Regional Connector Transit Corridor Project GENERAL ......testing, commissioning and turnover to...

Regional Connector Transit Corridor Project

GENERAL REQUIREMENTS - DIVISION 01

ISSUED FOR SOLICITATION 01/07/13

C0980

Regional Connector Transit Project Corridor

SCOPE OF WORK Metro C0980 01 11 01-1

SECTION 01 11 01

SCOPE OF WORK



Table of Contents 1.0 INTRODUCTION .............................................................................................................7

1.1 Description of Project ........................................................................................8 1.2 Quality ................................................................................................................9 1.3 Submittals ..........................................................................................................9 1.4 Environmental /Community Requirements ....................................................10

1.4.1 FEIS/FEIR ..............................................................................................10 1.4.2 3rd Party Commitments ..........................................................................10 1.4.3 Continue Community outreach and input process assisting Metro ..........10

1.5 Contractor's Duties ..........................................................................................10 1.6 Contractor’s Key Staff Qualifications and Experience ..................................11 1.7 Contractor’s Hours of Work and Restrictions................................................12 1.8 Contractor's Use of Worksite ..........................................................................12 1.9 Interface With Other Projects ..........................................................................13

1.9.1 Advance Utilities Contract (C0981) .........................................................13 1.9.2 Third Party Utilities .................................................................................13 1.9.3 Others ....................................................................................................13

2.0 RIGHT-OF-WAY AND TEMPORARY EASEMENTS ....................................................13

3.0 CIVIL DESIGN ..............................................................................................................14 3.1 Guideway / Trackwork .....................................................................................14

3.1.1 Operational Performance .......................................................................14 3.1.2 Horizontal and Vertical Alignment ...........................................................14 3.1.3 Special Trackwork ..................................................................................15 3.1.4 Vertical Curves .......................................................................................15 3.1.5 Street Improvements ..............................................................................16 3.1.6 Flower Street ..........................................................................................16 3.1.7 2nd/Broadway Station ..............................................................................17 3.1.8 1st/Central Avenue Station ......................................................................17 3.1.9 1st Street and Alameda Street Portal Areas ............................................17

3.2 Pacific Electric Tunnel .....................................................................................17 3.3 Mangrove Site (1st and Alameda Streets) .......................................................18 3.4 Shoofly .............................................................................................................19 3.5 Low Point Sump ...............................................................................................19

4.0 ARCHITECTURE, LANDSCAPING AND ART .............................................................19 4.1 Station Entrance Pavilion ................................................................................19 4.2 Station Entrance Plazas: .................................................................................20 4.3 Station Architectural Plans for all Three Stations. ........................................20 4.4 Station Finish Materials in Public and Ancillary Areas .................................20



4.5 Smoke Enclosure Devices ..............................................................................20 4.6 Lighting, Signing and Graphics ......................................................................21 4.7 DB Requirements for Community Participation and Outreach Related to

Architectural and Landscape Design for Architectural Finishes and Artwork ..........................................................................................................................21

5.0 UTILITIES .....................................................................................................................22 5.1 Existing Utility Composites .............................................................................22 5.2 Utility Rearrangement ......................................................................................22 5.3 Advanced Utility Relocation Contract (Metro Contract NO. C0981) .............22 5.4 3rd Party Utilities ...............................................................................................23 5.5 Advanced Utility Design Beyond Preliminary Engineering ...........................23

5.5.1 Advanced Utility Design ..........................................................................23 5.5.2 Final Design for 1st/Central City of Los Angeles Sewer ...........................24

6.0 DRAINAGE ...................................................................................................................24

7.0 BORED TUNNEL ..........................................................................................................25 7.1 Tunnel Diameter ...............................................................................................25 7.2 Tunnel Linings .................................................................................................25 7.3 Tunnel Separation ............................................................................................25 7.4 Cross Passages ...............................................................................................25 7.5 Bored Tunnel Construction Methods .............................................................26 7.6 Tunneling Requirements for Specific Conditions..........................................26

8.0 SUPPORT OF EXCAVATION .......................................................................................26

9.0 BUILDING AND UTILITY PROTECTION ......................................................................27 9.1 General .............................................................................................................27 9.2 Prior Assessment of Construction Settlement by Metro...............................27 9.3 Responsibility for Damage ..............................................................................28 9.4 Settlement Analysis .........................................................................................28 9.5 Mandatory Tunneling from Mangrove Site .....................................................28 9.6 Mandatory Requirements for Settlement Mitigation and Protection of

Existing Structures ..........................................................................................29 9.6.1 Japanese Village Plaza Parking Structure and Other Structures (RC-451)

(First 200 feet) ........................................................................................30 9.6.2 Remaining Japanese Village Plaza Structures, Other Structures (RC-

450, RC-449) (Next 400 feet) .................................................................31 9.6.3 2nd Street Los Angeles County Storm Drain ..........................................31 9.6.4 Tunneling Under Red Line Tunnels ........................................................31



9.6.5 Tunneling Adjacent to or Under Colburn School, 2nd Street Tunnel, Disney Concert Hall, and Broad Museum. ..............................................32

9.6.6 Five Plant Utility Piping and Utilities on S. Flower Street ........................32 9.6.7 Tunneling Between 4th Street Bridge Foundations .................................32

9.7 Ground Improvements and Modifications ......................................................33 9.8 Geotechnical Instrumentation and Monitoring ..............................................33 9.9 Potential Mitigation Methods ..........................................................................34

10.0 UNDERGROUND STRUCTURES (CUT-AND-COVER) ................................................35 10.1 Description .......................................................................................................35 10.2 Underground Structures .................................................................................36

10.2.1 Flower Street Box Structure....................................................................36 10.2.2 Wye junction box structure .....................................................................36 10.2.3 Alameda Street Box Structure ................................................................37 10.2.4 1st Street Box Structure ..........................................................................37

11.0 MECHANICAL ..............................................................................................................37 11.1 Tunnel and Station Emergency Ventilation System ......................................37

11.1.1 The Emergency Ventilation Fans (EF) ....................................................38 11.1.2 Emergency/Station Ventilation System ...................................................38 11.1.3 Station Ventilation/Cooling System .........................................................40 11.1.4 Booster Fans in Tunnel ..........................................................................41

11.2 Station HVAC Requirements ...........................................................................41 11.2.1 Ancillary Space HVAC Systems .............................................................41 11.2.2 Train Control and Communication Room Ventilation ..............................41 11.2.3 Battery Room Ventilation ........................................................................41 11.2.4 Auxiliary Power Rooms ..........................................................................42 11.2.5 Traction Power Substation......................................................................42

11.3 Fire Protection..................................................................................................42 11.3.1 Undercar Deluge System .......................................................................43 11.3.2 Wet Sprinkler System (Automatic) ..........................................................43 11.3.3 Pre-Action Sprinkler System ...................................................................43 11.3.4 Wet Stand Pipe System ..........................................................................43

11.4 Plumbing ..........................................................................................................44 11.4.1 Drainage System ....................................................................................44 11.4.2 Soil and Waste System (Sanitary Sewer) ...............................................44 11.4.3 Potable Hot and Cold Water Systems ....................................................44 11.4.4 Hydraulic Oil Piping System ...................................................................44

11.5 Equipment Maintenance Trolleys ...................................................................45

12.0 ELECTRICAL ................................................................................................................45 12.1 Electrical Systems ...........................................................................................45 12.2 Electrical Design Requirements .....................................................................46

12.2.1 Electrical Services ..................................................................................46



12.2.2 Emergency Power ..................................................................................46 12.2.3 Standby Power System Upgrade ............................................................46

13.0 OPERATIONS REQUIREMENTS .................................................................................46 13.1 Operating Plan .................................................................................................46

14.0 CONTAMINATED MATERIALS ....................................................................................48 14.1 Construction Mitigation Measures ..................................................................48 14.2 Operational Mitigation Measures ....................................................................49

15.0 NOISE AND VIBRATION ..............................................................................................49 15.1 Construction ....................................................................................................49 15.2 Operations ........................................................................................................52

16.0 SYSTEM-WIDE REQUIREMENTS ................................................................................53 16.1 General .............................................................................................................53 16.2 Cutover plan: ....................................................................................................53

17.0 COMMUNICATIONS SYSTEMS ...................................................................................54 17.1 General .............................................................................................................54 17.2 Indefinite Delivery/ Indefinite Quantity Equipment Supply ...........................55

18.0 AUTOMATIC TRAIN CONTROL ...................................................................................56 18.1 Summary ..........................................................................................................56 18.2 ATC Operation..................................................................................................57 18.3 Light Rail Train Detection ................................................................................58 18.4 Train-To-Wayside Communication (TWC) ......................................................58 18.5 Design Headway and Block Design ................................................................58 18.6 Interlockings ....................................................................................................58 18.7 Traction Power Negative Return .....................................................................59 18.8 Train Control Equipment Cases and Enclosures...........................................59 18.9 LRV ATP Package ............................................................................................59 18.10 Vehicle TWC Package ......................................................................................60 18.11 Interfaces ..........................................................................................................60

18.11.1 Metro Blue Line Interface (MBL) ............................................60 18.11.2 Pasadena Gold Line Interface (PGL).....................................60 18.11.3 Metro Gold Line Eastside Extension Interface (MGLEE) .......60

19.0 TRACTION POWER SYSTEM ......................................................................................61 19.1 Summary ..........................................................................................................61 19.2 Interfaces ..........................................................................................................63



20.0 OVERHEAD CONTACT SYSTEM ................................................................................63 20.1 SUMMARY ........................................................................................................63 20.2 Interfaces ..........................................................................................................64

21.0 SYSTEMS MAINTENANCE REQUIREMENTS .............................................................64

22.0 SAFETY, SECURITY AND SYSTEMS ASSURANCE ..................................................65 22.1 Description .......................................................................................................65 22.2 Applicable Guidelines/Standards ...................................................................65 22.3 System Safety and Security ............................................................................66



1.0 INTRODUCTION This section summarizes design/build requirements for designing and constructing this project. The terminology follows the defined terms in the General Conditions of the Contract. The Regional Connector Transit Corridor Project is being procured by “Design/Build” whereby Metro is contracting for delivery of a complete and operational Project. The Contractor is given overall responsibility for project implementation, including design and construction, subject to Approval by Metro

The scope of the project is defined in the Project Definition Documents which includes, but is not limited to, General Requirements, project definition drawings and Technical Requirements that may be unique or complement specifications, drawings, and other documents that are furnished to the Contractor by Metro. The Project Definition Documents set forth the minimum technical and/or performance characteristics of the Work that shall be met by the Contractor, and serve as the basis for development of the Design Documents for the Project.

Work included under this contract shall include, but is not limited to, furnishing all management, quality control/quality assurance, coordination, professional services, labor, equipment, materials and other services to perform the final design and documentation, construction, testing, commissioning and turnover to Metro of the Regional Connector Transit Corridor complete and ready to begin revenue operations.

At the highest level of development, the basis for the design and construction of the Regional Connector Transit Corridor Project is the Metro Rail Design Criteria including Metro Rail Fire/Life-Safety Criteria. The Contract Documents define the Order of Precedence. The Metro Rail Design Criteria provide the minimum criteria for the development of the Project, and adherence is required during the design, construction, testing, and commissioning of the Project. Where technical performance or prescriptive requirements are indicated, they are not intended to violate or supersede the Metro Rail Design Criteria unless a specific Deviation has been established.

Design Documents are defined as those furnished by the Contractor, and are based upon the Technical Contract Documents and other applicable requirements set forth in the Contract. The Contractor is required to submit all Design Documents to Metro, either for Metro Review and Comment, Approval or for information only, in accordance with the Contract (see CDRL/Master Submittal List). Design Documents provided to Metro for Metro Approval become Approved for Construction (AFC) only when the Contractor and Metro Approve the final design indicated in the Design Document, or a designated element thereof, as being ready for construction, and the Contractor re-issues the Design Document with approval status “Approved For Construction” (AFC), accordingly.

The Contractor’s Engineer prepares Design Documents, which are those documents, including but not limited to, plans, profiles, typical cross-sections, general cross-sections, elevations, schedules, details/diagrams, drawings, construction specifications, reports, calculations, records and other documents which, collectively, are needed at a minimum to adequately and completely depict and record Contractor’s detailed design of the Project.

Construction Specifications, a component of the Design Documents, are provided by the Contractor constituting individually each, and collectively all, of those specifications needed at a minimum to adequately and completely describe (in narrative and/or tabular form) the locations,



dimensions, character, material properties, requirements, and details of the Work. Contract Specifications include, without limitation, all things entitled, described, stated or referenced in any Contract Document as a “Specification”, “Technical Specification”, “Technical Requirement”, “Statement of Work”, or “Scope of Work.”

Construction Documents include Shop Drawings, Working Drawings, Approved for Construction Design Documents, Samples and other documents necessary for construction of the Project, produced and/or provided by the Contractor.

Finally, construction includes without limitation the performance, procurement, installation, inspection, and sub-system testing, and integrated testing of all temporary and permanent materials, equipment, systems, software, and any components thereof, needed to meet and complete the requirements of this Contract.

1.1 Description of Project The Regional Connector Transit Corridor Project (Project) will link the current terminus of the Blue and Expo Lines at 7th/Metro Center to the Gold Line near the Little Tokyo/Arts District Station in a new underground alignment along Flower Street and Second Street in Downtown Los Angeles. The project is scheduled to become operational in two phases.

The Project provides a 1.86-mile-long connection between the Gold Line light rail transit (LRT) lines from Pasadena and East Los Angeles to the Blue Line to Long Beach and new Expo Line to Culver City, with provision of new tracks through Downtown Los Angeles. The alignment will extend underground from the 7th Street/Metro Center Station following Flower Street, curving east under the 2nd Street roadway tunnel and 2nd Street, and continuing under the intersection of 1st and Alameda Streets, surfacing to connect to the Metro Gold Line tracks within 1st Street at grade to the East and north of Temple Street toward Union Station.

During preliminary engineering, alignment modifications were developed to accommodate environmental mitigations and further develop the design to better accommodate rail operations and reduce the cost of the project, resulting in approximately 1,350 feet of cut-and cover tunnel (on South Flower Street between 6th Street and 4th Street) and two sections of twin-bored tunnels (between 4th Street and 2nd /Broadway and beneath 2nd Street between Main Street and Central Avenue) totaling approximately 4,800 feet in length of tunnel constructed with a pressurized-face tunnel boring machine. The length of new transit guideway from 7th/Metro to the east end of wye junction is 1.43 miles. There is also reconstruction/reconfiguration of existing track extending for 0.28 miles along Alameda Street and 0.15 miles on 1st Street.

An underground junction (“wye”) splitting the trunk Regional Connector rail line to north and east directions will be constructed beneath the intersection of 1st and Alameda Streets. Two portals are required to accommodate the split, one for the north alignment to Pasadena/Sierra Madre Villa that is located immediately north of Temple Street (near the existing Little Tokyo/Arts District Station) and partially modifying the existing embankment structure along Alameda Street to the US 101 Gold Line LRT Bridge over the US 101 highway. For the east alignment, the portal to Eastside/Atlantic is within 1st Street, east of Alameda Street near the intersection 1st and South Hewitt Streets where it joins the existing Eastside LRT alignment at grade.

Three underground stations are to be constructed:

2nd /Hope Street Station: southwest of intersection of 2nd and Hope Streets



2nd /Broadway Station: 2nd Street between Broadway and Spring Streets

1st/Central Avenue Station: southeast of 1st Street and Central Avenue intersection

One double crossover is located just east of the 2nd/Broadway Station in a cavern constructed by the sequential excavation method (SEM). New crossover tracks are also on Flower south of 6th Street and on the Alameda leg of the Wye.

The Contractor shall design and construct the underground guideway and station structures; and install trackwork; all system components including signaling, communications, traction power and overhead rail system (OCR) in tunnels and catenary systems (OCS) in portals and above ground; and all electrical and mechanical equipment. Contractor scope of services is to undertake final design, build all the facilities and systems, perform all required tests, and bring the entire system to a full operational revenue level.

Deviations from Metro Rail Design Criteria were approved by Metro for a limited number of design criteria to accommodate specific conditions unique to the Project. These deviations are included with the Metro Rail Design Criteria in the Contract Documents and are approved as the basis for preparation of Final Design. The Contractor shall confirm during Final Design the need for these Design Deviations. If the Contractor determines in the course of Work the need for other Design Deviations, the Contractor shall be responsible for obtaining Metro Approval in a timely manner to meet Contractor’s schedule.

1.2 Quality Comply with Section 01 43 10 – Project Quality Program Requirements - Design/Build

1.3 Submittals Refer to Section 01 33 00 – Submittal Procedures, for submittal requirements and procedures.

The Contract Data Requirements List (CDRL) defines the minimum “submittals” for starting the project. At the start of the project, the Contractor shall update the Contract Data Requirements List (CDRL) originally required to be submitted with the Proposal for actual start dates and current conditions. The contractor’s plan for preparing designs in segments or packages (Design Units) shall be incorporated at that time. The CDRL indicates the role and purpose for of each item (For “Information,” “Record,” “Review”, “Approval”).

A draft CDRL for this project is included in Section 01 33 00, Submittal Requirements. Contractor shall submit this list to include all submittals to Metro and tie the submittal to the schedule in accordance with Section 01 29 76 Cost/Schedule Integration System. Contractor shall include in his submittal of the CDRL both Contractor, sub-contractor, supplier and sub-supplier submittals, and shall include submittals for both information and Metro approval. Contractor shall update the CDRL on a regular basis to reflect any changes as the project progresses. Contractor shall use the information included in the CDRL to schedule, track and monitor submittals to assure job progress.



1.4 Environmental /Community Requirements 1.4.1 FEIS/FEIR The FEIS/FEIR characterized impacts of the approval project and identified specific measures for mitigation of impacts. Commitments made in the environmental documents (FEIS/FEIR) are summarized in the Mitigation Monitoring and Reporting Plan (MMRP). The FEIS/FEIR and the MMRP are provided as Reference Documents for information. The Contractor is required to implement specific elements of the MMRP as indicated in the Contract Documents.

1.4.2 3rd Party Commitments In the course of project development, Metro has made commitments to 3rd parties for a variety of reasons that depend on the circumstances. These include commitments made by specific Metro Board actions, accommodation of stakeholder concerns after completion of the FEIS and issuance of the Record of Decision (ROD) by the FTA, result of negotiations with project owners during real estate property takes or easements , and utilities.

1.4.3 Continue Community outreach and input process assisting Metro See Section 4.7 DB Requirements for Community Participation and Outreach Related to Architectural and Landscape Design for Architectural Finishes and Artwork .

1.5 Contractor's Duties Construct Work in accordance with Contract Documents including but not limited to actions specified below. Except as otherwise specified, furnish and pay cost for the following:

Labor, superintendence and products. Construction supplies, equipment, tools, machinery and materials. Utilities required for construction. Other facilities and services necessary to properly execute and complete the Work. Legally required sales, consumer, gross receipt and use taxes, and governmental fees and

permits. Off-site grading agreements, licenses and permits, except those permits listed in Special

Provisions Article – “LACMTA-Furnished Permits”, necessary to prosecute Work. Perform Work in accordance with applicable codes, ordinances, rules, regulations, orders and other legal requirements of governmental bodies and public agencies, including Metro Design Criteria and Standards.

Coordinate prosecution of Work with those public utilities, governmental bodies, private utilities and other contractors performing Work on, and adjacent to, the Worksite; eliminate or minimize delays in Work and conflicts with those utilities, bodies and contractors. Schedule work which relies upon survey points, lines and grades established by DB Contractor, to occur immediately after those points, lines and grades have been established. Confirm coordination measures for each individual case with Metro or its designee by memorandum.

Maintain access to, and visibility of, fire hydrants, police call boxes, fire alarm boxes, standpipe connections and traffic control devices.



Maintain vehicular access to building delivery areas and driveways and safe access to pedestrian walkways.

Salvage material on the Worksite; reuse salvaged material in the Work only if approved by Metro or its designee.

1.6 Contractor’s Key Staff Qualifications and Experience All personnel designated as level A and B positions in the Contractors Statement of Qualifications and Proposal shall be dedicated to the Project full time. Substitution of personnel shall only be permitted if approved by Metro:

1) Level A Personnel i) DB Project Manager

ii) DB Deputy Project Manager

iii) DB Tunnel Construction Manager

iv) DB Underground Cut-and-Cover Construction Manager

v) DB Underground Station Construction Manager

vi) DB Quality Assurance Manager

vii) DB Quality Control Manager (Design and Construction)

viii) DB Design Manager

ix) DB Project Controls Manager

x) DB Construction Manager

xi) DB Systems Design Manager

xii) DB Systems Integration Manager

xiii) DB Lead Safety Representative

2) Level B Personnel i) DB Trackwork Construction Manager

ii) DB Rail Activation Coordinator

iii) DB Third Party Coordinator

iv) DB Utilities Design Engineering/Coordination Manager

v) DB Risk Manager

vi) DB Environmental Compliance Manager

vii) DB Public Information Coordinator (PIC)

viii) DB Traffic Design Lead

ix) DB Track Design Lead

x) DB Structural Design Lead

xi) DB Civil Design Lead

xii) DB Geotechnical Design Lead



xiii) DB Survey Manager

xiv) DB Tunnel Design Lead

xv) DB Lead Architect (“Architect of Record”)

xvi) DB Mechanical Design Lead

xvii) DB Electrical Design Lead

xviii) DB Jobs Coordinator

xix) DB Tunnel Superintendent

xx) DB Track Work Superintendent

xxi) DB Train Control Design Lead

xxii) DB Traction Power Design Lead

xxiii) DB Overhead Contact System Design Lead

xxiv) DB Communications System Design Lead

1.7 Contractor’s Hours of Work and Restrictions Perform Work as specified, and in a timely manner. Submit schedule of Work which will be performed at times other than during the normal eight-hour Working day, daylight hours, and five-day Working week. Obtain approvals for any exemptions from City Ordinances for off-peak, night-time or weekend work.

See Sections 01 31 30 Interface with Other Jurisdictions and 01 29 76 Cost Schedule Integration System.

1.8 Contractor's Use of Worksite Confine Worksite operations to areas permitted by law, ordinances, permits, and Contract Documents.

Consider safety of Work and of people and property on, and adjacent to, Worksite when determining amount, location, movement and use of materials and equipment on Worksite.

Do not load site or use equipment and products that would endanger the public or integrity of Work.

Properly protect products stored on Worksite.

Relocate stored products that interfere with operations of Metro, governmental bodies, public and private utilities, and other contractors.

Specify Laydown Areas. Secure additional storage and Work areas needed for construction operations.

Coordinate scheduling of Work to be performed on private property with Metro or its designee, to minimize inconvenience to property owner and tenants.



Protect general public and residents from construction-related activities; do not unduly inconvenience those persons by construction activities. Comply with traffic control requirements of governing agency.

If Contractor wishes to have utilities temporarily relocated for their own convenience, arrange with utility owners and pay for Work.

Restrict construction operations to areas within Right-of-Way Lines, Temporary Construction Line, Permanent Drainage Easement Line, Temporary Slope Easement Line, and Construction Staging Areas as indicated. If no additional easements are indicated, restrict construction operations for permanent drainage facilities to Permanent Drainage Easement. Do not use temporary easement areas for purposes other than those for which originally acquired. Use only those areas bearing the notation of "Contractor Work Area," "Construction Area Limits," or "Work Area" for activities related to Work. Use of Worksite to be exclusive and complete, except as indicated.

1.9 Interface With Other Projects 1.9.1 Advance Utilities Contract (C0981) See Section 5.3 Advanced Utility Relocation Contract (Metro Contract NO. C0981) herein.

1.9.2 Third Party Utilities See Section 5.4 3rd Party Utilities herein.

1.9.3 Others Contractor shall coordinate work with other construction projects including, but not limited to, Downtown Los Angeles Streetcar, Broad Museum, other Related Properties, new Federal Courthouse, Red Line Div 1 Yard and Westside Extension Yard improvements, Elysian Park-Downtown LA Water Recycling Pipeline (16 inch pipe on Broadway). CONSTRUCTION SCHEDULE

See Contract Special Provisions Appendix A – Work Completion Schedule.

2.0 RIGHT-OF-WAY AND TEMPORARY EASEMENTS The Contractor shall undertake Final Design and construction of the project wholly within the permanent ROW and temporary easements that have been obtained for the Project, as indicated in the Contract Special Provisions SP - 17. If any Alternative Proposal requires additional ROW, it shall be the responsibility of the Contractor to obtain the ROW in a timely manner and at Contractor’s cost.

Metro will obtain temporary easements on private property adjacent to the Metro ROW for the purposes of installation of tiebacks for support of excavations, and for grouting for building and utility protection. Tieback easements will be obtained by Metro when the contractor confirms the needs and identifies the required locations.

Right of entry for sidewalk and driveway work will be secured by Metro when the locations are confirmed by the Contractor. Expected right of entries (ROE)s are shown on the .



Permanent acquisitions, partial and full, are being obtained by Metro. Any changes to the proposed locations shown in the Project Definition Drawings shall be requested through Metro.

Contractor is responsible to obtain any other temporary work or laydown areas not indicated on the drawings.

3.0 CIVIL DESIGN

3.1 Guideway / Trackwork 3.1.1 Operational Performance Metro has undertaken rail simulation to demonstrate the ability to operate two transit lines (N-S, E-W) with headways of 150 seconds (2 minutes, 30 seconds) through the Regional Connector for the alignment shown in the Preliminary Engineering Drawings. The Contractor’s Final Design is required to confirm, or refine as required, the track alignment according to the Design Criteria with approved Deviations. On the basis of the Contractor’s Final Design, the Contractor shall perform independent rail simulation demonstrating that rail operations meeting the required 2 minutes 30 seconds headway.

The Contractor shall undertake in Final Design a full engineering evaluation, of the alignment to confirm the PE design, to demonstrate that the Final Design alignment (if different from PE alignment) meets Operational criteria and Design Criteria, and make best efforts to improve the alignment for operability.

3.1.2 Horizontal and Vertical Alignment The preliminary engineering design for horizontal and vertical track alignment was based on the Metro Rail Design Criteria, Section 4 Guideway and Trackwork and approved Deviations. The alignment indicated in the Project Definition Drawings has been developed to construct the project, the stations and connecting tunnels, within the public ROW, and where needed, additional ROW was obtained by Metro.

The horizontal and vertical track alignment are considered fixed subject to verification by the Contractor in the Final Design. Any change from the alignment contained in the Project Definition Drawings is required to provide the same level of operational performance, without the need for additional ROW or additional environmental impacts.

The Contractor shall verify the alignment and shall perform the Final Design of trackwork to maintain or improve the operational performance of the Project. Special Trackwork and curve geometry may be improved by the Contractor through design refinement of curve transitional track turnouts. Two alignment constraints, at 2nd/Hope Station and the Wye junction at 1st/Central Station, are described below.

The alignment at 2nd/Hope Station has physical and right-of-way constraints. The alignment has been established to traverse from South Flower Street and turn east onto West 2nd Street to accommodate two conditions. One to avoid the existing Central Plant on the southeast, and two to avoid cut and cover construction for the Broad and Related Properties on the northeast, of the proposed station. The best fit minimum radius of curvature for both ends of the station was determined to be 583 feet for both right and left track centerline. The curve radii cannot increase because of the location of the platform and the right-of-way constraints. Curves and spiral



transitions are designed for a 15 MPH curve. The Contractor shall verify this curve geometry and speed as part of the Final Design.

The alignment continues east along 2nd Street as it leaves 2nd/Broadway Station and eventually turns north before the 1st/Central Station. Immediately east of the station the alignment converges to a wye junction, where it connects to the Pasadena Gold Line along Alameda Street to the north and joins the Gold Line Eastside Extension along 1st Street to the east. The three lines are joined at a diamond crossing. The tracks tie into the existing Gold line tracks west of the Buddhist Temple to avoid visual and noise impacts.

The maximum speed through the 600-foot radius curve (on both left and right tracks) west of the station is 25 MPH. The speed is reduced east of the station and through the junction. The Contractor shall verify the alignment and identify improvements for operating speeds through the Wye junction. Ground-borne vibration impacts to residential and other sensitive receptor buildings have been identified in the FEIS/FEIR. Mitigation has been identified for the track in those locations.

The geometry of the alignment is constrained by the location of the station as well as the tie-in to the existing Gold Line. The station is fixed to the west because of an existing underground parking structure located on the west side of Central Avenue, which must remain in place. The station cannot move to the east because of the turnout and diamond crossing which must occur on tangent.

3.1.3 Special Trackwork Double crossovers with No. 10 lateral turnouts are provided along the alignment north of the existing end wall at 7th/Metro Station, and north of the junction heading towards Pasadena. The double crossover immediately east of 2nd/Broadway Station uses No. 8 lateral turnouts. Vertical Alignment The profile grade represents the elevation of the top of the lowest rail. Per Metro’s CADD standards, only the profile of the right track is shown on the plan and profile drawings. The profile grade of the left track is generally at the same elevation.

The grade through 1st/Central Station is 1.25 percent. This is a result of the constraint of missing the existing 75-inch storm drain at 1st and Alameda as well as being required to meet existing grade at the most westerly property line of the Buddhist Temple per the EIR to mitigate noise and vibration impacts to the Buddhist Temple. The profile between 2nd/Hope and 2nd/Broadway is designed to miss the underside of the existing Red Line tunnels by approximately 6 feet.

3.1.4 Vertical Curves Vertical curves are used where grade differences are greater than 0.1%. The criteria also state that vertical curves must not be closer than 50 feet to the end of the platform. Only the vertical curves proposed immediately east of the platform at 1st/Central Station violate this criteria because of the horizontal constraints of the station and horizontal and geometry constraints of the wye junction. As a result, the vertical curves are located within 10 feet into the platform in order to provide minimum clearance to the point of switch and turnout.



3.1.5 Street Improvements Street reconstruction is at the excavation areas, which are primarily the stations, on Flower between 4th and 6th Streets and around the portals in the Little Tokyo area on 1st Street and adjacent to Alameda Street. Completed street widths will be in accordance with the Downtown Street Standards adopted by City Council in 2009 where it applies. This supersedes LABOE S-470-0 in certain areas for the street widths. Reconstruction will be to Los Angeles City standards, which will include: increasing curb return radii to 35 feet where feasible, providing dual curb ramps unless not feasible at a specific corner, utilizing standard lane widths, and meeting City grading requirements. Any non-standard design elements are required to be submitted to the City for approval. When streets are reconstructed, the limits of work in cross section are from right of way to right of way, the full width of the City street and sidewalks. Along the roadway, the limits will be determined by the street profile design and the grading to join the existing. The limits are to be determined by the Contractor in coordination with the City of Los Angeles. The limits of street work are approximate. Approximate limits of full depth pavement reconstruction are indicated by saw-cut line on the plans but will vary due to final design of profiles, deterioration due to use during construction. Grind and overlay will extend beyond these limits, the limits are not shown on the preliminary plans and must show on the final design and be approved by LABOE. Street work includes the replacement of street lights and traffic signals. Historic street lights, pedestrian lights and signals must be stored and re-installed as part of street restoration as per the FEIR/FEIS. For detours and construction staging, it may be necessary to later signal outside the primary construction area. This work is to be determined by the Contractor based on the detour and staging plans.

3.1.6 Flower Street The construction of the tie-in to the existing 7th/Metro Station structure requires excavation of approximately 1350 feet by 60 feet on South Flower Street. The street will be rebuilt after completion of the structure. Construction on Flower Street has mandated requirement for the temporary street decking and time of construction.2nd/Hope Station

The construction of the 2nd/Hope Station will necessitate the closure of portions of the street network. The one-way ramp connecting from the corner of 3rd and Flower that joins Hope Street at GTK Way will be removed. The 2nd Place bridge over northbound Flower Street and the portion of the 2nd Place between S. Hope Street and southbound Flower Street will be removed. The rebuilt street configuration at this station calls for raising northbound Flower Street to the level of southbound Flower street and creating a T-intersection with 2nd Place, as an extension of GTK Way, and Flower Street both north and south bound. This will allow for Flower Street traffic both north and southbound to access Hope and GTK Way. Hope Street will be rebuilt between GTK Way and W. 2nd Street.

The traffic signals at 2nd Street and Hope Street, Hope Street and GTK Way, and GTK Way (2nd Place) and Flower Street will be replaced as part of the construction. On-going coordination with agencies during final design is expected to further refine the street configuration at this location.



3.1.7 2nd/Broadway Station 2nd Street and portions of Spring Street and Broadway will be rebuilt after completion of the station construction. This street width on 2nd Street will be changed to conform with the Downtown Street Standards however the project will not be able to implement the striping as indicated in the Standards until the adjacent portions of 2nd Street are changed as well. Therefore the lane striping depicted on the civil plans will be followed. The City is in early stages of a street reconstruction project for Broadway, south of 2nd Street. The Contractor will need to coordinate with the city to determine an agreeable match point between the two projects.

The traffic signals at 2nd Street and Broadway and 2nd and Spring Streets will be replaced as the construction of the station will necessitate their removal.

3.1.8 1st/Central Avenue Station Portions of Central Avenue, 1st Street and Alameda Street will be rebuilt after completion of the station construction. The existing street widths on Central Avenue, Alameda Street and 1st Street will be maintained.

The traffic signals at Central Avenue and 1st Street and 1st Street and Alameda Street will be replaced as the construction of the station will necessitate their modification. Historic street lighting must be stored and reinstalled as indicated by the FEIR/FEIS.

3.1.9 1st Street and Alameda Street Portal Areas East of Alameda, 1st Street will be reconstructed/widened to accommodate the new portal which is the transition from a below grade structure to the existing at-grade configuration. The existing at-grade crossing at 1st/Alameda will be replaced with an underground rail/roadway grade separated crossing. The existing at-grade crossing and traffic signal at Hewitt Street will be removed as the track and portal will not allow an at-grade crossing. The northern portion of 1st Street, westbound, will be reconstructed in a new alignment as the transition from an at-grade to below grade alignment requires a wider trackway than the current at-grade configuration. The westbound lanes will transition northward between Garey and Alameda, The fixed points of the western property corner at the Buddhist Temple and the bus loading area in front of the Japanese American National Museum must be maintained and determine the street geometrics as depicted in the roadway plans. The eastbound lanes on 1st Street will transition around the new portal which will require moving the curbface south between Hewitt and Garey.

North of 1st Street on Alameda, the trackway will be reconstructed to accommodate the new portal which is the transition from a below grade structure to the existing at-grade and above grade configuration. The existing at-grade crossing at Temple will be replaced with a grade separated crossing. The eastern portion of Alameda Street, northbound, will be reconstructed from 1st Street to north of Temple. The intersection of Temple and Alameda will be reconstructed and the movement from northbound Alameda to eastbound Temple will be provided. This movement is currently prohibited. The existing traffic signal will be replaced.

3.2 Pacific Electric Tunnel There is an existing, abandoned Pacific Electric tunnel that crosses Flower Street between 4th and 5th Streets. The interfering portions of this tunnel must be removed and the remaining portions abandoned in a manner acceptable to the City of Los Angeles. Ducommun Yard Restoration



The contractor will be provided access to the LADWP Ducommun Yard as indicated on the ROW plans for construction of the trench and retaining wall sections of the Alameda leg of the wye. A temporary construction easement limits the contractors work area. Some work, such as restoring site drainage will be allowed outside the TCE as needed to restore the yard to its pre-project functional use. The contractor shall reconstruct the perimeter walls so that all sides of the property are shielded by a solid 8-foot-high block wall with metal picket fence extensions to restrict access to the yard. The contractor shall remove 1 bay of the crane structure and roof and replace a portion of the roof, as a cantilever that does not interfere with the track facilities. All work within the Ducommun Yard is required to be closely coordinated with LADWP.

3.3 Mangrove Site (1st and Alameda Streets) The Contractor will be provided the “Mangrove Site” as a work site. The site has several specific requirements and conditions for use.

A. Parking – Contractor shall provide both public parking spaces and a maximum of 40 Metro staff parking spaces at the Mangrove site as indicated. For public parking, Contractor is required to provide lighting, grading, asphalting and striping for at least 200 public parking spaces to be managed by Metro’s parking contractor. These public parking spaces can be re-positioned about the site to allow for changing construction activities over the life of the Project Metro and public parking must be accessible at all times by safe pedestrian routes. Contractor personnel may also park their personal vehicles at the Mangrove site. If additional parking is required for Contractor personnel personal vehicles, these vehicles shall be parked elsewhere, off street and Contractor or Contractor’s personnel shall arrange transportation to the Mangrove site or other construction staging sites. No private vehicle used only for personal transportation shall be parked or stopped for any period of time on existing streets. Contractor or Contractor personnel shall arrange transportation between the various construction sites and the Mangrove site including encouraging the use of public transit. Contractor shall coordinate with Metro staff and with Metro’s parking contractor in the performance of his work.

B. Office/Laydown – Contractor may use part of his parking spaces for equipment storage and laydown and for a temporary office trailer. Contractor shall be responsible for all aspects of the trailer including but not limited to:

1. Mobilization/ Demobilization 2. Utilities 3. Furnishings 4. Maintenance 5. Security

Contractor is not required to provide Metro with space in his office trailer(s) at the Mangrove site. Contractor shall submit a general arrangement and all details of the office trailer for Metro’s approval 30 days after Notice to Proceed (NTP).

C. Existing Building – The existing building at the Mangrove site is reserved for Metro’s sole and exclusive use. Contractor has responsibility for site security and some light building maintenance.

D. TBM – Contractor shall use the Mangrove site for TBM launch as indicated. Contractor shall minimize the impact of TBM insertion and launch, and use on parking and other uses at the Mangrove site. At the completion of the use of the TBM launch pit, Contractor shall backfill the pit such that any building allowed by the current zoning of the Mangrove site may be



constructed on the backfill without any special foundations. Contractor shall restore the site to its previous condition at the end of the project.

3.4 Shoofly During construction, a temporary bypass track, a shoofly, is required to be installed that will realign the existing Gold Line tracks between the Little Tokyo/Arts District Station and Garey Street to permit construction of the underground guideway structure. This will require relocating the existing at-grade crossing of 1st Street to the east as depicted in the project plans.

During tunneling and station construction, the existing at-grade crossing of 1st Street just east of Alameda will be relocated further east on 1st Street. A relocated two track at-grade crossing will be installed and maintained throughout construction until the sequence of work requires its removal. Timing and duration of operation of the Gold Line on the shoofly tracks are highly dependent on the sequence of tunneling and cut and cover construction.

Metro has indicated a plan and sequence of construction for purposes of establishing duration of construction, which is not a contract requirement. The Contractor shall determine the sequence of construction that includes: all tunnel mucking operations, which is required to be done from the Mangrove site; cut and cover construction for new guideway across the intersection of 1st and Alameda Streets, the wye where the transit line splits into East and North leg of the Gold Line, and the respective cut and cover underground guideways; maintenance of Gold Line service with a double-track shoofly; minimization of duration of time of interruption of Gold Line service when bus bridging is required; and site restoration. The Contractor is required to minimize the impact to Gold Line patrons with interruption of service. In this regard, Contract Milestones have been established for the duration of bus bridging (temporarily replacing the rail service).

3.5 Low Point Sump A Low Point sump will be located at the low point in each tunnel. The sump size will be sized such that it will be able to store 24 hours of water infiltration through the tunnel lining for each tunnel plus the additional water due to fire hoses as defined in the Design Criteria. The sump will be pumped out once every 12 hours. The size of each sump will be determined and take into account the number and type of pumps to be installed.

4.0 ARCHITECTURE, LANDSCAPING AND ART Requirements for Station Elements are presented in this section. 4.1 Station Entrance Pavilion The Contractor shall advance the design provided in the drawing package, performance requirements as well as Metro Advance Directive Drawings (for the glass canopy element) for all elements associated with the pavilion at all three stations as follows:

• Glass canopy with suspended glazing on stainless steel framing system • Steel pickets • Glass curtain wall • Metal wall panel system • Portal gate element with roll down grille



The pavilion layouts for each station are mandatory as are the column locations and all vertical circulation elements- elevators, stairs and escalators providing access down to the concourse at 2nd and Hope Station and 2nd and Broadway Station and directing down to the platform at 1st and Central Station.

Fare gate arrays and ticket vending machine locations are also mandatory. This equipment is furnished by a Metro contractor.

Specific heights of the pickets and curtain wall and wall panel system vary at each station with dimensions provided in the drawing set.

4.2 Station Entrance Plazas: Benches, map cases, bike racks and locker quantities are mandatory. Locations may be adjusted during further development of the station plaza landscape and hardscape design in coordination with Metro prior to completing final design.

Plaza paving materials are mandatory with banding following the directions provided in each station landscape site plan in variable colors defined in the Technical Requirements.

Landscaping layouts are variable elements; Contractor to estimate the current designs and planting types shown on the plans and in the performance specifications. See Section 01 35 95 Public Information and Community Relations and Section 12 15 20 Art Program. Coordination and approval by Metro of the final layouts, materials and plantings will be required prior to completing final design.

4.3 Station Architectural Plans for all Three Stations. The architectural layouts for all public spaces including locations and relationships of vertical circulation elements, concourse, platform and passageways are mandatory. The ancillary room layouts and all other back of house elements shall meet Metro’s space requirements in accordance with Design Criteria. Room configurations may be modified based on Contractor final design subject to Metro approval. 4.4 Station Finish Materials in Public and Ancillary Areas The type of materials to be used in the individual stations for walls, floors and ceilings are mandatory as shown on the individual station finish schedules and the performance requirements. The trainroom wall finishes are part of the Metro Art Program. (See Section 12 15 20.)

The layouts, patterns and colors are variable; the designs shown for walls and floors indicate the potential for variability as the Contractor progresses the final design effort as part of Metro’s outreach program. Contractor’s price proposal shall be in accordance with the design as shown. Coordination and approval by Metro of the final layouts will be required prior to completing final design.

4.5 Smoke Enclosure Devices The configuration and materials indicated in the architectural drawings and performance specifications for stations are mandatory. The Contractor is to advance the design to assure structural integrity and meet required building codes with regard to fire ratings.



4.6 Lighting, Signing and Graphics Lighting fixture locations and types are a variable design element; Metro’s Design Criteria and performance requirements provide required lighting levels and range of acceptable fixtures. Coordination and approval by Metro of the final layouts and fixture types is required prior to completing final design.

Signing, graphics map cases and other information, directional and regulatory devices are to be provided and located based on Metro’s Graphics Design Criteria, and Standard and Directive drawings provided as Reference Drawings. Approval by Metro of the final layouts will be required prior to completing final design.

4.7 DB Requirements for Community Participation and Outreach Related to Architectural and Landscape Design for Architectural Finishes and Artwork

The Contractor’s design architects and landscape architects are required to work directly with Metro’s Project Management staff, and Outreach Group as well as CPJV station design architects during the refinement and final design of the architectural and landscaping plans for the three stations and one train portal on 1st Street between Alameda and Vignes Streets in the following areas where Elements of Variability are sanctioned by Metro as follow:

1. Station Plaza Landscaping: Selection and location of trees, plantings, benches and other standard furnishings for the Station Entrance Plazas shall be consistent with Metro’s Design Criteria for landscaping materials and furnishings. The paving materials and basic patterns have been defined in the RFP drawings. Note that the RFP landscape drawings provided were developed to establish a basis for pricing these elements by the Contractor; however, it is expected that the neighborhood/community representatives shall be given an opportunity to review the refinement of these plans as they are developed by the Contractor’s design team prior to producing the Contract Documents for construction. Metro will be responsible for arranging for a series of outreach meetings and provide final direction as to what refinements are to be advanced with regard to each of the station plazas. Pole-mounted lighting and tree up-lighting within the plaza area will be provided to meet Metro’s applicable foot-candle requirements, as well as irrigation for all trees and planting. Sidewalks, street trees, and any impacted parkway planting within the area of construction adjacent to the station will be replaced consistent with City standards.

2. Station Interior Public Area Finishes: Metro’s Design Criteria provides an acceptable palette of materials for this Project for use in the station public areas –walls, ceilings and floors. The drawings and technical requirements provide specific materials on the individual station Finish Schedules that are included as part of the architectural plans. However, the choice of colors, layouts and patterns are Elements of Variability that require the Contractor’s architects to develop their own design approach, make presentations to Metro and community representatives prior to completing the contract documents for construction of these features. Metro approval for construction is ultimately required.

3. 1st Street Train Portal Finishes and Landscape/Hardscape: Contractor will develop design concepts to provide suitable finishes to the concrete retaining walls as well as landscaping treatments at the surface in coordination with Metro and community representatives. Final design is to be completed after approval by Metro.



4. Metro Art Program: The procurement documents describe in detail the role of the Contractor during the course of implementing the Metro Art Program (Section 12 15 20). This is another key Element of Variability that will be managed by Metro staff with specific technical design input provided by the Contractor’s design team.

5.0 UTILITIES The Contractor is required to protect in place, support, temporarily relocate, or permanently relocate utilities where utilities exist in conflict with activities that are required by the Contractor’s Final Design. In advance of the Regional Connector Transit Project, some utilities are being replaced as described in the following below.

5.1 Existing Utility Composites The existing utility composite plans (UE Drawings) have been developed based upon information available through as-builts, substructure maps, plate maps, service maps, construction plans for the Gold Line, and other documents obtained from Metro and 3rd party utility owners. Subsurface utility engineering (potholing) data has been performed and is incorporated into the utility composite plans (UE Drawings) as well as the utility cross section plans (UC Drawings). As-built plans and pothole reports are included in the References.

5.2 Utility Rearrangement The utility rearrangement plans (UR drawings) indicate the utilities requiring relocation and identify the responsible party for each by use of a relocation code. Descriptions of the codes used can be found below as well as on the utility drawings.

• AR-3: Advanced utility relocation by 3rd Party Owner.

• AR-M: Advanced utility relocation by Metro Contract No. C0981.

• DB-R: Utility relocation that will be the responsibility of the Contractor to relocate.

Most 3rd party utilities (AT&T, SCG, MCI, etc.) will be designed by the corresponding utility owners. Other utilities including City of Los Angeles Bureau of Engineering (LABOE) sewer and storm drains, and storm and sewer facilities owned by the County of Los Angeles will be designed and constructed through this Contract No. C0980.

Contractor shall be responsible for supporting and protecting all utilities within the project area, including those relocated in advance as described above.

5.3 Advanced Utility Relocation Contract (Metro Contract NO. C0981) Metro has implemented an Advanced Utility Relocation Contract (Metro Contract No. C0981) to permanently relocate utilities in advance of the Project where such conditions are merited.

A summary of the work included in the C0981 Contract can be found in Table 1 below. Contract Drawings for C0981 are included in the Reference Documents to this RFP.



Table 1 Scope of Advance Utility Contract (C0981)

Area Owner Plan Reference Flower St DWPPS (power) 12H5016, UP-201 to UP-205 2nd/Hope DWPPS.(power) 12H5020, UP-301 to UP-303 2nd/Broadway DWPPS.(power) 12H5008, UP-400 to UP-412 1st/Central (Phase 1) DWPPS.(power) 12H5005, UP-501 to UP-503

Flower St DWPWS (water) UW-201 to UW-230, UW-250 to UW-260

2nd/Hope DWPWS (water) UW-301 to UW-307 2nd/Broadway DWPWS (water) UW-401 to UW-423

1st/Central DWPWS (sewer) UW-501 to UW-509, UW-521 to UW-530, UW-541 to UW-556

1st/Central City of LA (sewer) SS-301 to SS-307

5.4 3rd Party Utilities In addition to the advanced utility work being performed by Metro Contract No. C0981, there are utilities, such as communication and gas lines, were relocated by Others.

5.5 Advanced Utility Design Beyond Preliminary Engineering 5.5.1 Advanced Utility Design Several utility relocations have been designed to a level of completion beyond the level of Preliminary Engineering and are listed in Table 2, below. The utility relocation plans and specifications are included in the Contract Documents. The Contractor is responsible for completing the final design and obtaining all required agency approvals on these plans before beginning construction.

Table 2 Utilities with Design Advanced Beyond PE

Area Owner Plan Reference 2nd/Hope Qwest Plan # QWT12002-LA 2nd/Broadway AT&T CA Project # 8744726

2nd/Broadway

Level 3, AT&T TCG, MFN (Zayo), & XO Comm Plan # ATT12011_LA

2nd/Broadway

Qwest, MCI (Verizon Business), Sprint, & AT&T TCG Plan # ATT12012_LA

2nd/Broadway MCI Project # 99495A 1st/Central DWPPS 12H5032, UP-510 to UP-516



5.5.2 Final Design for 1st/Central City of Los Angeles Sewer The following drawings (Table 3) are Approved for Construction (AFC) and are included in the Contract Documents:

Table 3 Sanitary Sewer Approved for Construction (AFC)

Drawing Description SS-250 1st St Sanitary Sewer Notes, Maps, Index, Abbreviations SS-251 Notice To Contractor & Sewer Notes Sheet 1 of 2 SS-252 Notice To Contractor & Sewer Notes Sheet 2 of 2 SS-253 1st Street Sanitary Sewer Plan and Profile Sheet 1 of 4 SS-254 1st Street Sanitary Sewer Plan and Profile Sheet 2 of 4

SS-255 1st Street Sanitary Sewer Plan and Profile Sheet 3 of 4 SS-256 1st Street Sanitary Sewer Plan and Profile Sheet 4 of 4 SS-257 Utility Cross Sections SS Sta 6+02, SS Sta 4+53 SS-258 Utility Cross Sections SS Sta 11+03, SS Sta 8+93 SS-259 1st Street Sanitary Sewer Removable Steel Plate Detail Sheet 1 of 2 SS-260 1st Street Sanitary Sewer Removable Steel Plate Detail Sheet 2 of 2

These drawings are at the AFC stage notwithstanding the description in the title block of “PRELIMINARY ENGINEERING PHASE”. 6.0 DRAINAGE A Drainage Report was prepared during Preliminary Engineering. The Contractor is required to prepare a final Drainage Report for Final Design and obtain approval from the City and County for Final Design.

Several major storm drain relocations are required to accommodate the subsurface guideway structure. These include: a portion of the City Storm drain in Flower Street, the County storm drain in 2nd Street, and the City Storm drain in Alameda Street. Additional storm drain construction will be required for the replacement of catch basins in the areas of street reconstruction. During construction, the contractor is required to provide positive drainage in and around the construction area and for the decking systems over the excavations. The County “Project 59” is a large storm drain arch and box in 2nd Street. In the area of the 2nd/Broadway station the contractor is required to replace a portion of the arch drain with a box on a new alignment north of the existing alignment. The preliminary alignment is shown in the drainage plans.

Starting with the Preliminary Engineering Design, the Contractor is required to further evaluate the existing storm drain systems and, using City and County design standards, develop a Final Design layout of the reconstructed systems. For station areas, the PE design has prepared a conceptual layout of plaza grading and determined requirements for interior station drainage and necessary pump stations. In the station areas, construction activities will require design and installation of temporary street storm drain systems and a Final Design for replacement of the



permanent systems after construction. For the tunnel, the Contractor is required to develop a design for the tunnel drainage to identify low points and required sump pumps to bring the tunnel drainage to the surface, and any required treatments before discharge into the storm drain.

7.0 BORED TUNNEL 7.1 Tunnel Diameter The clearance envelope was developed in PE to allow a full dynamic envelop for LRT vehicles and is based on a minimum curve radius of 583 feet with super-elevation including the offsets due to middle ordinate, end overhang and other displacements due to vehicle suspension, nosing and track construction tolerances. The TBM driving tolerance is expected to be within an 8 inch bulls-eye diameter. Specific minimum dimensions are indicated in Drawings for the internal tunnel diameter of 18 ft – 10 in. and lining thickness of 10 in. The resulting nominal clearance for the TBM along the right of way is approximately 22 ft in width. The Contractor is required in Final Design to finalize track alignment, tunnel diameter (if larger than 18 ft – 10 in., including accommodation of all impacts on tunnel ventilation and ROW), dynamic clearance envelope, and plan to construct within ROW indicated.

7.2 Tunnel Linings Metro Design Criteria Section 5.0 Structural/Geotechnical and the Supplemental Seismic Design Criteria establish requirements for Final Design of the segmental precast concrete tunnel lining. Where bored tunneling is the indicated method of construction, tunneling is required to be done with closed pressurized-face tunnel boring machines (TBM) that erect rings of precast concrete segmental tunnel lining as the TBM advances.

Segmental precast tunnel linings are to be designed with radial convex to convex shaped radial joints that allow flexing during an earthquake and a double gasket system to assure that the joints do not leak under either static or dynamic (earthquake) conditions.

Specific material specifications are indicated in the Technical Requirements. (Refer to Section 31 74 16 Precast Concrete Segmental Tunnel Lining for further details). Specific segments dimensions and details shown on Drawings are for indication of intent, for which the Contractor shall fully detail in Final Design.

7.3 Tunnel Separation The track alignment was established on the basis of rail geometry for operations and connecting the stations in a rational way. Tunnel alignment, and thus tunnel separation, is fixed at the end of stations and typically widens between stations. The TBM driven tunnel centerline and track centerline will vary according to the specific situation. The minimum distance between centerlines of tunnels is generally dictated by geotechnical properties of the pillar between the tunnels for stability during and after construction. The pillar stability is required to be evaluated in Final Design to verify structural adequacy of the pillar.

7.4 Cross Passages Excavation of cross passages shall be performed using the Segmental Excavation Method (SEM). Pre-treatment of the ground using grouted spilling or forepoling may be required, to be



determined by Contractor on the basis of ground conditions indicated in the GBR, to allow safe construction of the cross passages using an initial shotcrete and lattice girder ground support.

Cross passage linings shall be “two-pass” systems where initial ground support consists of shotcrete and lattice girders according to a Final Design by Contractor. Final lining is required to be cast-in-place concrete. Placement of the final cast-in-place concrete lining requires the Contractor to take measures to protect the high density polyethylene (HDPE) (or other methane-and water resistant barrier) during installation and placement of concrete. Number and location of cross passages are determined by Metro Fire/Life Safety Criteria and, in general, are located to be less than 800-foot spacing or less than 1,250 feet from emergency exits to the surface.

7.5 Bored Tunnel Construction Methods The Contractor is required to undertake bored tunneling with a pressurized-face TBM.

Tunneling conditions for the Regional Connector consist of both soft ground (alluvial soils) where the profile is relatively shallow and in “bedrock” conditions for deeper segments. Bedrock in the Regional Connector area is described as ranging from weathered to unweathered Fernando Formation, generally considered a weak shale or siltstone with occasional harder layers. Groundwater can be “perched” on the Fernando formations and in other clay layers to be confirmed by geotechnical borings. Potentially gassy tunneling conditions are also anticipated. Refer to the Geotechnical Baseline Report and Geotechnical Data Report.

7.6 Tunneling Requirements for Specific Conditions Specific design-build requirements for tunneling and the protection of structures or utilities apply. See locations and requirements in Section 9.6 following below.

8.0 SUPPORT OF EXCAVATION In designing the bracing system, the configuration of the final structure must be taken into the consideration along with the constructability such as head room for the excavation equipment and utilities which are supported in place. Wherever underground easements are available, tie backs may be utilized in lieu of cross lot struts. Settlement limitations are indicated in Section 31 71 19 Excavation by Tunnel Boring Machine.

Excavation support systems for the majority of the cut and cover construction on Los Angeles Metro Rail system utilize soldier piles with lagging. Metro Standards call for soldier piles, wale systems and wood lagging. The basis of design for the Regional Connector assumes a soldier pile and shotcrete lagging system with cross-lot struts or ground anchors (tie-backs), as shown on the drawings. This does not preclude an alternative timber lagging design. The soldier piles are structural steel members placed in a pre-bored hole and then filled with concrete. The lagging creates a support system for the ground to span between the soldier piles. A protective and relatively smooth surface for the placement of membrane waterproofing shall be provided. The purpose of the excavation support system is to provide support for the adjacent ground and minimize soil movement which can cause damage to adjacent buildings, utilities or subsidence of pavements. Settlements and resulting ground movements are minimized by careful selection of the bracings and installation of such braces promptly.



Instrumentation and monitoring systems shall be installed to forewarn in the case where additional support of excavation measures are required, which were not anticipated during the design. Measures are required to manage the potential for water and gas infiltrating into the excavation.

9.0 BUILDING AND UTILITY PROTECTION 9.1 General The Contractor shall implement a program in Final Design for protection of existing buildings, utilities, and subsurface structures during construction of all tunneling, excavations, support systems and SEM construction for the Project.

As an element of Final Design, the Contractor shall prepare a settlement report that documents the Contractor’s independent assessment of expected settlement for construction means and methods selected by the Contractor; the response of buildings, utilities, and structures to the construction; and the assessment of actions deemed necessary or prudent for mitigation to meet settlement criteria. The Contractor is specifically required to develop construction specifications (means and methods) to avoid or mitigate impacts to be within settlement limits indicated in the performance specifications. The Contractor shall prepare the settlement report using the subsurface geologic properties in the Geotechnical Data Report (GDR) and baselines in the Geotechnical Baseline Report (GBR) and the findings from Contractor’s independent settlement assessment and additional site investigation.

The Contractor is required to review Metro’s building protection assessments (see below) and conduct pre-construction survey of existing conditions. The As-built Drawings of existing buildings, utilities, or structures are provided to the best knowledge (see Reference Documents). The Contractor is responsible for acquiring additional as-built information as the Contractor deems to be required.

The need for protection of the existing structures is a function of both settlement and the characteristics of structures. Considerations include structural framing type, the foundation type, tolerable building movements (vertical, horizontal, and distortional), and soil-structure interaction. Depending on the magnitude of settlement and the settlement tolerance of a building, various prevention and mitigation measures shall be required.

9.2 Prior Assessment of Construction Settlement by Metro The impacts of underground construction on existing structures were evaluated by Metro. This work is contained in the report, “Building and Adjacent Structure Protection Report” (Building Protection Report) and is provided as a Reference Report with the RFP documents. Assessments were conducted in two stages: preliminary assessment and second stage assessment.

The preliminary stage involved primarily the estimation of free-field settlements induced by tunneling and excavations followed by screening of the existing buildings to determine the buildings to be evaluated in the subsequent stage. The screening criteria used in this stage included the maximum total settlement and the maximum slope of settlement trough within the building footprint. On the basis of well recognized practices (see the Building Protection Report), the existing structures and utilities having a maximum estimated settlement of less than



0.4 inch (10 mm) and a maximum slope of less than 1/500 were considered to be subjected to negligible damage risk and not considered further.

The second stage focused on evaluation of the severity of the possible damage and identification of mitigation measures. The intent of this assessment stage was to determine which buildings or structures were potentially at risk of being damaged. The Boscardin and Cording method was used for all buildings regardless of foundation type. The Contractor is required to perform more refined analysis of the impact of construction based on the result of additional field work and investigation to be done by the Contractor.

9.3 Responsibility for Damage The Contractor is responsible for the construction and protection of existing buildings and utilities. The performance specifications establish maximum allowable settlement to which the Contractor shall be required through the combined result of tunneling equipment capability (i.e. pressurized face TBM), excavation support design and construction, good construction workmanship, pre-construction mitigation (such as ground improvement by permeation grouting), and mitigation during construction (such as compensation grouting during tunneling). The maximum allowable settlement values also establish responsibility for damage, should damage occur. Metro is responsible for damage should it occur for settlement less than the maximum allowable, and the Contractor is responsible for damage due to settlement greater than the maximum allowable.

9.4 Settlement Analysis The contractor is required to undertake a settlement analysis and include the following at minimum:

• Geotechnical characteristics of the ground, including which borings and geotechnical test parameters (and values) were used for the evaluation in any particular area.

• Proposed methods and sequence of construction and equipment to be used. Ground deformations anticipated from its execution of the Work. It shall include the predicted depth, width, slope and shape of the ground settlement associated with all cut-and-cover excavations and TBM tunnel.

• Provide drawings showing the predicted horizontal and vertical deformation contours and the expected response of the existing structures and utilities.

• Provide engineering evaluation of the impact deformations will have on existing structures and utilities as well as an assessment of deformations considered acceptable for each.

• Provide plan for actions deemed necessary or prudent to mitigate settlement, or repair damage resulting from settlement, for each building, other structure, and utility.

9.5 Mandatory Tunneling from Mangrove Site Tunneling is required by the EIS/EIR to be done from East to West. This implies that the tunneling activities including launching TBMs, and all tunnel services for muck removal, entry of precast concrete segments into the tunnel, ventilation, and general tunnel access to be done from the Mangrove Site (Mangrove). Deviation or alternative concepts from these tunneling conditions are not allowed. Tunneling or launching of the TBM can start from a shaft in the Mangrove Site and proceed under Alameda Street. Or, Alameda Street could be decked and excavation completed below the deck, with the TBM subsequently being skidded under Alameda from a Mangrove Site launch shaft.



For the purpose of establishing the contract duration and milestones, Metro assumed a sequence of construction as follows:

• TBM launched at Mangrove. • Tunnel under Alameda Street. • Skid through the previously excavated 1st/Central Station excavation. • Start tunneling at some distance before passing under the Japanese Village Plaza Parking

Structure.

One TBM was assumed and the second tunnel drive would also be launched from the Mangrove site.

9.6 Mandatory Requirements for Settlement Mitigation and Protection of Existing Structures

The Project has specific areas of known risk of damage by construction. There are also community concerns for impacts of construction, and 3rd party concerns for the impacts of construction on underground utilities and other underground infrastructure. In such cases, Metro has established mandatory requirements that the Contractor must implement as integral part of Final Design and construction. This includes implementation of mitigation measures before, during, or after construction for the specific situation, as well as repair of damage to structures resulting from settlement.

The Contract requirements for mitigation have the following major elements:

• Pre- and Post-Construction Survey: Documentation of condition of structures, as required in Section 01 71 24 Preconstruction Surveys.

• Settlement Analysis: the Contractor is required to perform an assessment of expected settlements resulting from construction, impact on structures, and Final Design mitigations.

• Comprehensive Instrumentation and Monitoring: Project-wide program that is interactive with construction as described in Section 9.8 herein and accordance with Section 31 09 13, Geotechnical Instrumentation and Monitoring.

• Tunnel Construction Performance Instrumentation Sections: Geotechnical instrumentation concentrated at specific locations to measure detailed subsurface ground deformation to provide a basis for evaluating tunneling performance, in accordance with Section 31 09 13, Geotechnical Instrumentation and Monitoring, and as shown on drawings.

• Mitigation Actions: Measures taken to minimize, limit and avoid damage to buildings, utilities, and other structures due to settlement caused by tunneling or excavation. Mitigation techniques include pre-tunneling ground improvement by grouting and compensation grouting during tunneling.

• Tunneling Equipment and Tunneling Procedures that Minimize Ground Loss and Settle

Date post:	23-Oct-2020
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