Main St. Renovations - TransLink RFP

NOTICE
PROPONENTS ARE REQUESTED TO ADVISE PURCHASING BY FAX AT:

604-453-4630 OR E-MAIL AT: PURCHASING@TRANSLINK.BC.CA UPON
THEIR RECIEPT OF THIS RFP AND THEIR INTENT TO RESPOND BY NO
LATER THAN DECEMBER 28TH 2007.
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.
CONTRACT NO. 0623-03
MAIN STREET STATION RENOVATIONS -

PRELIMINARY AND DETAILED DESIGN SERVICES
REQUEST FOR PROPOSAL
Page 1 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 purchasing@translink.bc.ca.
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 18th, 2007, or such other time as TransLink may specify by an addendum
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 Date
6.6.1 Notice of Award issued on or around January 21, 2008
6.6.2 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
M a i n S t re e t S t a t i o n
Redesign and Costing
Summary Report
submitted to
TransLink
submitted by
Hotson Bakker Boniface Haden
architects + urbanistes
Earth Tech
BTY Group
MAY16
07
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
Hotson Bakker Boniface Haden Architects + Urbanistes / Earth Tech / BTY Group 1
Appendix A:
Existing Survey
Main Street Station Redesign and Costing: Executive Summary
In December 2006, Hotson Bakker Boniface Haden Architects + Urbanistes, BTY Quantity Surveyors
Ltd., and Earth Tech Consulting Engineers were engaged by Translink to undertake schematic design
and 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 station’s 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 links
between 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, and
an architecturally unique oval security screen.
• Westside Improvements
A re-alignment and addition of an escalator onto the eastern face of the platform provides a direct
visual link between the vertical circulation to the mezzanine level and the major bus offloading and
loading point. The existing south facing entry will be upgraded with the an escalator and stairs will be
replaced. 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 replace
the existing chain link barrier.
Costing
The class “C’ Cost estimate for the work is $9,693,900
1.0 Station Context and Considerations
The area around Main Street Station has changed dramatically since it was first built for the opening
of Skytrain in 1986. The station was originally a free standing building in what was then a somewhat
isolated 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 intercity
bus terminal, and the future downtown streetcar line. The station is a key transit point for transfers from
bus to Skytrain and vice versa. However, the current design is a typical Skytrain station with respect to
its 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 contribute
passenger 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 first
stations 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, whether
elevators, escalators or stairs is problematic from a space point of view. As a result, Hotson Bakker
Boniface 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 in
the 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 kept
to a minimum. Enhanced bus shelters were proposed on both sides of Main Street.
2.2 Option 2: Renovate
Option 2 proposed, in addition to a new station house on the east side of the platform and enhanced
bus shelters, a reinvention of the west side of the station. As part of this reinvention the station ac-
cess (stair and escalator) on the east side of the west platform mezzanine access were reconfigured
to provide direct relationships between the southbound bus stop and the mezzanine. In order to
achieve that, the existing Starbucks was reconfigured. New retail space was proposed below the ex-
isting mezzanine level in order to reduce the number of overhang areas (a CPTED concern) The retail
space would also provide a more urban condition along the west side of the platform. Station access
enhancements to the Terminal Avenue face of the west side of the platform were proposed. These
included new large-scale stairs and a dramatic entry canopy.
In this option no major enhancements were proposed for the platform level.
2.3 Option 3: Outrigger
In this option, a new station house on the east end of the platform, a new curving bus shelter on the
east end of Main Street and a minor transformation of the west side of the platform access was pro-
posed. However, the most dramatic move in this option was the addition of a platform to the south
face of the existing guide way. This created a split platform. This was the only option that actually
enhanced platform capacity, but required an additional three elevators and escalators.
2.4 Option Evaluation:
Option 3 (Outrigger) was dismissed early on for the simple reason that the benefits of the outrigger
were not seen as sufficient for the large cost. In addition the overshadowing of a new platform expan-
sion would be problematic from a safety and comfort perspective.
It was decided to proceed with a combination of Option 1 and Option 2 and move forward with looking
at more detailed functional considerations from this perspective. It was recognized that ideally, altera-
tions to both the west side of the station, the east side of the station and the upper platform would be
desirable. Consequently, developing an option that excluded the renovation of any of these would be
problematic, even if such a decision might need to be made later to minimize construction costs.
3.0 Next Generation of Options
Following the initial schematic planning more detailed elevator and escalator configurations were ex-
plored. A total of three additional options arising out of the initial alternatives were considered.
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 mezzanine
level. 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 the
street. Option 1B proposed a stair and escalator link on the eastern edge of the western platform that
provided a direct link to the mezzanine from the south end bus stop. This requires a reconfiguration of
the 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 3
Option 3 proposed a similar west side configuration to that of Option 1B and a slightly different stair
and 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 or
the 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 Option
1B was seen as preferable for organizational and cost reasons. This option proposed a shorter eastern
platform 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 both
side of the street, the preferred design proposes extended canopies (bus shelters) on both side of
Main Street. The intention of these canopies is to allow transferring passengers to move under cover
from the bus to the Skytrain station and vice versa. In addition, in order to enhance these links, stairs
and escalators are reoriented to face Main Street on both the west and east side of the platform.
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 platform
provides a direct visual link between the vertical circulation to the mezzanine level and the major bus
offloading 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 the
replacement 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 inhabited
streetscape along Terminal, while reducing the number of overhung dead spaces. This will have a
positive 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 the
exception of the eastside escalator and elevator) to platform access capacity. Because of the nature
of the existing station geometry any substantial increase in platform size would be extraordinarily
costly. 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 way
of 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 Station
without any structural interventions. The agenda would be to create an aluminum face to the north and
south side of the existing canopy structure. A lighting feature would be incorporated in this face. The
clip 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 glazing
could also provide a dramatic signage opportunity indicating both the name of the station and that
of adjoining areas or buildings such as Southeast False Creek and/or Science World. The new barrier
would also resolve the ongoing problem of neighbor complaints about lack of privacy.
5.0 Construction Cost Summary
The current estimated construction cost for the project is as follow (April 2007 Dollars):
Estimated
Cost
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 $7,276,400
2. Cash Allowance
2.1 Additional Ticketing Machines (3nos.) 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% 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 dramatic
experiential and access benefits. However, this renovation is cautious in terms of any intervention in
the actual structure of the station, the most costly part of any work on a Skytrain station. The design
would provide CPTED benefits, urban design improvements and an overall enhancement of the archi-
tectural quality of the station.
Appendix B:
Schematic Design Drawings

Appendix C:
Costing Report
Main Street Skytrain
Station
Vancouver, BC
April 10, 2007
class C
estimate #1
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
T:\1-cp\t\1-5033\p\class c estimate report

Main Street Skytrain Station
Class C Estimate #1
Page No. 1
April 10, 2007
1.0 INTRODUCTION
The 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 design
information 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.
This report has been prepared at the request of Hotson Bakker Boniface Haden Architects + Urbanistes and is the
exclusive 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 of BTY Group
Class C Estimate #1
Page No. 2
April 10, 2007
2.0 CONSTRUCTION COST SUMMARY
The current estimated construction cost for the project is as follows:
Estimated
Cost
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 $7,276,400
2. 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% 0
TOTAL CONSTRUCTION COST (April 2007 Dollars) $9,693,900
Class C Estimate #1
Page No. 3
April 10, 2007
3.0 EXCLUSION
The 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 TAXES
The estimate includes the Provincial Sales Tax (P.S.T.) where applicable. The
estimate excludes the Goods & Services Tax (G.S.T.).
5.0 ESCALATION
The 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 2010

Group Forecast
6% 5% 3% 3%
Class C Estimate #1
Page No. 4
April 10, 2007
6.0 PRICING
The 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 MITIGATION

In 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. The
major 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 CONTINGENCIES
Design 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.
9.0 COST DETAILS
Main Street Skytrain Station Improvement, Vacouver, BC April 10, 2007
Class C Estimate #1
Description Quantity Unit Rate Amount
1.1 East Side
New 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 27 m2 850.00 23,000

including concrete, formwork & reinforcement
New suspended concrete slab to half stair 132 m2 1,200.00 158,400

landing with concrete beams & columns
Allowance for structural steel support for new 9 T 6,600.00 57,500

structural glass enclosure (based on 6 lb/sf)
New 200mm thick concrete walls to elevator 154 m2 550.00 84,700

shaft
Structural glass faceted walls from ground 297 m2 1,500.00 445,500

level to the underside of platform
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
BTY GROUP Page No. 5

Class C Estimate #1
1.1 East Side
New Stair & Enclosure
Aluminum panel enclosure from ground level 121 m2 600.00 72,600

to stair half landing (2.75m high)
Hydraulic passenger elevator (2 stops) 1 no. 70,000 70,000
New escalator from ground level to landing 1 no. 100,000 100,000

level (approx. 2.45m high)
New escalator from landing level to platform 1 no. 160,000 160,000

level (approx. 6.15m high)
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 1 sum 40,000.00 40,000

escalators & elevator)
Remove existing concrete stairs with railing & 56 m2 250.00 14,000

wire mesh fencing
Remove existing slab on grade, steps & seating 334 m2 120.00 40,100
walls to the area of the new enclosure

Class C Estimate #1
1.1 East Side
New Glass Canopy on Street Level

Allowance for structural steel support for 4 T 6,600.00 23,600
glazed canopies (based on 10 lb/sf)
Allowance for concrete footings for steel posts 2 loc. 12,000.00 24,000
including saw cutting, demolitions, excavation,
reinforcement
New glazed canopies to east side of main 73 m2 800.00 58,600

street
Remove existing bus shelters 1 no. 3,800.00 3,800
Total East Side $1,450,900

Class C Estimate #1
1.2 West Side
New 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 465 m2 150.00 69,800

concrete, formwork, reinforcement, poly vapour
barrier & granular sub-base to 3 new retail
units
New concrete ramp including concrete, 49 m2 600.00 29,400

formwork & reinforcement to mezzanine level
New concrete suspended slab with concrete 80 m2 600.00 48,000

beams & columns including concrete,
formwork & reinforcement to mezzanine level
Concrete roof slab with concrete beams & 171 m2 500.00 85,500
columns including concrete, formwork &
reinforcement to 3 new retail units
New suspended concrete stairs & landing 35 m2 850.00 29,800

from ground level to mezz. level
New concrete slab on grade including 1 sum 14,700.00 14,700

concrete, formwork, reinforcement, poly vapour
barrier & granular sub-base to existing
Starbucks retail area

Class C Estimate #1
1.2 West Side
Concrete block walls to 3 new retail units 294 m2 200.00 58,800
Aluminum storefront glazing to 3 new retail 242 m2 750.00 181,100

units
Aluminum storefront glazing to new east 49 m2 750.00 36,800

access to mezzanine level
Aluminum storefront glazing to both sides of 275 m2 750.00 206,300

mezzanine level
New rolling shutter to access to meaaanine 35 m2 825.00 28,500

level (2 nos.)
Aluminum double glazed doors & frames to 6 pair 3,000.00 18,000

retail units
SBS 2 ply roofing with asphalt fibreboard, rigid 171 m2 180.00 30,800
insulation & vapour retarder
New glazed canopies with structural steel 63 m2 1,150.00 72,500

frame over retail additions
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 2 no. 140,000.00 280,000

(approx. 3.4m high)

Class C Estimate #1
1.2 West Side
Interior fit-out to the retail units (millwork, excl.

specialties, finishes & signage etc.) - by
Tenants
Allowance for mechanical to the 3 new retail 3 loc. 136,000.00 408,000

units including new plumbing (fixtures by
Tenant) and drainage, new rooftop units
(ductwork & distribution by Tenant), new
sprinklers etc.
Allowance for mechanical to mezzanine level 1 sum 100,000.00 100,000

(as it changed from an open space to an
enclosed space)
Allowance for electrical to the 3 new retail 1 sum 125,000.00 125,000

units including power and lighting (fit-out by
Tenants), telephone / data, fire alarm system
etc.
Allowance power to the new escalator 1 sum 15,000.00 15,000
Saw cut & form openings on existing 1 sum 9,000.00 9,000

mezzanine slab for stair & escalator
Remove existing concrete pavement, steps & 1 sum 93,000.00 93,000

concrete benches for 3 new retail units
Remove existing Starbucks retail unit 1 sum 10,000.00 10,000
Remove existing concrete stair from main level 1 sum 7,500.00 7,500
to mezzanine level with railings (approx. 37
m2)

Class C Estimate #1
1.2 West Side
Remove existing concrete ramp with railings to 1 sum 7,000.00 7,000

mezzanine level (approx. 35 m2)
Remove existing glazed guardrails to both 78 lm 100.00 7,800

sides of mezzanine level
New Glass Canopy on Street Level

glazed canopies (based on 10 lb/sf)
Allowance for concrete footings for steel posts 2 loc. 12,000.00 24,000
including saw cutting, demolitions, excavation,
reinforcement
New glazed canopies to both sides of main 56 m2 800.00 44,700

street
Remove existing bus shelters 1 no. 3,800.00 3,800
Total West Side $2,137,800

Class C Estimate #1
1.3 Platform
East Side Extension

glazed roof over platform extension (based on
10 lb/sf)
New suspended concrete slab to platform with 38 m2 1,200.00 45,600

concrete beams & columns including concrete,
formwork & reinforcement
New emergency catwalk with structural steel 20 m2 1,500.00 30,000

support
Steel guardrails to new emergency catwalk 17 lm 600.00 10,200
New storefront glazing to both sides of the new 128 m2 750.00 96,000
platform extension
Aluminum framed glass roof over platform 139 m2 750.00 104,400

extension
New concrete paver with sand bedding 605 m2 90.00 54,500

throughout platform level

Class C Estimate #1
1.3 Platform
New Glass Screen Walls to North & South sides
Allowance for misc. steel supports / 13 T 5,500.00 71,000

connections (based on 3 lbs / sf)
New glass screen wall to both sides of the 880 m2 1,000.00 880,000
platform
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 220 lm 90.00 19,800
of platform
L Shape Aluminum Panels
New L shape aluminum panels to both sides of 289 m2 650.00 187,700

roof edge (approx. 1524mm girth)
Extra over for recessed glass boxes 1 sum 25,000.00 25,000
Allowance for lighting fixed in the recessed 1 sum 30,000.00 30,000

glass boxes
Total Platform $1,661,200

10.0 APPENDIX 1
Class C Estimate #1
APPENDIX 1
April 10, 2007
10.0 DOCUMENTATION
The following information was used in preparing the cost estimate contained in this
report:
DC00-C-001 Proposed Ground Floor Plan April, 2007

DC00-C-002 Proposed Mezzanine & Eastern Landing Floor Plans April, 2007
DC00-C-003 Proposed Platform Floor Plan April, 2007
DC00-C-004 Proposed North & South Elevations April, 2007
DC00-C-005 Proposed Station Model North Side April, 2007
DC00-C-006 Existing Survey April, 2007
Appendix D:
Main Street Station

Access Improvement
Problem Definition
Main Street Station
Access Improvements
Problem Definition
Over the next five years, Main Street SkyTrain station will become an
increasingly important indicator for TransLink’s public image. The Main
St. Showcase plans to improve Main Street service as a demonstration
project – a demonstration that will only work if the SkyTrain access is
convenient and attractive.
This memo reviews the current physical configuration of Main Street

station in light of the various projects bearing on it, with particular
emphasis on bus-rail connections.
The Current Station
Main Street station is a platform spanning Main Street [Image 1]. Access
via escalator and elevator is on the west side of Main. Access from the
east 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 Main
Street, where the southbound bus stop is located.
Image 1: Looking North from Station Platform Image 2: Main Entrance
TransLink Planning, August 2005 1/9

The southbound bus stop is under the SkyTrain guideway [Image 3],
next to a small storefront occupied by Starbucks. A standard shelter
[Image 4] is located just north of the guideway on the southbound side.
Image 3: Southbound stop under the Guideway Image 4: Southbound Bus Shelter
The northbound stop [Image 5] is on

the east side of the street adjacent to
Thornton Park. This stop is slightly
north of the station entrance, due to
the need to accommodate up to three
buses at a time. The east-side station
entrance [Image 6] is a stairway only,
climbing directly to the east end of
the platform. The foot of the stairway
is in a concrete area that also
includes a few bike lockers [Image 7].
The stairway is straight, so it lands
well east of the street.
Image 5: Northbound Bus Stop
Image 6: East-side Station Entrance Image 7: Bike Lockers

Main Station’s Role in the Network
Main Street station is the transfer point between SkyTrain and three
frequent 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 through
Chinatown and Gastown into the downtown core.
Some of these services also connect with SkyTrain elsewhere, but Main
Street 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 to
transfer for:
o Main and Fraser to/from the south, unless a customer
prefers 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 at

Hastings and no longer connect to downtown, eliminating the
overlapping service into downtown along Hastings. (Routes 8 and 19
would continue to make that movement.) With this change, all
downtown-oriented passengers on Route 3 will be required to transfer
anyway, so many of them will probably choose to transfer to SkyTrain
rather than to other local buses.
For every one of the connections listed above, passengers need to use the
stops on both sides of Main St. The bus services flow through in the
north-south direction, so if a passenger boards a bus on the west side in
the morning, she will need to alight on the east side when returning, and
vice versa. Thus, every bus-rail connection at this station is affected by
the quality of access on both sides of the street.
In the future, additional connections at this station may include a new

Community Shuttle line to/from Yaletown. If that line were created, this
station would also become the primary SkyTrain access point for
Yaletown, except for areas walkable to Stadium station. Direct transit
service to South False Creek from this station is also likely.

Finally, Main Street station is the only direct link between SkyTrain and
waterborne services on False Creek. While these are a small part of
today’s market, these services may grow in intensity and importance as
Southeast 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 because
passengers are required to transfer, but because there will be more riders
overall). Upgrades to east-west services in the context of RAV may
reduce the transfer demand slightly by providing an alternate way to
complete the same trips, but this station will remain a crucial linkage for
high-density parts of the city.
Station’s Role in Local Community
Main Street station is not just a major transfer point; it’s also the transit
access point for many local destinations of interest. The station area
already 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 in

dramatically in the coming years:
• Underused land southwest of the station will become the Olympic
Village and support services for 2010, some of which will remain
as new permanent housing and other facilities.
• Contiguous with this, the larger Southeast False Creek
redevelopment will continue the prevailing densities of the south
shore across to Main Street.
• East of the station, considerable redevelopment is likely along
Terminal 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 areas
reachable 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 the
first graph. In the morning, people exiting the station outnumber people
entering, while the reverse is true in the afternoon. Since morning trips
tend to be from home to somewhere else, it suggests that more people are

going to daytime destinations in the station catchment than are coming
from homes in the catchment.
Average Weekday Passengers Volumes, by hour, at Main St Station
1500
Total Entering Main Station
1250
Total Exiting Main Station
1000
Total Count
750
500
250
0
00
0
00
00
00
00
0
0
0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
6:
7:
8:
9:
0:
1:
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Time Interval Start
More important for this project, the activity is almost evenly distributed
between the two station entrances; differing by less than 10%. This is
remarkable given that the west side has an escalator and elevator, while
the east side as only a stairway.
AVERAGE WEEKDAY: DAILY TOTAL AND PEAK HOURS

East Entrance West Entrance TOTAL
Time Interval
ON OFF Total ON OFF Total ON OFF Total
Daily 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

Passengers Entering Main St Station, Average Weekday, by hour
1500
1250 East Entrance
1000
Total Count
West Entrance
750
500
250
0
00
00
00
00
00
00
0
0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
6:
7:
8:
9:
0:
1:
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Time Interval Start
Passengers Exiting Main St Station, Average Weekday, by hour
1500
East Exit
1250
1000 West Exit

Total Count
750
500
250
0
00
00
00
00
00
00
0
0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
:0
6:
7:
8:
9:
0:
1:
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Time Interval Start
Access Experience and Recommendation: West Side
The west side of the station provides the access to/from southbound
buses, as well as the immediate neighbors such as the VanCity Tower
and Science World. This is the main entrance to the station, with both
elevator and escalator access to the platform.
The primary issues on this side of the station are as follows:

• Wayfinding for Bus-Rail
Connection. The station
entrance is not readily visible
[Image 8] from where
southbound buses let off, nor is
the bus stop readily visible from
the station exit. Signs
distinguishing northbound from
southbound bus connections
would be helpful beginning on
the station platform, where
passengers must exit different
Image 8: View of Station Entrance
ways depending on the direction
of their connection.
• Design of Bus-Rail Connection. The station mezzanine [Image 9] is

only a short distance above the level of an adjacent walkway
[Image 10] on the north side. If this side of the station could be
opened up, it would improve access to the bus stop, as well as to
the adjacent development.
Image 10: Adjacent Walkway
• Waiting Area Quality: Though there is a small freestanding

shelter, the main waiting area is under the guideway, because this
is (a) closest to the station, (b) closest to the front end of buses as
they stop, and (c) more spacious, and hence able to accommodate
large volumes of passengers who can gather here. The Starbucks
site provides a good amenity, but the potential to make this a more
comfortable plaza space is has not been realized. The water-
damaged underside of the SkyTrain guideway [Image 11] creates

an impression of neglect on the “ceiling” of this busy “room,” as do
the heavily postered concrete columns [Image 12].
Image 11: Underside of Guideway Image 12: Guideway Column
Access Experience and Recommendation: East Side
Although the west side entrance has problems of aesthetics and legibility,
the east side’s 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 Kingsway
corridors 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 cross
Main Street at the signal to reach the west-side entrance, where escalator
and elevator access is available. With the introduction of wheelchair
accessible trolley buses, passengers requiring an elevator will be
transferring from both southbound and northbound buses.
In observing the site, it is common to see passengers pausing at the foot

of 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 Pacific
Central 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 Thornton
Park, which will increase demands for access via the east.

The main challenge in designing an east-end access is the narrowness of
the SkyTrain guideway. As at Metrotown, there might be room for one
narrow escalator and a stairway; this would solve the basic access
problem 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 a
single elevator would not be sufficient to handle the volumes of
passengers making this transfer, most of whom would have to continue
to use the stairs.
Summary of Recommendations
The Main Street station is not ready for the prime-time role it will play in
2010, nor is it ready for its role in the long-term urbanization that will
surround it. The following should be priorities:
• Adding an escalator and/or elevator on the east side, to serve the

growing demand for access from this direction. This facility
should 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 are
not replicated here as the station demand grows – and that
appropriate capacity improvements can be programmed in concert
with 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 key
surrounding vantage points, especially to the east and west.

406-611 Alexander Street
Vancouver, BC Canada V6A 1E1
T 604 255 1169 F 604 255 1790
www.hbbharc.com
design@hbbharc.com

Main St. Renovations - TransLink RFP

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NOTICE

PROPONENTS ARE REQUESTED TO ADVISE PURCHASING BY FAX AT:

PROPONENTS ARE RESPONSIBLE FOR ROUTINELY CHECKING THE

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

MAIN STREET STATION RENOVATIONS -

REQUEST FOR PROPOSAL

1.2 SCOPE OF CONSULTANT SERVICES

1.3 DUTIES AND REQUIREMENTS OF TRANSLINK

1.4 FORM OF AGREEMENT

2.0 PROPOSAL SUBMISSION

2.1 CLOSING DATE

6.6 The anticipated schedule milestones for this assignment are:

Milestone Event Date

6.6.1 Notice of Award issued on or around January 21, 2008

6.6.2 Part 1 (East side & platform level improvements)

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

6.6.8 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

6.6.12 Construction Period August 25, 2008 –April 10,

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

6.6.14 Part 2 (West side improvements)

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

Key Design Considerations

• Skytrain/Bus Connection Improvements

2.0 Technical Design Challenges and Initial Options

Three alternatives focused on circulation organization were evaluated:

2.1 Option 1: Functional Clean up

2.3 Option 3: Outrigger

2.4 Option Evaluation:

3.0 Next Generation of Options

3.4 Options Evaluations

4.0 Preferred Option

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

4.1 Skytrain/Bus Connection Improvements

4.3 Westside Improvements

4.4 Platform Improvements

3. Goods & Services Tax 0% 0

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

6.0 Next Steps

7.0 Summary and Conclusions:

Schematic Design Drawings

April 10, 2007

Item Page No.

2.0 CONSTRUCTION COST SUMMARY 2

7.0 RISK MITIGATION 4

9.0 COST DETAILS 5 - 13

10.0 APPENDIX I – DOCUMENTATION 1 page

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

2.0 CONSTRUCTION COST SUMMARY

The current estimated construction cost for the project is as follows: