Document Anaheim_doc_e9460f42ca

STATE COLLEGE BOULEVARD GRADE SEPARATION STATE COLLEGE BOULEVARD GRADE SEPARATION Submitted by: Submitted to: PROJECT STUDY REPORT June 2009 City of Anaheim DRAFT 100% STATE COLLEGE BOULEVARD GRADE SEPARATION STATE COLLEGE BOULEVARD GRADE SEPARATION Submitted by: In Association With: HDR Engineering, Inc. I Coast Surveying, Inc. Earth Mechanics, nc. Submitted to: PROJECT STUDY REPORT June 2009 DRAFT 100% DRAFT ---PAGE BREAK--- PROJECT STUDY REPORT State College Boulevard/SCRRA Grade Separation Location Map No Scale On Route State College Boulevard From Katella Avenue To 383 feet north of Howell Avenue This Project Study Report* has been prepared under the direction of the following registered civil engineer who attests to the technical information contained herein and the engineering data upon which recommendations, conclusions, and decisions are based. Juan Martin Diaz, P.E. Date Registered Civil Engineer CONCURRED BY: City Engineer Date * Prepared by JMD Project Site STATE COLLEGE BOULEVARD/ SCRRA CROSSING (M.P. 170.3) DRAFT 100% DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 i TABLE OF CONTENTS SECTION PAGE NO. 1. INTRODUCTION 1 2. BACKGROUND 3 3. NEED AND PURPOSE 4 4. PROJECT ALTERNATIVES 8 5. ANALYSIS OF PROPOSAL 19 6. SYSTEM PLANNING 29 7. HAZARDOUS MATERIAL/WASTE 29 8. TRANSPORTATION MANAGEMENT PLAN 30 9. ENVIRONMENTAL DOCUMENTATION 37 10. PERMITS 38 11. FUNDING AND SCHEDULING 38 12. FEDERAL INVOLVEMENT 40 13. AGENCY CONTACTS 40 FIGURES FIGURE 1 Aerial Map/Project Location Map 2 FIGURE 2 ARTIC Profile (UPRR Tustin Industrial Lead to Anaheim Station) 27 FIGURE 3 ARTIC-Anaheim Metrolink/Amtrak Station Platform Cross Section 27 DRAWINGS CP-01 Concept Plan - Overpass (Plan & Profile) CP-02 Concept Plan - Underpass (Plan & Profile) with Slopes and Retaining Walls CP-02S Concept Plan – Underpass (Plan & Profile) with Slopes Only CP-03.1 Concept Plan - Track Flyover (Plan & Profile) - Sheet 1 CP-03.2 Concept Plan - Track Flyover (Plan & Profile) - Sheet 2 CP-03.3 Concept Plan - Track Flyover (Plan & Profile) - Sheet 3 CP-04.1 Concept Plan - Trench (Plan & Profile) - Sheet 1 CP-04.2 Concept Plan - Trench (Plan & Profile) - Sheet 2 CP-04.3 Concept Plan - Trench (Plan & Profile) - Sheet 3 RW-01 Existing Right of Way Plan UT-01 Existing Utility Plan TD-01 Underpass - East Detour Concept TD-02 Underpass - West Detour Concept TM-01 Underpass – State College Blvd/Cerritos Av - Project Mitigation TM-02 Underpass – State College Blvd/Howell Av – Project Mitigation TM-03 Underpass – Howell Av/Sunkist St - Project Mitigation TM-04 Underpass – State College Blvd/Katella Av – Project Mitigation TM-05 Underpass – Katella Av/Howell Av – Project Mitigation TM-06 Underpass – Howell Av/Sunkist St – Road Closure TMP Mitigation TM-07 Underpass – Katella Av/Lewis St – Road Closure TMP Mitigation TM-08 Underpass – Katella Av/Howell Av – Road Closure TMP Mitigation UR-01 Underpass - Utility Realignment Plan DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 ii TABLE OF CONTENTS SECTION PAGE NO. TABLES TABLE 1 Year 2009 Trains Per Day 4 TABLE 2 Existing Conditions Level of Service 6 TABLE 3 Accident History 6 TABLE 4 Level of Service Definitions for Signalized Intersections 20 TABLE 5 Current Year (2008) Conditions Intersection LOS 21 TABLE 6 Implementation Year (2011) Conditions Intersection LOS 21 TABLE 7 Horizon Year (2030) Conditions Intersection LOS 22 TABLE 8 Horizon Year (2030) Conditions Intersection LOS with Improvements . 23 TABLE 9 Retaining Walls vs Slopes Analysis 25 TABLE 10 Initial Alternatives Screening 28 TABLE 11 Final Screening Summary 29 TABLE 12 Year 2011 Without Project Conditions Intersection LOS 32 TABLE 13 Year 2011 With Closure Conditions Intersection 33 TABLE 14 Year 2011 With Closure Conditions Intersection LOS w/Improvements 34 TABLE 15 Year 2011 Without Project Condition LOS 36 TABLE 16 Year 2011 With Bypass Road Condition LOS 37 TABLE 17 Funding Schedule 39 ATTACHMENTS ATTACHMENT 1 Off Site Hydrology Assessment Report ATTACHMENT 2 Traffic Analysis Report ATTACHMENT 3 Transportation Management Plan ATTACHMENT 4 Geotechnical Report ATTACHMENT 5 Advance Planning Study ATTACHMENT 6 Track Shoofly Plans ATTACHMENT 7 Environmental Documentation ATTACHMENT 8 Conceptual Cost Estimates ATTACHMENT 9 Retaining Walls vs Slopes Analysis DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 1 PROJECT STUDY REPORT 1. INTRODUCTION This Project Study Report proposes to define the concept of a grade separation of the State College Boulevard grade crossing at Milepost (M.P. 170.3) on the Orange Subdivision, owned by the Orange County Transportation Authority (OCTA) and operated and maintained by the Southern California Regional Rail Authority (SCRRA), with operating rights by the Burlington Northern Santa Fe (BNSF) and Union Pacific (UPRR) railroads, in the City of Anaheim, as illustrated in the attached aerial map/location map, on page 2. The proposed project consists of lowering State College Boulevard to cross under the existing SCRRA corridor, which currently consists of two mainline tracks. The proposed separation will be designed to meet future Year 2030 State College Boulevard traffic volumes and the future expansion of mainline tracks for Metrolink’s Expansion Program as well as Los Angeles to San Diego and San Luis Obispo (LOSSAN) and California High Speed Rail (CHSR) projects. In addition, the grade separation at State College Boulevard is an integral part of the Platinum Triangle development and the City of Anaheim’s proposed Anaheim Regional Transportation Intermodal Center (ARTIC), to be located adjacent to the current Anaheim Metrolink/Amtrak Station. Plans for this facility assume four tracks along the SCRRA corridor. A number of alternatives considered for the grade separation project were based on economically, environmentally, and physically feasible aspects of the project as a whole. The estimated project cost (in October 2008 dollars) for each alternative is outlined below and includes right-of-way, engineering/administration and escalation costs. • Alternative 1 (Roadway Overpass) $ 163,656,704 • Alternative 2A (Roadway Underpass – Road Closure)1 $ 91,879,051 • Alternative 2B (Roadway Underpass – Bypass Road)1 $ 118,111,054 • Alternative 3 (Track Flyover) $ 306,104,067 • Alternative 4 (Trench) $ 503,630,950 1Includes an annual operating-and-maintenance cost of $500,000 for 50 years (at 6% interest rate) that covers permanent groundwater dewatering as well as surface water and groundwater treatment. The net present value cost is $7,880,500. The grade separation project considers a possible full closure of State College Boulevard to expedite construction. Such closure will require the implementation of a Transportation Management Plan to provide adequate access and circulation to local and regional traffic destined for the City of Anaheim’s entertainment centers including Angel Stadium, Honda Center and Grove of Anaheim as well as major resort centers such as the Anaheim Convention Center and Disneyland Resort. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 3 This project was initiated by the City of Anaheim in 2005 and is currently planned to be funded with a combination of funding sources including: • Section 190 Grade Separation Funds administered by the California Public Utilities Commission (CPUC) • Proposition 1B Funds administered by the California Department of Transportation (Caltrans) • Measure M Funds administered by OCTA • SAFET-LU federal funds • Railroad (BNSF/OCTA) Cost Share • Local Funds 2. BACKGROUND The City of Anaheim’s current Master Plan for the Platinum Triangle specifies the separation of State College Boulevard from the SCRRA railroad tracks between Katella Avenue and Cerritos Avenue. State College Boulevard is classified as a major north- south arterial serving both local and regional traffic and is currently one of the most heavily used arterials in the City of Anaheim. This arterial carries approximately 26,100 vehicles per day including significant vehicular and truck traffic currently traveling between the Cities of Anaheim and Fullerton to the rest of the region. The presence of local industries in the vicinity of the project has resulted in significant truck traffic at the current rail crossing. The current presence of the Anaheim Stadium, Honda Center and Grove of Anaheim results in higher traffic volumes during entertainment events. In addition, current railroad operations have resulted in rail crossing delay due to the increasing number of intercity and commuter passenger trains along SCRRA’s Orange Subdivision over the past decade. The proposed project consists of providing a grade separation that meets standard design speeds, current and future traffic capacity, provides accessibility to pedestrians, and maintains adequate access to adjacent properties. The grade separation at State College Boulevard requires the Project’s CEQA clearance through an Environmental Impact Report, which is the same process, that other grade separations are required to follow when State and local funds are involved. This feasibility study encompasses State College Boulevard between Katella Avenue and Cerritos Avenue within the City of Anaheim’s approval jurisdiction. No right-of-way has been acquired to date for this project. Construction of the State College Boulevard Grade Separation Project is anticipated to start in early 2011 dependent on the availability of 100% funding. The City of Anaheim, OCTA, SCRRA and BNSF are committed to further developing the project but have not made specific commitments to fund the project until the proposed improvements are sufficiently defined and accounted for. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 4 Except for insufficient funding, no other issues have been identified to date to adversely impact the proposed project. Community Involvement Presently, there have been project-specific community meetings to discuss the proposed Platinum Triangle which includes the grade separation project. The Platinum Triangle Project is undergoing a formal environmental process including a public review period and CEQA clearance. The City of Anaheim, however, is committed to further developing this project following a fast-track schedule with current funding already identified for the project. 3. NEED AND PURPOSE Anaheim is one of the largest cities in Orange County. Although the City is nearly fully developed, several of the City’s arterials carry considerable local and regional traffic. A major component of the City’s traffic circulation patterns is railroad operations due to the presence of two major railroad corridors spanning the length of the City which include the Olive and Orange Subdivisions maintained by SCRRA. The Orange Subdivision serves as the main route for passenger (Metrolink and Amtrak) trains traveling to and from San Diego, Oceanside and downtown Los Angeles. The Olive Subdivision serves as the main route for BNSF freight trains traveling to and from San Bernardino, Stuart Mesa and National City. Current train and vehicle traffic volumes are expected to considerably increase as additional growth in the region, particularly along the Los Angeles-San Diego (LOSSAN) corridor increases. Train Data The Orange Subdivision currently carries 49 trains per day which are expected to increase significantly as early as 2009 due to Metrolink’s Expansion Program in Orange County intended to provide Metrolink service every 30 minutes. Metrolink’s Expansion Program is expected to increase the number of daily trains by 94% resulting in at least 95 trains per day as outlined in Table 1 below. Table 1 –Trains Per Day Provider 2008 Volumes Projected 2009 Volumes Northbound Southbound Total Metrolink 10 9 19 59 Amtrak 11 11 22 28 BNSF * * 8 8 Total Trains** 49 95 * Directional information is not available. Does not include future California High Speed Rail (CHSRA) trains. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 5 Furthermore, the Orange Subdivision is designated as a corridor to provide high speed rail service with the City of Anaheim serving as home to ARTIC designed as a major multimodal transportation hub for high speed, commuter, intercity and freight rail service in Orange County. Consequently, the amount of trains throughout the corridor is expected to significantly increase over the next 20 years as a result of major transportation and transit initiatives in Southern California. Traffic Data State College Boulevard carries approximately 26,100 average daily trips in both directions. As such, any disruption related to construction of a grade separation will require a carefully prepared traffic management plan considering the significance of State College Boulevard as a regional arterial through central Orange County. The City of Anaheim understands the significance of interrupting access along State College Boulevard and has considered a full road closure or bypass road options for the construction of the proposed grade separation. Consequently, this PSR includes a Traffic Management Plan (TMP) in Attachment 3 that provides recommended alternate routes based on the anticipated traffic volumes and required traffic patterns for each option. The following are eight key intersections, selected and concurred by City staff, for traffic detour analysis in the TMP: 1. Lewis Street and Cerritos Avenue 2. State College Boulevard and Cerritos Avenue 3. Sunkist Street and Cerritos Avenue 4. Sunkist Street and Howell Avenue 5. Lewis Street and Katella Avenue 6. State College Boulevard and Katella Avenue 7. Katella Avenue and Howell Avenue 8. State College Boulevard and Howell Avenue In addition to a TMP, this PSR includes a detailed traffic impact study designed to address before and after congestion levels at key intersections resulting by the proposed grade separation improvements. Key intersections were selected by City staff based on their proximity and capacity to handle local and regional traffic. These intersections include: 1. State College Boulevard/Cerritos Avenue 2. State College Boulevard/Howell Avenue 3. State College Boulevard/Katella Avenue 4. Sunkist Street/Cerritos Avenue 5. Sunkist Street/Howell Avenue 6. Katella Avenue/Howell Avenue DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 6 Level of service (LOS) analysis was conducted and detailed in the Traffic Impact Analysis Report included in Attachment 2. Table 2 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection, for current year conditions. Table 2 – Existing Conditions Level of Service Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS State College Boulevard/Cerritos Avenue 0.44 A 0.43 A Sunkist Street/Cerritos Avenue 0.35 A 0.39 A State College Boulevard/Howell Avenue 0.37 A 0.45 A Sunkist Street/Howell Avenue* 7.2 sec A 5.1 sec A State College Boulevard/Katella Avenue 0.59 A 0.61 B Howell Avenue/Katella Avenue 0.47 A 0.51 A * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. Accident Data Accident data, over the past 10 years, for State College Boulevard was obtained from Orange County Transportation Authority (OCTA) and verified with the Southern California Regional Rail Authority (SCRRA), California Public Utilities Commission (CPUC), and Federal Railroad Administration (FRA) accident data bases. According to the findings, there have been two accidents at this location as summarized in Table 3 below. Table 3 – Accident History Date Source Accident Type Fatal Injured Total 8/3/98 City of Anaheim Traffic Engineering Department Vehicle/Train 0 1 1 10/17/00 Department of Transportation Federal Railroad Administration Pedestrian/Train 1 0 1 Environmental Constraints The proposed project will encounter several environmental constraints associated with the Platinum Triangle including the grade separation of State College Boulevard. These anticipated constraints include construction and permanent impacts involving noise, visual, air quality, access, etc. The Platinum Triangle is undergoing CEQA environmental clearance to result in a Notice of Determination (NOD) and City Council resolution. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 7 In addition to environmental constraints, construction of the proposed bridge and roadways will require grading, and cut and fill activities. This earth disturbance has the potential to cause erosion, storm runoff, and sedimentation adjacent to the proposed project. In addition, the bridge structures have the potential to affect the visual quality of the area. However, in the case of the preferred alternative, visual impacts and sensitive design elements, including concrete fascia, berms and landscaping, will be incorporated upon further development into the project at the design stage to avoid or mitigate significant visual or aesthetic impacts. The proposed project, like most facilities in Orange County, is located within a seismically active zone. A geotechnical report, included in Attachment 4, was developed, based on available data of other projects in the area, for two of the alternatives, namely, the overpass and underpass options. Prior to design, a detailed geotechnical investigation, based on actual borings within the proposed project site, will need to be conducted to address design criteria and construction methods to be employed in addressing seismic hazard issues. New grade separations, including the proposed State College Boulevard grade separation, must meet all current State seismic design standards. Economic Constraints The potential exists for the partial or full acquisition of existing business properties in the area of the proposed project. Two of the alternatives overpass and underpass) evaluated will require the acquisition of additional right-of-way, primarily for slopes, temporary construction easements, and to maintain access to surrounding business. Relocation as well as goodwill costs are an integral part of the Projects right-of-way element and have been included in these alternatives’ conceptual cost estimates included in Attachment 8. Minimizing right-of-way impacts will be a major consideration in determining the recommended project alternative. Historical Constraints A review of the existing structures along State College Boulevard indicates the possible presence of buildings that were constructed prior to 1955. An architectural historical survey report was likely prepared in conjunction with the preparation of environmental documents to verify the potential impacts to historic properties along the corridors. The survey report typically identifies necessary mitigation measures that often take the form of documenting the history of impacted structures; the intended use(s) after construction and subsequent uses. Each of the alternatives being reviewed could impact adjacent properties and possibly historical buildings, if any. In some cases, existing railroad tracks may have a historical character. A historical survey in the EIR should ascertain the historical nature of the existing railroad tracks particularly if trackwork improvements are required. In summary, the Platinum Triangle environmental analyses have not found any impacts to existing historical buildings or tracks. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 8 4. PROJECT ALTERNATIVES State College Boulevard Four grade separation alternatives were considered for State College Boulevard. Of these four, the Roadway Underpass was further analyzed to accommodate appropriate traffic detour options, resulting in two separate underpass alternatives. Consequently, the alternatives analyzed in this report are: 1. Roadway Overpass 2A. Roadway Underpass – Road Closure 2B. Roadway Underpass – Bypass Road 3. Track Flyover 4. Trench A general evaluation was conducted for the above alternatives followed by a screening to identify the most feasible alternatives for further consideration. A second screening, consisting of a more detailed analysis right of way, traffic staging, etc.) was then conducted for the feasible alternatives that passed the first screening to select the preferred alternative. Determining the most feasible rail/highway grade separation alternative requires review of many critical factors for feasibility. These factors include: vertical and horizontal clearances; impacts to adjacent roadway and railroad facilities; utility impacts and requirements; right of way impacts; and approximate costs. In the case of State College Boulevard, horizontal and vertical clearances are dictated by design criteria established by the Southern California Regional Rail Authority (SCRRA) otherwise known as Metrolink. Roadway alignments are based on Caltrans highway design requirements in accordance with City requirements for State College Boulevard. Although this Project Study Report is prepared in a format that meets Caltrans requirements, State College Boulevard, formerly State Route 250, does not involve the analysis of any State right-of- way or facilities. The Orange County Transportation Authority (OCTA) currently owns the Orange Subdivision that crosses State College Boulevard. The railroad corridor has several unique challenges including a maximum operating speed of 79 mph for passenger and 50 mph for freight trains. The alignment consists of a double tracked mainline on a one degree curve, superelevation of 1.5 inches and several fixed facilities nearby including the Union Pacific Railroad’s (UPRR) Marlbough Industrial Spur diamond crossing and interchange tracks to the north as well as the Katella Avenue underpass and Anaheim Stadium Metrolink/Amtrak Station to the south. Such facilities require careful evaluation to avoid any interruption of service within the railroad corridor. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 9 State College Boulevard has numerous utilities within the proposed project limits. Among these utilities are a 15” City-owned sewer main and a 39" trunk sewer main owned by the Orange County Sanitation District. In addition, there is one 18" water main, one underground 12Kv electric transmission main, telephone line, 6" gas main and cable television lines. The Orange Subdivision has numerous utilities including SCRRA’s signal houses and conduits as well as one MCI fiber optic and Metrolink spare conduit within the railroad right-of-way. Metrolink is particularly sensitive in this area due to the presence of two railroad control points at CP College and CP Stadium within close proximity of each other. As a result, any grade separation concept will require careful planning and staging of proposed improvements to avoid interruption of railroad signal facilities which are vital to railroad operations. The grade separation of State College Boulevard is an integral part of the Platinum Triangle, a major 820-acre development, which requires environmental clearance through the California Environmental Quality Act (CEQA) approval. The City of Anaheim has thus designated State College Boulevard as a primary arterial with an ultimate right- of-way width of 144 feet in accordance with the Platinum Triangle Master Plan. Alternative 1 (Roadway Overpass) Project Description This alternative, illustrated in Drawing CP-01 (included in the Drawings section of this report), proposes to construct a roadway overpass across the SCRRA track corridor and raise the intersection of Katella Avenue. The proposed bridge would accommodate three lanes in each direction, a 16-foot wide median, and left turn pocket at the intersection of Katella Avenue. The bridge would be designed to accommodate a design speed of 45 mph as required by the City which adopts Caltrans highway design standards for State College Boulevard. The proposed bridge would provide a vertical clearance of 24 feet above the SCRRA tracks in accordance with SCRRA’s overhead design criteria. Due to the proposed raised alignment of State College Boulevard, cul- de-sacs will be required at Howell Avenue and Wright Circle thus modifying current traffic patterns in the project area. Advantages This alternative provides several benefits to the existing crossing. First of all, this alternative eliminates the at-grade rail/roadway interface and provides a vehicular speed of 45 mph along State College Boulevard. Further, this alternative avoids costly railroad improvements including a temporary shoofly and reconstruction of related railroad facilities. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 10 Disadvantages This alternative presents various disadvantages. First of all, this alternative would require extensive right-of-way acquisition due to the impairment of access to adjacent properties. Secondly, this alternative would possibly result in visual impacts to local properties along State College Boulevard. Thirdly, this alternative would require significant changes to traffic patterns and detours due to the necessary closure of Howell Avenue and Wright Circle as well as construction staging due to the need to raise the existing intersection of State College Boulevard and Katella Avenue. Right-of-Way Requirements: This alternative will require a significant amount of right-of-way acquisition and involve facilities owned by private property owners. Relocation as well as goodwill costs are anticipated based on similar projects within the City. Temporary construction easements will also be needed to accommodate the construction of not only the permanent improvements but temporary construction of detour routes particularly at Katella Avenue. Utilities: This alternative will require the relocation of several utilities within State College Boulevard due to proposed embankment needed for the proposed overpass which would prevent access to existing utilities. The utilities needing relocation include 15" and 39" sewer mains, one 18" water main, one underground 12Kv electric transmission line, telephone, cable television, and a 6" gas main, all currently within State College Boulevard. A temporary at-grade crossing with CPUC Std. No. #9A’s (gates with cantilever signals) will be required to allow construction of a new bridge if a bypass road is considered for construction. Due to the amount of utilities and agencies involved, early coordination and development of agreements must be started as soon as possible to avoid costly project delays. Project Cost: The cost summary, detailed in Attachment 8, for this alternative is as follows: Item Estimated Cost Roadway Construction $ 22,667,100 Structure Construction $ 18,914,700 Real Estate/ROW Acquisition1 $ 79,256,700 Engineering (ADM, DES, CM) $ 10,395,450 RR Permitting/Flagging/Inspection $ 1,039,545 Escalation per year between 2009-2012) $ 31,383,209 Alternative 1 (Roadway Overpass) Total Project Cost2 $ 163,656,704 1 Includes estimated property and relocation assistance costs. 2 Includes escalation. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 11 Alternative 2A (Roadway Underpass – Road Closure) Project Description This alternative proposes to construct a 6-lane roadway underpass beneath the existing SCRRA corridor by completely closing State College Boulevard and detouring traffic to nearby streets. The proposed underpass begins at the north side of Katella Avenue and ends within 400 feet north of Howell Avenue. The proposed roadway alignment accommodates a 45 mph design speed in accordance with Caltrans highway design requirements and maintains access to Howell Avenue including a new entrance and leg of the State College Boulevard/Howell Avenue intersection. The roadway alignment is designed to clear an ultimate four-track bridge structure although the City would only by required to initially construct a two-track bridge with the substructure foundation and supports) for four tracks. This alternative will require a two-track shoofly which has been coordinated and conceptually agreed upon with SCRRA/Metrolink staff. Due to the proposed roadway alignment, a combination knuckle and cul-de-sac will be necessary at Wright Circle to maintain access to the storage facility located immediately south of the railroad corridor. A new pump station is provided at the side of the underpass to mitigate storm water runoff caught by proposed catch basins at the sump of the underpass with a new discharge storm drain system extending south of Katella Avenue. Due to the lack of a storm drain system on State College Boulevard and sufficiently sized storm drain systems in the area, the new storm drain discharge line will need to extend to a new storm drain proposed for the Platinum Triangle south of Katella Avenue. Gravity type utilities, such as the 15” sewer and 39” trunk sewer lines will be relocated behind the proposed retaining walls and bridge abutments on the east side of State College Boulevard to maintain current lateral connections to properties on the east side. According to record data, there are no existing sewer laterals on the west side of State College Boulevard between Howell Avenue and Katella Avenue. SCRRA, Amtrak, BNSF and UPRR rail traffic would be rerouted by constructing a double track shoofly south of the existing tracks. The south side was selected to minimize impacts to the UPRR railroad interchange to the north as well as allowing for a higher passenger speed through the shoofly track. The UPRR interchange alignment includes a small yard (side track with cross-over) that is occasionally used for interchange between UPRR and BNSF. The shoofly would be designed to provide operating speeds of 70 mph for passenger trains and 50 mph for freight trains during construction while matching the permanent speed restriction at the diamond at CP College. This minor speed restriction, especially as it is located near a station, will not require any additional running time in the passenger schedules. Even if a train was operating in express service, by-passing the Anaheim Stadium Metrolink/Amtrak Station, the speed restriction on the shoofly would not materially affect the overall running time of the train. Once the first half of the bridge has been constructed, rail traffic would be shifted to it, and the southern half of the bridge constructed. A short segment of temporary track would be constructed to connect the UPRR track to the SCRRA track. Traffic closure and slope options are further analyzed in Section 5, Analysis of Proposal, for this alternative. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 12 Advantages This alternative, illustrated in Drawing CP-02 (included in the Drawings section of this report), maintains access to East Howell Street while reducing the potential for visual impacts. Additionally, this alternative becomes more feasible if State College Boulevard can be completely closed during construction. This alternative also requires less right of way than the overpass alternative. In addition, the City previously conditioned the developer of the current mixed use development located at the southwest corner of State College Boulevard and Wright Circle to design and construct current buildings with retaining walls along State College Boulevard in anticipation of the underpass project resulting in some cost savings for the underpass project. Disadvantages Although this alternative provides a key benefit of separating vehicular and rail traffic, it creates other disadvantages. First of all, this alternative impacts existing access to adjacent properties resulting in the need for right-of-way acquisition. Access to local businesses, especially to the north of the project, will be lost during construction, and it appears that property takes will be required to accommodate the wider 144 ft right of way section of State College Boulevard, a 9-ft wide utility easement on the eastside and temporary construction easements on both sides of State College Boulevard and Howell Avenue. The buildings on the northeast and southwest quadrants will need to be acquired as part of the project. The businesses themselves may have to be relocated. The storage business located on the southwest quadrant can remain with the proposed access road extension from Wright Circle. In addition, there are several intersections that will require widening and partial right of way acquisition to adequately accommodate detoured traffic during construction. These intersections include: • State College Boulevard/Cerritos Avenue • State College Boulevard/Howell Avenue • State College Boulevard/Katella Avenue • Katella Avenue/Howell Avenue • Katella Avenue/Lewis Street Another disadvantage is the temporary disruption of railroad operations and related costs during construction. Although the proposed shoofly will maintain current operating speeds, required cutovers between existing tracks and shoofly tracks will partially interrupt operations. In addition, shoofly track and related railroad signal improvement costs are significant. Right-of-Way Requirements: This alternative will require partial and full property acquisition due to the loss of access as a result of the underpass alignment. Three full takes have been identified with DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 13 several partial takes required to widen State College Boulevard to the ultimate width of 144 feet. In addition, a 9-ft wide utility easement will be needed on the east side to relocate two sewer mains while a new pump station at the southwest quadrant of the crossing will require additional right of way. Utilities: This alternative will require the relocation of a 15" City-owned sewer main and a 39" trunk sewer main owned by OCSD. Permanent sewer relocation can be provided by realigning the existing sewers to the east side to maintain lateral connections and gravity flow. Due to the lack of a storm drain on State College Boulevard, a new pump station is necessary at the southwest quadrant along with a discharge pipe from the pump station to the Platinum Triangle’s proposed 36” storm drain along State College Boulevard beginning at a point between Katella Avenue and Gene Autry Way. In addition, one 18" water main, one underground 12Kv electric transmission main, telephone, cable television, and 6" gas main will also need to be relocated within the street to the lowered depth. Considerations for Bridge Type Selection: The superstructure type that was selected is steel rolled beam spans with a steel deck and waterproofing. The substructure is precast concrete pile caps on 36" diameter Cast- In-Drilled-Hole (CIDH) piles in steel shells. The bent is on 72” CIDH piles. The following is the basis for the selection of the structure type in accordance with the geotechnical report prepared for the project and included in Attachment No. 4: 1. The span that were used are two 68 spans, based on clearing the roadway and sidewalk limits in addition to spanning a portion of the 2.5:1 slope area. This would make the opening of the structure more airy for pedestrians and would minimize the height of the abutments and retaining walls. 2. The choice of steel structure type was based on the following considerations: The skew of State College to the railroad is approximately 28 degrees. Based on our past experience of design of concrete box girder spans of this length, any skew of greater than 20 degrees creates torsional and load distribution issues that may be difficult to overcome. AREMA recommends that if the skew of the structure exceeds 15 degrees, then a steel structure should be used instead of concrete box girders. Concrete bulb tees could have been used based on the skew; however, the depth of the structure would be approximately 3 feet deeper and would result in significant additional costs in retaining walls and roadway excavation. The use of rolled beams provides flexibility during the construction phase. Based on past order-of-magnitude construction cost estimates in similar situations it has been determined that the difference in construction cost of steel versus concrete spans for this type of structure have not been significant. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 14 The steel bridge superstructure would be lighter than a concrete superstructure, thus providing opportunity to reduce the depth of CIDH piles and use lighter pile caps. The increased cost of superstructure may be offset by the decreased cost of substructure due to decreased superstructure weight/loadings. 3. The use of precast concrete caps allows for shorter construction phases. 4. A steel deck instead of a concrete deck minimizes the depth of the structure for the reasons stated above and also reduces the duration of construction. 5. The minimum clearance from roadway to bridge fascia is 16-6" per SCRRA’s standard design criteria. Project Cost The cost summary, detailed in Attachment 8, for this alternative is as follows: Item Estimated Cost Roadway Construction $ 26,130,700 Structure Construction $ 14,191,800 Real Estate/ROW Acquisition1 $ 17,555,700 Engineering (ADM, DES, CM) $ 10,080,625 RR Permitting/Flagging/Inspection $ 1,008,063 Escalation per year between 2009-2012) $ 15,031,663 Operations and Maintenance $ 7,880,500 Alternative 2A (Underpass – Road Closure) Total Project Cost2 $ 91,879,051 1 Includes estimated property and relocation assistance costs. 2 Includes escalation as well as annual maintenance and operating cost of $500,000 for 50 years (at 6% interest rate) that covers permanent groundwater dewatering as well as surface water and groundwater treatment. The net present value cost is $7,880,500. Alternative 2B (Roadway Underpass – Bypass Road) Project Description Like Alternative 2A, Alternative 2B proposes to construct a 6-lane roadway underpass beneath the existing SCRRA corridor. Alternative 2B, however, provides a bypass road adjacent to the construction area along State College Boulevard. Advantages This alternative, illustrated in Drawings CP-02, TD-01 and TD-02 (included in the Drawings section of this report), offers the same advantages as Alternative 2A. Unlike Alternative 2A, however, Alternative 2B maintains access to remaining businesses along State College Boulevard without impacts to adjacent streets and intersections. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 15 Disadvantages Alternative 2B offers the same disadvantages as Alternative 2A with the exception of avoiding right of way impacts associated with intersection widening and partial right of way acquisition to adequately accommodate detoured traffic during construction at: • State College Boulevard/Cerritos Avenue • State College Boulevard/Howell Avenue • State College Boulevard/Katella Avenue • Katella Avenue/Howell Avenue • Katella Avenue/Lewis Street Alternative 2B, however, will require right of way acquisition along State College Boulevard to accommodate the bypass road for detour purposes. Right-of-Way Requirements: This alternative will require the same right of way acquisition proposed by Alternative 2A for the underpass alignment. However, unlike Alternative 2A which requires partial right of way acquisition at five intersections for detour purposes, Alternative 2B requires right of way acquisition along State College Boulevard to accommodate the proposed bypass road for detour purposes. Utilities: This alternative involves the same utilities and related improvements as those proposed by Alternative 2A. Project Cost The cost summary, detailed in Attachment 8, for this alternative is as follows: Item Estimated Cost Roadway Construction $ 32,923,400 Structure Construction $ 18,359,100 Real Estate/ROW Acquisition1 $ 25,026,900 Engineering (ADM, DES, CM) $ 12,820,624 RR Permitting/Flagging/Inspection $ 1,282,063 Escalation per year between 2009-2012) $ 19,818,467 Operations and Maintenance $ 7,880,500 Alternative 2B (Underpass – Bypass Road) Total Project Cost2 $ 118,111,054 1 Includes estimated property and relocation assistance costs. 2 Includes escalation as well as annual maintenance and operating cost of $500,000 for 50 years (at 6% interest rate) that covers permanent groundwater dewatering as well as surface water and groundwater treatment. The net present value cost is $7,880,500. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 16 Alternative 3 (Track Flyover) Project Description This alternative, illustrated on Dwg. Nos. CP-03.1 through CP-03.3, proposes to construct a track flyover consisting of a railroad bridge spanning across State College Boulevard without depressing State College Boulevard and maintaining the current design speed along the arterial. The bridge would have a center support within the current median along State College Boulevard. The proposed improvements would include roadway, trackwork, railroad signal, bridge, station platform relocation, and utility relocation improvements. Advantages This alternative separates the existing at-grade crossing with minimal disruption to existing roadway traffic. Disadvantages This alternative has several disadvantages. First, it requires extensive reconstruction of the existing SCRRA railroad corridor Orange Subdivision) infrastructure and replacement of the existing UPRR diamond crossing and adjoining trackwork. It is estimated that at least 7,200 feet of SCRRA’s corridor would require reconstruction including track, railroad signal, grading, drainage, utility, shoring, bridge, and retaining wall improvements. Also, it is anticipated that current access to UPRR trains from UPRR’s Santa Ana Industrial Lead to the Orange Subdivision would be interrupted. Furthermore, the maximum track grade requirement of one percent combined with the presence of existing conflicting facilities, such as the SCRRA/UPRR track diamond, Katella Avenue underpass, Anaheim Stadium Metrolink/Amtrak Station and Lewis Street underpass would result in extensive realignment and railroad corridor reconfiguration which is likely unacceptable to railroad entities who would be concerned about clearances, horizontal and vertical alignments as well as disruption of increasing railroad operations that could significantly impact time sensitive passenger and freight service. In addition, this alternative would likely complicate or conflict with future high speed rail corridor improvements. Second, this alternative is extremely costly due to SCRRA’s and UPRR’s extensive requirements. Many of these facilities including the Anaheim Stadium Metrolink/Amtrak station would require costly relocation. Third, from an environmental perspective, this alternative may result in significant visual impacts to properties adjacent to SCRRA’s Orange Subdivision within the City of Anaheim. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 17 Right-of-Way Requirements: This alternative, consisting of mostly aerial structures with abutments and retained embankment at each end, is not anticipated to require significant right-of-way because most of the improvements would be contained within the SCRRA corridor. Utilities: This alternative would require relocation of existing railroad signal equipment as well as fiber optic lines within the railroad corridor. Project Cost: The cost summary, detailed in Attachment 8, for this alternative is as follows: Item Estimated Cost Roadway Construction $ 28,732,200 Structure Construction $ 165,164,400 Real Estate/ROW Acquisition1 $ 6,770,300 Engineering (ADM, DES, CM) $ 48,474,150 RR Permitting/Flagging/Inspection $ 4,847,415 Escalation per year between 2009-2012) $ 52,115,602 Alternative 3 (Track Flyover) Total Project Cost2 $ 306,104,067 1 Includes estimated property and relocation assistance costs. 2 Includes escalation. Alternative 4 (Trench) Project Description This alternative proposes a railroad trench beneath State College Boulevard within OCTA’s Orange Subdivision. A railroad trench consists of a lowered or fully depressed railroad corridor which crosses beneath existing roadways, railroads, channels and other facilities. Unlike Alternative 3, this alternative proposes to lower the existing SCRRA tracks by nearly 30 feet directly under State College Boulevard. Lowering the trackway avoids significant impacts to State College Boulevard including access to nearby properties. The proposed improvements would include roadway, traffic signal, trackwork, railroad signal, intersection, bridge, station platform relocation, station underpass, and utility relocation improvements. This alternative, illustrated in Dwg. Nos. CP-04.1 through CP-04.3, proposes to reconstruct approximately 9,343 linear feet of SCRRA’s main lines while impacting an existing spur track/UP interchange yard located immediately west of State College Boulevard. The proposed trackwork improvements include a two track shoofly, permanent tracks, grading, utility relocation, railroad signal relocation and grade crossing removal. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 18 Advantages The primary advantages of this alternative include the separation from the SCRRA railroad tracks and maintaining access to adjacent businesses along both sides of State College Boulevard. Maintaining access and avoiding significant right of way acquisitions are two unique advantages of this alternative. In addition, this alternative avoids the visual impact associated with Alternative 1 (Roadway Overpass) and Alternative 3 (Track Flyover) at State College Boulevard. Disadvantages The disadvantages of this alternative include the high cost related to depressing the trackway, modifying adjacent rail/highway grade separations (e.g. Katella Avenue and Lewis Street) as well as modifying the Anaheim Stadium Metrolink/Amtrak Station. More specifically, depressing the trackway would require track, railroad signal, shoring, grading, drainage, utility, bridge and retaining wall improvements to accommodate interim SCRRA’s required two-track shoofly) and permanent improvements. This alternative would likely result in significant hauling between the trench and nearby construction staging/storage areas. Similar trench projects, such as the Alameda Corridor Project, experienced as many as 100 hauling trips per day by trucks on local streets. Finally, like Alternative 3, this alternative would not likely be acceptable to the SCRRA who would be concerned about horizontal and vertical alignment concerns and disruption of increasing railroad operations that could impede sensitive passenger and freight service. Right-of-Way Requirements: This alternative, consisting of mostly of a track depression, is anticipated to require significant right-of-way due to its length, retaining walls and construction staging requirements such as bypass roads at each proposed bridge crossing. Construction easements for retaining wall construction are also anticipated. Utilities: This alternative would require relocation of existing railroad signal equipment as well as fiber optic lines within the railroad corridor. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 19 Project Cost: The cost summary, detailed in Attachment 8, for this alternative is as follows: Item Estimated Cost Roadway Construction $ 199,119,300 Structure Construction $ 106,812,000 Real Estate/ROW Acquisition1 $ 27,081,200 Engineering (ADM, DES, CM) $ 76,482,825 RR Permitting/Flagging/Inspection $ 7,648,283 Escalation per year between 2009-2012) $ 86,487,342 Alternative 4 (Trench) Total Project Cost2 $ 503,630,950 1 Includes estimated property and relocation assistance costs. 2 Includes escalation. No Build Alternative The no-build alternative includes maintaining the existing State College Boulevard/SCRRA rail crossing. The costs associated with this alternative include accidents and delay. Other Alternatives Considered Currently, there are no other alternatives considered. Non-Standard Design Features Exceptions from advisory and mandatory Caltrans or City design standards will not be required for this project. All proposed improvements are designed to meet City of Anaheim, Caltrans and SCRRA’s design standards, unless noted otherwise in this report. 5. ANALYSIS OF PROPOSAL Traffic Impacts The City of Anaheim initiated the analysis of grade separation improvements along State College Boulevard, a project which is part of the City’s General Plan, in an effort to accommodate future growth resulting from continued development within the City including the Platinum Triangle. A Traffic Analysis Report was, therefore, prepared to address the traffic impacts associated the separation of State College Boulevard and OCTA’s Orange Subdivision. The Traffic Analysis Report is included in Attachment 2 in this report. Methodology The traffic study was prepared using Intersection Capacity Utilization (ICU) methodology, which provides an output value that represents a volume-to-capacity ratio. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 20 For stop controlled intersections, a Level of Service (LOS) was evaluated using stop- controlled methodologies from the 2000 Highway Capacity Manual. For this methodology, conditions are based upon intersection delay, defined as the average delay experienced by users of the intersection who must stop or yield to free-flow through traffic. This method uses a "gap acceptance" technique to predict driver delay. This methodology is applicable to unsignalized intersections on major streets where there is potential for crossing difficulty from the minor approaches due to heavy traffic volumes on the major approaches. The ability of a roadway or intersection to accommodate vehicular traffic can be measured by dividing the actual or projected volume of a roadway segment or intersection by its theoretical capacity. The result is known as the volume-to-capacity (V/C) ratio. The ratio can be determined for daily or peak periods. Peak hour capacity calculations give the most accurate picture of the level of congestion experienced by a motorist. The result is described in terms of levels of service (LOS). LOS is a measure that describes traffic conditions at intersections, ranging from LOS for free-flow or excellent conditions, to LOS for roadways or intersections that are overloaded or operating above capacity. Generally, LOS D is the lowest acceptable operating condition. A complete description of the LOS designations is provided in Table 4 on the following page. Table 4 - Level of Service Definitions for Signalized Intersections LOS Volume to Capacity Ratio Description of Traffic Conditions A 0.000-0.600 Excellent No vehicle waits longer than one red light and no approach phase is fully used. B 0.601-0.700 Very Good An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted within groups of vehicles. C 0.701-0.800 Good Occasionally, drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D 0.801-0.900 Fair Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E 0.901-1.000 Poor Represents the most vehicles that intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F >1.000 Failure Backups from nearby intersections or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasing queue Sources: Los Angeles City Metropolitan Transportation Authority, "1997 Congestion Management Plan for Los Angeles City," November, 1997; Transportation Research Board, "Interim Materials on Highway Capacity, Transportation Research Circular No. 212, January, 1982. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 21 Table 5 below provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection, for current year conditions. Table 5 – Current Year (2008) Conditions Intersection LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS State College Boulevard/Cerritos Avenue 0.44 A 0.43 A Sunkist Street/Cerritos Avenue 0.35 A 0.39 A State College Boulevard/Howell Avenue 0.37 A 0.45 A Sunkist Street/Howell Avenue* 7.2 sec A 5.1 sec A State College Boulevard/Katella Avenue 0.59 A 0.61 B Howell Avenue/Katella Avenue 0.47 A 0.51 A * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. The data in Table 5 above indicates that all of the study intersections operate at acceptable LOS values under current year (2008) conditions during all of the analyzed peak periods. Table 6 – Implementation Year (2011) Conditions Intersection LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS State College Boulevard/Cerritos Avenue 0.52 A 0.51 A Sunkist Street/Cerritos Avenue 0.43 A 0.46 A State College Boulevard/Howell Avenue 0.43 A 0.58 A Sunkist Street/Howell Avenue* 9.0 sec A 7.8 sec A State College Boulevard/Katella Avenue 0.82 D 0.82 D Howell Avenue/Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, following the Highway Capacity Manual method. As indicated in Table 6 above, all of the study intersections operate at acceptable LOS values under this scenario during all of the analyzed peak periods. Table 7 summarizes the LOS values at the study intersections for this scenario. Intersections operating at unacceptable levels of service, LOS E or F, are indicated by bold text within the table. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 22 Table 7 – Horizon Year (2030) Conditions Intersection LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS State College Boulevard/Cerritos Avenue 0.90 E 0.91 E Sunkist Street/Cerritos Avenue 0.89 D 0.90 C State College Boulevard/Howell Avenue 0.74 C 1.23 F Sunkist Street/Howell Avenue* 63.3 sec F 246.5 F State College Boulevard/Katella Avenue 1.04 F 1.00 E Howell Avenue/Katella Avenue 0.71 C 1.19 F * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, following the Highway Capacity Manual method. As shown in Table 7 above, five intersections are anticipated to operate at an unacceptable LOS during the Horizon Year (2030) condition. The intersections were evaluated with proposed improvements to bring the LOS to acceptable levels. The evaluation is described below. State College Boulevard and Cerritos Avenue: • provide 1 exclusive eastbound right turn lane • provide 1 exclusive westbound right turn lane State College Boulevard and Howell Avenue • provide 1 exclusive northbound right turn lane • provide 1 additional westbound left turn lane (total of 2) Sunkist Street and Howell Avenue • new traffic signal • provide 1 exclusive westbound right turn lane State College Boulevard and Katella Avenue: • provide 1 exclusive northbound right turn lane • provide 2 exclusive southbound right turn lanes by replacing 1 southbound through lane into a right turn lane Howell Avenue and Katella Avenue: • provide 2 exclusive southbound right turn lanes • provide 1 additional westbound through lane (total of 4) • provide 1 exclusive westbound right turn lane DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 23 Table 8 below summarizes the LOS values at the study intersections for this scenario. Table 8 – Horizon Year (2030) Conditions Intersection LOS with Improvements Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS State College Boulevard/Cerritos Avenue 0.80 D 0.84 D State College Boulevard/Howell Avenue 0.54 A 0.86 D Sunkist Street/Howell Avenue 0.82 D 0.84 D State College Boulevard/Katella Avenue 1.00 E 0.88 D Howell Avenue/Katella Avenue 0.63 B 0.78 C As shown in Table 8 above, all of the intersections will operate at acceptable LOS during the Horizon Year (2030) with the proposed improvements implemented. Land Use Impacts All of the alternatives covered in this analysis will impact existing land use and access of several existing businesses and railroad corridor users located within the project limits. The following is a summary of the potential land use impacts associated with grade separation alternatives for State College Boulevard: Roadway Realignment The overpass and underpass will require full and partial acquisition of the existing industrial, commercial and other sites along each side of State College Boulevard to each side of the grade crossing. Hydrology A concise hydrology assessment was conducted to verify current hydrology/hydraulic needs of the project site. The hydrology assessment, included in Attachment 1, confirmed the absence of a storm drain system along State College Boulevard near OCTA’s Orange Subdivision. In addition, the assessment determined that a 21” RCP pipe would be required to handle the tributary area of State College Boulevard for the overpass and underpass alternatives. The proposed pipe would require a new pump station at the southwest quadrant of the crossing and extend southerly along State College Boulevard to connect to a new 36” RCP pipe, proposed for the Platinum Triangle, which will begin at a point between Katella Avenue and Gene Autry Way. Full vs Partial Closure The underpass, overpass and trench alternatives require appropriate traffic control options including consideration of a road closure, bypass road and staged construction. A road closure requires the complete closure of the crossing area to prevent traffic from crossing the railroad corridor. Limited access may still be allowed to local businesses in the area. Alternate detour routes to parallel streets with sufficient traffic capacity would be required. The primary benefits of the full closure are schedule and cost reduction. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 24 The primary impact includes possible congestion to nearby intersections along each detour route. Another traffic detour option consists of providing a Bypass Road immediately adjacent to the construction zone. Limited accessibility is maintained to nearby business. However, in many cases, this option requires right of way acquisition and a temporary grade crossing to accommodate the bypass road. The primary benefit of the bypass road is providing traffic access without significantly impacting adjacent streets. The primary impacts are delays due to roadway and temporary grade crossings improvements required as well as the need for possibly costly right of way acquisition. Schedule delays can extend a two-year project to possibly three years. Stage construction involves closing the primary roadway in halves to allow construction of a proposed grade separation. This type of traffic measure provides limited access through the construction zone and often requires alternative route detours to sufficiently handle traffic capacity, particularly for major arterials. The primary benefit of this traffic detour option is that it often avoids right of way acquisition. The primary impacts include schedule delays and cost, particularly for rail/highway grade separations, which require bridge structures to be built in quarters due to shoofly track requirements. Delays can result in a typical two-year project to be constructed in three to four years. Consequently, this option is the least preferred in many cases. Considering that State College Boulevard is a major arterial, the most feasible options for traffic detouring are the road closure and bypass road options. The road closure option requires rerouting traffic to Lewis Street and Howell Avenue to the west and east, respectively. The bypass road option requires diverting traffic to the east or west. After careful review and analysis, the bypass road is best aligned to the west for the following reasons: • Avoid costly right of way acquisition at the southwest quadrant. • Avoid less right of way acquisition since the property at the southwest quadrant will require acquisition for a proposed pump station. These two options are further analyzed in the Transportation Management Plan included in Attachment 3. Shoofly A temporary shoofly will be required for the underpass, track flyover and trench alternatives. Construction sequencing will be critical to properly phase construction without interrupting railroad operations. Meetings with SCRRA/Metrolink staff have resulted in the development of workable railroad construction phasing diagrams applicable to the underpass which are included in Attachment 6. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 25 Bridge Structure The overpass and underpass alternatives will distinct bridge structures. The overpass would likely require a precast concrete bridge spanning the entire width of the railroad corridor. Abutments would likely include Mechanically Stabilized Earth (MSE) retaining walls. The underpass would require steel rolled beam spans with a steel deck and waterproofing. This type of bridge allows for a shallow bridge depth to optimize and shorten the underpass limits along State College Boulevard. Retaining Walls vs Slopes The underpass alternative at State College Boulevard offers the option for retaining walls, slopes or a combination of the two depending on various factors including aesthetics, right of way and cost. Slopes offer an aesthetically pleasing option for an underpass but require significant right of way which translates to higher cost. Retaining walls, on the other hand, offer a practical solution to avoid significant right of way and cost. Alternative 2 is currently based on a combination of slopes with retaining walls to maintain the overall roadway width of 144 feet as currently planned in the City’s General Plan. Providing slopes without retaining walls would require a total right of way width of 198 feet as illustrated in Drawing No. CP-02S included in the Drawings section of this report. A detailed cost analysis, summarized in Table 9 on the following page, was conducted to evaluate the cost implications of providing slopes only to Alternative 2A (Underpass with Retaining Walls and Road Closure) and Alternative 2B (Underpass with Retaining Walls and Bypass Route). The cost analysis is based on providing slopes per quadrant. Table 9 – Retaining Walls vs Slopes Cost Analysis Alternative Construction Right-of-Way Eng./Admin RR Permits/ Flagg/Inspect Escalationa Total Alt. 2A – Underpass w/ Retaining Walls (Road Closure) $40,322,500 $17,555,700 $10,080,625 $1,008,063 $15,031,663 $91,879,051 NW Quadrant $(344,600) $7,648,200 $(86,200) $(12,100) $1,896,800 $9,102,100 NE Quadrant $(300,500) $5,835,600 $(75,100) $(10,500) $1,437,500 $6,887,000 SW Quadrant $(831,800) $13,709,900 $(208,000) $(29,100) $3,344,600 $15,985,600 SE Quadrant $(831,800) $15,798,400 $(208,000) $(29,100) $3,887,000 $18,616,500 Alt. 2A – Underpass w/ Slopes (Road Closure) $38,013,800 $60,547,800 $9,503,325 $927,263 $25,597,563 $142,470,251 $-5.73% 244.89% -5.73% -8.02% 70.29% 55.06% Alt. 2B – Underpass w/ Retaining Walls (Bypass Route) $51,282,500 $25,026,900 $12,820,620 $1,282,063 $19,818,467 $118,111,054 NW Quadrant $(344,600) $7,648,200 $(86,200) $(12,100) $1,896,800 $9,102,100 NE Quadrant $(300,500) $5,835,600 $(75,100) $(10,500) $1,437,500 $6,887,000 SW Quadrant $(831,800) $13,709,900 $(208,000) $(29,100) $3,344,600 $15,985,600 SE Quadrant $(831,800) $15,798,400 $(208,000) $(29,100) $3,887,000 $18,616,500 Alt. 2B – Underpass w/ Slopes (Bypass Route) $48,973,800 $68,019,000 $12,243,325 $1,201,263 $30,384,367 $168,702,254 -4.50% 171.78% -4.50% -6.30% 53.31% $42.83% According to the analysis, Alternative 2A would increase from $91,879,051 to $142,470,251 yielding a 55.06% increase due to the acquisition of properties at the southwest and southeast quadrants. Likewise, Alternative 2B would increase from $118,111,054 to $168,702,254 if slopes without retaining walls are provided. This DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 26 constitutes a 42.83% increase mostly due to additional right of way required at the southwest and southeast quadrants. A detailed cost analysis breakdown is included in Attachment 9, Retaining Walls vs Slopes Analysis. Other Projects Other projects planned in the vicinity of the State College Boulevard Grade Separation project site were carefully evaluated to determine possible impacts that could affect their feasibility. Concurrent and future projects planned by the City, Metrolink and the High Speed Rail Authority were considered including the following: • Platinum Triangle • SCRRA/Metrolink Service Expansion Program (MSEP) • Anaheim Regional Transportation Intermodal Center (ARTIC) Platinum Triangle The Platinum Triangle includes infrastructure and site development improvements consistent with the State College Boulevard Grade Separation. There are no impacts from the Platinum Triangle Master Plan that impact the feasibility of the proposed grade separation. SCRRA/Metrolink Service Expansion Metrolink’s Service Expansion Program, currently underway, proposed track alignments adjustments to the current track mainlines near State College Boulevard. The improvements known as the CP Stadium Track Improvements are currently at 30% level of design. Coordination efforts between the JMD Team and Metrolink resulted in design coordination between Metrolink’s project and the City’s grade separation to accommodate both projects while implementing cost saving measures. ARTIC The Anaheim Regional Transportation Intermodal Center (ARTIC) is a multimodal transit center designed to accommodate high speed rail to Orange County within OCTA’s Orange Subdivision. According to conceptual level drawings developed for the California High Speed Rail Authority, the current alignment high speed rail alignment through State College Boulevard consists of a descending aerial structure designed to touch down before reaching the Katella Avenue Underpass as illustrated in Figure 2. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 27 Figure 2 – ARTIC Profile (UPRR Tustin Industrial Lead to Anaheim Station)* * Source: STV Incorporated The proposed alignment shown proposes cross approximately 10 feet above current street level of State College Boulevard. Such an alignment would not impede a proposed roadway underpass at State College Boulevard but could severely conflict with a proposed overpass, track flyover and track depression. In fact, only the track depression alternative in this PSR would result in the depression of the Anaheim Station Metrolink/Amtrak Station which would complicate the proposed platforms for ARTIC as illustrated in Figure 3 on the following page. Figure 3 – ARTIC-Anaheim Metrolink/Amtrak Station Platform Cross Section* * Source: STV Incorporated DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 28 Recommended Alternative It is recognized that the State College Boulevard Grade Separation Project is needed to conform to the City’s Platinum Triangle Master Plan. The proposed alternatives include improvements to the existing at-grade condition, but none without impacts to adjacent properties and/or railroad operations. Each alternative has its merits and shortfalls. In light of this, the recommended alternative will be primarily dependent on eight factors: • Roadway/Railroad Design Speed • Allow Railroad Expansion • Access to the Adjoining businesses • Visual Impact • Traffic Management • Railroad Feasibility • Displacement (i.e. Right-of-Way Impact) • Project Cost Initial Screening Selecting the preferred alternative required careful screening of the grade separation alternatives analyzed. Two screenings were required in the analysis. The first screening included a qualitative analysis of the grade separation alternatives to determine potentially significant design, construction and operational issues denoted by an X in Table 9 below that would screen proposed alternatives from further consideration. Table 10 - Initial Alternatives Screening ROADWAY ROADWAY TRACK TRACK CRITERIA OVERPASS UNDERPASS FLYOVER DEPRESSION Design Speed X* Allow Railroad Expansion X X Access X Visual Impact X X Traffic Management X X Railroad Feasibility X X Displacement X Cost X X * Track alignment design speed Based on the findings, two of the four primary grade separation alternatives were found to have potentially significant design, construction and operational issues, namely Alternatives 3, and 4. Alternative 3 (track flyover) would result in significant visual impact; would incur significant cost; would likely be unacceptable to SCRRA/Metrolink due to risk of interrupting existing and planned freight, commuter, and local industry service with the particular need for maintaining the UPRR interchange tracks and yard, DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 29 along with the diamond at CP College. Alternative 4 (track depression) would be the most costly alternative highly likely to be unacceptable to SCRRA/Metrolink due to risk of interrupting existing and planned freight, commuter, and local industry service. Final Screening The alternatives that qualified for further consideration were Alternatives 1 (Roadway Overpass) and 2 (Roadway Underpass). These alternatives were reviewed carefully in a final screening that included the development of conceptual projects costs. Table 11 - Final Screening Summary CRITERIA ROADWAY OVERPASS ROADWAY UNDERPASS TRACK FLYOVER*** TRACK DEPRESSION*** Design Speed 45 mph 45 Mph Allow Railroad Expansion Yes Yes Loss of Access Yes No Visual Impact Yes No Traffic Management Impaired* Not Impaired** Railroad Feasibility Acceptable Acceptable Displacement (ROW) High Limited Cost High Lowest * Alternate Detour Routes cannot be provided without diversion around State College Blvd/Katella Avenue. With Alternate Detour Routes Eliminated during Initial Screening Alternative 1 (Roadway Overpass) would require extending the roadway work in each direction from the grade crossing requiring the reconstruction of the Katella/State College intersection; limit access to the adjacent properties; result in adverse visual impacts; and require significant displacement and right-of-way acquisition due to access impairment. Alternative 2 (Roadway Underpass) was determined to yield the least amount of visual impact, require a limited amount of right-of-way acquisition, and not significantly interrupt railroad operations. Most importantly, this alternative meets standard clearance requirements while accommodating a two track shoofly during construction and future four tracks. Finally, Alternative 2 resulted in the lowest estimated cost. 6. SYSTEM PLANNING The proposed project is consistent with the goals and objectives of the region, SCRRA, LOSSAN and California High Speed Rail Authority (CHSRA), as well as the City of Anaheim’s Platinum Triangle Master Plan. 7. HAZARDOUS MATERIAL/WASTE An Environmental Assessment will be required during the next phase of the project to verify the presence and need to remediate existing hazardous material or waste within OCTA’s Orange Subdivision. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 30 8. TRANSPORTATION MANAGEMENT PLAN A Transportation Management Plan (TMP) was developed for two options, namely, a full road closure or a bypass road closure as requested by the City of Anaheim. The TMP is designed to effectively mitigate construction related traffic delays (i.e. maintain the level of service) and provide a safe environment for the work force and motoring public during projects that require traffic closures. In summary, the goals and objectives of the TMP are to: • Provide adequate detour routes around the project site. • Reduce traffic delay. • Maintain traffic flow throughout the corridor and the surrounding areas. • Provide a safe environment for the work force and motoring public. Detour Options The following summarizes the findings of each detour option, including proposed detour routes, LOS and necessary mitigation. Road Closure Based on the traffic analyses, intersections along the suggested detour routes will operate at acceptable levels of service (LOS or better) with recommended capacity improvements during the State College Boulevard full closure expected to have a minimum duration of 24 months. Detour Routes State College Boulevard is proposed to be completely closed between Howell Avenue and Katella Avenue in order to grade separate State College Boulevard and the SCRRA railroad tracks. The detour routes as a result of this closure are described as follows: Southbound State College Boulevard • south on State College Boulevard, west on Cerritos Avenue, south on Lewis Street, east on Katella Avenue, south on State College Boulevard. • south on State College Boulevard, east on Cerritos Avenue, south on Sunkist Street, east on Howell Avenue, west on Katella Avenue, south on State College Boulevard. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 31 Northbound State College Boulevard • north on State College Boulevard, west on Katella Avenue, north on Lewis Street, east on Cerritos Avenue, north on State College Boulevard. • north on State College Boulevard, east on Katella Avenue, west on Howell Avenue, north on Sunkist Street, west on Cerritos Avenue, north on State College Boulevard. Study Intersections Seven intersections were identified as study intersections due to their locations along the detour routes. The study intersections are as follows: 1. Lewis Street/Cerritos Avenue 2. State College Boulevard/Cerritos Avenue 3. Sunkist Street/Cerritos Avenue 4. Sunkist Street/Howell Avenue 5. Lewis Street/Katella Avenue 6. State College Boulevard/Katella Avenue 7. Howell Avenue/Katella Avenue The proposed closure of State College Boulevard is expected to occur during Year 2011. In order to define regional traffic growth that would affect operations at the study intersections during Year 2011, JMD utilized traffic volumes extracted from the Anaheim Traffic Analysis Model (ATAM). Traffic operations at the study intersections were analyzed utilizing weekday a.m. and p.m. peak periods. Key tasks undertaken for this traffic analysis include: 1) definition of study approach, 2) determination of traffic conditions during Year 2011 without the project as a baseline condition and, 3) assessment of traffic conditions during Year 2011 with the proposed closure. This analysis follows the guidelines defined within the City of Anaheim Traffic Impact Study Criteria. Methodology The analysis of peak hour intersection Level of Service (LOS) is the primary indicator of circulation system performance. This study is based on the Intersection Capacity Utilization (ICU) methodology, which provides an output value that represents a volume- to-capacity ratio. For two-way stop controlled intersections, LOS was evaluated using stop-controlled methodologies from the 2000 Highway Capacity Manual. For this methodology, conditions are based upon intersection delay, defined as the average delay experienced by users of the intersection who must stop or yield to free-flow through traffic. This method uses a "gap acceptance" technique to predict driver delay. This methodology is applicable to unsignalized intersections on major streets where there is potential for DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 32 crossing difficulty from the minor approaches due to heavy traffic volumes on the major approaches. Findings Year 2011 Condition Without Project LOS was determined for all of the study area intersections under multiple study periods. Table 12 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition Without Project. Table 12 – Year 2011 Without Project Conditions Intersection LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS 1. Lewis Street/Cerritos Avenue 0.37 A 0.42 A 2. State College Boulevard/Cerritos Avenue 0.52 A 0.51 A 3. Sunkist Street/Cerritos Avenue 0.43 A 0.46 A 4. Sunkist Street/Howell Avenue* 9.0 sec A 7.8 sec A 5. Lewis Street/Katella Avenue 0.73 C 0.83 D 6. State College Boulevard/Katella Avenue 0.82 D 0.82 D 7. Howell Avenue/Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. The data within Table 12 indicates that all of the study intersections operate at acceptable LOS values under Year 2011 Without Project Condition during all of the analyzed peak periods. Year 2011 Condition With Closure Under this scenario, traffic along State College Boulevard between Howell Avenue and Katella Avenue was rerouted to the detour routes. Table 13 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition With Closure. Intersections operating at unacceptable levels of service, LOS E or F, are indicated by bold text within the table. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 33 Table 13 – Year 2011 With Closure Conditions Intersection LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS 1. Lewis Street/Cerritos Avenue 0.83 D 0.66 B 2. State College Boulevard/Cerritos Avenue 0.65 B 0.75 C 3. Sunkist Street/Cerritos Avenue 0.83 D 0.72 C 4. Sunkist Street/Howell Avenue* 4155.0 sec F 2470.2 F 5. Lewis Street/Katella Avenue 1.15 F 1.14 F 6. State College Boulevard/Katella Avenue 0.87 D 0.86 D 7. Howell Avenue/Katella Avenue 1.14 F 1.27 F * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. As shown, the intersections of Sunkist Street and Howell Avenue, Lewis Street and Katella Avenue and Howell Avenue and Katella Avenue will operate at unacceptable levels of service during the Year 2011 With Closure Condition. Year 2011 Condition With Closure and Proposed Improvements According to the analysis, three intersections along the detour routes are anticipated to operate at unacceptable LOS during the proposed closure. The intersections were evaluated with proposed improvements to bring the LOS to acceptable levels. The suggested modifications are described below and illustrated on the corresponding drawings in the Drawings section. Sunkist Street and Howell Avenue (Dwg. No. TM-06) • new traffic signal • provide 1 exclusive westbound right turn lane Lewis Street and Katella Avenue (Dwg. No. TM-07) • provide 1 additional southbound left turn lane (total of 2) • provide 1 additional eastbound left turn lane (total of 2) • provide 1 exclusive westbound right turn lane Howell Avenue and Katella Avenue (Dwg. No. TM-08) • provide 2 exclusive southbound right turn lanes • provide 1 additional eastbound left turn lane (total of 2) • provide 1 exclusive westbound right turn lane DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 34 Table 14 summarizes the LOS values at the study intersections for this scenario. Table 14 – Year 2011 With Closure Conditions Intersection LOS with Improvements Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS 4. Sunkist Street/Howell Avenue 0.78 C 0.73 C 5. Lewis Street/Katella Avenue 0.74 C 0.86 D 7. Howell Avenue/Katella Avenue 0.66 B 0.88 D As shown, all of the intersections will operate at acceptable LOS during Year 2011 With Closure with the proposed improvements implemented. Bypass Road Based on the traffic analysis, intersections along the suggested bypass road will operate at acceptable levels of service (LOS or better) without requiring capacity improvements. Detour Routes State College Boulevard is proposed to be completely closed at the crossing with traffic diverted to a bypass road adjacent to the construction zone on the west side. No other detour routes are proposed. Study Intersections The following eight intersections were defined as study intersections for this option: 1. Lewis Street and Cerritos Avenue 2. State College Boulevard and Cerritos Avenue 3. Sunkist Street and Cerritos Avenue 4. State College Boulevard and Howell Avenue 5. Sunkist Street and Howell Avenue 6. Lewis Street and Katella Avenue 7. State College Boulevard and Katella Avenue 8. Howell Avenue and Katella Avenue In this option, the proposed State College Boulevard bypass road is expected to occur during Year 2011. In order to define regional traffic growth that would affect operations at the study intersections during Year 2011, JMD utilized traffic volumes extracted from the Anaheim Traffic Analysis Model (ATAM). Traffic operations at the study intersections were analyzed utilizing weekday a.m. and p.m. peak periods. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 35 The key tasks undertaken for this traffic analysis include: 1) definition of study approach, 2) determination of traffic conditions during Year 2011 without the project as a baseline condition and, 3) assessment of traffic conditions during Year 2011 with the proposed bypass road. This report follows the guidelines defined within the City of Anaheim Traffic Impact Study Criteria. Methodology The analysis of peak hour intersection Level of Service (LOS) is the primary indicator of circulation system performance. This study is based on the Intersection Capacity Utilization (ICU) methodology, which provides an output value that represents a volume- to-capacity ratio. For two-way stop controlled intersections, the LOS was evaluated using stop-controlled methodologies from the 2000 Highway Capacity Manual. For this methodology, conditions are based upon intersection delay, defined as the average delay experienced by users of the intersection who must stop or yield to free-flow through traffic. This method uses a "gap acceptance" technique to predict driver delay. This methodology is applicable to unsignalized intersections on major streets where there is potential for crossing difficulty from the minor approaches due to heavy traffic volumes on the major approaches. LOS values range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the operating "capacity" of a roadway. Generally, LOS D is the lowest acceptable operating condition. Appendix A of this report provides information regarding traffic analysis methodology and LOS definitions for both signalized and unsignalized roadway intersections. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 36 Findings Year 2011 Condition Without Project The LOS was determined for all of the study area intersections under multiple study periods. Table 15 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition Without Project. Table 15 – Year 2011 Without Project Condition LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS 1. Lewis Street/Cerritos Avenue 0.37 A 0.42 A 2. State College Boulevard/Cerritos Avenue 0.52 A 0.51 A 3. Sunkist Street/Cerritos Avenue 0.43 A 0.46 A 4. State College Boulevard/Howell Avenue 0.43 A 0.49 A 5. Sunkist Street/Howell Avenue* 9.0 sec A 7.8 sec A 6. Lewis Street/Katella Avenue 0.73 C 0.83 D 7. State College Boulevard/Katella Avenue 0.82 D 0.82 D 8. Howell Avenue/Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, the level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. The data within Table 15 indicates that all of the study intersections operate at acceptable LOS values under Year 2011 Without Project Condition during all of the analyzed peak periods. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 37 Year 2011 Condition With Bypass Road Under this scenario, the capacity of State College Boulevard approximately between Howell Avenue and Wright Circle was decreased from 6 lanes (3 thru lanes in each direction) to 4 lanes (2 lanes in each direction). Table 16 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition With Bypass Road. Table 16 – Year 2011 With Bypass Road Condition LOS Intersection AM Peak PM Peak V/C or Delay LOS V/C or Delay LOS 1. Lewis Street/Cerritos Avenue 0.37 A 0.42 A 2. State College Boulevard/Cerritos Avenue 0.64 B 0.63 B 3. Sunkist Street/Cerritos Avenue 0.43 A 0.46 A 4. State College Boulevard/Howell Avenue 0.55 A 0.64 B 5. Sunkist Street/Howell Avenue* 9.0 sec A 7.8 sec A 6. Lewis Street/Katella Avenue 0.73 C 0.83 D 7. State College Boulevard/Katella Avenue 0.82 D 0.82 D 8. Howell Avenue/Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, the level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. As shown all of the intersections will continue to operate at acceptable levels of service during the Year 2011 With Bypass Road Condition. Year 2011 Condition With Bypass Road Proposed Improvements According to the analysis, all study intersections along the detour routes are anticipated to operate at acceptable LOS during the proposed closure. As a result, there are no mitigation improvements required. 9. ENVIRONMENTAL DOCUMENTATION The City of Anaheim is the lead agency responsible for obtaining all CEQA documentation required for this project. Should federal funding to construct this project be required, the project would also be subject to National Environmental Protection Agency (NEPA) requirements. The City of Anaheim will be the lead agency responsible for obtaining applicable CEQA or NEPA documentation. In compliance with CEQA, an Environmental Impact Report/Environmental Impact Statement (EIR/EIS) was prepared and processed by the City of Anaheim pursuant to Division 13 of the California Resources Code and the National Environmental Policy Act 42 U.S.C. 4321 et seq. and Federal Regulation as the required environmental document for this project. Public notices announcing document availability and public hearings were published. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 38 The Federal Clean Air Act Amendments (FCAAAs) of 1990 requires that transportation plans, programs and projects, which are funded by or approved under Title 23 of the U.S.C. of the Federal Transit Act, conform to state or federal air quality plans. 10. PERMITS For any of the alternatives proposed that encroach into City and SCRRA facilities, permits will be required for construction of this project. Permits will include a Section 401 permit from the California Regional Water Quality Control Board. SCRRA will require an application for a Right of Entry (ROE) permit to permit access to the railroad corridor as well as a Construction and Maintenance (C&M) agreement to define the construction and maintenance responsibilities of the City and SCRRA. In addition, an application to the California Public Utilities Commission will be required for the new rail/highway bridge to be constructed by the Project. 11. FUNDING AND SCHEDULING Funding This project is currently planned to be funded by the City of Anaheim with participation from other agencies. A breakdown of the funding sources is as follows: Funding Source Amount Section 190/Prop 1B Funds $ 31,500,000 Local Match Funds $ 51,500,000 BNSF/OCTA Railroad Match (10%) $ 9,000,000 Total $ 92,000,000 In addition to the above funding sources, the City may seek Federal funding prior to project construction currently anticipated to begin as early as 2010. The funding schedule for the project is shown in Table 17 on the following page. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 39 Table 17 – Funding Schedule Local Funding (in Millions) Component Prior 08/09 09/10 10/11 11/12 12/13 13/14+ Total E&P (PA&ED) $1.0 $1.0 PS&E $3.0 $3.5 $6.5 R/W $4.0 $4.0 $2.0 $10.0 CON $15.0 $13.0 $6.0 $34.0 SUBTOTAL $8.0 $22.5 $15.0 $6.0 $51.5 Proposed Funding from Others (in Millions) E&P (PA&ED) $0.5 $0.5 PS&E $2.0 $2.0 R/W $3.0 $3.0 $2.0 $8.0 CON $16.0 $10.5 $3.5 $30.0 SUBTOTAL $5.5 $19.0 $12.5 $3.5 $40.5 GRAND TOTAL $13.5 $41.5 $27.5 $9.5 $92.0 Scheduling The City of Anaheim is aggressively pursuing the following is a summary of the tentative project schedule milestones assuming a conventional design/bid/build process: Draft EIR/EIS Submitted January 2009 Project Study Report Approval July 2009 Environmental Document Approval July 2009 (anticipated) Project Approval November 2009 Complete PS&E November 2010 Right-of-Way Certification November 2010 Ready To List (RTL) December 2010 Bid and Award Contract December 2010 Begin Construction March 2011 Complete Construction March 2013 The City of Anaheim will provide oversight for the duration of this project. In general, the City of Anaheim is responsible for project development and construction of the project. DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), GRADE SEPARATION CITY OF ANAHEIM JUNE 2009 40 12. FEDERAL INVOLVEMENT Should additional Federal Funding be pursued for a portion of the construction cost, Federal Involvement for this project would include Certification Acceptance (CA) according to Caltrans Project Development procedure Manual (PDPM), Section 1- 20.70. 13. AGENCY CONTACTS Mr. Mark Vukojevic City Engineer City of Anaheim Anaheim Civic Center 200 South Anaheim Boulevard Anaheim, CA 92805 (714) 765-5148 Tel. Mr. Darrell Maxey Director of Engineering and Construction Southern California Regional Rail Authority 700 South Flower Street, 26th Floor Los Angeles, CA 90017 (213) 452-0250 Tel. DRAFT ---PAGE BREAK--- DRAWINGS DRAWINGS DRAFT ---PAGE BREAK--- DRAWINGS Concept Plans DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAWINGS Existing Right of Way Plan DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAWINGS Utility Plans DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAWINGS Traffic Detours DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAWINGS Project Mitigation DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAWINGS Utility Rearrangement Plan DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 1 Off Site Hydrology Assessment Report ATTACHMENT 1 Hydrology Report DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation Feasibility Study Report Off Site Hydrology Assessment Report Submitted to: City of Anaheim Submitted by: 18645 East Gale Avenue City of Industry, California 91748 (626) 820-1137 Tel. ● (626) 820-11236 Fax www.jmdiaz.com October 7, 2008 DRAFT ---PAGE BREAK--- 1 Introduction This preliminary offsite hydrology/hydraulic analysis report is prepared to identify the existing street runoff on State College Boulevard, assess the impact due to the proposed grade separation improvements and address the mitigation measure and hydraulic adequacy of the proposed drainage facility as a result of State College Boulevard grade separate improvement feasibility study. This preliminary report does not cover any on-site drainage analysis. Hydrology The peak flow rate Q, is calculated utilizing Rational Method as described in Orange County Hydrology Manual. Visual site observation indicates that the tributary area is limited within the roadway right-of-way extending from Cerritos Avenue to the north and Katella Avenue to the south. The peak flow rate for the runoff is evaluated in the sump condition utilizing a 100-year storm frequency. Proposed Condition Under proposed condition, the storm runoff drains south under the sump condition with the proposed grade separation improvements. The runoff is captured via proposed catch basins and collected in a proposed lift station. The storm runoff will convey via a sump pump discharging through drainage pipe upstream which will eventually connect to a proposed drainage system south of Katella Avenue. Preliminary Hydrological calculation based a total assumed tributary area of 7.0 acres for a 100-year storm indicates a total peak flow rate of 17.08 cfs covering the tributary area from Cerritos Avenue to Katella Avenue within the roadway right-of-way Hydrology Calculations Proposed Sump Condition: See attached calculation sheets Hydraulic Calculations Catch Basin Sizing Sump Condition: 0.6 Q=4.3 AD , DRAFT ---PAGE BREAK--- 2 A= area of opening (W x 0.656), W=length (feet) of catch basin, D=depth (feet) of flow above normal gutter grade flow depth local depression = Q=8.54 cfs, A=3.839 sf W=5.85 feet, Use: W=7.0’ Catch Basin LATERAL PIPE CAPACITY: Q=8.54 cfs Manning Pipe Calculator Given Input Data: Shape Circular Solving for Flowrate Diameter 18.0000 in Depth 18.0000 in Slope 0.0200 ft/ft Manning's n 0.0130 Computed Results: Flowrate 14.8554 cfs Area 1.7671 ft2 Wetted Area 1.7671 ft2 Wetted Perimeter 56.5487 in Perimeter 56.5487 in Velocity 8.4064 fps Hydraulic Radius 4.5000 in Percent Full 100.0000 % Full flow Flowrate 14.8554 cfs Full flow velocity 8.4064 fps Use 18” RCP for lateral pipe MAIN PIPE CAPACITY: Q=17.01 cfs DRAFT ---PAGE BREAK--- 3 Manning Pipe Calculator Given Input Data: Shape Circular Solving for Flowrate Diameter 21.0000 in Depth 21.0000 in Slope 0.0200 ft/ft Manning's n 0.0130 Computed Results: Flowrate 22.4083 cfs > 17.01 cfs Æ O.K. Area 2.4053 ft2 Wetted Area 2.4053 ft2 Wetted Perimeter 65.9734 in Perimeter 65.9734 in Velocity 9.3163 fps Hydraulic Radius 5.2500 in Percent Full 100.0000 % Full flow Flowrate 22.4083 cfs Full flow velocity 9.3163 fps Use 21”RCP Please refer to Dwg. No. UR-01, Utility Rearrangement Plan, in Drawings Section. DRAFT ---PAGE BREAK--- ATTACHMENTS DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 2 Traffic Analysis Report ATTACHMENT 2 Traffic Report DRAFT ---PAGE BREAK--- Traffic Analysis Report for the State College Boulevard Grade Separation Anaheim, CA PREPARED FOR: City of Anaheim Department of Public Works 200 S. Anaheim Blvd., #276 Anaheim, CA 92805 PREPARED BY: JMDiaz, Inc. 18645 East Gale Avenue, Suite 212 City of Industry, CA 91748-1363 October 10, 2008 DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. i TABLE OF CONTENTS 1. A. Project Location and Study B. Analysis Methodology 2. Current Year (2008) A. Existing Roadway B. Existing Intersection Levels of 3. Implementation Year (2011) Conditions A. Anaheim Traffic Analysis Model B. Peak Hour Intersection Level of Service 4. Horizon Year (2030) Conditions 5. LOS 6. Summary 7. Appendices DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. ii LIST OF FIGURES Figure 1 - Study Area Analysis Locations Figure 2 - Intersection Approach Figure 3 - Current Year (2008) AM Peak Hour Figure 4 - Current Year (2008) PM Peak Hour Figure 5 - Implementation Year (2011) AM Peak Hour Volumes Figure 6 - Implementation Year (2011) PM Peak Hour Volumes Figure 7 - Horizon Year (2030) AM Peak Hour Volumes Figure 8 - Horizon Year (2030) PM Peak Hour Volumes Figure 9 - Horizon Year (2030) LOS LIST OF TABLES Table 1 - Current Year (2008) Conditions Intersection LOS Table 2 - Implementation Year (2011) Conditions Intersection Table 3 - Horizon Year (2030) Conditions Intersection Table 4 - Horizon Year (2030) Conditions Intersection LOS with Improvements 18 APPENDICES Appendix A - Analysis Methodologies Appendix B - Traffic Count Data Appendix C - Analysis Worksheets for Current Year (2008) Appendix D - Analysis Worksheets for Implementation Year (2011) Appendix E - Analysis Worksheets for Horizon Year (2030) Appendix F - Analysis Worksheets for Horizon Year (2030) with Improvements DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 1 1. INTRODUCTION The purpose of this traffic analysis report is to examine the traffic operations of key intersections as a result of the grade separation of State College Boulevard and the Southern California Regional Rail Authority (SCRRA) railroad tracks between Katella Avenue and Cerritos Avenue. The Project is expected to be completed and operational during year 2011. The Project study area, as defined through consultation with the City of Anaheim, encompasses six roadway intersections. Traffic operations at the study intersections were analyzed utilizing weekday a.m. and p.m. peak periods. Key tasks undertaken for this traffic analysis include: 1) definition of study approach, 2) determination of existing/current traffic conditions (Year 2008), 3) assessment of traffic conditions following implementation of the project (Year 2011) and, 4) evaluation of traffic operations at the horizon year of the project (Year 2030). This report follows the guidelines defined within the City of Anaheim Traffic Impact Study Criteria. A. Project Location and Study Area The proposed grade separation is located at State College Boulevard and the SCRRA railroad tracks between Katella Avenue and Cerritos Avenue in the City of Anaheim. The study area is bounded by Cerritos Avenue to the north, Katella Avenue to the south, State College Boulevard to the west and Sunkist Street and Howell Avenue to the east. The study area includes the following six intersections. The locations of these intersections are shown in Figure 1. 1. State College Boulevard and Cerritos Avenue 2. Sunkist Street and Cerritos Avenue 3. State College Boulevard and Howell Avenue 4. Sunkist Street and Howell Avenue 5. State College Boulevard and Katella Avenue 6. Howell Avenue and Katella Avenue B. Analysis Methodology JMD coordinated with the City at the start of this report to achieve consensus on the study intersections and intersection analysis methodology. The traffic analysis guidelines published by the City were utilized to develop this traffic report. The following further describes the methodology utilized for the traffic analysis report. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 3 Study Scenarios Peak hour traffic operations were evaluated at the study intersections for each of the following traffic scenarios: • Current Year (2008) Conditions • Implementation Year (2011) Conditions • Horizon Year (2030) Conditions Current Year (2008) Conditions In order to define existing traffic conditions at the study intersections, peak hour turning movement counts at the study intersections during the following periods were used: • AM period: 7:00 a.m. to 9:00 a.m. • PM period: 4:30 p.m. to 6:30 p.m. Field reviews within the Project study area were conducted to identify the condition of major roadways and to identify traffic control and approach lane configuration at each study intersection. The City of Anaheim provided JMD with intersection turning movement counts. The results of the counts were utilized to determine the Current Year Conditions. The level of service at the study intersections for this condition is discussed in Section 2 of this report. Implementation Year (2011) Conditions In order to define regional traffic growth that would affect operations at the study intersections during the Implementation Year, JMD utilized traffic volumes extracted from the Anaheim Traffic Analysis Model (ATAM). The operations of the study intersections for the Implementation Year scenario are discussed in Section 3 of this report. Horizon Year (2030) Conditions The Horizon Year analysis evaluated the traffic operations during Year 2030. In order to define traffic growth that would affect operations at the study intersections during the Horizon Year, JMD utilized traffic volumes extracted from the ATAM. The operations of the study intersections for the Horizon Year scenario are discussed in Section 4 of this report. JMD quantitatively assessed peak hour traffic operations at six study intersections. In cases where capacity increases are possible, JMD analyzed improvements that would restore operations to acceptable levels of service. The LOS improvements are discussed in Section 5. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 4 Intersection Level of Service Methodology The analysis of peak hour intersection Level of Service (LOS) is the primary indicator of circulation system performance. This study is based on the Intersection Capacity Utilization (ICU) methodology, which provides an output value that represents a volume-to-capacity ratio. For the two-way stop controlled intersection, LOS was evaluated using stop- controlled methodologies from the 2000 Highway Capacity Manual. For this methodology, conditions are based upon intersection delay, defined as the average delay experienced by users of the intersection who must stop or yield to free-flow through traffic. This method uses a "gap acceptance" technique to predict driver delay. This methodology is applicable to unsignalized intersections on major streets where there is potential for crossing difficulty from the minor approaches due to heavy traffic volumes on the major approaches. LOS values range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the operating "capacity" of a roadway. Generally, LOS D is the lowest acceptable operating condition. Appendix A of this report provides information regarding traffic analysis methodology and LOS definitions for both signalized and unsignalized roadway intersections. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 5 2. CURRENT YEAR (2008) CONDITIONS This section documents the existing/current conditions in the study area. Figure 2 depicts the approach lane configuration and traffic control at the study intersections. A. Existing Roadway System Significant roadway facilities within the study area are described below. The discussion presented here is limited to roadways that are approaches to the study intersections. State College Boulevard is a major north-south six lane arterial. It is located approximately ¾ mile west of the SR-57 freeway and parallels it through the Cities of Anaheim, Fullerton and Brea. State College Boulevard provides access to the SR-91 and I-5 freeways. Sunkist Street is a north-south four lane roadway that traverses through the City from La Palma Avenue to the north to Howell Avenue to the south. It is located approximately ¼ mile west of the SR-57 freeway and parallels it through the City of Anaheim. Cerritos Avenue is an east-west four lane roadway that begins at the I-5 freeway on the west and extends to the SR-57 freeway to the east. Howell Avenue is an east-west two lane roadway that begins at State College Boulevard on the west and extends to Katella Avenue to the east. Howell Avenue provides access to several commercial uses. Katella Avenue is a major east-west eight lane arterial. Katella Avenue provides access to the I-5, SR-57 and SR-55 freeways. In addition, Katella Avenue provides access to the Honda Center, Angel Stadium and Disneyland Resort areas. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 7 B. Existing Intersection Levels of Service From the traffic counts at the study area intersections, LOS was determined for all of the study area intersections under multiple study periods. Traffic counts are provided in Appendix B. Table 1 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection, for current year conditions. Table 1 – Current Year (2008) Conditions Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. State College Boulevard and Cerritos Avenue 0.44 A 0.43 A 2. Sunkist Street and Cerritos Avenue 0.35 A 0.39 A 3. State College Boulevard and Howell Avenue 0.37 A 0.45 A 4. Sunkist Street and Howell Avenue* 7.2 sec A 5.1 sec A 5. State College Boulevard and Katella Avenue 0.59 A 0.61 B 6. Howell Avenue and Katella Avenue 0.47 A 0.51 A * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. The data within Table 1 indicates that all of the study intersections operate at acceptable LOS values under current year (2008) conditions during all of the analyzed peak periods. The traffic analysis worksheets for current year conditions are provided in Appendix C. The current year (2008) peak-hour turning movement volumes at the study intersections are provided in Figure 3 (a.m. peak) and Figure 4 (p.m. peak). DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 10 3. IMPLEMENTATION YEAR (2011) CONDITIONS This section provides a summary of the Implementation Year (2008) traffic conditions at the study intersections. The year 2011 was selected for analysis based on the anticipated implementation date of the proposed Project. A. Anaheim Traffic Analysis Model (ATAM) In order to define regional traffic growth that would affect operations at the study intersections during the Implementation Year, JMD utilized traffic volumes provided by the City of Anaheim which was extracted from the Anaheim Traffic Analysis Model (ATAM). The ATAM is a traffic model used by the City of Anaheim to forecast traffic. ATAM is an approved model certified by OCTA for use in the development of future traffic forecasts, and is the tool that the City uses to determine future traffic volumes. The ATAM accounts for ambient growth as well as future development projects in the area. Because this project falls within the City of Anaheim’s Platinum Triangle, the ATAM takes into account the projected volumes for future developments. The City’s Traffic and Transportation Division provided JMD with AM and PM peak hour intersection turning movement volumes for the Implementation Year (2011) from the ATAM for the study area intersections. B. Peak Hour Intersection Level of Service To analyze Implementation Year (2011) conditions, intersection turn volumes were input into the analysis program and processed with the Intersection Capacity Utilization (ICU) method for signalized intersections and methodologies from the 2000 Highway Capacity Manual (HCM) for unsignalized intersections. Table 2 summarizes the LOS of the study area intersections under this scenario. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 11 Table 2 – Implementation Year (2011) Conditions Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. State College Boulevard and Cerritos Avenue 0.52 A 0.51 A 2. Sunkist Street and Cerritos Avenue 0.43 A 0.46 A 3. State College Boulevard and Howell Avenue 0.43 A 0.58 A 4. Sunkist Street and Howell Avenue* 9.0 sec A 7.8 sec A 5. State College Boulevard and Katella Avenue 0.82 D 0.82 D 6. Howell Avenue and Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. As indicated in Table 2, all of the study intersections operate at acceptable LOS values under this scenario during all of the analyzed peak periods. The peak-hour traffic volumes for this scenario are provided in Figure 5 peak) and Figure 6 (p.m. peak). The traffic analysis worksheets for this scenario are provided in Appendix D of this report. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 14 4. HORIZON YEAR (2030) CONDITIONS This section provides a summary of the Horizon Year (2030) traffic conditions at the study intersections. Similar to the Implementation Year (2011) scenario, the City’s Traffic and Transportation Division provided JMD with AM and PM peak hour intersection turning movement volumes for the Horizon Year (2030) from the ATAM for the study area intersections. Table 3 summarizes the LOS values at the study intersections for this scenario. Intersections operating at unacceptable levels of service, LOS E or F, are indicated by bold text within the table. Table 3 – Horizon Year (2030) Conditions Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. State College Boulevard and Cerritos Avenue 0.90 E 0.91 E 2. Sunkist Street and Cerritos Avenue 0.89 D 0.90 C 3. State College Boulevard and Howell Avenue 0.74 C 1.23 F 4. Sunkist Street and Howell Avenue* 63.3 sec F 246.5 F 5. State College Boulevard and Katella Avenue 1.04 F 1.00 E 6. Howell Avenue and Katella Avenue 0.71 C 1.19 F * Unsignalized, two-way stop controlled intersection. For this location, level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. As shown, only the intersection of Sunkist Street and Cerritos Avenue will operate at acceptable levels of service during the Horizon Year. The peak-hour traffic volumes for this scenario are provided in Figure 7 (a.m. peak) and Figure 8 (p.m. peak). The traffic analysis worksheets for this scenario are included in Appendix E of this report. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 17 5. LOS IMPROVEMENTS As shown in Section 4 of this report, five intersections are anticipated to operate at unacceptable LOS during the Horizon Year (2030) condition. The intersections were evaluated with proposed improvements to bring the LOS to acceptable levels. Drawings illustrating the proposed improvements listed below are included in the Drawings section of the Project Study Report (PSR). The evaluation is described below. State College Boulevard and Cerritos Avenue (See Drawing TM-01): • provide 1 exclusive eastbound right turn lane • provide 1 exclusive westbound right turn lane State College Boulevard and Howell Avenue (See Drawing TM-02): • provide 1 exclusive northbound right turn lane • provide 1 additional westbound left turn lane (total of 2) Sunkist Street and Howell Avenue (See Drawing TM-03): • new traffic signal • provide 1 exclusive westbound right turn lane State College Boulevard and Katella Avenue (See Drawing TM-04): • provide 1 exclusive northbound right turn lane • provide 2 exclusive southbound right turn lanes by replacing 1 southbound through lane into a right turn lane Howell Avenue and Katella Avenue (See Drawing TM-05): • provide 2 exclusive southbound right turn lanes • provide 1 additional westbound through lane (total of 4) • provide 1 exclusive westbound right turn lane Table 4 on the following page summarizes the LOS values at the study intersections for this scenario. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 18 Table 4 – Horizon Year (2030) Conditions Intersection LOS with Improvements AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. State College Boulevard and Cerritos Avenue 0.80 D 0.84 D 3. State College Boulevard and Howell Avenue 0.54 A 0.86 D 4. Sunkist Street and Howell Avenue 0.82 D 0.84 D 5. State College Boulevard and Katella Avenue 1.00 E 0.88 D 6. Howell Avenue and Katella Avenue 0.63 B 0.78 C As shown in table 4, all of the intersections will operate at an acceptable LOS during the Horizon Year (2030) with the proposed improvements implemented. The LOS improvements for these intersections are illustrated in Figure 9. The traffic analysis worksheets for this scenario are included in Appendix F of this report. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report p. 20 6. SUMMARY The following are the conclusions made from the analysis within this report. • Based on the scoping document submitted to the City and discussed and verified with staff, the Project study area included six study intersections. • During the Current Year (2008) conditions scenario, all of the study intersections operate at acceptable LOS values (D or better) during all of the analyzed peak periods. • During the Implementation Year (2011) condition, all of the study intersections continued to operate at an acceptable LOS during all of the analyzed peak periods. • During the Horizon Year (2030) condition, five of the study intersections operate at unacceptable LOS. The intersection of Sunkist Street and Cerritos Avenue is the only intersection that will operate at an acceptable LOS. • The following improvements will bring all of the study intersections to an acceptable LOS. Drawings illustrating the proposed improvements listed below are included in the Drawings section of the PSR: State College Boulevard and Cerritos Avenue (See Drawing TM-01): • provide 1 exclusive eastbound right turn lane • provide 1 exclusive westbound right turn lane State College Boulevard and Howell Avenue (See Drawing TM-02): • provide 1 exclusive northbound right turn lane • provide 1 additional westbound left turn lane (total of 2) Sunkist Street and Howell Avenue (See Drawing TM-03): • new traffic signal • provide 1 exclusive westbound right turn lane State College Boulevard and Katella Avenue (See Drawing TM-04): • provide 1 exclusive northbound right turn lane • provide 2 exclusive southbound right turn lanes by replacing 1 southbound through lane into a right turn lane Howell Avenue and Katella Avenue (See Drawing TM-05): • provide 2 exclusive southbound right turn lanes • provide 1 additional westbound through lane (total of 4) • provide 1 exclusive westbound right turn lane DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report 7. APPENDICES Appendix A - Analysis Methodologies Appendix B - Traffic Count Data Appendix C - Analysis Worksheets for Current Year (2008) Appendix D - Analysis Worksheets for Implementation Year (2011) Appendix E - Analysis Worksheets for Horizon Year (2030) Appendix F - Analysis Worksheets for Horizon Year (2030) with LOS Improvements DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report APPENDIX A Analysis Methodologies DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report DEFINITIONS OF LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS LEVEL OF SERVICE DEFINITIONS FOR SIGNALIZED INTERSECTIONS Level of Service Volume/Capacity Ratio Definition A 0.000 - 0.600 EXCELLENT. No vehicle waits longer than one red light and no approach phase is fully used. B 0.601 - 0.700 VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted within groups of vehicles. C 0.701 – 0.800 GOOD. Occasionally, drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D 0.801 – 0.900 FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E 0.901 – 1.00 POOR. Represents the most vehicles that intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F Greater than 1.000 FAILURE. Backups from nearby intersections or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasing queue DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report TWO-WAY STOP CONTROLLED INTERSECTIONS Unsignalized (two-way stop controlled) intersection level of service is reported for the major street and minor street (generally, left-turn movements). The method assesses available and critical gaps in the traffic stream, which make it possible for side street traffic to enter the main street flow. The 2000 Highway Capacity Manual describes the detailed methodology. It is not unusual for an intersection to experience Level of Service E or F conditions for the minor street left-turn movements. It should be understood that, often, a poor level of service is experienced by only a few vehicles and that the intersection as a whole operates acceptably. Unsignalized levels of service are described in the following table. Delay (seconds) Level of Service 0-10 A 10-15 B 15-25 C 25-35 D 35-50 E >50 F Source: 2000 Highway Capacity Manual, Transportation Research Board, Washington, D.C. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report APPENDIX B Traffic Count Data DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- Project 0 3 2 N 363 1591 189 TOTAL AM MD PM AM MD PM TOTAL 2 424 66 0 64 130 2.5 1634 523 0 1264 1787 1.5 384 0 240 624 0 84 0 264 916 266 722 TMC Summary of State College Blvd./Katella Ave Katella Ave APPROACH LANES 204 APPROA APPROACH LANES 288 State College Blvd. 107 869 82 0 0 TOTAL 718 0 MD PM AM Katella Ave 160 1 3 2 0 97 06-1308-001 001 TURNING MOVEMENT COUNT (Intersection Name) 2 3 0 Tuesday Day am 7:00 AM - noon 11:00 AM - pm 4:00 PM - AM PEAK HOUR NOON PEAK HOUR PM PEAK HOUR State College Blvd. Date 6:00 PM State College Blvd. / Katella Ave APPROACH LANES 395 147 74 188 430 PM 10/17/06 730 AM 0 AM 9:00 AM 1:00 PM OACH LANES MD 0 0 296 PM AM 443 0 TOTAL [PHONE REDACTED] COUNT PERIODS DRAFT ---PAGE BREAK--- Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: DATE: 10/17/2006 LOCATION: E-W STREET: DAY: TUESDAY PROJECT# NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 2 3 0 2 3 0 2 2.5 1.5 2 3 1 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 11 53 18 15 185 13 47 164 16 43 117 17 699 7:15 AM 13 65 24 19 205 25 38 191 24 46 108 18 776 7:30 AM 16 92 35 21 193 22 61 253 69 85 121 10 978 7:45 AM 20 96 39 19 269 24 73 228 57 106 130 16 1077 8:00 AM 23 103 40 18 198 33 77 251 34 92 131 29 1029 8:15 AM 15 104 33 24 209 18 53 184 44 101 141 11 937 8:30 AM 13 114 24 21 162 22 44 204 29 65 115 9 822 8:45 AM 10 94 19 13 145 14 39 178 37 79 121 7 756 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM 11:00 AM 11:15 AM 11:30 AM 11:45 AM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 121 721 [PHONE REDACTED] [PHONE REDACTED] 310 617 [PHONE REDACTED] nb a nb d sb a sb d eb a eb d wb a nb d 1074 1270 1887 2493 2395 2035 1718 1276 730 AM PEAK VOLUMES = 74 395 147 82 869 97 264 916 204 384 523 66 4021 PEAK HR. FACTOR: 0.933 CONTROL: SIGNALIZED NORTHBOUND SOUTHBOUND EASTBOUND 0.928 0.840 0.903 06-1308-001 AM Peak Hr Begins at: City of Orange 0.961 WESTBOUND State College Blvd. Katella Ave DRAFT ---PAGE BREAK--- Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: DATE: 10/17/2006 LOCATION: E-W STREET: DAY: TUESDAY PROJECT# NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 2 3 0 2 3 0 2 2.5 1.5 2 3 1 1:00 PM 1:15 PM 1:30 PM 1:45 PM 2:00 PM 2:15 PM 2:30 PM 2:45 PM 3:00 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 27 172 59 19 143 43 35 153 15 39 255 13 973 4:15 PM 33 177 65 27 157 51 43 175 19 46 287 11 1091 4:30 PM 28 198 69 24 187 61 36 191 20 52 310 19 1195 4:45 PM 32 242 84 30 179 77 36 177 28 55 325 14 1279 5:00 PM 27 229 72 29 186 81 40 183 25 61 314 15 1262 5:15 PM 27 212 71 24 170 47 48 167 11 72 315 16 1180 5:30 PM 32 242 49 14 157 36 45 179 19 50 250 20 1093 5:45 PM 24 162 54 17 146 32 47 203 16 52 237 16 1006 6:00 PM 6:15 PM 6:30 PM 6:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 230 1634 [PHONE REDACTED] [PHONE REDACTED] [PHONE REDACTED] 124 9079 nb a nb d sb a sb d eb a eb d wb a nb d 2387 2088 1937 1905 1911 2135 2844 2951 430 PM PEAK VOLUMES = 114 881 296 107 722 266 160 718 84 240 1264 64 4916 PEAK HR. FACTOR: 0.961 CONTROL: SIGNALIZED NORTHBOUND SOUTHBOUND EASTBOUND 0.902 0.925 0.970 06-1308-001 PM Peak Hr Begins at: City of Orange 0.973 WESTBOUND State College Blvd. Katella Ave DRAFT ---PAGE BREAK--- Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: DATE: LOCATION: E-W STREET: DAY: NEED DATE PROJECT# NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM 11:00 AM 11:15 AM 11:30 AM 11:45 AM 12:00 PM 12:15 PM 12:30 PM 12:45 PM 1:00 PM 1:15 PM 1:30 PM 1:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 0 0 0 0 0 0 0 0 0 0 0 0 0 nb a nb d sb a sb d eb a eb d wb a nb d 0 0 0 0 0 0 0 0 0 AM PEAK VOLUMES = 0 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HR. FACTOR: 0.000 CONTROL: NORTHBOUND SOUTHBOUND 0.000 WESTBOUND EASTBOUND 0.000 0.000 0.000 NOON Peak Hr Begins at: DRAFT ---PAGE BREAK--- Project 0.5 0.5 2 N 173 73 558 TOTAL AM MD PM AM MD PM TOTAL 1 114 460 0 171 631 3 2145 994 0 1291 2285 0 207 0 86 293 0 56 0 70 1076 101 16 TMC Summary of Howell Ave/Katella Ave Katella Ave APPROACH LANES 93 APPROA APPROACH LANES 149 Howell Ave 307 57 251 0 0 TOTAL 1069 0 MD PM AM Katella Ave 44 0 3 1 0 72 06-1308-004 001 TURNING MOVEMENT COUNT (Intersection Name) 1 1 1 Tuesday Day am 7:00 AM - noon 11:00 AM - pm 4:00 PM - AM PEAK HOUR NOON PEAK HOUR PM PEAK HOUR Howell Ave Date 6:00 PM Howell Ave / Katella Ave APPROACH LANES 27 43 23 129 430 PM 10/17/06 730 AM 0 AM 9:00 AM 1:00 PM OACH LANES MD 0 0 192 PM AM 235 0 TOTAL 106 36 63 COUNT PERIODS DRAFT ---PAGE BREAK--- Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: DATE: 10/17/2006 LOCATION: E-W STREET: DAY: TUESDAY PROJECT# NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 1 1 1 2 0.5 0.5 1 3 0 1 3 0 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 7 1 5 42 2 17 6 201 11 12 202 117 623 7:15 AM 4 1 13 61 3 16 11 235 21 20 213 68 666 7:30 AM 6 8 6 79 13 17 13 286 9 27 233 91 788 7:45 AM 6 6 13 51 9 14 21 268 22 32 249 108 799 8:00 AM 7 7 12 60 18 22 22 252 23 56 258 138 875 8:15 AM 4 6 12 61 17 19 14 270 39 92 254 123 911 8:30 AM 11 2 10 65 23 23 16 185 30 60 198 94 717 8:45 AM 8 1 8 52 12 16 8 158 17 41 186 72 579 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM 11:00 AM 11:15 AM 11:30 AM 11:45 AM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 53 32 79 471 97 [PHONE REDACTED] [PHONE REDACTED] 811 5958 nb a nb d sb a sb d eb a eb d wb a nb d 164 954 [PHONE REDACTED] 2405 2944 1990 730 AM PEAK VOLUMES = 23 27 43 251 57 72 70 1076 93 207 [PHONE REDACTED] PEAK HR. FACTOR: 0.926 CONTROL: Signalized NORTHBOUND SOUTHBOUND EASTBOUND 0.894 0.872 0.959 06-1308-004 AM Peak Hr Begins at: City of Orange 0.885 WESTBOUND Howell Ave Katella Ave DRAFT ---PAGE BREAK--- Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: DATE: 10/17/2006 LOCATION: E-W STREET: DAY: TUESDAY PROJECT# NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 1 1 1 2 0.5 0.5 1 3 0 1 3 0 1:00 PM 1:15 PM 1:30 PM 1:45 PM 2:00 PM 2:15 PM 2:30 PM 2:45 PM 3:00 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 17 8 58 62 5 12 7 273 10 24 333 43 852 4:15 PM 22 5 36 53 5 16 6 284 11 23 268 30 759 4:30 PM 21 11 46 78 5 29 8 274 10 25 341 35 883 4:45 PM 22 3 39 60 3 11 8 252 19 14 291 39 761 5:00 PM 34 16 56 119 5 37 15 276 13 27 380 45 1023 5:15 PM 29 6 51 50 3 24 13 267 14 20 279 52 808 5:30 PM 22 8 53 104 3 26 10 293 6 14 297 39 875 5:45 PM 29 5 35 52 2 14 9 231 4 18 291 48 738 6:00 PM 6:15 PM 6:30 PM 6:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 196 62 374 578 31 169 76 2150 87 165 2480 331 6699 nb a nb d sb a sb d eb a eb d wb a nb d 632 469 [PHONE REDACTED] 3102 2976 2845 430 PM PEAK VOLUMES = 106 36 192 307 16 101 44 1069 56 86 1291 171 3475 PEAK HR. FACTOR: 0.849 CONTROL: Signalized NORTHBOUND SOUTHBOUND EASTBOUND 0.788 0.658 0.961 06-1308-004 PM Peak Hr Begins at: City of Orange 0.856 WESTBOUND Howell Ave Katella Ave DRAFT ---PAGE BREAK--- Intersection Turning Movement Prepared by: Southland Car Counters N-S STREET: DATE: LOCATION: E-W STREET: DAY: NEED DATE PROJECT# NL NT NR SL ST SR EL ET ER WL WT WR TOTAL LANES: 9:00 AM 9:15 AM 9:30 AM 9:45 AM 10:00 AM 10:15 AM 10:30 AM 10:45 AM 11:00 AM 11:15 AM 11:30 AM 11:45 AM 12:00 PM 12:15 PM 12:30 PM 12:45 PM 1:00 PM 1:15 PM 1:30 PM 1:45 PM TOTAL NL NT NR SL ST SR EL ET ER WL WT WR TOTAL VOLUMES = 0 0 0 0 0 0 0 0 0 0 0 0 0 nb a nb d sb a sb d eb a eb d wb a nb d 0 0 0 0 0 0 0 0 0 AM PEAK VOLUMES = 0 0 0 0 0 0 0 0 0 0 0 0 0 PEAK HR. FACTOR: 0.000 CONTROL: NORTHBOUND SOUTHBOUND 0.000 WESTBOUND EASTBOUND 0.000 0.000 0.000 NOON Peak Hr Begins at: DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report APPENDIX C Analysis Worksheets for Current Year (2008) Conditions DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report APPENDIX D Analysis Worksheets for Implementation Year (2011) Conditions DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report APPENDIX E Analysis Worksheets for Horizon Year (2030) Conditions DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Traffic Analysis Report APPENDIX F Analysis Worksheets for Horizon Year (2030) Conditions with LOS Improvements DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- INTERSECTION CAPACITY UTILIZATION HORIZON YEAR (2030) CONDITION (with improvements) Agency: City of Anaheim N/S Street: State College Boulevard LEFT: 1700 E/W Street: Katella Avenue THROUGH: 1700 RIGHT: 1700 Project: State College Grade Separation CLEARANCE: 0.05 Feasibility Study No. AM Peak Hour PM Peak Hour Lanes Cap. Vol. V/C Vol. V/C NL 2.0 3400 348 0.10 * 412 0.12 NT 3.0 5100 212 0.04 1007 0.20 * NR 1.0 1700 165 0.10 231 0.14 SL 2.0 3400 288 0.08 301 0.09 * ST 2.0 3400 993 0.29 * 554 0.16 SR 2.0 3400 736 0.22 888 0.26 EL 2.0 3400 767 0.23 710 0.21 * ET 2.5 4250 1658 0.39 * 1140 0.27 ER 1.5 2550 562 0.22 317 0.12 WL 2.0 3400 552 0.16 * 456 0.13 WT 3.0 5100 337 0.07 1698 0.33 * WR 1.0 1700 94 0.06 228 0.13 N/S component 0.39 0.29 E/W component 0.55 0.54 RT adjustment 0.00 0.00 Clearance 0.05 0.05 ICU 1.00 0.88 Level of Service E D Critical movement identified by Right turn adjustment identified by DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 3 Transportation Management Plan ATTACHMENT 3 Transportation Mgmt Plan DRAFT ---PAGE BREAK--- ATTACHMENT 4 Geotechnical Report ATTACHMENT 4 Geotechnical Report DRAFT ---PAGE BREAK--- Transportation Management Plan for the State College Boulevard Grade Separation Anaheim, CA PREPARED FOR: City of Anaheim Department of Public Works 200 S. Anaheim Blvd., #276 Anaheim, CA 92805 PREPARED BY: JMD 18645 East Gale Avenue, Suite 212 City of Industry, CA 91748-1363 October 10, 2008 DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. i TABLE OF CONTENTS 1. 2. Existing Facility 3. Traffic Analysis (Road Closure) A. Proposed Detour B. Study C. Intersection Level of Service D. Year 2011 Condition Without Project E. Year 2011 Condition With F. Year 2011 Condition With Closure and Proposed Improvements 4. Traffic Analysis (Bypass A. Study B. Intersection Level of Service C. Year 2011 Condition Without Project D. Year 2011 Condition With Bypass Road 5. TMP 6. Summary (Road 7. Summary (Bypass Road) 8. Recommendations 9. Appendices DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. ii LIST OF FIGURES Figure 1 – Project Location Figure 2 – Detour Figure 3 – Year 2011 Without Project AM Peak Hour Figure 4 – Year 2011 Without Project PM Peak Hour Figure 5 – Year 2011 With Closure AM Peak Hour Figure 6 – Year 2011 With Closure PM Peak Hour Figure 7 – Year 2011 with Closure LOS Figure 8 – Year 2011 Without Project AM Peak Hour Figure 9 – Year 2011 Without Project PM Peak Hour Figure 10 – Existing Fixed CMS Locations LIST OF TABLES Table 1 – Year 2011 Without Project Condition Intersection LOS Table 2 – Year 2011 With Closure Condition Intersection LOS Table 3 – Year 2011 With Closure Intersection LOS w/ Improvements Table 4 – Year 2011 Without Project Condition Intersection LOS Table 5 – Year 2011 With Bypass Road Condition Intersection LOS APPENDICES Appendix A – Analysis Methodologies Appendix B – Analysis Worksheets for Year 2011 Without Project Appendix C – Analysis Worksheets for Year 2011 With Closure Appendix D – Analysis Worksheets for Year 2011 With Closure & Improvements Appendix E – Analysis Worksheets for Year 2011 With Bypass Road DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 1 1. INTRODUCTION The Transportation Management Plan (TMP) is designed to effectively mitigate construction related traffic delays (i.e. maintain the level of service) and provide a safe environment for the work force and motoring public during projects that require traffic closures. This report presents a TMP for the State College Boulevard Grade Separation Project to grade separate State College Boulevard and the SCRRA railroad tracks in the City of Anaheim. State College Boulevard is proposed to be either fully closed or partially closed as described below: • Road Closure – completely closes State College Boulevard at the SCRRA railroad tracks for a minimum of 24 months between Howell Avenue and Katella Avenue. • Bypass Road – Provide a four-lane detour bypass road of State College Boulevard at the SCRRA railroad tracks for a minimum of 30 months between Howell Avenue and Katella Avenue. Based on the traffic analyses for both conditions, intersections along the suggested detour routes will operate at acceptable levels of service (LOS or better) with recommended capacity improvements for the full closure of State College Boulevard. This TMP will address roadway closure and bypass detour requirements to complete the project in a safe, cost efficient and timely manner with minimal interference to the traveling public. The TMP, when implemented, results in minimized project-related traffic delay and accidents by the effective application of traditional traffic mitigation strategies, including Intelligent Transportation Systems (ITS) strategies, innovative combinations of public and motorist information, demand management, incident management, system management as well as alternate route strategies, construction strategies and other strategies. In summary, the goals and objectives of this TMP are to: • Provide adequate detour routes around the project site. • Reduce traffic delay. • Maintain traffic flow throughout the corridor and the surrounding areas. • Provide a safe environment for the work force and motoring public. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 2 2. EXISTING FACILITY State College Boulevard is a major north-south six lane arterial. It is located approximately ¾ mile west of and parallel to the Orange Freeway (SR-57) between the Cities of Anaheim and Brea. State College Boulevard provides regional and local access to the Riverside (SR-91) and Santa Ana (I-5) freeways. Lewis Street is a north-south four lane roadway that begins at Ball Road on the north and extends to Anaheim Way to the south. Lewis Street is located approximately ½ mile west of State College Boulevard and parallels it through the City of Anaheim. Lewis Street serves as a major detour route for the full closure since it runs parallel to State College Boulevard. Sunkist Street is a north-south four lane roadway that traverses through the City from La Palma Avenue to the north to Howell Avenue to the south. It is located approximately ¼ mile west of the SR-57 freeway and parallels it through the City of Anaheim. Along with Howell Avenue, Sunkist Street serves as a major detour route for the closure of State College Boulevard. Cerritos Avenue is an east-west four lane roadway that begins at the I-5 freeway on the west and extends to the SR-57 freeway to the east. Howell Avenue is an east-west two lane roadway that begins at State College Boulevard on the west and extends to Katella Avenue to the east. Howell Avenue provides access to several commercial uses. Along with Sunkist Street, Howell Avenue serves as a major detour route for the State College Boulevard closure. Katella Avenue is a major east-west six-lane arterial. Katella Avenue provides access to the I-5, SR-57 and SR-55 freeways. In addition, Katella Avenue provides access to the Honda Center, Angel Stadium and Disneyland Resort areas. Figure 1 shows the Project Location. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 4 3. TRAFFIC ANALYSIS (ROAD CLOSURE) A. Proposed Detour Routes In this option, State College Boulevard is proposed to be completely closed between Howell Avenue and Katella Avenue in order to grade separate State College Boulevard and the SCRRA railroad tracks. The proposed detour routes for the road closure are illustrated in Figure 2 and described as follows: SOUTHBOUND STATE COLLEGE BOULEVARD • south on State College Boulevard, west on Cerritos Avenue, south on Lewis Street, east on Katella Avenue, south on State College Boulevard • south on State College Boulevard, east on Cerritos Avenue, south on Sunkist Street, east on Howell Avenue, west on Katella Avenue, south on State College Boulevard NORTHBOUND STATE COLLEGE BOULEVARD • north on State College Boulevard, west on Katella Avenue, north on Lewis Street, east on Cerritos Avenue, north on State College Boulevard • north on State College Boulevard, east on Katella Avenue, west on Howell Avenue, north on Sunkist Street, west on Cerritos Avenue, north on State College Boulevard B. Study Intersections Seven intersections were defined as study intersections due to their locations along the detour routes. The study intersections are as follows: 1. Lewis Street and Cerritos Avenue 2. State College Boulevard and Cerritos Avenue 3. Sunkist Street and Cerritos Avenue 4. Sunkist Street and Howell Avenue 5. Lewis Street and Katella Avenue 6. State College Boulevard and Katella Avenue 7. Howell Avenue and Katella Avenue The proposed closure of State College Boulevard is expected to occur during Year 2011. In order to define regional traffic growth that would affect operations at the study intersections during Year 2011, JMD utilized traffic volumes extracted from the Anaheim Traffic Analysis Model (ATAM). Traffic operations at the study intersections were analyzed utilizing weekday a.m. and p.m. peak periods. The key tasks undertaken for this traffic analysis include: 1) definition of study approach, 2) determination of traffic conditions during Year 2011 without the project as a baseline condition and, 3) assessment of traffic conditions during DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 6 Year 2011 with the proposed closure. This report follows the guidelines defined within the City of Anaheim Traffic Impact Study Criteria. C. Intersection Level of Service Methodology The analysis of peak hour intersection Level of Service (LOS) is the primary indicator of circulation system performance. This study is based on the Intersection Capacity Utilization (ICU) methodology, which provides an output value that represents a volume-to-capacity ratio. For two-way stop controlled intersections, the LOS was evaluated using stop- controlled methodologies from the 2000 Highway Capacity Manual. For this methodology, conditions are based upon intersection delay, defined as the average delay experienced by users of the intersection who must stop or yield to free-flow through traffic. This method uses a "gap acceptance" technique to predict driver delay. This methodology is applicable to unsignalized intersections on major streets where there is potential for crossing difficulty from the minor approaches due to heavy traffic volumes on the major approaches. LOS values range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the operating "capacity" of a roadway. Generally, LOS D is the lowest acceptable operating condition. Appendix A of this report provides information regarding traffic analysis methodology and LOS definitions for both signalized and unsignalized roadway intersections. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 7 D. Year 2011 Condition Without Project The LOS was determined for all of the study area intersections under multiple study periods. Table 1 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition Without Project. Table 1 – Year 2011 Without Project Condition Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. Lewis Street and Cerritos Avenue 0.37 A 0.42 A 2. State College Boulevard and Cerritos Avenue 0.52 A 0.51 A 3. Sunkist Street and Cerritos Avenue 0.43 A 0.46 A 4. Sunkist Street and Howell Avenue* 9.0 sec A 7.8 sec A 5. Lewis Street and Katella Avenue 0.73 C 0.83 D 6. State College Boulevard and Katella Avenue 0.82 D 0.82 D 7. Howell Avenue and Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, the level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. The data within Table 1 indicates that all of the study intersections operate at acceptable LOS values under Year 2011 Without Project Condition during all of the analyzed peak periods. The traffic analysis worksheets for this condition are provided in Appendix B. The Year 2011 Without Project peak-hour turning movement volumes at the study intersections are provided in Figure 3 (a.m. peak) and Figure 4 (p.m. peak) on the following pages. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 10 E. Year 2011 Condition With Closure Under this scenario, traffic along State College Boulevard between Howell Avenue and Katella Avenue was rerouted to the detour routes illustrated in Figure 2. Table 2 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition With Closure. Intersections operating at unacceptable levels of service, LOS E or F, are indicated by bold text within the table. Table 2 – Year 2011 With Closure Condition Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. Lewis Street and Cerritos Avenue 0.83 D 0.66 B 2. State College Boulevard and Cerritos Avenue 0.65 B 0.75 C 3. Sunkist Street and Cerritos Avenue 0.83 D 0.72 C 4. Sunkist Street and Howell Avenue* 4155.0 sec F 2470.2 F 5. Lewis Street and Katella Avenue 1.15 F 1.14 F 6. State College Boulevard and Katella Avenue 0.87 D 0.86 D 7. Howell Avenue and Katella Avenue 1.14 F 1.27 F * Unsignalized, two-way stop controlled intersection. For this location, the level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. As shown, the intersections of Sunkist Street and Howell Avenue, Lewis Street and Katella Avenue, and Howell Avenue and Katella Avenue will operate at unacceptable levels of service during the Year 2011 With Closure Condition. The peak-hour traffic volumes for this scenario are provided in Figure 5 (a.m. peak) and Figure 6 (p.m. peak). The traffic analysis worksheets for this scenario are included in Appendix C of this report. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 13 F. Year 2011 Condition With Closure and Proposed Improvements As shown in Section E of this report, three intersections along the detour routes are anticipated to operate at unacceptable LOS during the proposed road closure. The intersections were evaluated with proposed improvements to bring the LOS to acceptable levels. Drawings illustrating the proposed improvements listed below are included in the Drawings section of the Project Study Report (PSR). The evaluation is described below. Sunkist Street and Howell Avenue (See Drawing TM-06): • new traffic signal • provide 1 exclusive westbound right turn lane Lewis Street and Katella Avenue (See Drawing TM-07): • provide 1 additional southbound left turn lane (total of 2) • provide 1 additional eastbound left turn lane (total of 2) • provide 1 exclusive westbound right turn lane Howell Avenue and Katella Avenue (See Drawing TM-08): • provide 2 exclusive southbound right turn lanes • provide 1 additional eastbound left turn lane (total of 2) • provide 1 exclusive westbound right turn lane Table 3 summarizes the LOS values at the study intersections for this scenario. Table 3 – Year 2011 With Closure Conditions Intersection LOS With Improvements AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 4. Sunkist Street and Howell Avenue 0.78 C 0.73 C 5. Lewis Street and Katella Avenue 0.74 C 0.86 D 7. Howell Avenue and Katella Avenue 0.66 B 0.88 D As shown, all of the intersections will operate at acceptable LOS during Year 2011 With Closure with the proposed improvements implemented. The LOS improvements for these intersections are illustrated in Figure 7. The traffic analysis worksheets for this scenario are included in Appendix D of this report. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 15 4. TRAFFIC ANALYSIS (BYPASS ROAD) A. Study Intersections The following eight intersections were defined as study intersections: 8. Lewis Street and Cerritos Avenue 9. State College Boulevard and Cerritos Avenue 10. Sunkist Street and Cerritos Avenue 11. State College Boulevard and Howell Avenue 12. Sunkist Street and Howell Avenue 13. Lewis Street and Katella Avenue 14. State College Boulevard and Katella Avenue 15. Howell Avenue and Katella Avenue In this option, the proposed State College Boulevard bypass road is expected to occur during Year 2011. In order to define regional traffic growth that would affect operations at the study intersections during Year 2011, JMD utilized traffic volumes extracted from the Anaheim Traffic Analysis Model (ATAM). Traffic operations at the study intersections were analyzed utilizing weekday a.m. and p.m. peak periods. The key tasks undertaken for this traffic analysis include: 1) definition of study approach, 2) determination of traffic conditions during Year 2011 without the project as a baseline condition and, 3) assessment of traffic conditions during Year 2011 with the proposed bypass road. This report follows the guidelines defined within the City of Anaheim Traffic Impact Study Criteria. B. Intersection Level of Service Methodology The analysis of peak hour intersection Level of Service (LOS) is the primary indicator of circulation system performance. This study is based on the Intersection Capacity Utilization (ICU) methodology, which provides an output value that represents a volume-to-capacity ratio. For two-way stop controlled intersections, the LOS was evaluated using stop- controlled methodologies from the 2000 Highway Capacity Manual. For this methodology, conditions are based upon intersection delay, defined as the average delay experienced by users of the intersection who must stop or yield to free-flow through traffic. This method uses a "gap acceptance" technique to predict driver delay. This methodology is applicable to unsignalized intersections on major streets where there is potential for crossing difficulty from the minor approaches due to heavy traffic volumes on the major approaches. LOS values range from LOS A to LOS F. LOS A indicates excellent operating conditions with little delay to motorists, whereas LOS F represents congested conditions with excessive vehicle delay. LOS E is typically defined as the DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 16 operating "capacity" of a roadway. Generally, LOS D is the lowest acceptable operating condition. Appendix A of this report provides information regarding traffic analysis methodology and LOS definitions for both signalized and unsignalized roadway intersections. C. Year 2011 Condition Without Project The LOS was determined for all of the study area intersections under multiple study periods. Table 4 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition Without Project. Table 4 – Year 2011 Without Project Condition Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. Lewis Street and Cerritos Avenue 0.37 A 0.42 A 2. State College Boulevard and Cerritos Avenue 0.52 A 0.51 A 3. Sunkist Street and Cerritos Avenue 0.43 A 0.46 A 4. State College Boulevard and Howell Avenue 0.43 A 0.49 A 5. Sunkist Street and Howell Avenue* 9.0 sec A 7.8 sec A 6. Lewis Street and Katella Avenue 0.73 C 0.83 D 7. State College Boulevard and Katella Avenue 0.82 D 0.82 D 8. Howell Avenue and Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, the level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. The data within Table 4 indicates that all of the study intersections operate at acceptable LOS values under Year 2011 Without Project Condition during all of the analyzed peak periods. The traffic analysis worksheets for this condition are provided in Appendix B. The Year 2011 Without Project peak-hour turning movement volumes at the study intersections are provided in Figure 8 (a.m. peak) and Figure 9 (p.m. peak). DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 19 D. Year 2011 Condition With Bypass Road Under this scenario, the capacity of State College Boulevard approximately between Howell Avenue and Wright Circle was decreased from 6 lanes (3 thru lanes in each direction) to 4 lanes (2 lanes in each direction). Table 5 provides the volume/capacity ratios (or average vehicle delay for the unsignalized study intersection) and LOS values for each study intersection for Year 2011 Condition With Bypass Road. Table 5 – Year 2011 With Bypass Road Condition Intersection LOS AM Peak PM Peak Intersection V/C or Delay LOS V/C or Delay LOS 1. Lewis Street and Cerritos Avenue 0.37 A 0.42 A 2. State College Boulevard and Cerritos Avenue 0.64 B 0.63 B 3. Sunkist Street and Cerritos Avenue 0.43 A 0.46 A 4. State College Boulevard and Howell Avenue 0.55 A 0.64 B 5. Sunkist Street and Howell Avenue* 9.0 sec A 7.8 sec A 6. Lewis Street and Katella Avenue 0.73 C 0.83 D 7. State College Boulevard and Katella Avenue 0.82 D 0.82 D 8. Howell Avenue and Katella Avenue 0.62 B 0.67 B * Unsignalized, two-way stop controlled intersection. For this location, the level of service was calculated based on the average delay per approaching vehicle, calculated by the Highway Capacity Manual method. As shown all of the intersections will continue to operate at acceptable levels of service during the Year 2011 With Bypass Road Condition. The traffic analysis worksheets for this scenario are included in Appendix E of this report. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 20 5. TMP ELEMENTS The following TMP elements are considered the most important with respect to reducing traveler delay and enhancing traveler safety. These elements include Intelligent Transportation Systems (ITS) to further improve traffic movement within and around the construction zone. 1. Public Awareness Campaign (PAC) 2. Traffic Systems and Signing • Provide alternate routes, along with proper signing, ahead of the full closure area • Fixed and Portable Changeable Message Signs (CMS) 3. Traffic Support and Safety These and other TMP elements are discussed in the following sections. Public Awareness Campaign The primary goal of a public awareness program is to educate motorists, merchants, residents, elected officials and governmental agencies about construction impacts and steps that can be taken to minimize these impacts. The public awareness program is an important tool for building partnerships between agencies and the community, reaching target audiences with important construction project information and educating motorists about the benefits of an improved facility. With an effective public awareness program, public acceptance, tolerance and cooperation will be enhanced. In addition, this element is expected to reduce the traffic demand in the construction zone by encouraging motorists to take alternate routes. The public awareness program is designed to meet the following objectives: • Identify all target audiences who will be impacted by construction activities. • Serve as the focal point for project related questions regarding construction activities, road closures, noise, dust and other construction related activities. • Inform the public about the construction project and how the project could affect their travel on the roadway. • Promote alternate routes. • Promote partnerships between the City, elected officials, merchants and businesses, residents and the traveling public. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 21 Specific elements that may be used to accomplish these objectives include: • Construction Alerts delivered throughout local communities to residents and businesses by a walking delivery service. Alerts will also be available at City Halls, Chambers of Commerce and to local legislators. Project Information, Alternative Routes and a Transportation Helpline Phone Number via an 800 number will be included. • Press releases/special alerts to news outlets and traffic reporters will be sent to inform about construction activities. • Notifications to major business centers – i.e. local malls, airports, business center property managers, etc. Affected businesses and venues will be notified in advance of construction activities to help disseminate information about the project. • Construction alerts and traffic notifications through the City of Anaheim’s website. Traffic Systems and Signing Package The effective implementation of this element is crucial to divert the desired volume of traffic away from the construction site when a roadway closure is allowed. Elements of the traffic systems and signing package include fixed and portable Changeable Message Signs (CMSs), and Alternate Routes and Detour Signs. Fixed and portable CMSs are considered one of the best methods to alert motorists of construction activities prior to reaching the work zone and encouraging them to take an alternate route. Figure 8 shows locations of existing fixed CMS’s in the project area that can be used as part of this project. The fixed CMSs should be inspected and repaired as necessary at least one month prior to the beginning of construction with the coordination of the Traffic Management Center (TMC). Portable CMSs can also be used to augment areas that do not have fixed CMSs. During construction, all CMSs should be checked and repaired or replaced as needed. Public information signs should be placed at affected roadways at least two weeks prior to construction in order to warn motorists prior of affected road closures or detours. Traffic Support and Safety Included as another ITS strategy, the Transportation Management Center (TMC) will be responsible for operating the fixed CMSs, and facilitating communication between construction personnel, City of Anaheim Police and other critical City staff. By acting as the primary communications center, the TMC will help expedite the removal of minor and major incidents, manage traffic using the fixed CMSs and provide traffic information to the public and media. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 23 6. SUMMARY (ROAD CLOSURE) The following are the conclusions made from the analysis within this report. • During the Year 2011 Without Project Conditions scenario, all of the study intersections operate at excellent LOS values (D or better) during all of the analyzed peak periods. • During the Year 2011 With Closure Condition, three intersections along the proposed detour routes are anticipated to operate at unacceptable LOS values during all of the peak periods. • The following improvements will bring all of the study intersections to acceptable LOS. Drawings illustrating the proposed improvements listed below are included in the Drawings section of the PSR: Sunkist Street and Howell Avenue (See Drawing TM-06): • new traffic signal • provide 1 exclusive westbound right turn lane Lewis Street and Katella Avenue (See Drawing TM-07): • provide 1 additional southbound left turn lane (total of 2) • provide 1 additional eastbound left turn lane (total of 2) • provide 1 exclusive westbound right turn lane Howell Avenue and Katella Avenue (See Drawing TM-08): • provide 2 exclusive southbound right turn lanes • provide 1 additional eastbound left turn lane (total of 2) • provide 1 exclusive westbound right turn lane • The TMP elements recommended in this report are: • Public Awareness Campaign (PAC) • Traffic Systems and Signing Package • Traffic Support and Safety The goals and objectives of the TMP can be effectively achieved by implementing the recommendations of this report. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 24 7. SUMMARY (BYPASS ROAD) The following are the conclusions made from the analysis within this report. • During the Year 2011 Without Project Conditions scenario, all of the study intersections operate at acceptable LOS values (D or better) during all of the analyzed peak periods. • During the Year 2011 With Bypass Road Condition, all of the study intersections continue to operate at acceptable LOS values during all of the peak periods. • No additional improvements are necessary to bring the study intersections to acceptable LOS. • The TMP elements recommended in this report are: • Public Awareness Campaign (PAC) • Traffic Systems and Signing Package • Traffic Support and Safety The goals and objectives of the TMP can be effectively achieved by implementing the recommendations of this report. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 25 8. RECOMMENDATIONS The Road Closure Alternative and the Bypass Road Alternative offer various advantages and disadvantages. The Road Closure Alternative accommodates projected traffic volumes while requiring mitigation to add capacity to three intersections in order to maintain acceptable LOS during the full closure of State College Boulevard. In addition, the Road Closure Alternative provides limited access to businesses along State College Boulevard between Katella Avenue and Howell Avenue but can result in extensive detours which increase travel time and delay to motorists in the area. The Bypass Road Closure Alternative, on the other hand, does not require capacity enhancements to maintain acceptable LOS. Also, despite the reduction in lanes, the Bypass Road Alternative preserves existing traffic patterns and motorists are not required to be diverted from their original route. For these reasons, although both alternatives can be accommodated, the Bypass Road Alternative provides fewer impacts to existing and future traffic operations. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 26 9. APPENDICES Appendix A - Analysis Methodologies Appendix B - Analysis Worksheets for Year 2011 without Project Appendix C - Analysis Worksheets for Year 2011 with Closure Appendix D - Analysis Worksheets for Year 2011 with Closure & Improvements Appendix E - Analysis Worksheets for Year 2011 with Bypass Road DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 27 APPENDIX A Analysis Methodologies DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 28 DEFINITIONS OF LEVEL OF SERVICE FOR SIGNALIZED INTERSECTIONS LEVEL OF SERVICE DEFINITIONS FOR SIGNALIZED INTERSECTIONS Level of Service Volume/Capacity Ratio Definition A 0.000 - 0.600 EXCELLENT. No vehicle waits longer than one red light and no approach phase is fully used. B 0.601 - 0.700 VERY GOOD. An occasional approach phase is fully utilized; many drivers begin to feel somewhat restricted within groups of vehicles. C 0.701 – 0.800 GOOD. Occasionally, drivers may have to wait through more than one red light; backups may develop behind turning vehicles. D 0.801 – 0.900 FAIR. Delays may be substantial during portions of the rush hours, but enough lower volume periods occur to permit clearing of developing lines, preventing excessive backups. E 0.901 – 1.00 POOR. Represents the most vehicles that intersection approaches can accommodate; may be long lines of waiting vehicles through several signal cycles. F Greater than 1.000 FAILURE. Backups from nearby intersections or on cross streets may restrict or prevent movement of vehicles out of the intersection approaches. Tremendous delays with continuously increasing queue DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 29 TWO-WAY STOP CONTROLLED INTERSECTIONS Unsignalized (two-way stop controlled) intersection level of service is reported for the major street and minor street (generally, left-turn movements). The method assesses available and critical gaps in the traffic stream, which make it possible for side street traffic to enter the main street flow. The 2000 Highway Capacity Manual describes the detailed methodology. It is not unusual for an intersection to experience Level of Service E or F conditions for the minor street left-turn movements. It should be understood that, often, a poor level of service is experienced by only a few vehicles and that the intersection as a whole operates acceptably. Unsignalized levels of service are described in the following table. Delay (seconds) Level of Service 0-10 A 10-15 B 15-25 C 25-35 D 35-50 E >50 F Source: 2000 Highway Capacity Manual, Transportation Research Board, Washington, D.C. DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 30 APPENDIX B Analysis Worksheets for Year 2011 Without Project DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 31 APPENDIX C Analysis Worksheets for Year 2011 With Closure DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 32 APPENDIX D Analysis Worksheets for Year 2011 With Closure & Improvements DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- State College Boulevard Grade Separation City of Anaheim Transportation Management Plan p. 33 APPENDIX E Analysis Worksheets for Year 2011 With Bypass Road DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 4 Geotechnical Report ATTACHMENT 4 Geotechnical Report DRAFT ---PAGE BREAK--- 17660 Newhope Street, Suite E, Fountain Valley, California 92708 Tel: (714) 751-3826 Fax: (714) 751-3928 Earth Mechanics, Inc. Geotechnical & Earthquake Engineering M E M O R A N D U M EMI Project No. 07-162 TO: Mr. Juan Diaz, JMDIAZ, Inc. FROM: Chien-Tai Yang & Lino Cheang, Earth Mechanics, Inc. DATE: July 29, 2008 SUBJECT: Preliminary Geotechnical Data for Feasibility Study State College Boulevard/Orange Subdivision Grade Separation City of Anaheim, California Earth Mechanics, Inc. (EMI) is providing geotechnical support to the JMDIAZ Team to evaluate feasibility of the subject grade separation project. The foundation data presented in this memorandum should be used for cost estimating purposes only. The recommendations provided in this memorandum are based on soil data obtained from as-built Log-of-Test-Borings (LOTB) sheets of nearby bridges. A site-specific geotechnical investigation will need to be performed during the PS&E phase; therefore, the following recommendations may change when additional site-specific information becomes available. An earlier version of this memorandum dated March 26, 2008 was submitted to the City of Anaheim for their review. The City of Anaheim suggested adding the soil information of Katella Avenue Grade Separation. This memorandum has been revised in response to the City’s request. PROJECT DESCRIPTION The project consists of separating the existing at-grade crossing along OCTA's Orange Subdivision and State College Boulevard in the City of Anaheim to eliminate traffic congestion. The proposed grade separation will accommodate future expansion of the current two-track corridor to ultimately four tracks. Conceptual alternatives to be considered include either an underpass or an overpass in order to separate the existing railroad and street. The underpass option will include a depressed State College Boulevard for vehicular and pedestrian traffic to travel under the railroad tracks supported by a bridge. According to preliminary plans provided by JMDIAZ, the vertical clearance between the surface of the depressed roadway and bridge is about 16.5 feet (excluding the 6-foot railroad structure depth). Retaining walls are used along both sides of the depressed roadway. The overpass alternative consists of constructing one bridge above the existing railroad tracks with a vertical clearance of 24 feet between the railroad and bridge. Approach ramps with fill slopes, walls, or combination of slopes and walls are needed at each end of the overpass. DRAFT ---PAGE BREAK--- State College Boulevard/Orange Subdivision Grade Separation July 29, 2008 Page 2 of 4 Earth Mechanics, Inc. Geotechnical & Earthquake Engineering GENERAL SUBSURFACE CONDITIONS There is no site-specific soil boring data. The soil information was extrapolated from the attached as-built LOTB sheets of nearby bridges. Four bridges were used and they include Katella Avenue Grade Separation, Katella Avenue Undercrossing (UC) at SR-57 (Bridge No. 55- 401), Stadium Overhead (OH) at SR-57 (Bridge No. 55-399) and Katella Avenue UC at I-5 (Bridge No. 55-820). The Katella Avenue Grade Separation is the closest bridge to the project site, about a quarter mile east of the site. The two SR-57 bridges are located at about one-half mile east of the site, and the I-5 bridge is located less than one mile west of the site. Using the LOTB sheet for the Katella Avenue Grade Separation, the site is underlain predominantly by silty sand and sand. Loose to medium dense silty sand was encountered within the upper 10 feet followed by at least 50 feet of medium dense to very dense sand with occasional thin (less than 5-foot thick) layers of silty to sandy clay. According to the LOTB sheets for the two SR-57 and I-5 bridges, the soil type and consistency within the upper 20 feet or so are similar to the Katella Avenue Grade Separation site. Below the 20-foot depth, the soils have relatively more fine contents and consist of soft to very stiff clayey and sandy silt embedded within the medium dense to very dense sand or silty sand layers. The highest groundwater level obtained from the attached LOTB sheets is above El. +120 feet (about 40 feet deep from the existing ground surface). In addition, based on USGS studies (Ziony, 1985), the generalized depth to ground water at the site is larger than 50 feet. Therefore, the groundwater elevation of +120 feet can be used for this preliminary assessment. SEISMIC DESIGN The ground motion and response spectrum data using Caltrans seismic design criteria are provided below: Maximum Horizontal Bedrock Acceleration1: 0.4/0.5 g Causative Fault (Style of Fault): San Joaquin Hills, SJH/El Modeno- Peralta Hills, EMP Distance to Causative Fault2: 7.9/3.4 miles MCE Magnitude3: 7.0/6.5 ARS Curve Recommendation See Notes and Below Notes: 1. Maximum horizontal bedrock acceleration is based on the larger of the attenuation equations of Mualchin (1996) and Sadigh et al (1997). 2. Distance to the SJH fault is obtained from the seismic source model contained within the FRISKSP4.0 computer program (Blake, 2000 and 2004); distance to the EMP fault is obtained from Caltrans Seismic Hazard Map dated July 1996 (Mualchin, 1996). 3. MCE = Maximum Credible Earthquake generated by causative fault. 4. The design ARS curve is the envelope of Figure B.7 at 0.5g and Soil Profile Type and Figure B.8 at 0.4g and Soil Profile Type (Caltrans SDC, 2006). DRAFT ---PAGE BREAK--- State College Boulevard/Orange Subdivision Grade Separation July 29, 2008 Page 3 of 4 Earth Mechanics, Inc. Geotechnical & Earthquake Engineering 5. Due to the proximity of the subject structure to the causative fault, the enveloped ARS Curve should include a 20 percent increase of spectral accelerations for periods greater than 1 sec., no increase for periods less than 0.5 sec., and linear interpolation between 0.5 and 1 sec. LIQUEFACTION EVALUATION Based on our analysis using the LOTB sheets from the nearby bridges, the relatively loose materials between El. +110 and +120 feet are susceptible to liquefaction. The estimated liquefaction-induced ground settlement is on the order of 2 inches. However, this conclusion will need to be confirmed using site-specific soil boring data to be performed later during PS&E. PRELIMINARY FOUNDATION DATA FOR OVERPASS Bridge. Due to the presence of relatively loose materials near the ground surface, deep foundations will be required to support the overpass structure. Pile driving is not feasible due to concerns with vibration and noise. We propose using 30-inch diameter Cast-In-Drilled-Hole (CIDH) piles. Using non-liquefied soil conditions, the preliminary pile length for cost estimating purpose is about 50 feet for a service demand of 150 tons. If soil liquefaction occurs, foundation settlement is expected and differential settlement between support locations is estimated to be about 1 inch. Retaining Walls. For the overpass, either retaining walls or sloping embankments or a combination of both can be used to confine the approach roadway. The taller retaining walls will require deep foundations. Therefore, we recommend using MSE walls. The Caltrans design chart corresponding to backfill friction angle of 34° can be used for design of the MSE wall. Due to the presence of loose and compressible soils below the ground surface, we anticipate there will be a need to over-excavate about 5 feet of soil below the base of the MSE wall and replace the excavated soils with Structure Backfill compacted to 95% relative compaction. In addition, construction of the MSE wall will need to incorporate a settlement period of at least 30 days for pile construction at the bridge abutments. PRELIMINARY FOUNDATION DATA FOR UNDERPASS Bridge. Deep foundations are also recommended for the underpass option. Thirty six-inch and 72-inch diameter CIDH piles are recommended for the abutments and bent, respectively. The preliminary service demands provided by the bridge designer are 247 and 383 tons for the abutment and bent pile, respectively; corresponding pile are estimated to be 70 and 60 feet, respectively, for non-liquefied soil conditions. If soil liquefaction occurs, foundation settlement is expected and differential settlement between support locations is estimated to be about 1 inch. Retaining Walls. For the underpass, retaining walls are used for the depressed roadway. Cantilevered retaining wall on spread footing is recommended for wall heights less than or equal to 10 feet, and up to 2 feet of overexcavation below the footing bottom may be required. For wall DRAFT ---PAGE BREAK--- State College Boulevard/Orange Subdivision Grade Separation July 29, 2008 Page 4 of 4 Earth Mechanics, Inc. Geotechnical & Earthquake Engineering heights greater than 10 feet, a top-down construction using soldier pile wall is more appropriate. The soldier pile wall can consist of a single row of 36-inch diameter CIDH pile below the excavation bottom with I-beam as steel reinforcement extending above the excavation bottom. Lagging can then be placed between the I-beam followed by shotcrete or concrete facing for the finished wall face. Using the earth pressure distribution given in Caltrans Bridge Design Specifications (BDS, 2004), Section 5.5.5 and a 6-foot on-center pile spacing, a preliminary pile embedment (below the excavation bottom) equal to 0.6H feet of the retained wall height is recommended, where H is the distance between top of pile and excavation bottom. The above estimate does not consider soil liquefaction and surcharge loading due to adjacent buildings and railroad tracks, if applicable. OTHER CONSIDERATIONS Dewatering. Based on the groundwater depth recorded in the 1960’s, temporary and permanent dewatering should not be required for the overpass option. For the underpass option, the lowest point on the depressed roadway is less than 10 feet above the groundwater depth measured in the 1960’s. As a result, we recommend engaging the services of a hydrologist with expertise in groundwater flow to study possible fluctuation of the groundwater, flow direction and degree of confinement of the body of water, and extent of the perched water zone, if any. The need for a temporary or permanent or both types of dewatering system should be determined and designed by the hydrologist. Subsurface Data. There is no existing soil borings drilled at the project site. Soil borings will need to be drilled to collect subsurface data. As a general rule-of-thumb, a soil boring should be located at each bridge support location. The boring depth will depend on the structural demand and foundation type selected for final design. However, we anticipate that the maximum boring depth will extend down to 80 and 120 feet for the overpass and underpass option, respectively. Additional borings is required for the retaining walls. The number of borings will depend on the limits of these walls. The minimum boring depth will be about 40 feet for the MSE and cantilevered walls on spread footings, and 60 feet for the soldier pile walls. The soil borings drilled for the bridge and retaining walls can also be used for design of the roadway pavement structural sections. REFERENCES Blake, Thomas 2004. New 2002 Fault Model Files: New Fault-Data Files for Use with EQFAULT and FRISKSP Derived from CGS Data. September. Blake, Thomas 2000. FRISKSP User’s Manual - 4.00 Update Documentation. April. California Department of Transportation, 2006, Seismic Design Criteria V1.4. California Department of Transportation, 2004, Bridge Design Specifications. DRAFT ---PAGE BREAK--- State College Boulevard/Orange Subdivision Grade Separation July 29, 2008 Page 5 of 4 Earth Mechanics, Inc. Geotechnical & Earthquake Engineering Mualchin, 1996. A Technical Report to Accompany the Caltrans Seismic Hazard Map, 1996, California Department of Transportation, Revision 1, July. Sadigh, Chang, Egan, J. Makdisi, and Youngs, R. 1997. Attenuation Relationships for Shallow Crustal Earthquakes Based on Strong Motion Data, Seismological Research Letters, Vol. 68, No. 1, pp. 180-189. Ziony, J. 1985, Evaluating Earthquake Hazards in the Los Angeles Region – An Earth- Science Perspective, US Geological Survey Professional Paper 1360. DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 5 Advance Planning Study ATTACHMENT 5 Planning Study DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 6 Track Shoofly Plans Construction Phasing Diagrams ATTACHMENT 6 Track Shoofly Plans DRAFT ---PAGE BREAK--- City of Anaheim State College Blvd Grade Separation Railroad Construction Phasing Diagrams MP 170.31 SCRRA Orange Subdivision HDR Engineering, Inc. March 27, 2008 DRAFT ---PAGE BREAK--- Existing Conditions As shown on the diagram below, the existing conditions at the time of construction for the State College Blvd. grade separation will include the following railroad facilities in the project vicinity: • Two main tracks of the SCRRA Orange Subdivision • 100-ft. railroad right-of-way: centered about MT2 at State College, but centered on MT 1 at Katella Ave. • New universal crossovers just west of the Anaheim Stadium Station; Control Point (CP) Stadium • CP College: an at-grade railroad diamond crossing the Union Pacific Railroad (UPRR) Tustin Industrial Lead; • An interchange track with the UPRR Santa Ana Industrial Lead. By the time of the grade separation construction, only one interchange track will be in service. The following pages illustrate the proposed railroad construction sequence to accommodate construction of an underpass in two stages with all construction activities contained within existing railroad and roadway rights-of-way. The construction sequence described herein is based on full roadway closure during construction. Railroad traffic will remain open during construction with the exception of brief exclusive work windows. DRAFT ---PAGE BREAK--- Pre-Phase This “Pre-Phase” accomplishes certain track and signal construction activities that can be completed in advance of the grade separation construction project. Construction Sequence 1. Reconfigure the turnout and CP College signal for the UPRR Interchange Track. DRAFT ---PAGE BREAK--- Phase 1: Build South Portion of Railroad Bridge At the beginning of this phase, the roadway is closed to all traffic. Rail traffic will remain along the existing alignment during construction of the south portion of the bridge. Construction Sequence 1. Construct barricades and detour roadway traffic around the work zone 2. Realign MT1 and MT2 to allow for a sufficient construction work zone to build the south half of the underpass bridge. Remove at-grade crossings and signal equipment 3. Install shoring 4. Construct south portion of bridge DRAFT ---PAGE BREAK--- Phase 2: Track Construction on South Portion of Bridge Construction Sequence 1. Construct track on completed bridge 2. Relocate WB control signal CP Stadium 3. Cut in west end and east end of MT 2 permanent alignment 4. Move MT1 turnout 5. Reconnect crossover at CP Stadium Weekend Work Window DRAFT ---PAGE BREAK--- Phase 3: MT 1 Construction Construction Sequence 1. Prepare for final track shift, relocate signal 2. Cut-in MT1 3. Move turnout to final location; reconnect crossover Weekend Work Window DRAFT ---PAGE BREAK--- Phase 4: Construct North Portion of Bridge Construction Sequence 1. Construct north segment of bridge 2. If required, realign track to its present alignment DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 7 Environmental Documentation ATTACHMENT 7 Environmental Docs DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- RESOLUTION N0 2008 046 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ANAHEIM AUTHORIZING THE DIRECTOR OF PUBLIC WORKS OR HER DESIGNEE TO SUBMIT AN APPLICATION ON BEHALF OF THE CITY OF ANAHEIM TO CALIFORNIA DEPARTMENT OF TRANSPORTATION FOR THE HIGHWAY RAILROAD CROSSING SAFETY ACCOUNT PROGRAM GRANT AND IF AWARDED AUTHORIZING THE ACCEPTANCE OF SUCH PROJECT ASSISTANCE ON BEHALF OF THE CITY WHEREAS funds are available through the California Department of Transportation Caltrans for the completion ofhigh priority grade separation and railroad crossing safety improvements Such funds will be allocated by Caltrans to high priority railroad crossing improvements including grade separation projects the Grant and WHEREAS the City of Anaheim the City is currently developing a grade separation feasibility study and preliminary engineering for the grade separation ofState College Boulevard and Orange County Transportation Authority sOCTA Orange Subdivision at Milepost 170 3 and WHEREAS a grade separation would benefit the proposed Platinum Triangle district currently under development adjacent areas and the City in that it will help to minimize traffic delays caused by railroad traffic in the Platinum Triangle neighborhood and will mitigate certain detrimental impacts of increased rail traffic resulting from Metrolink s Service Expansion Program as well as the future Anaheim Regional Transportation Intermodal Center ARTIC proposed to provide high speed rail connectivity to Anaheim and the Orange County region WHEREAS a grade separation would provide uninterrupted emergency services to residents and business in the Platinum Triangle district and WHEREAS agrade separation would provide enhanced access to local and regional traffic destined for the City srecreational and resort facilities including Angel Stadium Honda Center Anaheim Convention Center and Disneyland and WHEREAS a grade separation will support passengeri eAmtralc Metrolink service that is planned in Orange County by eliminating railroad crossing delays for commuters and WHEREAS the City is familiar with the terms conditions and limitations of any such Grant and WHEREAS the City is willing and able to conform to each of the terms conditions and limitations imposed upon any such Grant to the City and WHEREAS the City desires to accept any such Grant which may be awarded to the City DRAFT ---PAGE BREAK--- NOW THEREFORE BE IT RESOLVED by the City Council ofthe City ofAnaheim as follows 1 The Anaheim Director of Public Works or her designee is hereby authorized to submit an application for and on behalf of the City of Anaheim a public entity established under the laws of the State of California and the Anaheim Director of Public Works or her designee is authorized to execute any actions necessary for the purpose of obtaining the assistance provided by California Department of Transportation Caltrans the Grantor including any extensions and amendments thereof 2 The City Council of the City of Anaheim hereby agrees to and by this resolution does accept any such Grant so awarded to the City of Anaheim without further action of the City Council being required therefor 3 The City of Anaheim hereby agrees to comply with each and all of the terms conditions and limitations imposed by the Grantor upon said Grant and the Anaheim Director of Public Works or her designee is hereby authorized and directed to execute any agreements assurances or other documents as may be necessary in connection with the acceptance of said Grant as may be required by the Grantor if such Grant is awarded to the City 4 The annual budget of the City of Anaheim for Fiscal Year 2008 09 is hereby amended by increasing the appropriations and authorized expenditures in such amount equal to the amount of the Grant funds to be received by the City THE FOREGOING RESOLUTION is approved and adopted by the City Council of the City of Anaheim this 22nd day of April 2008 by the following roll call vote AYES Mayor Pringle Council Members Hernandez Sidhu Galloway Kring NOES ABSENT NONE ABSTAIN NONE CITY ANAHEIM MA OR OF THE CIT F AHEIM ATTEST CIT CLERK OF THE CITY OF ANAHEIM 68581 1 bmorley 2 DRAFT ---PAGE BREAK--- DRAFT ---PAGE BREAK--- ATTACHMENT 8 Conceptual Cost Estimates ATTACHMENT 8 Cost Estimates DRAFT ---PAGE BREAK--- Alternative Construction Right-of-Way Eng./Admin. RR Permitting/ Flagging/ Inspection Escalation* Operations & Maintenance** Total Alternative 1 - Overpass 41,581,800 $ 79,256,700 $ 10,395,450 $ 1,039,545 $ 31,383,209 $ - 163,656,704 $ Alternative 2A - Underpass (Road Closure)** 40,322,500 $ 17,555,700 $ 10,080,625 $ 1,008,063 $ 15,031,663 $ 7,880,500 $ 91,879,051 $ Alternative 2B - Underpass (Bypass Road)** 51,282,500 $ 25,026,900 $ 12,820,625 $ 1,282,063 $ 19,818,467 $ 7,880,500 $ 118,111,054 $ Alternative 3 - Track Flyover 193,896,600 $ 6,770,300 $ 48,474,150 $ 4,847,415 $ 52,115,602 $ - 306,104,067 $ Alternative 4 - Trench 305,931,300 $ 27,081,200 $ 76,482,825 $ 7,648,283 $ 86,487,342 $ - 503,630,950 $ * 8% per year (2009 through 2012) Total cost includes annual operating-and-maintenance cost of $500,000 for 50 years (at 6% interest rate) and covers permanent groundwater dewatering as well as surface water and groundwater treatment. Net present value cost is $7,880,500. State College Boulevard/SCRRA (Orange Subdivision) Grade Separation Project Study Report Conceptual Cost Estimates June 2009 DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA OVERPASS 22,507,600 $ 159,500 $ 18,914,700 $ 79,256,700 $ 120,838,500 $ STATE COLLEGE BOULEVARD AT SCRRA OVERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 31,068 CY 30 $ 932,040 $ Imported Borrow 123,683 CY 30 $ 3,710,490 $ Overexcavation 55,051 CY 30 $ 1,651,530 $ Clearing & Grubbing 1 LS 50,000 $ 50,000 $ Develop Water Supply 1 LS 20,000 $ - $ Subtotal Earthwork 6,344,060 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 21,000 TON 80 $ 1,680,000 $ Lean Concrete Base 0 TON 40 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base - 4" 13,000 CY 35 $ 455,000 $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 26,000 TON 15 $ 390,000 $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 65,570 SF 13 $ 852,410 $ Curb & Gutter Curb) 6,557 LF 18 $ 118,026 $ Curb/Median Curb 0 LF 12 $ - $ Subtotal Pavement Structural Section 3,495,436 $ 3. Specialty Items Retaining Walls 0 SF 140 $ - $ Sound Walls 0 SQFT - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 4,338 LF 35 $ 151,830 $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 1 LS 20,000 $ 20,000 $ Irrigation Modification 1 LS 20,000 $ 20,000 $ Relocate Private Irrigation Facilities 1 LS 20,000 $ 20,000 $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 1 LS 50,000 $ 50,000 $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 261,830 $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Storm Drains 1 LS 500,000 $ 500,000 $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 1 LS 500,000 $ 500,000 $ Gas Main and Sewer Relocation 1 LS 500,000 $ 500,000 $ Subtotal Drainage Items 1,500,000 $ II. TRACK I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA OVERPASS Quantity Unit Unit Price Item Cost Section Cost Total 5. Traffic Items Traffic Signal (New) 5 LS 250,000 $ 1,250,000 $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 5 LS 100,000 $ 500,000 $ Street Lighting 4 LS 50,000 $ 200,000 $ Traffic Delineation Items 5 LS 10,000 $ 50,000 $ Roadside Signs/ Overhead Signs 5 LS 10,000 $ 50,000 $ Traffic Control Systems 5 LS 80,000 $ 400,000 $ Transportation Management Plan 1 LS 60,000 $ 60,000 $ Subtotal Traffic Items 2,510,000 $ Total Sections 1 thru 5 14,111,326 $ 6. Minor Items Subtotal Sections 1 thru 5 14,111,326 $ x 10% = 1,411,133 $ Total Minor Items 1,411,133 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 15,522,459 $ x 10% = 1,552,246 $ Total Mobilization 1,552,246 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 15,522,459 $ x 10% = 1,552,246 $ Contingencies (Subtotal Sections 1 thru 6) 15,522,459 $ x 25% 3,880,615 $ Total Roadway Additions 5,432,861 $ Total Roadway Items 22,507,600 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA OVERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 0 CY 20 $ - $ Import Borrow 0 CY - $ - $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Trackwork Ballasted Track Section 0 TF - $ - $ Fixed Rail Secton 0 TF - $ - $ Special Trackwork 0 LS - $ - $ Subtotal Trackwork - $ 3. Shoofly Shoofly 0 LS - $ - $ Subtotal Shoofly - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 1 LS 100,000 $ 100,000 $ Subtotal Drainage 100,000 $ 5. Specialty Items Retaining Walls 0 SQFT 140 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF - $ - $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS - $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items - $ 6. Signals Remove Existing Signals 0 LS - $ - $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal - $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) 100,000 $ x 10% = 10,000 $ Subtotal Minor Track Items 10,000 $ 8. Track Mobilization Subtotal Sections 1 Thru 7 110,000 $ x 10% = 11,000 $ Subtotal Track Mobilization 11,000 $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) 110,000 $ x 10% = 11,000 $ Contingencies (Subtotal Sect. 1 thru 7) 110,000 $ x 25% = 27,500 $ Subtotal Track Additions 38,500 $ Total Track Items 159,500 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA OVERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES Structure STRUCTURE ITEMS Bridge Name Structure Type Bridge Bridge Ret Wall Ret Wall Width (ft) 106 0 0 0 Span Length (ft) 200 0 0 0 Height (ft) 6 0 0 0 Total Area (sqft) 21,200 0 69,792 0 Total Volume (cuft) 122,960 0 0 0 Cost per sq ft 200 $ 200 $ 140 $ 200 $ Cost for cubic ft Cost for Structure 4,240,000 $ - $ 9,770,880 $ - $ plus 10% mobilization 424,000 $ - $ 977,088 $ - $ plus 25% contingency 1,060,000 $ - $ 2,442,720 $ - $ Total Cost for Structure 5,724,000 $ - $ 13,190,688 $ - $ TOTAL STRUCTURE ITEMS: 18,914,700 $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: 41,581,800 $ SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property - $ SF 60 $ - $ Industrial Property 1,029,574 $ SF 60 $ 71,511,636 $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal 71,511,636 $ Relocation Cost Combined Property 1,029,574 $ SF 4 $ 3,872,509 $ Relocation Subtotal 3,872,509 $ Loss of Business/Goodwill Cost Combined Property 1,029,574 $ SF 4 $ 3,872,510 $ Loss of Business/Goodwill Su 3,872,510 $ TOTAL RIGHT OF WAY ITEMS: 79,256,700 $ PROJECT TOTAL 120,838,500 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS 17,922,900 $ 6,341,100 $ 14,191,800 $ 17,378,700 $ 55,834,500 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 133,142 CY 30 $ 3,994,260 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 549 CY 10 $ 5,490 $ Clearing & Grubbing 1 LS 50,000 $ 50,000 $ Develop Water Supply 1 LS 20,000 $ 20,000 $ Subtotal Earthwork 4,069,750 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 151,596 SF 10 $ 1,515,960 $ Asphalt Concrete 1,621 TON 80 $ 129,680 $ Stamped Concrete 14,820 SF 10 $ 148,200 $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 2,552 TON 60 $ 153,120 $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 54,283 SF 13 $ 705,679 $ Curb & Gutter Curb) 6,825 LF 18 $ 122,850 $ Curb/Median Curb 3,000 LF 12 $ 36,000 $ Curb Ramps 18 EA 750 $ 13,500 $ Subtotal Pavement Structural Section 2,824,989 $ 3. Specialty Items Retaining Walls (West Howell Avenue) 2,240 SQFT 140 $ 313,600 $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 3,238 LF 35 $ 113,330 $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 1 LS 50,000 $ 50,000 $ Replacement Planting 1 LS 50,000 $ 50,000 $ Relocate Private Irrigation Facilities 1 LS 10,000 $ 10,000 $ Relocate Private Irrigation Facilities 1 LS 40,000 $ 40,000 $ Erosion Control 1 LS 10,000 $ 10,000 $ Slope Protection 1 LS 10,000 $ 10,000 $ Water Pollution Control 1 LS 10,000 $ 10,000 $ Demolition 1 LS 100,000 $ 100,000 $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 1 LS 200,000 $ 200,000 $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 906,930 $ 4. Drainage & Utilities Storm Drain Pump Station 1 LS 200,000 $ 200,000 $ 18-Inch RCP 110 LF 155 $ 17,050 $ 21-Inch RCP 1,250 LF 170 $ 212,500 $ Catch Basin, W=7' 5 EA 6,000 $ 30,000 $ Storm Drain Manhole 5 EA 5,000 $ 25,000 $ 15" Diameter VCP Sewer Main 1,100 LF 127 $ 139,700 $ 39" Diameter Trunk Sewer 1,100 LF 250 $ 275,000 $ Sewer Manhole 18 EA 5,000 $ 90,000 $ 18" Dia. PVC, C-900 Water Main incl. all fittings 1,400 LF 140 $ 196,000 $ Electrical, Gas, TV Cable, Communication Reloca 1 LS 500,000 $ 500,000 $ TOTAL COST SUMMARY I. ROADWAY II. TRACK III. STRUCTURES IV. RIGHT OF WAY DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items 1,685,250 $ 5. Traffic Items Traffic Signal (New) 1 LS 250,000 $ 250,000 $ Traffic Signal (Modification) 4 LS 150,000 $ 600,000 $ Traffic Signal Interconnect 5 LS 100,000 $ 500,000 $ Street Lighting 4 LS 75,000 $ 300,000 $ Traffic Delineation Items 5 LS 10,000 $ 50,000 $ Roadside Signs / Overhead Signs 5 LS 10,000 $ 50,000 $ Traffic Control Systems 0 LS 80,000 $ - $ Transportation Management Plan 0 LS 60,000 $ - $ Subtotal Traffic Items 1,750,000 $ Total Sections 1 thru 5 11,236,919 $ 6. Minor Items Subtotal Sections 1 thru 5 11,236,919 $ x 10% = 1,123,692 $ Total Minor Items 1,123,692 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 12,360,611 $ x 10% = 1,236,061 $ Total Mobilization 1,236,061 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 12,360,611 $ x 10% = 1,236,061 $ Contingencies (Subtotal Sections 1 thru 6) 12,360,611 $ x 25% 3,090,153 $ Total Roadway Additions 4,326,214 $ Total Roadway Items 17,922,900 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 7,500 CY 10 $ 75,000 $ Embankment 7,500 CY 10 $ 75,000 $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork 150,000 $ 2. Trackwork Remove Track 3,704 TF 50 $ 185,200 $ Shift Track 5,830 TF 100 $ 583,000 $ Remove Turnout 1 EA 100,000 $ 100,000 $ Remove and Reinstall Turnout 2 EA 30,000 $ 60,000 $ Install New No. 10 136# Turnout 1 EA 150,000 $ 150,000 $ Subtotal Trackwork 1,078,200 $ 3. Shoofly Install New Track - 136# Concrete Ties 6,427 TF 275 $ 1,767,425 $ Subtotal Shoofly 1,767,425 $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 300 LF 100 $ 30,000 $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items 30,000 $ 6. Railroad Signals Signal Modifications at CP College 1 LS 350,000 $ 350,000 $ Decommission Grade Crossing Signals/Remove 1 LS 100,000 $ 100,000 $ Reconfigure CP Stadium 1 LS 500,000 $ 500,000 $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal 950,000 $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) 3,975,625 $ x 10% = 397,563 $ Subtotal Minor Track Items 397,563 $ 8. Track Mobilization Subtotal Sections 1 Thur 7 4,373,188 $ x 10% = 437,319 $ Subtotal Track Mobilization 437,319 $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) 4,373,188 $ x 10% = 437,319 $ Contingencies (Subtotal Sect. 1 thru 7) 4,373,188 $ x 25% = 1,093,297 $ Subtotal Track Additions 1,530,616 $ Total Track Items 6,341,100 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall 28,853 SF 140 $ 4,039,420 $ Subtotal Retaining Walls 4,039,420 $ 2. Railroad Bridge Super Structure Steel Beam Span, W40 X 69'-0" (Fabrication an 928,730 LB 2 $ 1,857,460 $ Steel Beam Span, W40 X 69'-0" (Handling and 928,730 LB 1 $ 557,238 $ Furnish Precast Concrete Fascia Girders 4 EA 19,110 $ 76,440 $ Erect Precast Concrete Fascia Girders 4 EA 1,470 $ 5,880 $ Waterproofing 11,320 SF 25 $ 283,000 $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 2,100 LF 980 $ 2,058,000 $ Precast Concrete End Panels Concrete (4,500 PSI) 16 CY 525 $ 8,400 $ Reinforcing Steel (Precast Concrete) 3,135 LB 1.21 $ 3,793 $ Cast-In-Place Concrete EA Abutments 236 CY 525 $ 123,900 $ Bent Cap 100 CY 525 $ 52,500 $ Approach Slab 62 CY 525 $ 32,550 $ Reinforcing Steel (CIP Concrete) 562,230 LB 1 $ 680,298 $ Precast Concrete Wingwalls Concrete (4,500 PSI) 12 CY 525 $ 6,300 $ Reinforcing Steel (Precast Concrete) 1,900 LB 1.21 $ 2,299 $ Subtotal Railroad Bridge 5,748,059 $ 3. Structures Mobilization Subtotal Sections 1 and 2 9,787,479 $ x 10% = 978,748 $ Subtotal Structures Mobilization 978,748 $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) 9,787,479 $ x 10% = 978,748 $ Contingencies (Subtotal Sections 1 and 2) 9,787,479 $ x 25% = 2,446,870 $ Subtotal Structures Additions 3,425,618 $ TOTAL STRUCTURE ITEMS: 14,191,800 $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: 38,455,800 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property (Roadway Widening) - $ SF 60 $ - $ Industrial Property 205,704 $ SF 60 $ 14,287,686 $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Intersection Widening Commercial/Industrial Property (Partial Takes) 21,082 $ SF 60 $ 1,464,303 $ Right of Way Subtotal 15,751,989 $ Relocation Cost Combined Property 205,704 $ SF 4 $ 773,709 $ Relocation Subtotal 773,709 $ Loss of Business/Goodwill Cost Combined Property 226,786 $ SF 4 $ 853,004 $ Loss of Business/Goodwill Su 853,004 $ TOTAL RIGHT OF WAY ITEMS: 17,378,700 $ PROJECT TOTAL 55,834,500 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRACK FLYOVER 3,485,100 $ 25,247,100 $ 165,164,400 $ 6,770,300 $ 200,666,900 $ STATE COLLEGE BOULEVARD AT SCRRA TRACK FLYOVER Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 0 CY 30 $ - $ Imported Borrow 0 CY 30 $ - $ Clearing & Grubbing 0 LS 100,000 $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 0 TON 80 $ - $ Lean Concrete Base 0 TON 40 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base - 4" 0 CY 60 $ - $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SY 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 0 SF 13 $ - $ Curb & Gutter Curb) 0 LF 18 $ - $ Curb/Median Curb 0 LF 12 $ - $ AC Berm 0 LF 2 $ - $ Subtotal Pavement Structural Section - $ 3. Specialty Items Retaining Walls 0 SF 120 $ - $ Sound Walls 0 SF 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 35 $ - $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 0 LS 50,000 $ - $ Replacement Planting 0 LS 50,000 $ - $ Irrigation Modification 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS 75,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 5,000,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Storm Drains 0 LS 75,000 $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS 250,000 $ - $ Gas Main and Sewer Relocation 0 LS 200,000 $ - $ Subtotal Drainage Items - $ COST SUMMARY I. ROADWAY II. TRACK III. STRUCTURES IV. RIGHT OF WAY TOTAL DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRACK FLYOVER Quantity Unit Unit Price Item Cost Section Cost Total 5. Traffic Items Traffic Signal (New) 5 LS 250,000 $ 1,250,000 $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 5 LS 100,000 $ 500,000 $ Street Lighting 4 LS 60,000 $ 240,000 $ Traffic Delineation Items 5 LS 10,000 $ 50,000 $ Roadside Signs/ Overhead Signs 5 LS 5,000 $ 25,000 $ Traffic Control Systems 5 LS 20,000 $ 100,000 $ Transportation Management Plan 1 LS 20,000 $ 20,000 $ Subtotal Traffic Items 2,185,000 $ Total Sections 1 thru 5 2,185,000 $ 6. Minor Items Subtotal Sections 1 thru 5 2,185,000 $ x 10% = 218,500 $ Total Minor Items 218,500 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 2,403,500 $ x 10% = 240,350 $ Total Mobilization 240,350 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 2,403,500 $ x 10% = 240,350 $ Contingencies (Subtotal Sections 1 thru 6) 2,403,500 $ x 25% 600,875 $ Total Roadway Additions 841,225 $ Total Roadway Items 3,485,100 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRACK FLYOVER Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 35,185 CY 20 $ 703,700 $ Import Borrow 28,296 CY - $ - $ Overexcavation 37,167 CY 20 $ 743,340 $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork 1,447,040 $ 2. Trackwork Ballasted Track Section 7,100 TF 275 $ 1,952,500 $ Fixed Rail Secton 0 TF - $ - $ Special Trackwork 0 LS - $ - $ Subtotal Trackwork 1,952,500 $ 3. Shoofly Shoofly 7,100 TM 275 $ 1,952,500 $ Subtotal Shoofly 1,952,500 $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 1 LS 5,000,000 $ 5,000,000 $ Subtotal Drainage 5,000,000 $ 5. Specialty Items Retaining Walls 21,169 SF 140 $ 2,963,660 $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 14,663 LF 35 $ 513,205 $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS - $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items 3,476,865 $ 6. Signals Railroad Signal Modifications 1 LS 2,000,000 $ 2,000,000 $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal 2,000,000 $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) 15,828,905 $ x 10% = 1,582,891 $ Subtotal Minor Track Items 1,582,891 $ 8. Track Mobilization Subtotal Sections 1 Thru 7 17,411,796 $ x 10% = 1,741,180 $ Subtotal Track Mobilization 1,741,180 $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) 17,411,796 $ x 10% = 1,741,180 $ Contingencies (Subtotal Sect. 1 thru 7) 17,411,796 $ x 25% = 4,352,949 $ Subtotal Track Additions 6,094,128 $ Total Track Items 25,247,100 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRACK FLYOVER Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES Structure STRUCTURE ITEMS Bridge Name Structure Type Bridge Bridge Ret Walls Ret Wall Width (ft) 82 0 0 0 Span Length (ft) 7,460 0 0 0 Height (ft) 0 0 0 0 Total Area (sqft) 611,720 0 0 0 Total Volume (cuft) 0 0 0 0 Cost per sq ft 200 $ 200 $ 140 $ 140 $ Cost for cubic ft Cost for Structure 122,344,000 $ - $ - $ - $ plus 10% mobilization 12,234,400 $ - $ - $ - $ plus 25% contingency 30,586,000 $ - $ - $ - $ Total Cost for Structure 165,164,400 $ - $ - $ - $ TOTAL STRUCTURE ITEMS: 165,164,400 $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: 193,896,600 $ SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property 300,000 $ SF 60 $ 20,837,250 $ Industrial Property 300,000 $ SF 60 $ 20,837,250 $ Residential Property 300,000 $ SF 30 $ 10,418,625 $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal - $ Relocation Cost Combined Property 900,000 $ SF 4 $ 3,385,146 $ Relocation Subtotal 3,385,146 $ Loss of Business/Goodwill Cost Combined Property 900,000 $ SF 4 $ 3,385,147 $ Loss of Business/Goodwill Su 3,385,147 $ TOTAL RIGHT OF WAY ITEMS: 6,770,300 $ PROJECT TOTAL 200,666,900 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRENCH 22,882,400 $ 176,236,900 $ 106,812,000 $ 27,081,200 $ 333,012,500 $ STATE COLLEGE BOULEVARD AT SCRRA TRENCH Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 16,460 CY 30 $ 493,800 $ Imported Borrow 126,891 CY 30 $ 3,806,730 $ Overexcavation 43,320 CY 30 $ 1,299,600 $ Clearing & Grubbing 1 LS 50,000 $ 50,000 $ Develop Water Supply 1 LS 100,000 $ 100,000 $ Subtotal Earthwork 5,750,130 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 31,000 TON 80 $ 2,480,000 $ Lean Concrete Base 0 TON 40 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base - 4" 19,500 CY 60 $ 1,170,000 $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 39,000 CY 15 $ 585,000 $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 50,420 SF 13 $ 655,460 $ Curb & Gutter Curb) 5,042 LF 18 $ 90,756 $ Curb/Median Curb 0 LF 12 $ - $ AC Berm 0 LF 2 $ - $ Subtotal Pavement Structural Section 4,981,216 $ 3. Specialty Items Retaining Walls 0 SQFT 120 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 35 $ - $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 0 LS 50,000 $ - $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 1 LS 10,000 $ 10,000 $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 1 LS 10,000 $ 10,000 $ Slope Protection 1 LS 10,000 $ 10,000 $ Water Pollution Control 0 LS - $ - $ Demolition 1 LS 50,000 $ 50,000 $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS - $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 80,000 $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Storm Drains 1 LS 75,000 $ 75,000 $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS 250,000 $ - $ Gas Main and Sewer Relocation 0 LS - $ - $ Subtotal Drainage Items 75,000 $ I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY III. STRUCTURES II. TRACK DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRENCH Quantity Unit Unit Price Item Cost Section Cost Total 5. Traffic Items Traffic Signal (New) 5 LS 250,000 $ 1,250,000 $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 5 LS 100,000 $ 500,000 $ Street Lighting 4 LS 250,000 $ 1,000,000 $ Traffic Delineation Items 5 LS 25,000 $ 125,000 $ Roadside Signs/ Overhead Signs 5 LS 25,000 $ 125,000 $ Traffic Control Systems 5 LS 80,000 $ 400,000 $ Transportation Management Plan 1 LS 60,000 $ 60,000 $ Subtotal Traffic Items 3,460,000 $ Total Sections 1 thru 5 14,346,346 $ 6. Minor Items Subtotal Sections 1 thru 5 14,346,346 $ x 10% = 1,434,635 $ Total Minor Items 1,434,635 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 15,780,981 $ x 10% = 1,578,098 $ Total Mobilization 1,578,098 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 15,780,981 $ x 10% = 1,578,098 $ Contingencies (Subtotal Sections 1 thru 6) 15,780,981 $ x 25% 3,945,245 $ Total Roadway Additions 5,523,343 $ Total Roadway Items 22,882,400 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRENCH Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 631,759 CY 20 $ 12,635,180 $ Import Borrow 0 CY - $ - $ Overexcavation 249,565 CY 20 $ 4,991,300 $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork 17,626,480 $ 2. Trackwork Ballasted Track Section 18,686 TF 275 $ 5,138,650 $ Fixed Rail Secton 0 TF - $ - $ Special Trackwork 0 LS - $ - $ Subtotal Trackwork 5,138,650 $ 3. Shoofly Shoofly 10,343 TF 275 $ 2,844,325 $ Subtotal Shoofly 2,844,325 $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 9,343 LF 20 $ 186,860 $ Pumping Plants 2 EA 200,000 $ 400,000 $ Project Drainage 0 LS - $ - $ Utility Relocation 1 LS 2,000,000 $ 2,000,000 $ Subtotal Drainage 2,586,860 $ 5. Specialty Items Retaining Walls 377,450 SQFT 140 $ 52,843,000 $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 18,686 LF 35 $ 654,010 $ Highway Planting/Landscaping 1 LS 100,000 $ 100,000 $ Replacement Planting 1 LS 50,000 $ 50,000 $ Irrigation Modification 1 LS 50,000 $ 50,000 $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 1 LS 100,000 $ 100,000 $ Slope Protection 1 LS 200,000 $ 200,000 $ Water Pollution Control 1 LS 100,000 $ 100,000 $ Demolition 1 LS 200,000 $ 200,000 $ Hazardous Waste Mitigation Work 1 LS 500,000 $ 500,000 $ Environmental Mitigation 1 LS 500,000 $ 500,000 $ Anaheim Station Reconfiguration 1 LS 24,000,000 $ 24,000,000 $ Subtotal Specialty Items 79,297,010 $ 6. Signals Railroad Signal Modifications 1 LS 3,000,000 $ 3,000,000 $ Temporary Grade Crossing 0 LS 900,000 $ - $ Track Sections Subtotal 3,000,000 $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) 110,493,325 $ x 10% = 11,049,333 $ Subtotal Minor Track Items 11,049,333 $ 8. Track Mobilization Subtotal Sections 1 Thru 7 121,542,658 $ x 10% = 12,154,266 $ Subtotal Track Mobilization 12,154,266 $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) 121,542,658 $ x 10% = 12,154,266 $ Contingencies (Subtotal Sect. 1 thru 7) 121,542,658 $ x 25% = 30,385,664 $ Subtotal Track Additions 42,539,930 $ Total Track Items 176,236,900 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA TRENCH Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES Structure STRUCTURE ITEMS Bridge Name Structure Type Slab Lewis St Brdg Katella Av Av Brd Douglass Rd Width (ft) 100 74 155 72 54 Span Length (ft) 13,200 200 200 200 100 Height (ft) 1 0 0 0 0 Total Area (sqft) 1,320,000 14,800 31,000 14,400 5,400 Total Volume (cuft) 1,320,000 0 0 0 0 Cost per sq ft 50 $ 200 $ 200 $ 200 $ 200 $ Cost for cubic ft Cost for Structure 66,000,000 $ 2,960,000 $ 6,200,000 $ 2,880,000 $ 1,080,000 $ plus 10% mobilization 6,600,000 $ 296,000 $ 620,000 $ 288,000 $ 108,000 $ plus 25% contingency 16,500,000 $ 740,000 $ 1,550,000 $ 720,000 $ 270,000 $ Total Cost for Structure 89,100,000 $ 3,996,000 $ 8,370,000 $ 3,888,000 $ 1,458,000 $ TOTAL STRUCTURE ITEMS: 106,812,000 $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: 305,931,300 $ SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property 1,200,000 $ SF 60 $ 83,349,000 $ Industrial Property 1,200,000 $ SF 60 $ 83,349,000 $ Residential Property 1,200,000 $ SF 30 $ 41,674,500 $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal - $ Relocation Cost Combined Property 3,600,000 $ SF 4 $ 13,540,583 $ Relocation Subtotal 13,540,583 $ Loss of Business/Goodwill Cost Combined Property 3,600,000 $ SF 4 $ 13,540,586 $ Loss of Business/Goodwill Su 13,540,586 $ TOTAL RIGHT OF WAY ITEMS: 27,081,200 $ PROJECT TOTAL 333,012,500 $ Escalated Value DRAFT ---PAGE BREAK--- COST ESTIMATES TMP Options DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - ROAD CLOSURE TMP 1,866,700 $ - $ - $ 177,000 $ 2,043,700 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - FULL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 320 CY 30 $ 9,600 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 0 CY 10 $ - $ Clearing & Grubbing 0 LS 50,000 $ - $ Develop Water Supply 0 LS 20,000 $ - $ Subtotal Earthwork 9,600 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 139 TON 80 $ 11,120 $ Stamped Concrete 0 SF 10 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 249 TON 60 $ 14,940 $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 6,150 SF 13 $ 79,950 $ Curb & Gutter Curb) 555 LF 18 $ 9,990 $ Curb/Median Curb 0 LF 12 $ - $ Curb Ramps 5 EA 750 $ 3,750 $ Subtotal Pavement Structural Section 119,750 $ 3. Specialty Items Retaining Walls (West Howell Avenue) 0 SQFT 140 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 35 $ - $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 0 LS 50,000 $ - $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS 10,000 $ - $ Demolition 0 LS 100,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 200,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items - $ 4. Drainage & Utilities Storm Drain Pump Station 0 LS 200,000 $ - $ 18-Inch RCP 0 LF 155 $ - $ 21-Inch RCP 0 LF 170 $ - $ Catch Basin, W=7' 1 EA 6,000 $ 6,000 $ Storm Drain Manhole 0 EA 5,000 $ - $ 15" Diameter VCP Sewer Main 0 LF 127 $ - $ 39" Diameter Trunk Sewer 0 LF 250 $ - $ Sewer Manhole 0 EA 5,000 $ - $ 18" Dia. PVC, C-900 Water Main incl. all fittings 0 LF 140 $ - $ Electrical, Gas, TV Cable, Communication Reloca 0 LS 500,000 $ - $ II. TRACK I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - FULL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items 6,000 $ 5. Traffic Items Traffic Signal (New) 0 LS 250,000 $ - $ Traffic Signal (Modification) 3 LS 150,000 $ 450,000 $ Traffic Signal Interconnect 0 LS 100,000 $ - $ ITS 1 LS 150,000 $ 150,000 $ Street Lighting 1 LS 75,000 $ 75,000 $ Traffic Delineation Items 3 LS 10,000 $ 30,000 $ Roadside Signs / Overhead Signs 3 LS 10,000 $ 30,000 $ Traffic Control Systems 3 LS 80,000 $ 240,000 $ Transportation Management Plan 1 LS 60,000 $ 60,000 $ Subtotal Traffic Items 1,035,000 $ Total Sections 1 thru 5 1,170,350 $ 6. Minor Items Subtotal Sections 1 thru 5 1,170,350 $ x 10% = 117,035 $ Total Minor Items 117,035 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 1,287,385 $ x 10% = 128,739 $ Total Mobilization 128,739 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 1,287,385 $ x 10% = 128,739 $ Contingencies (Subtotal Sections 1 thru 6) 1,287,385 $ x 25% 321,846 $ Total Roadway Additions 450,585 $ Total Roadway Items 1,866,700 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - FULL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 0 CY 10 $ - $ Embankment 0 CY 10 $ - $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Trackwork Remove Track 0 TF 50 $ - $ Shift Track 0 TF 100 $ - $ Remove Turnout 0 EA 100,000 $ - $ Remove and Reinstall Turnout 0 EA 30,000 $ - $ Install New No. 10 136# Turnout 0 EA 150,000 $ - $ Subtotal Trackwork - $ 3. Shoofly Install New Track - 136# Concrete Ties 0 TF 275 $ - $ Subtotal Shoofly - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 100 $ - $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items - $ 6. Railroad Signals Signal Modifications at CP College 0 LS 350,000 $ - $ Decommission Grade Crossing Signals/Remove 0 LS 100,000 $ - $ Reconfigure CP Stadium 0 LS 500,000 $ - $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal - $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) - $ x 10% = - $ Subtotal Minor Track Items - $ 8. Track Mobilization Subtotal Sections 1 Thur 7 - $ x 10% = - $ Subtotal Track Mobilization - $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) - $ x 10% = - $ Contingencies (Subtotal Sect. 1 thru 7) - $ x 25% = - $ Subtotal Track Additions - $ Total Track Items - $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - FULL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall 0 SF 140 $ - $ Subtotal Retaining Walls - $ 2. Railroad Bridge Super Structure Steel Beam Span, W40 X 69'-0" (Fabrication an 0 LB 2 $ - $ Steel Beam Span, W40 X 69'-0" (Handling and 0 LB 1 $ - $ Furnish Precast Concrete Fascia Girders 0 EA 19,110 $ - $ Erect Precast Concrete Fascia Girders 0 EA 1,470 $ - $ Waterproofing 0 SF 25 $ - $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 0 LF 980 $ - $ Precast Concrete End Panels Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Cast-In-Place Concrete EA Abutments 0 CY 525 $ - $ Bent Cap 0 CY 525 $ - $ Approach Slab 0 CY 525 $ - $ Reinforcing Steel (CIP Concrete) 0 LB 1 $ - $ Precast Concrete Wingwalls Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Subtotal Railroad Bridge - $ 3. Structures Mobilization Subtotal Sections 1 and 2 - $ x 10% = - $ Subtotal Structures Mobilization - $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) - $ x 10% = - $ Contingencies (Subtotal Sections 1 and 2) - $ x 25% = - $ Subtotal Structures Additions - $ TOTAL STRUCTURE ITEMS: - $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: 1,866,700 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - FULL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property - $ SF 60 $ - $ Industrial Property - $ SF 60 $ - $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Intersection Widening Commercial/Industrial Property (Partial Takes) 2,417 $ SF 60 $ 167,879 $ Right of Way Subtotal 167,879 $ Relocation Cost Combined Property - $ SF 4 $ - $ Relocation Subtotal - $ Loss of Business/Goodwill Cost Combined Property 2,417 $ SF 4 $ 9,091 $ Loss of Business/Goodwill Su 9,091 $ TOTAL RIGHT OF WAY ITEMS: 177,000 $ PROJECT TOTAL 2,043,700 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - BYPASS ROAD TMP 1,799,900 $ 6,859,500 $ 4,167,300 $ 7,648,200 $ 20,474,900 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - PARTIAL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 2,958 CY 30 $ 88,740 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 0 CY 10 $ - $ Clearing & Grubbing 0 LS 50,000 $ - $ Develop Water Supply 0 LS 20,000 $ - $ Subtotal Earthwork 88,740 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 781 TON 80 $ 62,480 $ Stamped Concrete 0 SF 10 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 1,455 TON 60 $ 87,300 $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 0 SF 13 $ - $ Curb & Gutter Curb) 880 LF 18 $ 15,840 $ Curb/Median Curb 0 LF 12 $ - $ Curb Ramps 0 EA 750 $ - $ Subtotal Pavement Structural Section 165,620 $ 3. Specialty Items Retaining Walls (West Howell Avenue) 0 SQFT 140 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 2,545 LF 35 $ 89,075 $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 0 LS 50,000 $ - $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS 10,000 $ - $ Demolition 0 LS 100,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 200,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 89,075 $ 4. Drainage & Utilities Storm Drain Pump Station 0 LS 200,000 $ - $ 18-Inch RCP 0 LF 155 $ - $ 21-Inch RCP 0 LF 170 $ - $ Catch Basin, W=7' 0 EA 6,000 $ - $ Storm Drain Manhole 0 EA 5,000 $ - $ 15" Diameter VCP Sewer Main 0 LF 127 $ - $ 39" Diameter Trunk Sewer 0 LF 250 $ - $ Sewer Manhole 0 EA 5,000 $ - $ 18" Dia. PVC, C-900 Water Main incl. all fittings 0 LF 140 $ - $ Electrical, Gas, TV Cable, Communication Reloca 0 LS 500,000 $ - $ I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY II. TRACK III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - PARTIAL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items - $ 5. Traffic Items Traffic Signal (New) 0 LS 250,000 $ - $ Traffic Signal (Modification) 2 LS 150,000 $ 300,000 $ Traffic Signal Interconnect 1 LS 100,000 $ 100,000 $ ITS 1 LS 150,000 $ 150,000 $ Street Lighting 1 LS 75,000 $ 75,000 $ Traffic Delineation Items 1 LS 10,000 $ 10,000 $ Roadside Signs / Overhead Signs 1 LS 10,000 $ 10,000 $ Traffic Control Systems 1 LS 80,000 $ 80,000 $ Transportation Management Plan 1 LS 60,000 $ 60,000 $ Subtotal Traffic Items 785,000 $ Total Sections 1 thru 5 1,128,435 $ 6. Minor Items Subtotal Sections 1 thru 5 1,128,435 $ x 10% = 112,844 $ Total Minor Items 112,844 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 1,241,279 $ x 10% = 124,128 $ Total Mobilization 124,128 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 1,241,279 $ x 10% = 124,128 $ Contingencies (Subtotal Sections 1 thru 6) 1,241,279 $ x 25% 310,320 $ Total Roadway Additions 434,447 $ Total Roadway Items 1,799,900 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - PARTIAL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 3,750 CY 10 $ 37,500 $ Embankment 3,750 CY 10 $ 37,500 $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork 75,000 $ 2. Trackwork Remove Track 3,704 TF 50 $ 185,200 $ Shift Track 5,830 TF 100 $ 583,000 $ Remove Turnout 1 EA 100,000 $ 100,000 $ Remove and Reinstall Turnout 2 EA 30,000 $ 60,000 $ Install New No. 10 136# Turnout 1 EA 150,000 $ 150,000 $ Subtotal Trackwork 1,078,200 $ 3. Shoofly Install New Track - 136# Concrete Ties 6,427 TF 275 $ 1,767,425 $ Subtotal Shoofly 1,767,425 $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 300 LF 100 $ 30,000 $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items 30,000 $ 6. Railroad Signals Signal Modifications at CP College 1 LS 350,000 $ 350,000 $ Decommission Grade Crossing Signals/Remove 0 LS 100,000 $ - $ Reconfigure CP Stadium 1 LS 500,000 $ 500,000 $ Temporary Grade Crossing 1 LS 500,000 $ 500,000 $ Track Sections Subtotal 1,350,000 $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) 4,300,625 $ x 10% = 430,063 $ Subtotal Minor Track Items 430,063 $ 8. Track Mobilization Subtotal Sections 1 Thru 7 4,730,688 $ x 10% = 473,069 $ Subtotal Track Mobilization 473,069 $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) 4,730,688 $ x 10% = 473,069 $ Contingencies (Subtotal Sect. 1 thru 7) 4,730,688 $ x 25% = 1,182,672 $ Subtotal Track Additions 1,655,741 $ Total Track Items 6,859,500 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - PARTIAL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall 0 SF 140 $ - $ Subtotal Retaining Walls - $ 2. Railroad Bridge Super Structure Steel Beam Span, W40 X 69'-0" (Fabrication an 464,365 LB 2 $ 928,730 $ Steel Beam Span, W40 X 69'-0" (Handling and 464,365 LB 1 $ 278,619 $ Furnish Precast Concrete Fascia Girders 2 EA 19,110 $ 38,220 $ Erect Precast Concrete Fascia Girders 2 EA 1,470 $ 2,940 $ Waterproofing 5,660 SF 25 $ 141,500 $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 1,050 LF 980 $ 1,029,000 $ Precast Concrete End Panels Concrete (4,500 PSI) 8 CY 525 $ 4,200 $ Reinforcing Steel (Precast Concrete) 1,568 LB 1.21 $ 1,897 $ Cast-In-Place Concrete EA Abutments 118 CY 525 $ 61,950 $ Bent Cap 50 CY 525 $ 26,250 $ Approach Slab 31 CY 525 $ 16,275 $ Reinforcing Steel (CIP Concrete) 281,115 LB 1 $ 340,149 $ Precast Concrete Wingwalls Concrete (4,500 PSI) 6 CY 525 $ 3,150 $ Reinforcing Steel (Precast Concrete) 950 LB 1.21 $ 1,150 $ Subtotal Railroad Bridge 2,874,029 $ 3. Structures Mobilization Subtotal Sections 1 and 2 2,874,029 $ x 10% = 287,403 $ Subtotal Structures Mobilization 287,403 $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) 2,874,029 $ x 10% = 287,403 $ Contingencies (Subtotal Sections 1 and 2) 2,874,029 $ x 25% = 718,507 $ Subtotal Structures Additions 1,005,910 $ TOTAL STRUCTURE ITEMS: 4,167,300 $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: 12,826,700 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - PARTIAL CLOSURE TMP Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property - $ SF 60 $ - $ Industrial Property 99,353 $ SF 60 $ 6,900,811 $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal 6,900,811 $ Relocation Cost Combined Property 99,353 $ SF 4 $ 373,694 $ Relocation Subtotal 373,694 $ Loss of Business/Goodwill Cost Combined Property 99,353 $ SF 4 $ 373,694 $ Loss of Business/Goodwill Su 373,694 $ TOTAL RIGHT OF WAY ITEMS: 7,648,200 $ PROJECT TOTAL 20,474,900 $ Escalated Value DRAFT ---PAGE BREAK--- ATTACHMENT 9 Retaining Walls vs. Slopes Analysis ATTACHMENT 9 Ret. Walls vs. Slopes Analysis DRAFT ---PAGE BREAK--- Alternative Construction Right-of-Way Eng./Admin. RR Permitting/ Flagging Escalation* Total Alternative 2A - Underpass w/Retaining Walls (Road Closure) 40,322,500 $ 17,555,700 $ 10,080,625 $ 1,008,063 $ 15,031,663 $ 91,879,051 $ NW Quadrant (344,600) $ 7,648,200 $ (86,200) $ (12,100) $ 1,896,800 $ 9,102,100 $ NE Quadrant (300,500) $ 5,835,600 $ (75,100) $ (10,500) $ 1,437,500 $ 6,887,000 $ SW Quadrant (831,800) $ 13,709,900 $ (208,000) $ (29,100) $ 3,344,600 $ 15,985,600 $ SE Quadrant (831,800) $ 15,798,400 $ (208,000) $ (29,100) $ 3,887,000 $ 18,616,500 $ Alternative 2A - Underpass w/Slopes (Road Closure) 38,013,800 $ 60,547,800 $ 9,503,325 $ 927,263 $ 25,597,563 $ 142,470,251 $ -5.73% 244.89% -5.73% -8.02% 70.29% 55.06% Alternative 2B - Underpass w/Retaining Walls (Bypass Road) 51,282,500 $ 25,026,900 $ 12,820,625 $ 1,282,063 $ 19,818,467 $ 118,111,054 $ NW Quadrant (344,600) $ 7,648,200 $ (86,200) $ (12,100) $ 1,896,800 $ 9,102,100 $ NE Quadrant (300,500) $ 5,835,600 $ (75,100) $ (10,500) $ 1,437,500 $ 6,887,000 $ SW Quadrant (831,800) $ 13,709,900 $ (208,000) $ (29,100) $ 3,344,600 $ 15,985,600 $ SE Quadrant (831,800) $ 15,798,400 $ (208,000) $ (29,100) $ 3,887,000 $ 18,616,500 $ Alternative 2B - Underpass w/Slopes (Bypass Road) 48,973,800 $ 68,019,000 $ 12,243,325 $ 1,201,263 $ 30,384,367 $ 168,702,254 $ -4.50% 171.78% -4.50% -6.30% 53.31% 42.83% * 8% per year (2008 through 2011) Total cost includes annual operating-and-maintenance cost of $500,000 for 50 years (at 6% interest rate) that covers permanent groundwater dewatering as well as surface water and groundwater treatment. Net present value cost is $7,880,500. State College Boulevard/SCRRA (Orange Subdivision) Grade Separation Project Study Report Retaining Wall vs Slope Analysis Conceptual Cost Estimates June 2009 DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NW QUAD) 151,600 $ - $ (496,200.00) $ 7,648,200 $ 7,303,600 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 2,256 CY 30 $ 67,680 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 0 CY 10 $ - $ Clearing & Grubbing 0 LS 50,000 $ - $ Develop Water Supply 0 LS 20,000 $ - $ Subtotal Earthwork 67,680 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 0 TON 80 $ - $ Stamped Concrete 0 SF 10 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 0 TON 60 $ - $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 0 SF 13 $ - $ Curb & Gutter Curb) 0 LF 18 $ - $ Curb/Median Curb 0 LF 12 $ - $ Curb Ramps 0 EA 750 $ - $ Subtotal Pavement Structural Section - $ 3. Specialty Items Retaining Walls (West Howell Avenue) 0 SQFT 140 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 425 LF 35 $ 14,875 $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 1 LS 12,500 $ 12,500 $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS 10,000 $ - $ Demolition 0 LS 100,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 200,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 27,375 $ 4. Drainage & Utilities Storm Drain Pump Station 0 LS 200,000 $ - $ 18-Inch RCP 0 LF 155 $ - $ 21-Inch RCP 0 LF 170 $ - $ Catch Basin, W=7' 0 EA 6,000 $ - $ Storm Drain Manhole 0 EA 5,000 $ - $ 15" Diameter VCP Sewer Main 0 LF 127 $ - $ 39" Diameter Trunk Sewer 0 LF 250 $ - $ Sewer Manhole 0 EA 5,000 $ - $ 18" Dia. PVC, C-900 Water Main incl. all fittings 0 LF 140 $ - $ Electrical, Gas, TV Cable, Communication Reloca 0 LS 500,000 $ - $ I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY II. TRACK III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items - $ 5. Traffic Items Traffic Signal (New) 0 LS 250,000 $ - $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 0 LS 100,000 $ - $ ITS 0 LS 150,000 $ - $ Street Lighting 0 LS 75,000 $ - $ Traffic Delineation Items 0 LS 10,000 $ - $ Roadside Signs / Overhead Signs 0 LS 10,000 $ - $ Traffic Control Systems 0 LS 40,000 $ - $ Transportation Management Plan 0 LS 60,000 $ - $ Subtotal Traffic Items - $ Total Sections 1 thru 5 95,055 $ 6. Minor Items Subtotal Sections 1 thru 5 95,055 $ x 10% = 9,506 $ Total Minor Items 9,506 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 104,561 $ x 10% = 10,456 $ Total Mobilization 10,456 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 104,561 $ x 10% = 10,456 $ Contingencies (Subtotal Sections 1 thru 6) 104,561 $ x 25% 26,140 $ Total Roadway Additions 36,596 $ Total Roadway Items 151,600 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 0 CY 10 $ - $ Embankment 0 CY 10 $ - $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Trackwork Remove Track 0 TF 50 $ - $ Shift Track 0 TF 100 $ - $ Remove Turnout 0 EA 100,000 $ - $ Remove and Reinstall Turnout 0 EA 30,000 $ - $ Install New No. 10 136# Turnout 0 EA 150,000 $ - $ Subtotal Trackwork - $ 3. Shoofly Install New Track - 136# Concrete Ties 0 TF 275 $ - $ Subtotal Shoofly - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 100 $ - $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items - $ 6. Railroad Signals Signal Modifications at CP College 0 LS 350,000 $ - $ Decommission Grade Crossing Signals/Remove 0 LS 100,000 $ - $ Reconfigure CP Stadium 0 LS 500,000 $ - $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal - $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) - $ x 10% = - $ Subtotal Minor Track Items - $ 8. Track Mobilization Subtotal Sections 1 Thru 7 - $ x 10% = - $ Subtotal Track Mobilization - $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) - $ x 10% = - $ Contingencies (Subtotal Sect. 1 thru 7) - $ x 25% = - $ Subtotal Track Additions - $ Total Track Items - $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall -5,373 SF 140 $ (752,220) $ Subtotal Retaining Walls (752,220) $ 2. Railroad Bridge Super Structure 2050 SF 200 410,000 $ Steel Beam Span, W40 X 69'-0" (Fabrication an 0 LB 2 $ - $ Steel Beam Span, W40 X 69'-0" (Handling and 0 LB 1 $ - $ Furnish Precast Concrete Fascia Girders 0 EA 19,110 $ - $ Erect Precast Concrete Fascia Girders 0 EA 1,470 $ - $ Waterproofing 0 SF 25 $ - $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 0 LF 980 $ - $ Precast Concrete End Panels Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Cast-In-Place Concrete EA Abutments 0 CY 525 $ - $ Bent Cap 0 CY 525 $ - $ Approach Slab 0 CY 525 $ - $ Reinforcing Steel (CIP Concrete) 0 LB 1 $ - $ Precast Concrete Wingwalls Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Subtotal Railroad Bridge 410,000 $ 3. Structures Mobilization Subtotal Sections 1 and 2 (342,220) $ x 10% = (34,222) $ Subtotal Structures Mobilization (34,222) $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) (342,220) $ x 10% = (34,222) $ Contingencies (Subtotal Sections 1 and 2) (342,220) $ x 25% = (85,555) $ Subtotal Structures Additions (119,777) $ TOTAL STRUCTURE ITEMS: (496,200) $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: (344,600) $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property - $ SF 60 $ - $ Industrial Property 99,353 $ SF 60 $ 6,900,811 $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal 6,900,811 $ Relocation Cost Combined Property 99,353 $ SF 4 $ 373,694 $ Relocation Subtotal 373,694 $ Loss of Business/Goodwill Cost Combined Property 99,353 $ SF 4 $ 373,694 $ Loss of Business/Goodwill Su 373,694 $ TOTAL RIGHT OF WAY ITEMS: 7,648,200 $ PROJECT TOTAL 7,303,600 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NE QUAD) 127,900 $ 67,800 $ (496,200.00) $ 5,835,600 $ 5,535,100 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 2,256 CY 30 $ 67,680 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 0 CY 10 $ - $ Clearing & Grubbing 0 LS 50,000 $ - $ Develop Water Supply 0 LS 20,000 $ - $ Subtotal Earthwork 67,680 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 0 TON 80 $ - $ Stamped Concrete 0 SF 10 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 0 TON 60 $ - $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 0 SF 13 $ - $ Curb & Gutter Curb) 0 LF 18 $ - $ Curb/Median Curb 0 LF 12 $ - $ Curb Ramps 0 EA 750 $ - $ Subtotal Pavement Structural Section - $ 3. Specialty Items Retaining Walls (West Howell Avenue) 0 SQFT 140 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 35 $ - $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 1 LS 12,500 $ 12,500 $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS 10,000 $ - $ Demolition 0 LS 100,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 200,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 12,500 $ 4. Drainage & Utilities Storm Drain Pump Station 0 LS 200,000 $ - $ 18-Inch RCP 0 LF 155 $ - $ 21-Inch RCP 0 LF 170 $ - $ Catch Basin, W=7' 0 EA 6,000 $ - $ Storm Drain Manhole 0 EA 5,000 $ - $ 15" Diameter VCP Sewer Main 0 LF 127 $ - $ 39" Diameter Trunk Sewer 0 LF 250 $ - $ Sewer Manhole 0 EA 5,000 $ - $ 18" Dia. PVC, C-900 Water Main incl. all fittings 0 LF 140 $ - $ Electrical, Gas, TV Cable, Communication Reloca 0 LS 500,000 $ - $ I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY II. TRACK III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items - $ 5. Traffic Items Traffic Signal (New) 0 LS 250,000 $ - $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 0 LS 100,000 $ - $ ITS 0 LS 150,000 $ - $ Street Lighting 0 LS 75,000 $ - $ Traffic Delineation Items 0 LS 10,000 $ - $ Roadside Signs / Overhead Signs 0 LS 10,000 $ - $ Traffic Control Systems 0 LS 40,000 $ - $ Transportation Management Plan 0 LS 60,000 $ - $ Subtotal Traffic Items - $ Total Sections 1 thru 5 80,180 $ 6. Minor Items Subtotal Sections 1 thru 5 80,180 $ x 10% = 8,018 $ Total Minor Items 8,018 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 88,198 $ x 10% = 8,820 $ Total Mobilization 8,820 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 88,198 $ x 10% = 8,820 $ Contingencies (Subtotal Sections 1 thru 6) 88,198 $ x 25% 22,050 $ Total Roadway Additions 30,869 $ Total Roadway Items 127,900 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 0 CY 10 $ - $ Embankment 0 CY 10 $ - $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Trackwork Remove Track 0 TF 50 $ - $ Shift Track 0 TF 100 $ - $ Remove Turnout 0 EA 100,000 $ - $ Remove and Reinstall Turnout 0 EA 30,000 $ - $ Install New No. 10 136# Turnout 0 EA 150,000 $ - $ Subtotal Trackwork - $ 3. Shoofly Install New Track - 136# Concrete Ties 0 TF 275 $ - $ Subtotal Shoofly - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 425 LF 100 $ 42,500 $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items 42,500 $ 6. Railroad Signals Signal Modifications at CP College 0 LS 350,000 $ - $ Decommission Grade Crossing Signals/Remove 0 LS 100,000 $ - $ Reconfigure CP Stadium 0 LS 500,000 $ - $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal - $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) 42,500 $ x 10% = 4,250 $ Subtotal Minor Track Items 4,250 $ 8. Track Mobilization Subtotal Sections 1 Thur 7 46,750 $ x 10% = 4,675 $ Subtotal Track Mobilization 4,675 $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) 46,750 $ x 10% = 4,675 $ Contingencies (Subtotal Sect. 1 thru 7) 46,750 $ x 25% = 11,688 $ Subtotal Track Additions 16,363 $ Total Track Items 67,800 $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall -5,373 SF 140 $ (752,220) $ Subtotal Retaining Walls (752,220) $ 2. Railroad Bridge Super Structure 2050 SF 200 410,000 $ Steel Beam Span, W40 X 69'-0" (Fabrication an 0 LB 2 $ - $ Steel Beam Span, W40 X 69'-0" (Handling and 0 LB 1 $ - $ Furnish Precast Concrete Fascia Girders 0 EA 19,110 $ - $ Erect Precast Concrete Fascia Girders 0 EA 1,470 $ - $ Waterproofing 0 SF 25 $ - $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 0 LF 980 $ - $ Precast Concrete End Panels Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Cast-In-Place Concrete EA Abutments 0 CY 525 $ - $ Bent Cap 0 CY 525 $ - $ Approach Slab 0 CY 525 $ - $ Reinforcing Steel (CIP Concrete) 0 LB 1 $ - $ Precast Concrete Wingwalls Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Subtotal Railroad Bridge 410,000 $ 3. Structures Mobilization Subtotal Sections 1 and 2 (342,220) $ x 10% = (34,222) $ Subtotal Structures Mobilization (34,222) $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) (342,220) $ x 10% = (34,222) $ Contingencies (Subtotal Sections 1 and 2) (342,220) $ x 25% = (85,555) $ Subtotal Structures Additions (119,777) $ TOTAL STRUCTURE ITEMS: (496,200) $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: (300,500) $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (NE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property 18,562 $ SF 60 $ 1,289,270 $ Industrial Property 57,245 $ SF 60 $ 3,976,095 $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal 5,265,365 $ Relocation Cost Combined Property 75,807 $ SF 4 $ 285,131 $ Relocation Subtotal 285,131 $ Loss of Business/Goodwill Cost Combined Property 75,807 $ SF 4 $ 285,131 $ Loss of Business/Goodwill Su 285,131 $ TOTAL RIGHT OF WAY ITEMS: 5,835,600 $ PROJECT TOTAL 5,535,100 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SW QUAD) 151,600 $ - $ (983,400.00) $ 13,709,900 $ 12,878,100 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 2,256 CY 30 $ 67,680 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 0 CY 10 $ - $ Clearing & Grubbing 0 LS 50,000 $ - $ Develop Water Supply 0 LS 20,000 $ - $ Subtotal Earthwork 67,680 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 0 TON 80 $ - $ Stamped Concrete 0 SF 10 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 0 TON 60 $ - $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 0 SF 13 $ - $ Curb & Gutter Curb) 0 LF 18 $ - $ Curb/Median Curb 0 LF 12 $ - $ Curb Ramps 0 EA 750 $ - $ Subtotal Pavement Structural Section - $ 3. Specialty Items Retaining Walls (West Howell Avenue) 0 SQFT 140 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 425 LF 35 $ 14,875 $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 1 LS 12,500 $ 12,500 $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS 10,000 $ - $ Demolition 0 LS 100,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 200,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 27,375 $ 4. Drainage & Utilities Storm Drain Pump Station 0 LS 200,000 $ - $ 18-Inch RCP 0 LF 155 $ - $ 21-Inch RCP 0 LF 170 $ - $ Catch Basin, W=7' 0 EA 6,000 $ - $ Storm Drain Manhole 0 EA 5,000 $ - $ 15" Diameter VCP Sewer Main 0 LF 127 $ - $ 39" Diameter Trunk Sewer 0 LF 250 $ - $ Sewer Manhole 0 EA 5,000 $ - $ 18" Dia. PVC, C-900 Water Main incl. all fittings 0 LF 140 $ - $ Electrical, Gas, TV Cable, Communication Reloca 0 LS 500,000 $ - $ I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY II. TRACK III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items - $ 5. Traffic Items Traffic Signal (New) 0 LS 250,000 $ - $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 0 LS 100,000 $ - $ ITS 0 LS 150,000 $ - $ Street Lighting 0 LS 75,000 $ - $ Traffic Delineation Items 0 LS 10,000 $ - $ Roadside Signs / Overhead Signs 0 LS 10,000 $ - $ Traffic Control Systems 0 LS 40,000 $ - $ Transportation Management Plan 0 LS 60,000 $ - $ Subtotal Traffic Items - $ Total Sections 1 thru 5 95,055 $ 6. Minor Items Subtotal Sections 1 thru 5 95,055 $ x 10% = 9,506 $ Total Minor Items 9,506 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 104,561 $ x 10% = 10,456 $ Total Mobilization 10,456 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 104,561 $ x 10% = 10,456 $ Contingencies (Subtotal Sections 1 thru 6) 104,561 $ x 25% 26,140 $ Total Roadway Additions 36,596 $ Total Roadway Items 151,600 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 0 CY 10 $ - $ Embankment 0 CY 10 $ - $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Trackwork Remove Track 0 TF 50 $ - $ Shift Track 0 TF 100 $ - $ Remove Turnout 0 EA 100,000 $ - $ Remove and Reinstall Turnout 0 EA 30,000 $ - $ Install New No. 10 136# Turnout 0 EA 150,000 $ - $ Subtotal Trackwork - $ 3. Shoofly Install New Track - 136# Concrete Ties 0 TF 275 $ - $ Subtotal Shoofly - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 100 $ - $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items - $ 6. Railroad Signals Signal Modifications at CP College 0 LS 350,000 $ - $ Decommission Grade Crossing Signals/Remove 0 LS 100,000 $ - $ Reconfigure CP Stadium 0 LS 500,000 $ - $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal - $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) - $ x 10% = - $ Subtotal Minor Track Items - $ 8. Track Mobilization Subtotal Sections 1 Thur 7 - $ x 10% = - $ Subtotal Track Mobilization - $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) - $ x 10% = - $ Contingencies (Subtotal Sect. 1 thru 7) - $ x 25% = - $ Subtotal Track Additions - $ Total Track Items - $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall -7,773 SF 140 $ (1,088,220) $ Subtotal Retaining Walls (1,088,220) $ 2. Railroad Bridge Super Structure 2,050 SF 200 $ 410,000 $ Steel Beam Span, W40 X 69'-0" (Fabrication an 0 LB 2 $ - $ Steel Beam Span, W40 X 69'-0" (Handling and 0 LB 1 $ - $ Furnish Precast Concrete Fascia Girders 0 EA 19,110 $ - $ Erect Precast Concrete Fascia Girders 0 EA 1,470 $ - $ Waterproofing 0 SF 25 $ - $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 0 LF 980 $ - $ Precast Concrete End Panels Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Cast-In-Place Concrete EA Abutments 0 CY 525 $ - $ Bent Cap 0 CY 525 $ - $ Approach Slab 0 CY 525 $ - $ Reinforcing Steel (CIP Concrete) 0 LB 1 $ - $ Precast Concrete Wingwalls Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Subtotal Railroad Bridge 410,000 $ 3. Structures Mobilization Subtotal Sections 1 and 2 (678,220) $ x 10% = (67,822) $ Subtotal Structures Mobilization (67,822) $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) (678,220) $ x 10% = (67,822) $ Contingencies (Subtotal Sections 1 and 2) (678,220) $ x 25% = (169,555) $ Subtotal Structures Additions (237,377) $ TOTAL STRUCTURE ITEMS: (983,400) $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: (831,800) $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SW QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property - $ SF 60 $ - $ Industrial Property - $ SF 60 $ - $ Residential Property 259,785 $ SF 30 $ 9,022,008 $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property 259,785 $ SF 3 $ 779,355 $ Right of Way Subtotal 9,801,363 $ Relocation Cost Combined Property 519,570 $ SF 4 $ 1,954,245 $ Relocation Subtotal 1,954,245 $ Loss of Business/Goodwill Cost Combined Property 519,570 $ SF 4 $ 1,954,245 $ Loss of Business/Goodwill Su 1,954,245 $ TOTAL RIGHT OF WAY ITEMS: 13,709,900 $ PROJECT TOTAL 12,878,100 $ Escalated Value DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SE QUAD) 151,600 $ - $ (983,400.00) $ 15,798,400 $ 14,966,600 $ STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION I - ROADWAY ITEMS 1. Earthwork Roadway Excavation 2,256 CY 30 $ 67,680 $ Imported Borrow 0 CY 30 $ - $ Unclassified Fill 0 CY 10 $ - $ Clearing & Grubbing 0 LS 50,000 $ - $ Develop Water Supply 0 LS 20,000 $ - $ Subtotal Earthwork 67,680 $ 2. Pavement Structural Section PCC Pavement ( 8 inch) 0 CY 80 $ - $ PCC Pavement on Compacted Subgrade 0 SF 10 $ - $ Asphalt Concrete 0 TON 80 $ - $ Stamped Concrete 0 SF 10 $ - $ Cement-treated Base 0 TON 35 $ - $ Aggregate Base 0 TON 60 $ - $ Treated Permeable Base 0 TON 30 $ - $ Aggregate Sub Base 0 CY 15 $ - $ Pavement Reinforcing Fabric 0 SQYD 1 $ - $ Edge Drains 0 LF 2.5 $ - $ PCC Sidewalk, Driveway, X-Gutter 0 SF 13 $ - $ Curb & Gutter Curb) 0 LF 18 $ - $ Curb/Median Curb 0 LF 12 $ - $ Curb Ramps 0 EA 750 $ - $ Subtotal Pavement Structural Section - $ 3. Specialty Items Retaining Walls (West Howell Avenue) 0 SQFT 140 $ - $ Sound Walls 0 SQFT 40 $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 425 LF 35 $ 14,875 $ Equipment/Animal Passes 0 LS - $ - $ Highway Planting/Landscaping 1 LS 12,500 $ 12,500 $ Replacement Planting 0 LS 50,000 $ - $ Relocate Private Irrigation Facilities 0 LS 10,000 $ - $ Relocate Private Irrigation Facilities 0 LS 40,000 $ - $ Erosion Control 0 LS 10,000 $ - $ Slope Protection 0 LS 10,000 $ - $ Water Pollution Control 0 LS 10,000 $ - $ Demolition 0 LS 100,000 $ - $ Hazardous Waste Mitigation Work 0 LS 100,000 $ - $ Environmental Mitigation 0 LS 200,000 $ - $ Resident Engineer Office Space 0 LS - $ - $ Subtotal Specialty Items 27,375 $ 4. Drainage & Utilities Storm Drain Pump Station 0 LS 200,000 $ - $ 18-Inch RCP 0 LF 155 $ - $ 21-Inch RCP 0 LF 170 $ - $ Catch Basin, W=7' 0 EA 6,000 $ - $ Storm Drain Manhole 0 EA 5,000 $ - $ 15" Diameter VCP Sewer Main 0 LF 127 $ - $ 39" Diameter Trunk Sewer 0 LF 250 $ - $ Sewer Manhole 0 EA 5,000 $ - $ 18" Dia. PVC, C-900 Water Main incl. all fittings 0 LF 140 $ - $ Electrical, Gas, TV Cable, Communication Reloca 0 LS 500,000 $ - $ I. ROADWAY COST SUMMARY TOTAL IV. RIGHT OF WAY II. TRACK III. STRUCTURES DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total Subtotal Drainage Items - $ 5. Traffic Items Traffic Signal (New) 0 LS 250,000 $ - $ Traffic Signal (Modification) 0 LS 150,000 $ - $ Traffic Signal Interconnect 0 LS 100,000 $ - $ ITS 0 LS 150,000 $ - $ Street Lighting 0 LS 75,000 $ - $ Traffic Delineation Items 0 LS 10,000 $ - $ Roadside Signs / Overhead Signs 0 LS 10,000 $ - $ Traffic Control Systems 0 LS 40,000 $ - $ Transportation Management Plan 0 LS 60,000 $ - $ Subtotal Traffic Items - $ Total Sections 1 thru 5 95,055 $ 6. Minor Items Subtotal Sections 1 thru 5 95,055 $ x 10% = 9,506 $ Total Minor Items 9,506 $ 7. Roadway Mobilization Subtotal Sections Sections 1 thru 6 104,561 $ x 10% = 10,456 $ Total Mobilization 10,456 $ 8. Roadway Additions Supplemental Work (Subtotal Sections 1 thru 6) 104,561 $ x 10% = 10,456 $ Contingencies (Subtotal Sections 1 thru 6) 104,561 $ x 25% 26,140 $ Total Roadway Additions 36,596 $ Total Roadway Items 151,600 $ (Sections 1 thru 8) DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION II - Track 1. Earthwork Track Excavation 0 CY 10 $ - $ Embankment 0 CY 10 $ - $ Overexcavation 0 CY 20 $ - $ Clearing and Grubbing 0 LS - $ - $ Develop Water Supply 0 LS - $ - $ Subtotal Earthwork - $ 2. Trackwork Remove Track 0 TF 50 $ - $ Shift Track 0 TF 100 $ - $ Remove Turnout 0 EA 100,000 $ - $ Remove and Reinstall Turnout 0 EA 30,000 $ - $ Install New No. 10 136# Turnout 0 EA 150,000 $ - $ Subtotal Trackwork - $ 3. Shoofly Install New Track - 136# Concrete Ties 0 TF 275 $ - $ Subtotal Shoofly - $ 4. Drainage & Utilities Large Drainage Facilities 0 LS - $ - $ Underdrains 0 LF - $ - $ Pumping Plants 0 LS - $ - $ Project Drainage 0 LS - $ - $ Utility Relocation 0 LS - $ - $ Subtotal Drainage - $ 5. Specialty Items Retaining Walls 0 SF - $ - $ Noise Barriers 0 LF - $ - $ Barriers & Guardrails 0 LF 100 $ - $ Highway Planting/Landscaping 0 LS - $ - $ Replacement Planting 0 LS - $ - $ Irrigation Modification 0 LS 200,000 $ - $ Relocate Private Irrigation Facilities 0 LS - $ - $ Erosion Control 0 LS - $ - $ Slope Protection 0 LS - $ - $ Water Pollution Control 0 LS - $ - $ Demolition 0 LS - $ - $ Hazardous Waste Mitigation Work 0 LS - $ - $ Environmental Mitigation 0 LS - $ - $ Subtotal Specialty Items - $ 6. Railroad Signals Signal Modifications at CP College 0 LS 350,000 $ - $ Decommission Grade Crossing Signals/Remove 0 LS 100,000 $ - $ Reconfigure CP Stadium 0 LS 500,000 $ - $ Temporary Grade Crossing 0 LS 500,000 $ - $ Track Sections Subtotal - $ 7. Minor Track Items Subtotal Track & Signal Items (Sect.1 thru 6) - $ x 10% = - $ Subtotal Minor Track Items - $ 8. Track Mobilization Subtotal Sections 1 Thur 7 - $ x 10% = - $ Subtotal Track Mobilization - $ 9. Track Additions Supplemental Work( Subtotal Sect. 1 thru 7) - $ x 10% = - $ Contingencies (Subtotal Sect. 1 thru 7) - $ x 25% = - $ Subtotal Track Additions - $ Total Track Items - $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION III - STRUCTURES 1. Retaining Walls Retaining Wall -7,773 SF 140 $ (1,088,220) $ Subtotal Retaining Walls (1,088,220) $ 2. Railroad Bridge Super Structure 2,050 SF 200 $ 410,000 $ Steel Beam Span, W40 X 69'-0" (Fabrication an 0 LB 2 $ - $ Steel Beam Span, W40 X 69'-0" (Handling and 0 LB 1 $ - $ Furnish Precast Concrete Fascia Girders 0 EA 19,110 $ - $ Erect Precast Concrete Fascia Girders 0 EA 1,470 $ - $ Waterproofing 0 SF 25 $ - $ Structures and Foundations Drilled Shafts (15 - 5'-6" DIA.) 0 LF 980 $ - $ Precast Concrete End Panels Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Cast-In-Place Concrete EA Abutments 0 CY 525 $ - $ Bent Cap 0 CY 525 $ - $ Approach Slab 0 CY 525 $ - $ Reinforcing Steel (CIP Concrete) 0 LB 1 $ - $ Precast Concrete Wingwalls Concrete (4,500 PSI) 0 CY 525 $ - $ Reinforcing Steel (Precast Concrete) 0 LB 1.21 $ - $ Subtotal Railroad Bridge 410,000 $ 3. Structures Mobilization Subtotal Sections 1 and 2 (678,220) $ x 10% = (67,822) $ Subtotal Structures Mobilization (67,822) $ 4. Structures Additions Supplemental Work (Subtotal Sections 1 and 2) (678,220) $ x 10% = (67,822) $ Contingencies (Subtotal Sections 1 and 2) (678,220) $ x 25% = (169,555) $ Subtotal Structures Additions (237,377) $ TOTAL STRUCTURE ITEMS: (983,400) $ TOTAL CONSTRUCTION (Sections I through III) ITEMS: (831,800) $ DRAFT ---PAGE BREAK--- STATE COLLEGE BOULEVARD/SCRRA (ORANGE SUBDIVISION), M.P.170.3, GRADE SEPARATION PROJECT STUDY REPORT CITY OF ANAHEIM JUNE 2009 STATE COLLEGE BOULEVARD AT SCRRA UNDERPASS - WITH SLOPES (SE QUAD) Quantity Unit Unit Price Item Cost Section Cost Total SECTION IV - RIGHT OF WAY ITEMS Right of Way Acquisition Area Unit Unit Cost Improved Area Commercial Property 205,227 $ SF 60 $ 14,254,554 $ Industrial Property - $ SF 60 $ - $ Residential Property - $ SF 30 $ - $ Unimproved Area Commercial Property - $ SF 20 $ - $ Industrial Property - $ SF 5 $ - $ Residential Property - $ SF 3 $ - $ Right of Way Subtotal 14,254,554 $ Relocation Cost Combined Property 205,227 $ SF 4 $ 771,915 $ Relocation Subtotal 771,915 $ Loss of Business/Goodwill Cost Combined Property 205,227 $ SF 4 $ 771,915 $ Loss of Business/Goodwill Su 771,915 $ TOTAL RIGHT OF WAY ITEMS: 15,798,400 $ PROJECT TOTAL 14,966,600 $ Escalated Value DRAFT