Professional fees and disbursements Planning, administrative and financing costs Legal fees and expenses Building permits and development cost charges Temporary facilities Removal of hazardous materials Modifications for proposed entrance, janitor room & washroom Unforeseen ground conditions and piling Temporary pedestrian & walkway Temporary traffic re-direction and changes to traffic signals Road & sidewalk rental Rental cost for storage & staging areas Decanting & moving Erratic market conditions, such as lack of bidders, proprietary specifications Cost escalation past April 2007

4.0 TAXESThe estimate includes the Provincial Sales Tax (P.S.T.) where applicable. Theestimate excludes the Goods & Services Tax (G.S.T.).

5.0 ESCALATIONThe estimate does not include the allowance for cost escalation due to the

construction schedule has not been made available for estimation. We suggest an

escalation contingency to be included in the project budget using the following

projected escalation rates:

Current BTY 2007 2008 2009 2010Group Forecast 6% 5% 3% 3%


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6.0 PRICINGThe estimate has been priced at current rates taking into account the size, location

and nature of the project. The unit rates utilized are considered competitive for a

project of this type, bid under a stipulated lump sum form of tender in an open

market, with a minimum of five (5) bids, supported by the requisite number of sub-

contractors.The estimate allows for labour, material, equipment and other input costs at current

rates and levels of productivity. It does not take into account extraordinary market

conditions, where bidders may be few and may include in their tenders excessive

contingency and profit margins.

7.0 RISK MITIGATIONIn order to maintain the budget parameters established in this report, and given the

current volatile nature of the construction market place in British Columbia, BTY

strongly recommends that further cost estimates are prepared at major design stage

milestones to track and monitor the cost of the proposed design as it evolves. Themajor milestone estimates are typically carried out at the Program, Schematic Design,

Design Development, 50% Working Drawings, 75% Working Drawings and 95%

Working Drawings stages.

8.0 CONTINGENCIESDesign Allowance

A design contingency allowance of Ten Percentage (10%) has been included in the

estimate to cover modifications to the program, drawings and specifications during

the design development stages. This allowance should be re-considered as the design

development proceeds with this contingency being ultimately reduced to zero at the

tender stage.

Construction Contingency

An allowance of Five Percentage (5%) has been included for changes occurring

during construction of the project.


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9.0 COST DETAILS


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Main Street Skytrain Station Improvement, Vacouver, BCClass C Estimate #1

Description Quantity Unit Rate Amount

1.1 East SideNew Stair & Enclosure

New concrete footings including excavation,

backfilling, concrete, formwork &

reinforcement to:

- Elevator pit 1 sum 8,000.00 8,000

- Suspended stair 1 sum 1,500.00 1,500

- Escalator 1 sum 5,000.00 5,000

New suspended concrete stairs & landing

including concrete, formwork & reinforcement

27 m2 850.00 23,000

New suspended concrete slab to half stair

landing with concrete beams & columns


132 m2 1,200.00 158,400

Allowance for structural steel support for newstructural glass enclosure (based on 6 lb/sf)

9 T 6,600.00 57,500

New 200mm thick concrete walls to elevator

shaft

154 m2 550.00 84,700

Structural glass faceted walls from ground

level to the underside of platform

297 m2 1,500.00 445,500

Extra over for curved glass sliding doors 2 pair 10,000.00 20,000

Concrete floor finishes to new stair & landing 159 m2 50.00 8,000

Painted steel guardrails to stairs & landing 60 lm 350.00 21,000

April 10, 2007

BTY GROUP Page No. 5


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1.1 East SideNew Stair & Enclosure

Aluminum panel enclosure from ground level

to stair half landing (2.75m high)

121 m2 600.00 72,600

Hydraulic passenger elevator (2 stops) 1 no. 70,000 70,000

New escalator from ground level to landing

level (approx. 2.45m high)

1 no. 100,000 100,000

New escalator from landing level to platform

level (approx. 6.15m high)

1 no. 160,000 160,000

Allowance for drainage system 1 sum 6,000.00 6,000

Bike lockers 18 ea 200.00 3,600

Allowance for electrical (power to new

escalators & elevator)

1 sum 40,000.00 40,000

Remove existing concrete stairs with railing &

wire mesh fencing

56 m2 250.00 14,000

Remove existing slab on grade, steps & seating

walls to the area of the new enclosure

334 m2 120.00 40,100



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1.1 East SideNew Glass Canopy on Street Level

Allowance for structural steel support for

glazed canopies (based on 10 lb/sf)

4 T 6,600.00 23,600

Allowance for concrete footings for steel posts

including saw cutting, demolitions, excavation,


reinforcement

2 loc. 12,000.00 24,000

New glazed canopies to east side of main

street

73 m2 800.00 58,600


Remove existing bus shelters 1 no. 3,800.00 3,800

$1,450,900otal East Side



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1.2 West SideNew stairs and retail buildings

New concrete footing including excavation,


reinforcement to:

- Suspended stair to mezz. (2 nos.) 1 sum 3,000.00 3,000

- Escalator to mezz. (2 nos.) 1 sum 10,000.00 10,000

- 3 new retail units 1 sum 12,000.00 12,000

New concrete slab on grade including

concrete, formwork, reinforcement, poly vapour

barrier & granular sub-base to 3 new retail

units

465 m2 150.00 69,800

New concrete ramp including concrete,

formwork & reinforcement to mezzanine level

49 m2 600.00 29,400

New concrete suspended slab with concrete

beams & columns including concrete,

formwork & reinforcement to mezzanine level

80 m2 600.00 48,000

Concrete roof slab with concrete beams &

columns including concrete, formwork &

reinforcement to 3 new retail units

171 m2 500.00 85,500

New suspended concrete stairs & landing


from ground level to mezz. level

35 m2 850.00 29,800

New concrete slab on grade including

concrete, formwork, reinforcement, poly vapour

barrier & granular sub-base to existing

Starbucks retail area

1 sum 14,700.00 14,700

April 10, 2007



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April 10, 2007


Concrete block walls to 3 new retail units 294 m2 200.00 58,800

Aluminum storefront glazing to 3 new retail

units

242 m2 750.00 181,100

Aluminum storefront glazing to new east

access to mezzanine level

49 m2 750.00 36,800

Aluminum storefront glazing to both sides of

mezzanine level

275 m2 750.00 206,300

New rolling shutter to access to meaaanine

level (2 nos.)

35 m2 825.00 28,500

Aluminum double glazed doors & frames toretail units

6 pair 3,000.00 18,000

SBS 2 ply roofing with asphalt fibreboard, rigid

insulation & vapour retarder

171 m2 180.00 30,800

New glazed canopies with structural steel

frame over retail additions

63 m2 1,150.00 72,500

Painted steel guardrails to stairs & landing 40 lm 450.00 18,000

Painted steel guardrails to ramp 62 lm 450.00 27,900

Escalator from ground level to mezzanine level

(approx. 3.4m high)

2 no. 140,000.00 280,000



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April 10, 2007


Interior fit-out to the retail units (millwork,

specialties, finishes & signage etc.) - by

Tenants

excl.

Allowance for mechanical to the 3 new retail

units including new plumbing (fixtures by

Tenant) and drainage, new rooftop units

(ductwork & distribution by Tenant), new

sprinklers etc.

3 loc. 136,000.00 408,000

Allowance for mechanical to mezzanine level

(as it changed from an open space to an

enclosed space)

1 sum 100,000.00 100,000

Allowance for electrical to the 3 new retailunits including power and lighting (fit-out by

Tenants), telephone / data, fire alarm system

etc.

1 sum 125,000.00 125,000

Allowance power to the new escalator 1 sum 15,000.00 15,000

Saw cut & form openings on existing

mezzanine slab for stair & escalator

1 sum 9,000.00 9,000

Remove existing concrete pavement, steps &

concrete benches for 3 new retail units

1 sum 93,000.00 93,000

Remove existing Starbucks retail unit 1 sum 10,000.00 10,000

Remove existing concrete stair from main level

to mezzanine level with railings (approx. 37

m2)

1 sum 7,500.00 7,500



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April 10, 2007


Remove existing concrete ramp with railings to

mezzanine level (approx. 35 m2)

1 sum 7,000.00 7,000

Remove existing glazed guardrails to both

sides of mezzanine level

78 lm 100.00 7,800

New Glass Canopy on Street Level


glazed canopies (based on 10 lb/sf)

3 T 6,600.00 18,100

Allowance for concrete footings for steel posts

including saw cutting, demolitions, excavation,


reinforcement

2 loc. 12,000.00 24,000

New glazed canopies to both sides of main

street

56 m2 800.00 44,700


Remove existing bus shelters 1 no. 3,800.00 3,800

$2,137,800otal West Side



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1.3 PlatformEast Side Extension


glazed roof over platform extension (based on

10 lb/sf)

4 T 6,600.00 27,000

New suspended concrete slab to platform with

concrete beams & columns including concrete,

formwork & reinforcement

38 m2 1,200.00 45,600

New emergency catwalk with structural steel

support

20 m2 1,500.00 30,000

Steel guardrails to new emergency catwalk 17 lm 600.00 10,200

New storefront glazing to both sides of the new

platform extension

128 m2 750.00 96,000

Aluminum framed glass roof over platform

extension

139 m2 750.00 104,400

New concrete paver with sand bedding

throughout platform level

605 m2 90.00 54,500

April 10, 2007



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April 10, 2007

1.3 PlatformNew Glass Screen Walls to North & South sides

Allowance for misc. steel supports /

connections (based on 3 lbs / sf)

13 T 5,500.00 71,000

New glass screen wall to both sides of the

platform

880 m2 1,000.00 880,000

Extra over for signage 1 sum 50,000.00 50,000

Allowance for new LED lighting to screen walls 1 sum 30,000.00 30,000

Remove existing chain link fence to both sides

of platform

220 lm 90.00 19,800

L Shape Aluminum Panels

New L shape aluminum panels to both sides of

roof edge (approx. 1524mm girth)

289 m2 650.00 187,700

Extra over for recessed glass boxes 1 sum 25,000.00 25,000

Allowance for lighting fixed in the recessed

glass boxes

1 sum 30,000.00 30,000

$1,661,200otal Platform



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10.0 APPENDIX 1


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Appendix D:

Main Street StationAccess Improvement

Problem Definition


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Main Street StationAccess ImprovementsProblem Definition

Over the next five years, Main Street SkyTrain station will become anincreasingly important indicator for TransLinks public image. The Main

St. Showcase plans to improve Main Street service as a demonstrationproject a demonstration that will only work if the SkyTrain access is

convenient and attractive.

This memo reviews the current physical configuration of Main Streetstation in light of the various projects bearing on it, with particularemphasis on bus-rail connections.

The Current Station

Main Street station is a platform spanning Main Street [Image 1]. Accessvia escalator and elevator is on the west side of Main. Access from theeast side of Main is by staircase only. The front door of the station

[Image 2] faces south onto Terminal Ave a few meters west of MainStreet, where the southbound bus stop is located.

Image 1: Looking North from Station Platform Image 2: Main Entrance


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Main Stations Role in the Network

Main Street station is the transfer point between SkyTrain and threefrequent local transit services:

Route #3 extending south along Main to Marine Drive. Route #8 extending south along Fraser to Marine Drive.

Route #19 extending southeast along Kingsway to Metrotown.

Routes 3, 8, and 19 extending north on Main and west throughChinatown and Gastown into the downtown core.

Some of these services also connect with SkyTrain elsewhere, but MainStreet station is the primary transfer point for the following markets:

For SkyTrain to/from the east, this is the place to transfer for:o Main/Hastings area and Chinatown, except for areas

walkable from Stadium station.o Main and Fraser to/from the south, except for areas

convenient to an east-west line.

For SkyTrain to/from the west (downtown), this is the place totransfer for:

o Main and Fraser to/from the south, unless a customerprefers to ride through to/from downtown on the local Main

and Fraser lines to reach downtown.

In addition, effective September 2005, the #3 route will terminate atHastings and no longer connect to downtown, eliminating the

overlapping service into downtown along Hastings. (Routes 8 and 19would continue to make that movement.) With this change, alldowntown-oriented passengers on Route 3 will be required to transfer

anyway, so many of them will probably choose to transfer to SkyTrainrather than to other local buses.

For every one of the connections listed above, passengers need to use thestops on both sides of Main St. The bus services flow through in thenorth-south direction, so if a passenger boards a bus on the west side inthe morning, she will need to alight on the east side when returning, and

vice versa. Thus, everybus-rail connection at this station is affected by

the quality of access on bothsides of the street.

In the future, additional connections at this station may include a newCommunity Shuttle line to/from Yaletown. If that line were created, this

station would also become the primary SkyTrain access point forYaletown, except for areas walkable to Stadium station. Direct transitservice to South False Creek from this station is also likely.


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Finally, Main Street station is the only direct link between SkyTrain andwaterborne services on False Creek. While these are a small part oftodays market, these services may grow in intensity and importance asSoutheast False Creek redevelops.

Overall, then, the transfer demand for Main Street station is significant,and will probably increase due to the Showcase project (not just becausepassengers are required to transfer, but because there will be more ridersoverall). Upgrades to east-west services in the context of RAV mayreduce the transfer demand slightly by providing an alternate way tocomplete the same trips, but this station will remain a crucial linkage for

high-density parts of the city.

Stations Role in Local Community

Main Street station is not just a major transfer point; its also the transit

access point for many local destinations of interest. The station areaalready contains:

four residential towers at the station, with a fifth to be added.

one employment tower (Van City).

Science World, a major recreational destination. An area of industrial employment, mostly southeast of the station.

However, there is also significant underdeveloped land, which will fill indramatically in the coming years:

Underused land southwest of the station will become the Olympic

Village and support services for 2010, some of which will remainas new permanent housing and other facilities.

Contiguous with this, the larger Southeast False Creek

redevelopment will continue the prevailing densities of the southshore across to Main Street.

East of the station, considerable redevelopment is likely alongTerminal Ave, and also north of Pacific Central Station.

Activity Patterns

As the following tables show, Main Street has a balanced pattern of

demand. The following are especially striking:

The Main Street station catchment area (the station itself and the areasreachable via the bus connections above) is more likely to be at the

activity end of a trip than at the home end. This can be inferred from thefirst graph. In the morning, people exiting the station outnumber peopleentering, while the reverse is true in the afternoon. Since morning tripstend to be from home to somewhere else, it suggests that more people are


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going to daytime destinations in the station catchment than are comingfrom homes in the catchment.

Average Weekday Passengers Volumes, by hour, at Main St Station

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Total Entering Main Station

Total Exiting Main Station

More important for this project, the activity is almost evenly distributedbetween the two station entrances; differing by less than 10%. This is

remarkable given that the west side has an escalator and elevator, whilethe east side as only a stairway.

AVERAGE WEEKDAY: DAILY TOTAL AND PEAK HOURS

ON OFF Total ON OFF Total ON OFF Total

5680 6123 11803 6032 4767 10799 11712 10889 22601

6:00 to 9:00 542 1183 1725 1214 942 2156 1756 2125 3881

15:00 to 18:00 1781 1536 3317 1528 897 2426 3309 2433 5742

Daily Total

Time IntervalEast Entrance West Entrance TOTAL


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Passengers Entering Main St Station, Average Weekday, by hour

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West Entrance

Passengers Exiting Main St Station, Average Weekday, by hour

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East Exit

West Exit

Access Experience and Recommendation: West Side

The west side of the station provides the access to/from southboundbuses, as well as the immediate neighbors such as the VanCity Towerand Science World. This is the main entrance to the station, with bothelevator and escalator access to the platform.

The primary issues on this side of the station are as follows:


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an impression of neglect on the ceiling of this busy room, as dothe heavily postered concrete columns [Image 12].

Access Experience and Recommendation: East Side

Although the west side entrance has problems of aesthetics and legibility,the east sides problems are about basic functioning.

The lack of an escalator/elevator set on this side means that all

passengers arriving northbound from the Main, Fraser, and Kingswaycorridors must either (a) walk about 10 m and then climb a flight of

stairs to reach the platform or (b) walk the same distance and then crossMain Street at the signal to reach the west-side entrance, where escalatorand elevator access is available. With the introduction of wheelchairaccessible trolley buses, passengers requiring an elevator will betransferring from both southbound and northbound buses.

In observing the site, it is common to see passengers pausing at the footof the stairs to summon their strength for the climb. The station is

heavily used by seniors and by passenger carrying parcels, and the stair-climb appears to be a significant obstacle. For passengers from PacificCentral Terminal, who are likely to have luggage, the lack of an escalator

at the east station entrance is also a problem.

Patterns of redevelopment also argue for improvements to the east side.The first round of redevelopment in the station area occurred mostly to

the west. Now, however, redevelopment is occurring around ThorntonPark, which will increase demands for access via the east.

Image 12: Guideway ColumnImage 11: Underside of Guideway


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The main challenge in designing an east-end access is the narrowness ofthe SkyTrain guideway. As at Metrotown, there might be room for onenarrow escalator and a stairway; this would solve the basic accessproblem but would not help passengers in wheelchairs. There is

certainly room for a narrower stairway plus a walkway at platform-level

to an elevator column; this would assist passengers in wheelchairs, but asingle elevator would not be sufficient to handle the volumes ofpassengers making this transfer, most of whom would have to continueto use the stairs.

Summary of Recommendations

The Main Street station is not ready for the prime-time role it will play in2010, nor is it ready for its role in the long-term urbanization that willsurround it. The following should be priorities:

Adding an escalator and/or elevator on the east side, to serve thegrowing demand for access from this direction. This facilityshould be designed to optimize access from the east-side(northbound) bus stop on Main a major transfer point.

A more comprehensive review of capacity at the station, to ensure

that the overcrowded conditions of Broadway and Metrotown arenot replicated here as the station demand grows and thatappropriate capacity improvements can be programmed in concertwith that growth.

A wayfinding review of the entire station, aimed at:

o Increasing the evident simplicity of the service and

connections.o Optimizing the visual clarity of bus-rail connections (e.g.

visibility of one from the other)

o Making the station accesses more visible from the keysurrounding vantage points, especially to the east and west.


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406-611 Alexander Street

Vancouver, BC Canada V6A 1E1

T 604 255 1169 F 604 255 1790

www.hbbharc.com

[email protected]


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main st. renovations - translink rfp

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