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
1.1 1.1.1

GENERAL
INTRODUCTION 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. SCOPE OF CONSULTANT SERVICES 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. DUTIES AND REQUIREMENTS OF TRANSLINK These are listed in Schedule "B" of Appendix 1. This schedule will form part of the Agreement between TransLink and the Consultant. FORM OF AGREEMENT 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.

1.2 1.2.1

1.3 1.3.1

1.4 1.4.1

2.0
2.1 2.1.1

PROPOSAL SUBMISSION
CLOSING DATE 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. 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

2.1.2

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. The schedule shall be updated on a monthly basis to determine progress against schedule. As part of the monthly progress report, the Consultant shall provide the actual personhours expended to date and percent completed by activity for each package, and forecast the remaining person-hours and duration to complete activities in progress. The anticipated schedule milestones for this assignment are: Milestone Event Date January 21, 2008

6.4 6.5

6.6

6.6.1 6.6.2

Notice of Award issued on or around Part 1 (East side & platform level improvements) Complete Preliminary Design Start Detailed Design Present 50% Detailed Design Submission to TransLink Public Consultation Present 100% Detailed Design Submission to TransLink Present final Detailed Design Cost Estimate to TransLink Provide Issued to Tender documents to TransLink Construction Tender Period Provide Building Permit to TransLink Provide Issue for Construction documents to TransLink Construction Period

March 21, 2008 April 1, 2008 May 1, 2008 June 2008 June 20, 2008 June 20, 2008 July 4, 2008 July 21-August 18, 2008 July 21, 2008 July 21, 2008 August 25, 2008 –April 10, 2009 April 30, 2009

6.6.3 6.6.4 6.6.5 6.6.6 6.6.7 6.6.8 6.6.9 6.6.10 6.6.11 6.6.12

6.6.13 6.6.14

Provide As-Constructed documents to TransLink 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 reoriented 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 improvements 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
Hotson Bakker Boniface Haden Architects + Urbanistes / Earth Tech / BTY Group 2

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 development 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 station 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 Jarrett 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 problems 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 primarily 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.

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

3

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 access (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 existing 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 proposed. 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 expansion 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, alterations 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 explored. A total of three additional options arising out of the initial alternatives were considered.

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

4

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 accesses 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.

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

5

4.2 Eastside Improvements The insertion of a new station house on the east side with reoriented two stage escalators, and elevator, 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 provides 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 maintain 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 intention 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.

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

6

5.0 Construction Cost Summary The current estimated construction cost for the project is as follow (April 2007 Dollars): Estimated Cost $ 1,450,900 2,137,800 1,661,200 1,050,000 630,000 0 346,500 $7,276,400 750,000 80,000 500,000 150,000 787,500 150,000 0 $9,693,900

Description 1. Main Street Station Improvement 1.1 East Side 1.2 West Side 1.3 Platform 1.4 General Requirements & Fees 20% 1.5 Design Contingency 10% 1.6 Escalation Contingency 0% 1.7 Construction Contingency 5% Sub-Total 2. Cash Allowance 2.1 Additional Ticketing Machines (3nos.) 2.2 New Elevator Machine to Existing Shaft (West Side) 2.3 Hard & Soft Landscaping 2.4 Lighting 2.5 Premium for Nightwork & Phasing (15% of items 1.1 to 1.3) 2.6 Wayfinding & Information 3. Goods & Services Tax 0%

TOTAL CONSTRUCTION COST (April 2007 Dollars)

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 cooperation 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 architectural quality of the station.

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

7

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 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0

INTRODUCTION CONSTRUCTION COST SUMMARY EXCLUSION TAXES ESCALATION PRICING RISK MITIGATION CONTINGENCIES COST DETAILS APPENDIX I – DOCUMENTATION

1 2 3 3 3 4 4 4 5 - 13 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

Main Street Skytrain Station 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 $ 1,450,900 2,137,800 1,661,200 1,050,000 630,000 0 346,500 $7,276,400

Description 1. Main Street Station Improvement 1.1 East Side 1.2 West Side 1.3 Platform 1.4 General Requirements & Fees 1.5 Design Contingency 1.6 Escalation Contingency 1.7 Construction Contingency Sub-Total

20% 10% 0% 5%

2. Cash Allowances 2.1 Additional Ticketing Machines (3 nos.) 2.2 New Elevator Machine to Existing Shaft (West Side) 2.3 Hard & Soft Landscaping 2.4 Lighting 2.5 Premium for Nightwork & Phasing (15% of items 1.1 to 1.3) 2.6 Wayfinding & Information 3. Goods & Services Tax TOTAL CONSTRUCTION COST (April 2007 Dollars) 0%

750,000 80,000 500,000 150,000 787,500 150,000 0 $9,693,900

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

Main Street Skytrain Station 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. estimate excludes the Goods & Services Tax (G.S.T.).

The

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

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

Main Street Skytrain Station 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 subcontractors. 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.

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

9.0

COST DETAILS

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.1

East Side New Stair & Enclosure
New concrete footings including excavation, backfilling, concrete, formwork & reinforcement to: - Elevator pit - Suspended stair - Escalator New suspended concrete stairs & landing including concrete, formwork & reinforcement New suspended concrete slab to half stair landing with concrete beams & columns including concrete, formwork & reinforcement Allowance for structural steel support for new structural glass enclosure (based on 6 lb/sf) New 200mm thick concrete walls to elevator shaft Structural glass faceted walls from ground level to the underside of platform Extra over for curved glass sliding doors Concrete floor finishes to new stair & landing Painted steel guardrails to stairs & landing

1 1 1 27

sum sum sum m2

8,000.00 1,500.00 5,000.00 850.00

8,000 1,500 5,000 23,000

132

m2

1,200.00

158,400

9

T

6,600.00

57,500

154

m2

550.00

84,700

297

m2

1,500.00

445,500

2 159 60

pair m2 lm

10,000.00 50.00 350.00

20,000 8,000 21,000

BTY GROUP

Page No. 5

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.1

East Side New Stair & Enclosure
Aluminum panel enclosure from ground level to stair half landing (2.75m high) Hydraulic passenger elevator (2 stops) New escalator from ground level to landing level (approx. 2.45m high) New escalator from landing level to platform level (approx. 6.15m high) Allowance for drainage system Bike lockers Allowance for electrical (power to new escalators & elevator) Remove existing concrete stairs with railing & wire mesh fencing Remove existing slab on grade, steps & seating walls to the area of the new enclosure 121 m2 600.00 72,600

1 1

no. no.

70,000 100,000

70,000 100,000

1

no.

160,000

160,000

1 18 1

sum ea sum

6,000.00 200.00 40,000.00

6,000 3,600 40,000

56

m2

250.00

14,000

334

m2

120.00

40,100

BTY GROUP

Page No. 6

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.1

East Side New Glass Canopy on Street Level
Allowance for structural steel support for glazed canopies (based on 10 lb/sf) Allowance for concrete footings for steel posts including saw cutting, demolitions, excavation, backfilling, concrete, formwork & reinforcement New glazed canopies to east side of main street Allowance for drainage system Remove existing bus shelters 4 T 6,600.00 23,600

2

loc.

12,000.00

24,000

73

m2

800.00

58,600

1 1

sum no.

2,000.00 3,800.00

2,000 3,800

Total East Side

$1,450,900

BTY GROUP

Page No. 7

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.2

West Side
New stairs and retail buildings
New concrete footing including excavation, backfilling, concrete, formwork & reinforcement to: - Suspended stair to mezz. (2 nos.) - Escalator to mezz. (2 nos.) - 3 new retail units New concrete slab on grade including concrete, formwork, reinforcement, poly vapour barrier & granular sub-base to 3 new retail units New concrete ramp including concrete, formwork & reinforcement to mezzanine level New concrete suspended slab with concrete beams & columns including concrete, formwork & reinforcement to mezzanine level Concrete roof slab with concrete beams & columns including concrete, formwork & reinforcement to 3 new retail units New suspended concrete stairs & landing including concrete, formwork & reinforcement from ground level to mezz. level New concrete slab on grade including concrete, formwork, reinforcement, poly vapour barrier & granular sub-base to existing Starbucks retail area

1 1 1 465

sum sum sum m2

3,000.00 10,000.00 12,000.00 150.00

3,000 10,000 12,000 69,800

49

m2

600.00

29,400

80

m2

600.00

48,000

171

m2

500.00

85,500

35

m2

850.00

29,800

1

sum

14,700.00

14,700

BTY GROUP

Page No. 8

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.2

West Side
New stairs and retail buildings
Concrete block walls to 3 new retail units Aluminum storefront glazing to 3 new retail units Aluminum storefront glazing to new east access to mezzanine level Aluminum storefront glazing to both sides of mezzanine level New rolling shutter to access to meaaanine level (2 nos.) Aluminum double glazed doors & frames to retail units SBS 2 ply roofing with asphalt fibreboard, rigid insulation & vapour retarder New glazed canopies with structural steel frame over retail additions Painted steel guardrails to stairs & landing Painted steel guardrails to ramp Escalator from ground level to mezzanine level (approx. 3.4m high) 294 242 m2 m2 200.00 750.00 58,800 181,100

49

m2

750.00

36,800

275

m2

750.00

206,300

35

m2

825.00

28,500

6

pair

3,000.00

18,000

171

m2

180.00

30,800

63

m2

1,150.00

72,500

40 62 2

lm lm no.

450.00 450.00 140,000.00

18,000 27,900 280,000

BTY GROUP

Page No. 9

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.2

West Side
New stairs and retail buildings
Interior fit-out to the retail units (millwork, specialties, finishes & signage etc.) - by Tenants 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. Allowance for mechanical to mezzanine level (as it changed from an open space to an enclosed space) Allowance for electrical to the 3 new retail units including power and lighting (fit-out by Tenants), telephone / data, fire alarm system etc. Allowance power to the new escalator Saw cut & form openings on existing mezzanine slab for stair & escalator Remove existing concrete pavement, steps & concrete benches for 3 new retail units Remove existing Starbucks retail unit Remove existing concrete stair from main level to mezzanine level with railings (approx. 37 m2) 3 excl.

loc.

136,000.00

408,000

1

sum

100,000.00

100,000

1

sum

125,000.00

125,000

1 1

sum sum

15,000.00 9,000.00

15,000 9,000

1

sum

93,000.00

93,000

1 1

sum sum

10,000.00 7,500.00

10,000 7,500

BTY GROUP

Page No. 10

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.2

West Side
New stairs and retail buildings
Remove existing concrete ramp with railings to mezzanine level (approx. 35 m2) Remove existing glazed guardrails to both sides of mezzanine level 1 sum 7,000.00 7,000

78

lm

100.00

7,800

New Glass Canopy on Street Level
Allowance for structural steel support for glazed canopies (based on 10 lb/sf) Allowance for concrete footings for steel posts including saw cutting, demolitions, excavation, backfilling, concrete, formwork & reinforcement New glazed canopies to both sides of main street Allowance for drainage system Remove existing bus shelters 3 T 6,600.00 18,100

2

loc.

12,000.00

24,000

56

m2

800.00

44,700

1 1

sum no.

4,000.00 3,800.00

4,000 3,800

Total West Side

$2,137,800

BTY GROUP

Page No. 11

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.3

Platform East Side Extension
Allowance for structural steel support for glazed roof over platform extension (based on 10 lb/sf) New suspended concrete slab to platform with concrete beams & columns including concrete, formwork & reinforcement New emergency catwalk with structural steel support Steel guardrails to new emergency catwalk New storefront glazing to both sides of the new platform extension Aluminum framed glass roof over platform extension New concrete paver with sand bedding throughout platform level 4 T 6,600.00 27,000

38

m2

1,200.00

45,600

20

m2

1,500.00

30,000

17 128

lm m2

600.00 750.00

10,200 96,000

139

m2

750.00

104,400

605

m2

90.00

54,500

BTY GROUP

Page No. 12

Main Street Skytrain Station Improvement, Vacouver, BC Class C Estimate #1

April 10, 2007

Description

Quantity Unit

Rate

Amount

1.3

Platform New Glass Screen Walls to North & South sides
Allowance for misc. steel supports / connections (based on 3 lbs / sf) New glass screen wall to both sides of the platform Extra over for signage Allowance for new LED lighting to screen walls 13 T 5,500.00 71,000

880

m2

1,000.00

880,000

1 1

sum sum

50,000.00 30,000.00

50,000 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) Extra over for recessed glass boxes Allowance for lighting fixed in the recessed glass boxes 289 m2 650.00 187,700

1 1

sum sum

25,000.00 30,000.00

25,000 30,000

Total Platform

$1,661,200

BTY GROUP

Page No. 13

10.0 APPENDIX 1

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

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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

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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.

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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 TransLink Planning, August 2005 4/9

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 1250 Total Entering Main Station Total Exiting Main Station

Total Count

1000 750 500 250 0

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 Time Interval Daily Total 6:00 15:00 to to 9:00

18:00 1781

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0 8: 00 9: 00 10 :0 0 11 :0 0 12 :0 0 13 :0 0 14 :0 0 15 :0 0 16 :0 0 17 :0 0 18 :0 0 19 :0 0 20 :0 0 21 :0 0 22 :0 0 23 :0 0 0: 00 1: 00
Time Interval Start

00 6:

7: 0

East Entrance
ON OFF Total

West Entrance
ON OFF Total ON

TOTAL
OFF Total

5680 542

6123 1183 1536

11803 1725 3317

6032 1214 1528

4767 942 897

10799 11712 10889 22601 2156 2426 1756 3309 2125 2433 3881 5742

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Passengers Entering Main St Station, Average Weekday, by hour
1500 1250 East Entrance West Entrance 750 500 250 0

Total Count

1000

00

00

11

Passengers Exiting Main St Station, Average Weekday, by hour
1500 1250 East Exit West Exit

Total Count

1000 750 500 250 0

00

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:

TransLink Planning, August 2005

:0 0 11 :0 0 12 :0 0 13 :0 0 14 :0 0 15 :0 0 16 :0 0 17 :0 0 18 :0 0 19 :0 0 20 :0 0 21 :0 0 22 :0 0 23 :0 0 0: 00 1: 00
Time Interval Start

00

7:

10

9: 00

6:

8:

00

:0 0 12 :0 0 13 :0 0 14 :0 0 15 :0 0 16 :0 0 17 :0 0 18 :0 0 19 :0 0 20 :0 0 21 :0 0 22 :0 0 23 :0 0 0: 00 1: 00
Time Interval Start

00

00

7:

6:

8:

9:

10

:0

0

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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 ways depending on the direction of their connection.

Image 8: View of Station Entrance

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 waterdamaged underside of the SkyTrain guideway [Image 11] creates

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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 stairclimb 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.

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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.

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

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