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R-2005-109 Value Management Strategies Agreement
A RESOLUTION RESOLUTION NO. R-2005- 109 authorizing the City Manager of the City of Yakima to execute a professional services agreement with Value Management Strategies, Inc., for value engineering services regarding the City of Yakima Grade Separation Project. WHEREAS, the City requires consultant services to perform a value engineering study and a report for the Grade Separation Project at Lincoln Avenue and "B" Street to comply with the requirements of state grant funding; and WHEREAS, Value Management Strategies, Inc., represents that they have the expertise necessary to perform the services required by the City and is willing to do so in accordance with the terms and conditions of the attached professional services agreement; and WHEREAS, the City Council deems it to be in the best interest of the City to authorize execution of the attached professional services agreement with Value Management Strategies, Inc., for value engineering services regarding the Grade Separation Project, now, therefore, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF YAKIMA: The City Manager of the City of Yakima is hereby authorized and directed to execute the attached Professional Services Agreement with Value Management Strategies, Inc., for value engineering services regarding the City of Yakima Grade Separation Project. ADOPTED BY THE CITY COUNCIL this 5th day of July, 2005. ATTEST: City Clerk Paul P. George, Mayor O \G-- ci2.K PROFESSIONAL SERVICES AGREEMENT THIS PROFESSIONAL SERVICES AGREEMENT (hereinafter "Agreement") is made and entered into by and between the City of Yakima, a Washington municipal corporation (hereinafter the "City"), and Value Management Strategies, Inc., a California corporation (hereinafter "VMS"). WHEREAS, the City applied for and received grants in the amount of $22,960,000.00 from state and federal funding agencies for the City of Yakima Grade Separation Project at Lincoln Avenue and "B" Street (the "Project"). WHEREAS, the State requires, as a condition of receiving said grants, that the City engage an engineering firm to provide value engineering services to ensure that the required functions, performance and quality of the Project are achieved while maximizing the value of funds expended on the Project. WHEREAS, VMS has the experience and expertise necessary to provide said value engineering services and is willing to provide such services in accordance with the terms and conditions of this Agreement. NOW, THEREFORE, in consideration of the mutual covenants, promises, and agreements set forth herein, it is agreed by and between the City and VMS as follows: 1. Scope of Services. VMS shall provide value engineering services to the City regarding the Grade Separation Project in accordance with the Scope of Services attached hereto as Exhibit A and incorporated herein by this reference. 2. Term. The term of this Agreement shall commence upon execution hereof and shall continue until completion of services and receipt of full payment by VMS, unless terminated sooner by either party in accordance with Section 4. 3. Completion. VMS shall proceed in a timely and diligent manner to provide and complete all services required hereunder. VMS shall not be responsible for delays that are caused by actions and/or matters that are beyond the control of VMS. Should such delays occur, the schedule for completion of services provided in Exhibit A shall be adjusted accordingly. 4. Termination. Either party may terminate this Agreement at any time, with or without cause, by providing the other party with written notice of termination five (5) calendar days prior to the termination date. In the event of such termination, the City shall pay VMS the portion of Compensation Amount defined in Section 5 earned through the date of termination. Page 1 of 6 Value Engineering Agreement—Grade Separation Project 5. Compensation. a. Compensation Amount. In consideration of VMS's providing the value engineering services described in Scope of Services attached as Exhibit A, the City shall pay VMS a lump sum of forty-eight thousand five hundred fifty-nine and no/100 dollars ($48,559.00). b. Compensation for Additional Services. In the event that services beyond those specified in the Scope of Services (Exhibit A), and not included in the Compensation Amount specified in subsection (a), are required, VMS will submit a fee estimate for such services to the City. The City and VMS shall agree to such change in fee and services in writing prior to VMS's provision of such additional services. c. Payment of Compensation. VMS shall invoice the City for eighty percent (80%) of the Compensation Amount upon completion of the workshop and delivery to the City of the preliminary value engineering study report as defined in the Scope of Services (Exhibit A). VMS shall invoice the City for the remaining twenty percent (20%) of the Compensation Amount upon delivery of the final value engineering study report as defined in the Scope of Services (Exhibit A). Upon receipt of each invoice, the City shall make payment to VMS within thirty (30) calendar days, provided, however, that all payments are expressly conditioned upon VMS's providing services that are satisfactory to the City. d. Payment in the Event of Termination. In the event that either party exercises its right to terminate this Agreement in accordance with Section 4, the City shall pay VMS the portion of the Compensation Amount earned through the date of termination. 6. Standard of Care. Services provided by VMS under this Agreement shall be performed in a manner consistent with that degree of care and skill ordinarily exercised by members of the same profession currently practicing under similar circumstances. VMS makes no warranty or guaranty, either express or implied. 7. Mutual Understanding of Services. The City and VMS agree that the purpose of value analysis and value engineering is the identification and presentation of recommendations for improvement of the Project or process value, for consideration by the City and other professional advisors. Both parties understand that, as a part of these services, VMS does no design work and makes no Project decisions. The City and VMS agree that VMS shall be liable to the City only for those damages arising from VMS's negligence in the performance of the value analysis and/or value engineering work itself, and only to the extent that such negligence damages the City. 8. Status of VMS. VMS and the City understand and expressly agree that VMS is an independent contractor in the performance of each and every part of this Agreement. No officer, employee, volunteer, and/or agent of VMS shall act on behalf of or represent him or herself as an agent or representative of the City. VMS, as an independent contractor, assumes the entire responsibility for carrying out and accomplishing the services required Page 2 of 6 Value Engineering Agreement—Grade Separation Project under this Agreement. VMS expressly represents, warrants and agrees that its status as an independent contractor in the performance of the work and services required under this Agreement is consistent with and meets the six -part independent contractor test set forth in RCW 51.08.195. VMS and its officers, employees, volunteers, agents and/or subcontractors shall make no claim of City employment nor shall claim against the City any related employment benefits, social security, and/or retirement benefits. Nothing contained herein shall be interpreted as creating a relationship of servant, employee, partnership or agency between VMS and the City. 9. Inspection and Audit. VMS shall maintain books, accounts, records, documents and other evidence pertaining to the costs and expenses allowable and consideration paid under this Agreement in accordance with generally accepted accounting practices. All such books of account and records required to be maintained by this Agreement shall be subject to inspection and audit by representatives of the City and/or of the Washington State Auditor at all reasonable times, and VMS shall afford the proper facilities for such inspection and audit. Such books of account and records may be copied by representatives of the City and/or of the Washington State Auditor where necessary to conduct or document an audit. VMS shall preserve and make available all such books of account and records for a period of three (3) years after final payment under this Agreement. 10. Taxes and Assessments. VMS shall be solely responsible for compensating its employees, agents, and/or subcontractors and for paying all related taxes, deductions, and assessments, including but not limited to federal income tax, FICA, social security tax, assessments for unemployment and industrial injury, and other deductions from income which may be required by law or assessed against either party as a result of this Agreement. In the event the City is assessed a tax or assessment as a result of this Agreement, VMS shall pay the same before it becomes due. 11. Nondiscrimination Provision. During the performance of this Agreement, VMS shall not discriminate on the basis of race, age, color, sex, religion, national origin, creed, marital status, political affiliation, or the presence of any sensory, mental or physical handicap. This provision shall include but not be limited to the following: employment, upgrading, demotion, transfer, recruitment, advertising, layoff or termination, rates of pay or other forms of compensation, selection for training, and the provision of services under this Agreement. 12. The Americans with Disabilities Act. VMS shall comply with the Americans with Disabilities Act of 1990, 42 U.S.C. § 12101 et seq. (ADA), and its implementing regulations, and Washington State's anti -discrimination law as contained in RCW Chapter 49.60 and its implementing regulations, with regard to the activities and services provided pursuant to this Agreement. The ADA provides comprehensive civil rights to individuals with disabilities in the area of employment, public accommodations, public transportation, state and local government services, and telecommunications. Page 3 of 6 Value Engineering Agreement—Grade Separation Project 13. Compliance with Law. VMS agrees to perform those services under and pursuant to this Agreement in full compliance with any and all applicable laws, rules, and regulations adopted or promulgated by any governmental agency or regulatory body, whether federal, state, local, or otherwise. 14. No Conflict of Interest. VMS covenants that neither it nor its employees have any interest and shall not hereafter acquire any interest, direct or indirect, which would conflict in any manner or degree with the performance of this Agreement. VMS further covenants that it will not hire anyone or any entity having such a conflict of interest during the performance of this Agreement. 15. No Insurance. It is understood that the City does not maintain liability insurance for VMS and its officers, directors, employees and agents. 16. Insurance Provided by VMS. a. Commercial General Liability Insurance. During the duration of this Agreement, VMS shall have and maintain commercial general liability insurance with a minimum liability limit of One Million Dollars ($1,000,000.00) per occurrence/aggregate limit bodily injury and property damage. The insurance shall be with an insurance company or companies rated A -VII or higher in Best's Guide and admitted in the State of Washington. Upon request, VMS shall provide the City with a certificate of such insurance that clearly states who the provider is, the amount of coverage, the policy number, and when the policy and provisions provided are in effect. b. Industrial Insurance. VMS shall comply with the provisions of RCW Title 51, Industrial Insurance. For the duration of this Agreement, VMS shall provide or purchase industrial insurance coverage for its employees, as may be required of an "employer" as defined in RCW Title 51 and shall maintain full compliance with RCW Title 51. c. Insurance Provided by Subcontractors. VMS shall ensure that all subcontractors it utilizes for work/services required under this Agreement shall comply with all of the above insurance requirements. d. Survival. The provisions of this Section shall survive the expiration or termination of this Agreement with respect to any event occurring prior to such expiration or termination. 17. Delegation of Professional Services. The services provided for herein shall be performed by VMS, and no person other than regular associates or employees of VMS shall be engaged upon such work or services except upon written approval of the City. 18. Assignment. This Agreement, or any interest herein, or claim hereunder, shall not be assigned or transferred in whole or in part by VMS to any other person or entity without the prior written consent of the City. In the event that such prior written consent to an Page 4 of 6 Value Engineering Agreement—Grade Separation Project assignment is granted, then the assignee shall assume all duties, obligations, and liabilities of VMS stated herein. 19. Waiver of Breach. A waiver by either party hereto of a breach by the other party hereto of any covenant or condition of this Agreement shall not impair the right of the party not in default to avail itself of any subsequent breach thereof. Leniency, delay or failure of either party to insist upon strict performance of any agreement, covenant or condition of this Agreement, or to exercise any right herein given in any one or more instances, shall not be construed as a waiver or relinquishment of any such agreement, covenant, condition or right. 20. Severability. If any portion of this Agreement is changed per mutual agreement or any portion is held invalid, the remainder of the Agreement shall remain in full force and effect. 21. Notices. Unless stated otherwise herein, all notices and demands shall be in writing and sent or hand delivered to the parties to their addresses as follows: TO CITY: K. Wendell Adams, P.E. City Engineer City Hall 129 North Second Street Yakima, WA 98901 TO VMS: Jill Nelson, PE, SE, CVS Value Management Strategies 3927 S.W. 109th Street Seattle, WA 98146 or to such other addresses as the parties may hereafter designate in writing. Notices and/or demands shall be sent by registered or certified mail, postage prepaid, or hand delivered. Such notices shall be deemed effective when mailed or hand delivered at the addresses specified above. 22. Third Parties. The City and VMS are the only parties to this Agreement and are the only parties entitled to enforce its terms. Nothing in this Agreement gives, is intended to give, or shall be construed to give or provide, any right or benefit, whether directly or indirectly or otherwise, to third persons. 23. Drafting of Agreement. Both the City and VMS have participated in the drafting of this Agreement. As such, it is agreed by the parties that the general contract rule of law that ambiguities within a contract shall be construed against the drafter of a contract shall have no application to any legal proceeding, arbitration and/or action in which this Agreement and its terms and conditions are being interpreted and/or enforced. Page5of6 Value Engineering Agreement—Grade Separation Project 24. Integration. This written document constitutes the entire Agreement between the City and VMS. There are no other oral or written agreements between the parties as to the subjects covered herein. No changes or additions to this Agreement shall be valid or binding upon either party unless such change or addition be in writing and executed by both parties. 25. Governing Law. This Agreement shall be governed by and construed in accordance with the laws of the State of Washington. 26. Venue. The venue for any action to enforce or interpret this Agreement shall lie in the Superior Court of Washington for Yakima County, Washington. 27. Counterparts. This Agreement may be executed in one or more counterparts, each of which shall be deemed an original, but all of which shall constitute one and the same Agreement. CITY OF YAKIMA VALUE MANAGEMENT STRATEGIES, INC. By: R. A. Zais, Jr., City Manager DATE: -1 — ATTEST: City Clerk City Contract No. 02005- 6 9 City Resolution No. i'es-24Q6--/D9 Page 6 of 6 Value Engineering Agreement—Grade Separation Project Nelson, Vice President DATEakeil (L51OO[ Value Management Strategies, Inc. "Value Leadership" Date: June 17, 2005 To City of Yakima Attn. Kay Adam CC: Bob Desgrosellier Project: 'B' St. & Lincoln Ave (BNSF Railroad Corridor Crossings) We are pleased to present this proposal for Value Engineering Services for the City of Yakima, B St & Lincoln Ave (BNSF Railroad Corridor Crossings) Project. This project will construct two underpasses, one each for "B" Street and Lincoln Avenue from 1st Avenue to 1st Street. The underpasses will reconstruct three lanes on each roadway under the BNSF railroad mainline The roadways currently operate and will maintain their function as part of a one-way couplet street system. "B" Street is eastbound while Lincoln Avenue is westbound. While one rail currently exists, the new railroad bridges will be constructed wide enough to accommodate an additional rail. This is a requirement from BNSF. Front Street will also bridge over "B" Street and Lincoln Avenue. Front Street will be realigned and reconstructed from "A" Street to "D" Street accommodating two lanes with sidewalks and on -street parking. This document is to confirm our understanding of the Scope of Services and compensation for the Value Engineering study of this project. Value Management Strategies, Inc. will facilitate a Value Engineering (VE) study for the B St. & Lincoln Ave Project. The VE study will include a 4 1/2 day workshop. The study will follow the requirements of SAVE, the Value Society. The study will held in Yakima July 11-14, 2005 with a presentation on the 15`h Value Management Strategies Inc. will perform pre -study functions, facilitate the workshop, provide geotechnical, structural and civil team members and create a written draft and final report. We have included 4 draft and 10 final reports. Value Management Strategies Inc. assumes that the City of Yakima will provide study facilities, lunches, arrange for project briefing and site visit by the design team, provide project documents (plans and estimate) for all team members, be available for questions and clarifications and attend the kickoff briefing and VE team presentation. At the conclusion of the study Value Management Strategies Inc. will create a written report documenting the findings of the participants. After review by the City, VMS will facilitate an implementation meeting in Yakima between the City of Yakima and the Transportation Improvement Board. At the conclusion of the meeting we revise the executive summary of the report to reflect the outcome of the implementation meeting and issue a final report. We find that team sizes of 6-9 people are ideal for this type of project. We propose the following team area of expertise Post Office Box 3316 Escondido, California 92033 T 760 741 1155 F 760 489 6765 2150 Mariner Square Dr., Suite 203 Alameda, California 94501 T 510 769 6655 F 510 769 6656 Exhibit A 3927 SW 109th St Seattle, Washington 98146 T 206-901-9557 F 206-901-9548 12721 NW Forest Spring Lane Portland, Oregon 97229 T. 503 531 8864 F 503 531 9784 1874 Deer Park Circle South Grand Junction, Colorado 82503 T 970 242 5531 F 970 242 5331 Value Management Strategies, Inc. "Value Leadership" Team Member Responsibility Agency/ Firm Jill Nelson, PE, CVS Facilitator VMS Greg Armstrong, PE TIB Representative TIB Peter DeBoldt Civil Design Engineer- Roadway Perteet Inc TBD Traffic TBD TBD Constructability TBS TBD Utilities TBD Don McCammon Structural HDR Engineering TBD BNSF TBD Ralph Boirum Geotechnical HWA Geosciences We understand that you will take the lead on contacting personnel for the positions with the exception of the structural and civil positions which VMS will research and provide candidates for your approval. We propose completing the above noted Scope of Services for a lump sum fee of $48,600 which includes the services of the geotechnical, structural and civil team member. Attached is the fee derivation. A schedule is attached for the project. Please review and suggest improvements. The schedule will also indicate where we are looking for involvement from key players from the City of Yakima. We have also included some background information for your perusal. Your involvement and key decision maker's involvement with the VE process will insure that it is a success. Time has been allocated during the kick off briefing to sets owners goals and criteria. A Value Engineering study determines the key functions of the project and finds methods of achieving those functions at a realistic cost. In addition to this effort the Value Engineering effort can assist the project in meeting additional criteria. Although construction cost is always an issue, often other equally important owner's criteria exist. On a recent project for the City of Edmonds a key criteria was minimize impact on surrounding neighborhoods, key to the success of a project on Elmendorf Air Force Base was match base compatibility goals. We will work with you to determine your goals for this project. Please feel free to call with any questions. Vice -President Post Office Box 3316 Escondido, California 92033 T 760 741 1155 F. 760 489 6765 2150 Mariner Square Dr., Suite 203 Alameda, California 94501 T 510 769 6655 F 510 769 6656 3927 SW 109th St Seattle, Washington 98146 T 206-901-9557 F 206-901-9548 President 12721 NW Forest Spring Lane Portland, Oregon 97229 T 503 531 8864 F 503 531 9784 1874 Deer Park Circle South Grand Junction, Colorado 82503 T 970 242 5531 F. 970 242 5331 Value Management Strategies, Inc, City of Yakima B Street & Lincoln Ave Project VE STUDY AGENDA Page 1 of 2 Note: Agenda items in bold italic text indicate meetings where ALL participants should be involved (i.e., City of Yakima, stakeholders, Berger-ABAM, etc.) Monday, 11, 2005 Time 9:00 AM Opening Remarks and Introductions 9:15 AM VE Study Schedule and Process 9:30 AM Design Presentation (Presented by Perteet Design Team) 11:30 AM Owners Goals and Performance Measures Discussion of Stakeholder Issues Overview of Performance Criteria Project Performance Rating 12:30 PM Lunch 1:30 PM Site Visit Everyone 3:00 PM Document Review VE Team Attendance Everyone 4:30 PM Function Analysis VE Team Function Identification FAST Diagram 5:00 PM Adjourn VE Team Yakima VE Study 1 of 2 S Value Management Strategies, Inc. City of Yakima B Street & Lincoln Ave Project VE STUDY AGENDA Page 2 of 2 Note: Agenda items in bold italic text indicate meetings where ALL participants should be involved (i.e., City of Yakima, stakeholders, Berger-ABAM, etc.) Tuesday, June 14, 2005 Time Attendance 8:00 AM Team Brainstorming VE Team 12:00 PM Lunch 1:00 PM Idea Evaluation VE Team 3:00 PM Assignment of VE Alternatives VE Team 3:15 PM Development of VE Alternatives VE Team 4:00 PM Adjourn Wednesday, July 13, 2005 Time Attendance 8:00 - 4 PM Development of VE Alternatives VE Team Thursday, July 14, 2005 Time Attendance 8:00 - 2 PM Development of VE Alternatives VE Team 2:00 PM Performance Criteria & Improvements VE Team 3:00 PM Team Review of Alternatives VE Team 4:00 PM Adjourn Friday, July 15, 2005 Time Attendance 8:00 AM Preparation of VE Presentation VE Team 9:00 AM Presentation of VE Alternatives Everyone Presentation of Alternative Concepts Discussion of Value Improvement Next Steps 11:00 AM Adjourn Yakima VE Study 2 of 2 BUSINESS OF THE CITY COUNCIL YAKIMA, WASHINGTON AGENDA STATEMENT Item No. *1O For Meeting of July 5, 2005 ITEM TITLE: Resolution authorizing Professional Services Agreement with Value Management Strategies, Inc. for Value Engineering Study of Grade Separation Project. SUBMI"11bD BY: Department of Community and Economic Development - eering Division liam R. Cook, CED Department Director, 575-6227 CONTACT PERSON/TELEPHONE: K. Wendell Adams, City Engineer, 575-6111 SUMMARY EXPLANATION: The City is proposing to enter into a professional services agreement with Value Management Strategies, Inc. to provide a Value Engineering (VE) study for the Grade Separation Project. All projects that utilize Transportation Improvement Board (1113) funds with at least $2 million are required to do a VE study to ensure the project is efficient and all cost savings are realized. The amount of the contract is $48,559.00 and the time to complete this work will be approximately fiver days. The form of the contract shall be reviewed, revised (as necessary) and approved by the City Attorney or his designee. Resolution X Ordinance Contract X Other (Specify) Funding Source Arterial Street - Fund 142 APPROVED FOR SUBMITTAL: City Manager STAFF RECOMMENDATION: Approve Resolution authorizing professional services agreement with Value Management Strategies, Inc. BOARD/COMMISSION RECOMMENDATION: COUNCIL ACTION: Resolution adopted. RESOLUTION NO. R-2005-109 • Value Engineering Report • City of Yakima Railroad Grade Separations Project • City of Yakima, WA July 2005 r� VMS' Value Management Strategies, Inc. Value Management Strategies, Inc. "Value Leadership" Jill Nelson, CVS Vice President July 29, 2005 Bob Desgrosellier Project Manager City of Yakima 129 N. Second Street Yakima WA 98901 Reference: Value Engineering Study—Preliminary Report City of Yakima Railroad Grade Separations Project Dear Mr. Desgrosellier: Value Management Strategies, Inc. is pleased to transmit three copies of the preliminary Value Engineering Study Report for the referenced project. We are also sending one copy to Chris Walcott. This report summarizes the events of the study conducted July 11-15, 2005. We enjoyed working with you and are looking forward to continuing our work to assist the City of Yakima in its value engineering efforts. Sincerely, Value Management Strategies, Inc. Jill Nelson, CVS CORPORATE OFFICE: Post Office Box 3316 Escondido, CA 92033 T: 760 741 1155 F: 760 7415617 2150 Manner Square Drive Suite 203 Alameda, CA 94501 T: 510 769 6655 F: 510 769 6656 12721 NW Forest Spring Lane Portland, OR 97229 T. 503 5318864 F: 503 5319784 1874 Deer Park Circle South Grand Junction, CO 82503 T 970 242 5531 F: 970 242 5331 3927 SW 109th Street Seattle, WA 98146 T: 206 9019548 F: 206 9019557 TABLE OF CONTENTS 1. TABLE OF CONTENTS 2. EXECUTIVE SUMMARY Introduction Project Description VE Alternatives Performance and Value Improvements VE Team and Process 3. IMPLEMENTATION ACTION Introduction Implementation Plan and Responsibilities Implementation Action—Summary of VE Alternatives 4. VALUE ENGINEERING ALTERNATIVES Introduction VE Alternatives Summary of VE Alternatives VE Alternatives Design Suggestions 5. PROJECT ANALYSIS Summary of Analysis Project Issues Cost Model Function Analysis/FAST Diagram Performance Criteria, Including Definitions and Rating Scales 6. PROJECT DESCRIPTION Introduction Project Description Project Cost Estimate Project Drawings City of Yakima Railroad Grade Separations Project Table of Contents -1 1 7. IDEA EVALUATION Introduction Key Evaluative Criteria Evaluation Process Idea Evaluation Forms 8. VALUE ENGINEERING PROCESS General Pre -Study Preparation VE Study Post -Study Procedures VE Study Agenda VE Study Reference Material VE Study Participants City of Yakima Railroad Grade Separations Project Table of Contents —1.2 EXECUTIVE SUMMARY PRELIMINARY INTRODUCTION This Value Engineering (VE) Report summarizes the events of the VE Study conducted for the City of Yakima by Value Management Strategies, Inc. The subject of the study was the Railroad Grade Separations Project. The VE Study was based on the Concept Documentation prepared by Berger/ABAM, and other supporting design data provided to the VE team. PROJECT DESCRIPTION Burlington Northern Santa Fe Railroad (BNSF) tracks bisect the City of Yakima. Currently, seven to ten trains a day pass through this corridor. BNSF has stated that they plan to increase the number of trains to 24 to 28 in the next ten years. To maintain the economic viability of the City of Yakima, two underpasses will be constructed in the downtown area to grade separate train movements from vehicular, bicycle, and pedestrian movements. The scope of the proposed project is to construct underpasses at B Street and Lincoln Avenue. In order to maintain the continuity of the neighborhood once the underpasses are constructed, improvements to Front Street, utility relocations and replacements, and traffic signal revisions will be constructed as part of the project. The design for the two underpasses is identical. Sixteen feet, six inches clear is required under the railroad bridges, resulting in a maximum grade in the underpass of 8%. The underpass walls will be concrete diaphragm wall construction, which in turn support pre -stressed concrete bridges. The ballasted railroad bridges will be constructed to support the current mainline track and a future mainline track. At the lowest portion of the underpass, the elevation will be thirteen feet below the water table. The roadway will be constructed over a jet grouted concrete seal designed to stop water intrusion. The current three -lane configuration will be maintained. Bicycle and pedestrian movements will be combined in a single 11% -foot wide path at the same elevation as the depressed roadway. To facilitate the construction of the underpasses, Front Street, between B Street and Lincoln Avenue, will be reconstructed west of its current location. Continuity along Front Street will be maintained by the construction of roadway bridges over B Street and Lincoln Avenue. The project is anticipating going to bid in July 2006 with construction starting in August/September 2006. It is estimated that the project will be complete in December 2008, thus taking 27 months to construct. In order to maintain rail and vehicular traffic in the project area, construction will be staged. The Lincoln Avenue Underpass will be completed prior to starting construction on the B Street Underpass. The anticipated total project cost for the project, assuming bid in mid -2006, is $30,950,000. City of Yakima Railroad Grade Separations Project Executive Summary - 2.1 VE ALTERNATIVES The VE team developed nineteen alternatives and twelve design suggestions for improvement of the project. Most of the alternatives improve cost and maintain or improve functionality; however, several would increase project performance at an additional cost. Summary lists of the VE alternatives and design suggestions are in a following report section; descriptions of five key VE alternatives are given below: Initial Cost Change in Number Description Savings Performance 2.0 Use Secant Piles for Underpass Walls $1,906,000 +26% The alternative concept would revise the wall construction from concrete diaphragm wall construction to concrete secant pile wall construction. This change eliminates the specialty contractor, opens up the bidding process, and simplifies the construction techniques. 3.0 Use Uplift Piles for Underpass Walls $1,346,000 +11% The alternative concept would eliminate the use of jet grouting and use uplift piles and tremied concrete to create the seal and counteract the buoyancy. The use of uplift piles and tremied concrete eliminates the need for a specialty contractor and simplifies the project. 4.0 Eliminate One Traffic Lane $4,666,000 +22% The alternative concept would reduce the current three -lane configuration to a two-lane section. Three lanes would occur at First Street and First Avenue, necking down to two lanes in the underpass. Two lanes in this controlled access area are sufficient for the traffic needs in the foreseeable future. Eliminating a lane will simplify construction and control cost. 7.2 Separate Bikes and Pedestrians in Underpass $364,000 +35% Revise the current configuration of three 12 -foot wide lanes and an 11'/2 -foot wide combined bike/pedestrian lane to a 7 -foot wide sidewalk, two 12 -foot wide lanes, an 11 -foot wide lane, and a 5 -foot wide bike lane. This will separate bike traffic from pedestrian traffic, narrow the overall width of the underpass, and allow location of the bike paths to align with surface street bike paths. 15.0 Accelerated Schedule by Temporary Closure of Lincoln $304,000 +14% Avenue and B Street with Construction of an At -Grade Shoofly Closing both streets simultaneously and detouring traffic to Yakima Avenue and D Street allows the contractor the utmost flexibility in constructing the project. A specialty contractor would be mobilized one time, thus controlling cost and improving efficiency. Construction would be shortened from 27 months to 18 months. Capacity exists in adjoining streets for detoured traffic. Safety for traffic and construction personnel would be improved. Detailed documentation of these key alternatives, as well as the remaining ones not described above, may be found in the Value Engineering Alternatives section of this report. City of Yakima Railroad Grade Separations Project Executive Summary— 2.2 PERFORMANCE AND VALUE IMPROVEMENTS Performance measures are an integral part of the VE Process. It is important that they are well defined and agreed to by the stakeholders at the start of the VE Study, as they are used throughout the study to identify, evaluate, and document alternatives. They are used to report performance improvement at the conclusion of the study. In conjunction with the VE team, the stakeholders identified and defined the performance measures, and developed the rating scale for the performance measures. Performance Measures as Determined by Stakeholders Minimize Impacts on Local Neighborhoods Simplify Construction Control First Cost Integrate with Neighborhood Minimize Impacts on Commuters Minimize Maintenance Improve Schedule City of Yakima Railroad Grade Separations Project Executive Summary - 2.3 VE TEAM AND PROCESS The five-day study was Management Strategies, Jill Nelson Joan Davenport Brett Sheffield Mike Shane Max Linden Ralph Boirum Greg Armstrong Terry Stones Peter DeBoldt performed during the period Inc. facilitated the VE Study. VE Facilitator Traffic Constructibility Utilities Utilities Geotechnical Design Structures Civil of July 11-15, 2005. Jill Nelson, CVS, of Value The VE team members are listed below: Value Management Strategies, Inc. City of Yakima City of Yakima City of Yakima City of Yakima HWA Geosciences Transportation Improvement Board David Evans & Associates Perteet The VE team was supported by other individuals as well. These participants included: Bob Desgrosellier K. Wendell Adams Chris Walcott Project Manager City Engineer Project Manager City of Yakima City of Yakima Berger/ABAM City of Yakima Railroad Grade Separations Project Executive Summary - 2.4 IMPLEMENTATION ACTION PRELIMINARY INTRODUCTION The results of the VE Study contained in the preliminary report are reviewed for implementation by the stakeholders and design team. The following Implementation Summary Sheet lists all of the VE alternatives developed by the VE team. This sheet can be used to record the disposition of each item; the information will be incorporated in the final report as a complete record to satisfy Washington Transportation Improvement Board requirements for Value Engineering. IMPLEMENTATION PLAN AND RESPONSIBILITIES When the City of Yakima and their design consultants receive the Preliminary VE Study Report, they are asked to review the VE alternatives and render decisions regarding their implementation and financial (and non-financial) impacts on the project. After the initial assessments are completed, an implementation meeting is held (at the discretion of the City of Yakima) with representatives of the City, design team, and other relevant stakeholders. The status of each alternative will be developed, and the results will be summarized and submitted by the City of Washington Transportation Improvement Board. City of Yakima Railroad Grade Separations Project Implementation Action — 3.1 IMPLEMENTATION ACTION SUMMARY OF VE ALTERNATIVES City of Yakima Railroad Grade Separations Project Value Management Strategies, Inc. No. Title VE Team Validated Initial Cost Savings Initial Cost Savings Disposition 1.0 Use a Thru Girder Structure Type $654,000 2.0 Use Secant Piles for Underpass Walls $1,906,000 3.0 Use Uplift Piles for Underpass Walls $1,346,000 4.0 Eliminate One Traffic Lane $4,666,000 5.0 Raise Railroad Elevation Between Yakima $419,000 Avenue and D Street 6.0 Elevate Front Street — Do Not Relocate $230,000 7.1 Elevate Bike/Pedestrian Path in Underpass ($682,000) 7.2 Separate Bikes and Pedestrians in $364,000 Underpass 8.0 Locate Sidewalks Along Road in Underpass $75,000 9.0 Eliminate the Frontage Road Along $37,000 Sundquist Fruit Property 10.0 Use Alley to Access Goodyear $1,008,000 11.0 Use 14 -Foot Lanes at Front Street Bridges ($177,000) IMPLEMENTATION ACTION SUMMARY OF VE ALTERNATIVES City of Yakima Railroad Grade Separations Project Value Management Strategies, Inc. No. Title VE Team Validated Initial Cost Savings Initial Cost Savings Disposition 12.0 Use Brick Paving from Yakima Avenue to $282,000 A Street Intersection 13.0 Do Not Reconstruct Front Street Between $1,331,000 B Street and Lincoln Avenue, Local Access Only 14.0 Detour One -Way Traffic Onto Yakima $179,000 Avenue and D Street 15.0 Accelerated Schedule by Temporary $304,000 Closure of Lincoln Avenue and B Street with Construction of an At -Grade Shoofly 16.1 Construct Two Overpasses ($238,000) 16.2 Construct a Combined Overpass Between $2,187,000 B Street and Lincoln Avenue 16.3 Construct a Combined Underpass Between B Street and Lincoln Avenue ($1,316,000) VE ALTERNATIVES INTRODUCTION The results of this study are presented as individual alternatives to the original concept as developed by the Berger/ABAM team. VE ALTERNATIVES Each alternative consists of a summary of the original concept, a description of the suggested change, a listing of its advantages and disadvantages, a cost comparison, change in performance, and a brief narrative comparing the original design with the alternative. Sketches, calculations, and performance measures ratings are also presented. Performance measures are calculated by rating, on a scale of 1 to 10, the individual element against each of the weighted criteria to arrive at a total score (rating times weight, and totals for all criteria added together). The difference between the score for the project with the VE alternative incorporated, and the score for the project baseline concept, is expressed as a percentage and called a performance improvement. The cost comparisons reflect the comparable level of detail as in the original estimate. A life cycle benefit -cost analysis for major alternatives is included where appropriate. City of Yakima Railroad Grade Separations Project VE Alternatives — 4.1 SUMMARY OF VE ALTERNATIVES''' VMS City of Yakima Railroad Grade Separations Project Value Management Strategies, Inc. Number Description Performance Potential Savings 1.0 Use a Thru Girder Structure Type +5% $654,000 2.0 Use Secant Piles for Underpass Walls +26% $1,906,000 3.0 Use Uplift Piles for Underpass Walls +11% $1,346,000 4.0 Eliminate One Traffic Lane +23% $4,666,000 5.0 Raise Railroad Elevation Between Yakima Avenue and D +5% $419,000 Street 6.0 Elevate Front Street — Do Not Relocate +21% $230,000 7.1 Elevate Bike/Pedestrian Path in Underpass +9% ($682,000) 7.2 Separate Bikes and Pedestrians in Underpass +35% $364,000 8.0 Locate Sidewalks Along Road in Underpass +7% $75,000 9.0 Eliminate the Frontage Road Along Sundquist Fruit +12% $37,000 Property 10.0 Use Alley to Access Goodyear +4% $1,008,000 11.0 Use 14 -Foot Lanes at Front Street Bridges +11% ($177,000) 12.0 Use Brick Paving from Yakima Avenue to A Street +8% $282,000 Intersection 13.0 Do Not Reconstruct Front Street Between B Street -26% $1,331,000 and Lincoln Avenue, Local Access Only 14.0 Detour One -Way Traffic Onto Yakima Avenue and D Street +8% $179,000 City of Yakima Railroad Grade Separations Project VE Alternatives — 4.2 SUMMARY OF VE ALTERNATIVES City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc Number Description Performance Potential Savings 15.0 Accelerated Schedule by Temporary Closure of Lincoln +14% $304,000 Avenue and B Street with Construction of an At -Grade Shoofly 16.1 Construct Two Overpasses 16.2 Construct a Combined Overpass Between B Street and Lincoln Avenue 16.3 Construct a Combined Underpass Between B Street and Lincoln Avenue +41% ($238,000) +23 $2,187,000 +5 ($1,316,000) City of Yakima Railroad Grade Separations Project VE Alternatives — 4.3 SUMMARY OF DESIGN SUGGESTIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. Number Description DS -1 Preorder Temporary Signals DS -2 Start Investigation for Hazardous Materials DS -3 Supply Staging Areas on Both Sides of the Burlington Northern Santa Fe Railroad Tracks DS -4 Work at Finalizing Agreement with the Burlington Northern Santa Fe Railroad DS -5 Utility Issues DS -6 Review Schedule DS -7 Use Alternates for Wall and Seal DS -8 Revise Frontage Road to Better Access Track 29 DS -9 Large Diameter Test Borings DS -10 Permeation Grouting DS -11 Reduce Extent of Brick Pavers by Using Stamped Concrete and/or Strips of Brick and Concrete Paving DS -12 Underpass Wall Texturing City of Yakima Railroad Grade Separations Project VE Alternatives — 4.4 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS FUNCTION: Separate Modes Value Management Strategies, Inc IDEA NO. CU -31, 7 ALTERNATIVE NO. 1.0 TITLE: Use a Thru Girder Structure Type PAGE NO. 1 of 7 ORIGINAL CONCEPT: The original design concept does not specify a bridge type or material. The design concept was believed to be a below deck girder system utilizing either pre -cast, pre -stressed box or Bulb -I (or T) sections with an assumed structure depth of five feet. The current design concept for both Lincoln Avenue and B Street is to go beneath the Front Street Bridge, which will require 16.5 feet of clearance to these below deck elements. The signalized intersection at First Street must be maintained for both Lincoln Avenue and B Street, resulting in an approach roadway grade of 8%. ALTERNATIVE CONCEPT: This alternative recommends using a thru-girder system, which has the main load carrying elements beside the bridge, with a portion of them protruding above the deck surface. The protruding portion of the thru girders is incorporated into the barrier system on the sides of the bridge. This structure type results in less depth below the bridge, and consequently, Lincoln Avenue does not have to drop as much to clear the Front Street Bridge above, resulting in reduced grades entering the underpass. As discussed later in this section, the Front Street Bridge at B Street does not have to carry the railroad during the shoofly operation, so the assumed structure depth is adequate and this structure type is, therefore, not warranted. ADVANTAGES: • Roadway grades are reduced by approximately 1% on the east approach for Lincoln Avenue • Reduced excavation required for the underpass results in reduced retaining wall heights and reduced groundwater seal depths, which would save money DISADVANTAGES: • Thru-girder bridges are fracture critical due to reduced redundancy in the main load carrying members • Railings are solid, which limits visibility through the site when compared to open rails that can be utilized on other structure types PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 7,468,000 $ 7,468,000 $ 0 $ 0 Alternative Concept $ 7,141,000 $ 7,141,000 $ 0 $ 0 Savings $ 327,000 $ 327,000 $ 0 $ 0 Team Member: Terry Stones Discipline: Structures Performance: +5% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS' Value Management Strategies, Inc. TITLE: Use a Thru Girder Structure Type ALTERNATIVE NO. 1.0 PAGE NO 2 of 7 DISCUSSION / JUSTIFICATION: The current design is based on a below deck girder system utilizing either pre -cast, pre -stressed box or Bulb -I (or T) sections with an assumed structure depth of 5 feet, and spanning a roadway section consisting of 3.5 -foot barrier and shy distance, three 12 -foot traffic lanes, and 11.5 -foot combined pedestrian/bike lanes, for a total of 51 feet. The bridge will be supported on diaphragm walls, 3 feet thick, so centerline -to -centerline walls result in a 54 -foot span length. For the Front Street Bridge over B Street, which does not have to be designed for Cooper E-80 railroad loading, this assumed structure depth is adequate and a thru-girder system will likely not reduce the structure depth appreciably. The need to have transverse floor beam and a cast -in-place concrete deck system will likely require as much structure depth as a conventional below deck girder system. The current plan requires the Front Street Bridge crossing Lincoln Avenue to initially be utilized in the railroad shoofly spanning the same roadway section as described above for B Street. For this crossing, a below deck girder system utilizing either pre -cast, pre -stressed box, or Bulb -I (or T) sections with an assumed structure depth of five feet, including the deck, ballast, ties, and rail is possibly inadequate. The railroad will likely require a minimum of 10 inches of ballast below an 8 -inch deep tie with an 8 -inch rail and tie plate. Allowing over 2 feet for this track section results in less than 3 -foot structure depth to span the roadway. Especially given that the bridge elements are designed to carry Cooper E-80 railroad loading, this is problematic. Pre -cast pre -stressed box elements will need to be at least 4 feet deep and the Bulb -I (or T) section plus deck would be at least 4.5 feet. The resulting minimum total structure depth from top of rail to bottom of bridge girders will be over 6 feet, thus requiring the roadway to drop an additional foot from what is currently planned, consequently increasing the roadway grades to approximately 8.5% instead of the current 8%. Reducing the structure depth, especially the portion of the structure required to be below the tracks, will effectively allow the roadway to be raised beneath the bridge, thus reducing the roadway grade entering the overpass. A steel thru-plate girder system will require the least structure depth, but it is the least aesthetically pleasing. A pre -cast or cast -in-place concrete post -tension thru girder is assumed for this comparison. Allowing for a 24 -inch transverse tensioned deck system and the 2+ feet for track section results in approximately 4+ feet of structure depth, effectively raising the roadway surface at least 2 feet and reducing the east approach grades by approximately 1%. Additionally, raising the roadway in the underpass reduces the excavation, retaining wall height, and the groundwater seal depth, thereby further reducing the project cost. As discussed above, the assumed five feet for structure depth including the track section is likely not enough. So for the mainline Burlington Northern Santa Fe Railroad (BNSF) track bridges, a similar thru-girder structure type is beneficial. On the Lincoln Avenue mainline bridge, the thru-girder structure type is required to realize the benefits described above. Therefore, if the roadway needs to drop sufficiently to clear the five-foot structure depth at the mainline, the savings at the Front Street Bridge is not realized. This same construction is also assumed to be used for the BNSF mainline bridge over the B Street Underpass. So the same savings due to decrease in excavation, diaphragm walls, and groundwater seal quantities is realized at B Street as well. IMPLEMENTATION CONSIDERATIONS: None apparent when compared to the current plan. SKETCHES City of Yakima Railroad Grade Separations Project VMS' VaueManageme tStrategies, Inc TITLE: Use a Thru Girder Structure Type NUMBER 1.0 PAGE NO. 3 of 7 posit - y4..$ 1 ,7; ra 4-1 511.1 G/.1:4. r/%84.0.7/ '+3��PhdiOl`l rt S1io,,cy g ,c; -0.7#1 c -0.7#S7� .8etfre aver G %n c o4 , ire •/ 6, iz-25',e.:1 L en* ' �/w 'i v TiimA yB rP4+1- lei . a.7. th 4 pr74IesS:rs . (cs' „,,, 4.(j1 <=', 4vvrc51-Xe27/5, 1 y ,S,Ey £'5E" i VPic-4G —5E-4-7;0+,./ 47-4A/4,4.4A/ rfi dAIsP ! J0;e7/tlP K1%i��je 1 , de—v // 47# Arcs 77044) /Z„ 4 BASFeleze it5' r' At al a/ 1 r 7ransvCkr F%9cr8.9.4 Bi f t-'j¢/A/G //VL 15,,e7 44e- ?YP ("EG -77, A./ /77" G //V6 -©1A/ /¢-✓€ ,0'uD $-19"e'��"l /OO a %R7 i'eO e� rL PERFORMANCE MEASURES Ciry of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Use a Thru Girder Structure Type NUMBER 1.0 PAGE NO. 4 of 7 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Reducing grade will improve vehicular and pedestrian access. Rating 5 6 Weight 27 27 Contribution 135 162 SIMPLIFY CONSTRUCTION Rating 5 5 Weight 27 27 Contribution 135 135 INTEGRATE WITH LOCAL NEIGHBORHOOD Integrates into the historic neighborhood with similar materials and usages. Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Rating 5 4 Thru girders require more maintenance. Weight 7 7 Contribution 35 28 IMPROVE SCHEDULE Rating 5 6 Less depth of excavation simplifies project. Weight 7 7 Contribution 35 42 Total Performance: 500 527 Net Change in Performance: +5% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS TITLE: Use a Thru Girder Structure Type Value Manageme t Strategies, Inc. NUMBER 1.0 PAGE NO. 5 of 7 Quantities Retaining wall savings - Assume two -foot height reduction. Refer to Figure 14 in the Design Report and only apply height reduction to walls 22 feet high and greater. Length of walls = 40 + 40 + 48 + 224 + 48 + 40 + 40 = 480 feet per side. Area of walls = 2 sides (480 feet/side)(1 foot average height) = 960 square feet at Lincoln Avenue. Assume one foot of seal depth can be eliminated in locations where seal is nine feet and greater thickness. Surface area = (51 feet wide)(48 + 224 + 48 -foot length) = 16,320 square feet. Seal volume reduced = (1 foot deep)(16,320 square feet) 1 cy/27 cf = 604 cy. Excavation savings — Taper excavation saving full length of wall savings. Volume = (480)(51 feet) 1 cy/27 cf = 907 cy; say 1,000 cy. ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Use a Thru Girder Structure Type NUMBER 1.0 PAGE NO. 6 of 7 In our comparison of structure type for the Front Street Bridge over Lincoln Avenue, we have assumed that the currently planned five feet for structure depth and the resulting 8% grades can be made to work, although as described in the discussion on page 2, it is uncertain that will be the case. Our estimate also assumes that a pre- cast or cast -in-place post -tensioned thru girder will be used for the Front Street Bridge at Lincoln Avenue. Either a similar concrete structure or a steel thru-plate girder bridge can be used at the BNSF mainline bridges over Lincoln Avenue and B Street. Currently planned costs for excavation, diaphragm walls, and groundwater seal are also used for determining costs for this alternative. The cost of the railroad bridges in the current estimate is $170 per square foot, which appears to be low. A double track structure will need to include two -foot walkways and rails, eight -foot clearance from centerline rail on each side, and fifteen -foot spacing of tracks. This is a total of 35 feet out -to -out width at $170/sf, which is $6,000 per track foot. The resulting cost per lineal track foot is $8,000 for this planned double track structure. The current WSDOT Bridge Design Manual (July 2005) recommends that railroad undercrossings be estimated at $9,000 per track foot for a single-track structure, and $12,000 per track foot for double track structures. The mainline bridges will both be double track bridges, and although the railroad requirements on the shoofly over Lincoln Avenue only require a single track, the future width of the bridge to accommodate Front Street is similar to a double track structure. For comparison purposes, we assumed the bridge structures will be the same cost as in the current plan, realizing that the estimate cost is likely too low. The sketch indicates a 47 -foot out -to -out width. Experience within the team indicates that a 25 -foot center -to - center track spacing is common; however, the design team indicates that fifteen -foot center -to -center is adequate to BNSF. This difference does not affect this alternative, since bridge costs are assumed to not change. INITIAL COSTS City of Yakima Railroad Grade Separations Project Lf VMS Value Management Strategies Inc TITLE Use a Thru Girder Structure Type NUMBER 1.0 PAGE NO. 7 of 7 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Lincoln Avenue Undercrossing Roadway Excavation, Including Haul cy 22,000 $20 $440,000 21,000 $20 $420,000 Diaphragm Wall sf 38,334 $75 $2,875,050 37,334 $75 $2,800,050 Jet Grouted Seal cy 9,199 $250 $2,299,750 8,595 $250 $2,148,750 Subtotal $5,614,800 $5,368,800 Markup 33% $1,852,884 $1,771,704 Total $7,467,684 $7,140,504 Savings $327,180 B Street Undercrossing Roadway Excavation, Including Haul cy 22,000 $20 $440,000 21,000 $20 $420,000 Diaphragm Wall sf 38,334 $75 $2,875,050 37,334 $75 $2,800,050 Jet Grouted Seal cy 9,199 $250 $2,299,750 8,595 $250 $2,148,750 Subtotal $5,614,800 $5,368,800 Markup 33% $1,852,884 $1,771,704 Total $7,467,684 $7,140,504 Savings $327,180 SUB -TOTAL $14,935,368 $14,281,008 PROJECT MARK-UPS $0 $0 TOTAL $14,935,368 $14,281,008 TOTAL (Rounded) $14,935,000 $14,281,000 SAVINGS $654,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project IA, sle VMS Value Management Strategies, Inc FUNCTION: Underpass Walls — Retain Soil, Stop Water, Support Bridge IDEA NO. CU -13 ALTERNATIVE NO. 2.0 TITLE: Use Secant Piles for Underpass Walls PAGE NO. 1 of ORIGINAL CONCEPT: Use diaphragm panels for underpass wall construction. ALTERNATIVE CONCEPT: Use secant piles (approximately three feet in diameter) for underpass wall construction. ADVANTAGES: DISADVANTAGES: • Circular boreholes are more stable than • More secant piles are necessary, since each pile rectangular holes will construct about 2 to 2.5 linear feet of wall • Circular holes can be cased if necessary • May increase time for wall construction • A number of Washington and Oregon contractors have the equipment and experience to install secant piles. Competition will likely make the secant piles less expensive. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 3,813,000 $ 3,813,000 $ 0 $ 0 Alternative Concept $ 2,860,000 $ 2,860,000 $ 0 $ 0 Savings $ 953,000 $ 953,000 $ 0 $ 0 Team Member: Ralph Boirum Discipline: Geotech Performance: +26% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project 11 VMS' Value Management Strat gies, Inc TITLE: Use Secant Piles for Underpass Walls ALTERNATIVE NO. 2.0 PAGE NO 2 of 5 DISCUSSION / JUSTIFICATION: The primary difficulty likely to be encountered in installing the walls will be caving of the hole while drilling/excavating, particularly when drilling below the water table. Bentonite or polymer slurry is the primary method for stabilization of the holes, but slurry is not entirely effective in gravelly, cobbly ground. Temporary casing can be used with secant pile installation where excessive caving occurs. Casing is not used with diaphragm walls. The test pit explorations (performed after the design report was prepared) indicate the presence of gravel with scattered cobbles and an occasional small boulder. In our opinion, this material can be excavated with a large auger (three-foot diameter or larger) or bucket. It will be difficult for smaller augers or small diameter borings to penetrate. The competition among local contractors and reduced risk from the ability to case, if necessary, as well as lower mobilization costs, will result in a 25% to 30% cost advantage over diaphragm walls. The design of the walls is an area of concern for the VE team. Based on discussions with the designers, the VE team assumed that the walls were designed to cantilever. This would have created an estimate adjustment, since the wall height would be expected to be 2'/2 times the exposed face. This would have increased the wall area by roughly 50%. After the VE study concluded, the designers further investigated the wall design and stated that the intent was to use the bridges at the surface as struts. No struts other than the two bridges were planned for the construction. The diaphragm wall construction would stop ten feet below the surface. A five- foot wide by ten -foot deep cast -in-place cap beam would be poured, tying the bridges into the wall network. This cap beam would cantilever from the bridge supporting the top of the wall. The construction of the beam would be developed in the next phase of design, clarifying issues such as forming and shoring for the beam, as well as whether the additional two feet of width (a five-foot compared to three-foot diaphragm wall) was inboard or outboard of the underpass. As the design progresses, the complexity of the cap beam should be compared against the simplicity of construction of cantilevered wall elements. The use of secant piles does not preclude the use of a cap beam. This alternative was developed utilizing the same square footage of wall area as noted by the designer. IMPLEMENTATION CONSIDERATIONS: Diaphragm walls should be allowed, but not specified or required. PERFORMANCE MEASURES'' City of Yakima Railroad Grade Separations Project eav VMS Value Management Strategies, Inc. TITLE: Use Secant Piles for Underpass Walls NUMBER 2.0 PAGE NO. 3 of 5 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Secant walls can be installed by numerous contractors with experience. Soil will respond well to this type of construction. Rating 5 9 Weight 27 27 Contribution 135 243 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Simplifying construction will minimize the construction time and detours. Rating 5 6 Weight 15 15 Contribution 75 90 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Rating 5 6 Construction will be more straightforward, and thus, less time consuming. Weight 7 7 Contribution 35 42 Total Performance: 500 630 Net Change in Performance: +26% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Use Secant Piles for Underpass Walls NUMBER 2.0 PAGE NO. 4 of 5 The original concept assumes a total area of 19,112 square feet for each wall, (38,224 ft2 for each underpass). This area is based on a total wall depth slightly less than twice the freestanding (retained) height. In order to cantilever, however, the actual wall penetration below the base of the excavation will have to be at least 1.5 times the retained height. As a result, the total wall height will be at least 2.5 times the retained height. The deepest portion of the walls will need to extend about 65 feet below existing grade, rather than the 39 feet indicated in the design report. Using our estimate of required wall depth, the total area of each wall at the B Street and Lincoln Avenue Underpasses will be about 29,376 square feet. The VE team understands from Berger/ABAM that the bridges are not designed as struts at this time. If struts are used, the wall embedment will be less than the cantilever depths discussed above. The cost for additional walls will need to be contrasted against the cost for increased complexity for bridge design. Using the cost of $75 per square foot estimated in the design report and the wall area of 29,376 square feet, the estimated cost of two walls for each underpass will be $4,406,400, as compared to the $3,130,000 currently in the estimate. We estimate that secant piles will offer about a 25% savings over diaphragm wall due to increased competition, reduced risk, and reduced mobilization costs. Thus, we estimate the cost of walls at each underpass to be between $2,348,000 and $3,304,800. INITIAL COSTS City of Yakima Railroad Grade Separations Project UM VAy Valve WNgeTMi Slrilegk;IM TITLE Use Secant Piles for Underpass Walls NUMBER 2.0 PAGE NO. 5 of 5 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total B Street Underpass Diaphragm Walls sf 38,224 $75 $2,866,800 $0 $0 B Street Underpass Secant sf $0 38,224 $56 $2,150,100 Markup 33% $946,044 $709,533 B Street Total $3,812,844 $2,859,633 Lincoln Avenue Diaphragm Walls sf 38,224 $75 $2,866,800 $0 Lincoln Avenue Secant Walls sf $0 38,224 $56 $2,150,100 Markup 33% $946,044 $709,533 Lincoln Avenue Total $3,812,844 $2,859,633 SUB-TOTAL $7,625,688 $5,719,266 PROJECT MARK-UPS $0 $0 TOTAL $7,625,688 $5,719,266 TOTAL (Rounded) $7,626,000 $5,719,000 SAVINGS $1,907,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project EllA ail VMS Value Management Strategies, Inc. FUNCTION: Reduce Conflict IDEA NO. CU-20 ALTERNATIVE NO. 3.0 TITLE: Use Uplift Piles for Underpass Walls PAGE NO. 1 of 6 ORIGINAL CONCEPT: Underpasses will be constructed with diaphragm walls on both sides to support vertical sides of the excavation with a seal underneath the underpass to keep groundwater out. Jet grouting will be used to construct the bottom seal. ALTERNATIVE CONCEPT: Rather than jet grout the bottom seal, the underpass will be excavated just above groundwater. Then anchors (cast piles) will be augered into the bottom to be used to keep the bottom from floating. Excavate to grade, then rebar is placed and concrete tremied along the bottom to make the bottom seal. ADVANTAGES: DISADVANTAGES: • Not as risky • Working under water to place concrete • Meets grade separation priorities PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 3,059,000 $ 3,059,000 $ 0 $ 0 Alternative Concept $ 2,386,000 $ 2,386,000 $ 0 $ 0 Savings $ 673,000 $ 673,000 $ 0 $ 0 Team Member: Max Linden Discipline: Utility Engineer Performance: +11% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VM431 1 S Value Management Strat gies,Inc TITLE: Use Uplift Piles for Underpass Walls ALTERNATIVE NO. 3.0 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: This alternative is less risky for containing groundwater and will meet all criteria of the functions of the project to be obtained. IMPLEMENTATION CONSIDERATIONS: • Coordination with wall placement • Working in and under water • Dewatering considerations SKETCHES City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Use Uplift Piles for Underpass Walls NUMBER PAGE NO. 3.0 3 of 6 ��. cv a1 ne)&) c �/ z5 --l. 12,/rtvtd - 2/p; /-6- tAAsezi deco er PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project I ,, A-" ' VMS Value Management Strategies,Inc. TITLE: Use Uplift Piles for Underpass Walls NUMBER 3.0 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Eliminating the jet grouting eliminates the concern of difficulty with small diameter boring, and reduces the uncertainty of the amount of grout required and the spacing of the grout holes to obtain water tightness. Rating 5 7 Weight 27 27 Contribution 135 189 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 17 Contribution 35 35 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 554 Net Change in Performance: +11 ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Manageme t Strategies, Inc. TITLE: Use Uplift Piles for Underpass Walls NUMBER 3.0 PAGE NO. 5 of 6 One seal is 528 feet long, 52 feet wide, and 21/2 inches thick. One seal = 27,456 ft2 One seal = 68,640 ft3 or 2,542 yd3 Cost of Materials Concrete — $60/yard = 2,542 x 60 x 3 = $457,670/seal Rebar — $50/yard = 2,542 x 50 x 3 = $381,300/seal Installed piles — 25 feet long — $5,000 each Piles on 12 -foot grid = 1/144 ft2 27,456 / 144 = 191 piles/seal Piles = 191 x 5,000 = $955,000/seal Total/seal = $1,793,860 Total both seals = $3,587,720 INITIAL COSTS City of Yakima Railroad Grade Separations Project 4? L J VMS uWe MaNgemenl Arzt<gkm, kl. TITLE Use Uplift Piles for Underpass Walls NUMBER 3.0 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Bottom Seal ea 2 $2,299,750 $4,599,500 2 $1,793,860 $3,587,720 SUB -TOTAL $4,599,500 $3,587,720 PROJECT MARK-UPS 33% $1,517,835 $1,183,948 TOTAL $6,117,335 $4,771,668 TOTAL (Rounded) $6,117,000 $4,772,000 SAVINGS $1,345,000 VALUE ENGINEERING ALTERNATIVE'' City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. LTJ-9 ALTERNATIVE NO. 4.0 TITLE: Eliminate One Traffic Lane PAGE NO. 1 of 6 ORIGINAL CONCEPT: The original concept was to have three 12-foot traffic lanes and one 11'/2-foot sidewalk/bike path for each underpass. ALTERNATIVE CONCEPT: This concept is to eliminate one 12-foot traffic lane. ADVANTAGES: DISADVANTAGES: • Less cost • Street would transition from a three-lane section • Maintains sidewalk/bike path to a two-lane section through the project • Eliminates right-of-way costs on Lincoln • Perception of congestion may occur Avenue PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 7,124,000 $ 4,724,000 $ 0 $ 0 Alternative Concept $ 3,591,000 $ 3,591,000 $ 0 $ 0 Savings $ 3,533,000 $ 1,133,000 $ 0 $ 0 Team Member: Max Linden Discipline: Utility Engineer Performance: +23% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS Value Management 5trat gies, Inc. TITLE: Eliminate One Traffic Lane ALTERNATIVE NO. 4.0 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: Both Lincoln Avenue and B Street carry approximately 11,500 average daily vehicle trips (ADT) on three travel lanes (one direction, through lanes). Operation of these arterials streets is Level of Service (LOS) A (excellent), with a volume to capacity ration of 0.41. Both streets have reserve capacity to meet mobility needs well beyond 2025, while maintaining LOS A at three lanes. Year 2025 traffic is estimated at 16,000 ADT. If the street section were modified to two through lanes for the project extent, the LOS in 2025 would be LOS B (volume to capacity ratio of 0.68). Turning movements are controlled through the project, minimizing conflicting traffic. IMPLEMENTATION CONSIDERATIONS: The transition between three lanes (existing) and two lanes requires advanced warning and a transitional area. A more narrow street section through the project will have less impact on adjoining properties. SKETCHES City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Eliminate One Traffic Lane NUMBER 4.0 PAGE NO. 3 of 6 te or- k cstr-a.( 2F 5✓tiovitie 1.5' loar It.S li 1-4. ► 2 12 7 1aw� lz��. [�Y( / I 'Ce r h s-+# v S,Jewtk/ 6y <‘/V ,/ ARCO Pur4Ps 1201 @ {'5Y0 - R.& •ter v,5 II,39`0 J Ctt JTU I cl save_ 4rca u -Y s 94'ion• sp►4r\I 5 / SCJ N = 39 PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project ?' VMS Value Management Strategies, Inc. TITLE: Eliminate One Traffic Lane NUMBER 4.0 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS A narrower underpass will improve business access. Rating 5 6 Weight 27 27 Contribution 135 162 SIMPLIFY CONSTRUCTION Constructing less will simplify construction — less excavation and seal below the groundwater. Rating 5 7 Weight 27 27 Contribution 135 189 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Less construction should minimize detours, etc. Rating 5 6 Weight 15 16 Contribution 75 96 MINIMIZE MAINTENANCE Rating 5 6 Less seal below the water table to maintain. Weight 7 7 Contribution 35 42 IMPROVE SCHEDULE Rating 5 6 Less construction will reduce schedule, although wall extent will stay the same. Weight 7 7 Contribution 35 42 Total Performance: 500 616 Net Change in Performance: +23% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VM4.).a..._ S TITLE: Eliminate One Traffic Lane Value Management Strategies, Inc. NUMBER 4.0 PAGE NO. 5 of 6 One underpass. Original span — 51 feet Alternative span — 39 feet 51/39 = 76% Total Amounts Bottom Seal Bridges Asphalt Concrete Pavement Excavation Preparation Surfacing TOTAL Original $4,599,500 x .76 $1,213,800 x .76 $207,000 x .76 $880,000 x .76 $142,000 x .76 $62,100 x .76 $7,104,400 Right-of-way $2,400,000 Alternative = $3,495,620 _ $922,488 = $157,320 = $668,800 = $107,920 = $47,196 $5,399,344 $0 INITIAL COSTS City of Yakima Railroad Grade Separations Project f....v. VMS wr a AYiugemeni SVefegkt Inc TITLE Eliminate One Traffic Lane NUMBER 4.0 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Bottom Seal $4,599,500 $3,495,620 Bridges $1,213,800 $922,488 Asphalt Concrete Pavement $207,000 $157,320 Excavation $880,000 $668,800 Preparation $142,000 $107,920 Surfacing $62,100 $47,196 Lincoln Avenue $3,552,200 $2,699,672 Markup 33% $1,172,226 $890,892 Sub-Total $4,724,426 $3,590,564 Right-of-Way $2,400,000 Total $7,124,426 Savings $3,533,862 B Street $4,724,426 $3,590,564 Savings $1,133,862 SUB-TOTAL $11,848,852 $7,181,128 PROJECT MARK-UPS $0 $0 TOTAL $11,848,852 $7,181,128 TOTAL (Rounded) $11,849,000 $7,181,000 SAVINGS $4,668,000 VALUE ENGINEERING ALTERNATIVE''" City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. FUNCTION: Reduce Conflict IDEA NO. CU-22 ALTERNATIVE NO. 5.0 TITLE: Raise Railroad Elevation Between Yakima Avenue and D Street PAGE NO. 1 of 7 ORIGINAL CONCEPT: Construct railroad bridges over Lincoln Avenue and B Street at the existing elevation. ALTERNATIVE CONCEPT: Raise the elevation of the railroad tracks where they will bridge over Lincoln Avenue and B Street so that the elevation of the roads can also be raised. ADVANTAGES: DISADVANTAGES: • Requires less excavation (in wet) • Need permission from Burlington Northern Santa • Shorter walls Fe Railroad (BNSF) • Less hydrostatic pressure • Cost to raise rail • Reduces road grade • Improves safety for pedestrians at crossing, since raised rail is a visual barrier PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 4,771,000 $ 4,771,000 $ 0 $ 0 Alternative Concept $ 4,418,000 $ 4,705,000 $ 0 $ 0 Savings $ 353,000 $ 66,000 $ 0 $ 0 Team Member: Brett Sheffield Discipline: Surface Water Engineer Performance: +5% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS' TITLE: Raise Railroad Elevation Between Yakima Avenue and D Street Value Management Strat gies, Inc. ALTERNATIVE NO. 5.0 PAGE NO 2 of 7 DISCUSSION / JUSTIFICATION: In an effort to lessen the amount of excavation and shorten the height of the retaining walls, we looked at raising the railroad grade elevation between Yakima Avenue and D Street. The groundwater elevation is approximately thirteen feet below existing ground during irrigation season. Any shortening of depth avoids additional groundwater impacts. The rail could be raised approximately 2Y2 feet at B Street and about one foot at Lincoln Avenue. IMPLEMENTATION CONSIDERATIONS: In order to implement the change, permission would be required from BNSF. Raising the grade might increase the noise to surrounding areas. Assumptions made: • Sag vertical curve lengths of 450 feet could be used for algebraic difference of 0.5%. • A crest vertical curve length of 900 feet could be used for an algebraic difference of 1%. For this concept to work, the elevation of Front Street must also be raised or the crossing of Front Street removed. SKETCHES City of Yakima Railroad Grade Separations Project VMS ' TITLE: Raise Railroad Elevation Between Yakima Avenue and D Street Value Management Strategies, Inc. NUMBER 5.0 PAGE NO. 3 of 7 D G Z 0. S'ti"fLE�i' 0 Yaks a. SKETCHES City of Yakima Railroad Grade Separations Project VMS' Value Management Strategies, I nc TITLE: Raise Railroad Elevation Between Yakima Avenue and D Street NUMBER 5.0 PAGE NO. 4 of 7 PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project VMS Value Managem nt Strategies, Inc TITLE: Raise Railroad Elevation Between Yakima Avenue and D Street NUMBER 5.0 PAGE NO. 5of7 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS The underpass grade will improve, but this will be offset by the raised railroad. Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Assuming BNSF raising is performed by others, this will impact the project contractor by reducing the depth of excavation and reducing work below the water table. Rating 5 6 Weight 27 27 Contribution 135 162 INTEGRATE WITH LOCAL NEIGHBORHOOD Visually, the railroad will bisect the neighborhood. Rating 5 4 Weight 17 17 Contribution 85 68 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Raising the railroad will reduce depth of construction, reducing impact. Rating 5 6 Weight 15 15 Contribution 75 90 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 525 Net Change in Performance: +5% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS TITLE: Raise Railroad Elevation Between Yakima Avenue and D Street Value Manage me t Strategies, Inc NUMBER 5.0 PAGE NO. 6 of 7 900 -Foot Vertical Curve h = AL/8 = 1(9)/8 = 1.125 feet Assign existing elevation = 100 feet South B Street Elevation e = 4 ht2/L2 = 4(1.125)(4.05)2/92 = .91 feet 100 + 665(.005) - .91 = 102.42 feet North B Street Elevation e = 4 ht2/L2 = 4(1.125)(4.35)2/92= 1.05 feet 100 + 695(.005) — 1.05 = 102.43 feet North Lincoln Avenue Elevation e = 4 ht2/L2 = 4(.28)(3)2/(4.5)2 = .005 feet 100 + 195(.005) — .01 = 100.97 feet South Lincoln Avenue Elevation 100 + 250(.005) = 101.25 feet 450 -Foot Vertical Curve h = AL/8 = .5(4.5)/8 = .28 feet INITIAL COSTS Ciry of Yakima Railroad Grade Separations Project L VMS Me Management Xrnegk;Inc TITLE Raise Railroad Elevation Between Yakima Avenue and D Street NUMBER 5.0 PAGE NO. 7 of 7 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total B Street (10%) Roadway excavation cy 22,000 $20 $440,000 19,800 $20 $396,000 Shoring Is 1 $33,800 $33,800 0.90 $33,800 $30,420 Diaphragm wall sf 38,224 $75 $2,866,800 34,402 $75 $2,580,120 Concrete Fascia sf 16,440 $15 $246,600 14,796 $15 $221,940 Railroad Track If $0 935 $100 $93,500 Subtotal $3,587,200 $3,321,980 Markup 33% $1,183,776 $1,096,253 Total $4,770,976 $4,418,233 Savings $352,743 Lincoln Avenue (4%) Roadway excavation cy 22,000 $20 $440,000 21,120 $20 $422,400 Shoring is 1 $33,800 $33,800 0.96 $33,800 $32,448 Diaphragm wall sf 38,224 $75 $2,866,800 36,695 $75 $2,752,128 Concrete Fascia sf 16,440 $15 $246,600 15,782 $15 $236,736 Railroad Track If $0 935 $100 $93,500 Subtotal $3,587,200 $3,537,212 Markup 33% $1,183,776 $1,167,280 Total $4,770,976 $4,704,492 Savings $66,484 SUB -TOTAL $9,541,952 $9,122,725 PROJECT MARK-UPS $0 $0 TOTAL $9,541,952 $9,122,725 TOTAL (Rounded) $9,542,000 $9,123,000 SAVINGS $419,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VM•I S Value Management Strategies, Inc. FUNCTION: Reduce Conflict IDEA NO. F-20 ALTERNATIVE NO. 6.0 TITLE: Elevate Front Street — Do Not Relocate PAGE NO. 1 of 7 ORIGINAL CONCEPT: Realign Front Street closer to railroad to use bridges constructed for railroad shoofly and reduce depth of underpass. ALTERNATIVE CONCEPT: Leave Front Street at existing location. Build smaller depth bridges and raise Front Street elevation to reduce underpass depth. The bridges can be less stout because they will not need to support trains. This alternative requires closing B Street and Lincoln Avenue simultaneously so that an at -grade shoofly can be used. ADVANTAGES: • Eliminates horizontal realignment of Front Street • No utility work specifically required due to the project DISADVANTAGES: • Small retaining walls are required on east side of Front Street south of B Street • Increases Front Street elevation between Lincoln Avenue and B Street • Old utilities might not be replaced PROJECT SEGMENT B Street No Lincoln Avenue No Front Street and Railroad Shoofly Yes COST SUMMARY Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 0 $ 2,660,0000 Alternative Concept $ 0 $ 0 $ 2,430,0000 Savings $ 0 $ 0 $ 230,0000 Team Member: Brett Sheffield Discipline: Surface Water Engineer Performance: +21% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project TITLE: Elevate Front Street — Do Not Relocate ,4? VMS Value Management Strat gift, Inc ALTERNATIVE NO. 6.0 PAGE NO 2 of 7 DISCUSSION / JUSTIFICATION: This concept would leave Front Street at its existing location with a one -foot increase in elevation at and between the crossings at Lincoln Avenue and B Street. Most access off of Front Street could remain as it currently exists. IMPLEMENTATION CONSIDERATIONS: h1 order to leave Front Street in its existing location, the grades into and out of the undercrossing would need to remain at 8%. Although the superstructure depth could be reduced to three feet, the elevation of Front Street would need to be raised one foot at the crossings. A one -foot high cinder block retaining wall would be required on the east side of Front Street south of B Street. SKETCHES City of Yakima Railroad Grade Separations Project --Tii- V MSr Value Management Strategies, Inc. TITLE: Elevate Front Street — Do Not Relocate 1 NUMBER 6.0 PAGE NO. 3 of 7 SKETCHES City of Yakima Railroad Grade Separations Project VMS' Value Management Strategies, Inc. TITLE: Elevate Front Street — Do Not Relocate NUMBER 6.0 PAGE NO. 4 of 7 0 J 1 n t tl Ny v r Qq 7 M At u t w .j - N Y U • C^ 0 v Z. II • 3 tJ 00 r r:, li �� a w S `9 tll M 5 0 t p ,.1 a • }n 4¢ C130 s J S U 41 ii lU 111 0 0 y011- 0 lt- fNt 0 0 Z7 3 PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project / 1 i ' VMS Value Managem nt Strategies, Inc. TITLE: Elevate Front Street — Do Not Relocate NUMBER 6.0 PAGE NO. 5 of 7 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Improvement to the underpass roadway grades and maintaining location of Front Street. Rating 5 6 Weight 27 27 Contribution 135 162 SIMPLIFY CONSTRUCTION Less excavation, less utility work, etc., is required. Rating 5 7 Weight 27 27 Contribution 135 189 INTEGRATE WITH LOCAL NEIGHBORHOOD Maintaining current location maintains current relationships and expectations. Rating 5 6 Weight 17 17 Contribution 85 102 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Rating 5 6 Less excavation and utility work required. Weight 7 7 Contribution 35 42 Total Performance: 500 605 Net Change in Performance: +21% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Elevate Front Street — Do Not Relocate NUMBER 6.0 PAGE NO. 6 of 7 Assumes that the railroad shoofly bridges are not constructed. INITIAL COSTS City of Yakima Railroad Grade Separations Project Ti V MS Value Maw mein 5tntegksdn<. TITLE Elevate Front Street — Do Not Relocate NUMBER 6.0 PAGE NO. 7 of 7 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Front Street Estimate Is $800,000 $0 Shoofly Estimate Is $1,200,000 $0 At -Grade Shoofly $0 $896,550 Front Street Planing Bituminous Pavement sy $0 4,600 $3 $13,800 Roadway Excavation, Including Haul cy $0 66 $20 $1,320 Crushed Surfacing Base Course cy $0 1,000 $15 $15,000 Asphalt Concrete Pavement ton $0 800 $45 $36,000 Cement Concrete Curb and Gutter If $0 420 $18 $7,560 Cement Concrete Sidewalk sy $0 400 $37 $14,800 One -Foot Retaining Wall sf $0 180 $35 $6,300 Stormwater System Is $0 $105,000 Traffic is $0 $100,000 Bridges sf $0 3,570 $170 $606,900 Other Items Is $0 $24,000 SUB -TOTAL $2,000,000 $1,827,230 PROJECT MARK-UPS 33% $660,000 $602,986 TOTAL $2,660,000 $2,430,216 TOTAL (Rounded) $2,660,000 $2,430,000 SAVINGS $230,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project L'� VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. CU -11 ALTERNATIVE NO. 7.1 TITLE: Elevate Bike/Pedestrian Path in Underpass PAGE NO. 1 of 6 ORIGINAL CONCEPT: The original concept was to have the sidewalk/bike path separated from the traffic lanes by a standard curb and gutter. ALTERNATIVE CONCEPT: The alternative concept raises the sidewalk/bike path above the traffic lanes with a handrail above. ADVANTAGES: DISADVANTAGES: • Safety • Costs more • More comfortable ride/walk since grade is less • Additional construction time PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 0 $ 0 $ 0 Alternative Concept $ 341,000 $ 341,000 $ 0 $ 0 Savings $ (341,000) $ (341,000) $ 0 $ 0 Team Member: Max Linden Discipline: Utility Engineer Performance: +9% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS Value Management Strat gins, Inc TITLE: Elevate Bike/Pedestrian Path in Underpass ALTERNATIVE NO. 7.1 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: For the safety of the bikers and pedestrians, increase the elevation of the combined bike lane relative to the roadway. IMPLEMENTATION CONSIDERATIONS: • More structural concrete work will be needed. • This does not resolve the location of bike path relative to users' expectations. See VE Alternative 7.2 for additional suggestions. • The height was assumed at four feet. Height will need to balance comfort against cost. SKETCHES City of Yakima Railroad Grade Separations Project -41-; VMS Value Management Strategies, Inc. TITLE: Elevate Bike/Pedestrian Path in Underpass NUMBER 7.1 PAGE NO. 3 of6 QY4G Ivt`z. t 1 - et u ?-d sive cult k/Oic4TF�- A I v 1 1 2 t I ?_ LL)) -( '&1/ PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project ," VMS Value Management Strategies, Int. TITLE: Elevate Bike/Pedestrian Path in Underpass NUMBER 7.1 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Less grade for pedestrians and bikes, and greatly improved safety. Rating 5 8 Weight 27 27 Contribution 135 216 SIMPLIFY CONSTRUCTION Additional construction is required. Rating 5 4 Weight 27 27 Contribution 135 108 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Rating 5 4 It is likely that the walls will be on the critical path, impacting the schedule. Weight 7 7 Contribution 35 28 Total Performance: 500 547 Net Change in Performance: +9% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS' Value Management Strategies, Inc. TITLE: Elevate Bike/Pedestrian Path in Underpass NUMBER 7.1 PAGE NO. 5 of 6 Additional Costs Over Original Concept Sidewalk/bike path — 11.5 feet wide x 632 feet long Elevate four feet Extra fill = (11.5 x 632 x 4) / 27 = 1,077 yd3 for one underpass Handrail — 632 feet x 4 feet high Fill = 2,154 yd3 x $15 = $32,310 Handrail = $1,264 x $80/1f = $101,120 Cantilever retaining wall = 632 x 4 = 2,528 sf x 2 = 5,056 sf x $75/sf = $379,200 Total = $512,630 INITIAL COSTS City of Yakima Railroad Grade Separations Project VMS�� Vitae Wtug mens Strategies Inc TITLE Elevate Bike/Pedestrian Path in Underpass NUMBER 7.1 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total See page 4 $0 $512,630 Assume Lincoln Avenue and B Street are the same SUB -TOTAL $0 $512,630 PROJECT MARK-UPS 33% $0 $169,168 TOTAL $0 $681,798 TOTAL (Rounded) $0 $682,000 SAVINGS ($682,000) VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project `�+",/ VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. CU-32 ALTERNATIVE NO. 7.2 TITLE: Separate Bikes and Pedestrians in Underpass PAGE NO. 1 of 5 ORIGINAL CONCEPT: The original concept was to have three twelve-foot lanes and a single shared-use bike/pedestrian facility. ALTERNATIVE CONCEPT: On one of the curb lanes, replace the originally proposed twelve-foot lane with an eleven-foot lane and a five- foot bike lane. Reduce the originally proposed 11.5-foot combined bike/pedestrian facility to a seven-foot pedestrian facility. ADVANTAGES: DISADVANTAGES: • Provides highly desirable separation of bike • Complicates use of roadway as detour during and pedestrians construction • Reduces overall project costs • Maintains bike route continuity with segments west of 1st Street and east of 1st Avenue • Eliminates need for bikes to cross from one side of the street to the other at each end of the project limits • Less construction is required, therefore shorter construction period PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 4,691,000 $ 4,691,000 $ 0 $ 0 Alternative Concept $ 4,509,000 $ 4,509,000 $ 0 $ 0 Savings $ 182,000 $ 182,000 $ 0 $ 0 Team Member: Peter De Boldt Discipline: Civil/Roadways Performance: +35% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VM+HI S Value Management Stat gies, Inc TITLE: Separate Bikes and Pedestrians in Underpass ALTERNATIVE NO. 7.2 PAGE NO 2 of 5 DISCUSSION / JUSTIFICATION: Both B Street and Lincoln Avenue are designated bike routes with striped bike lanes outside the limits of this project. Higher speed bicyclists typically use these striped bike lanes. Combining these higher speed bicyclists with pedestrians would create safety conflicts. Combining the two modes within the project limits is inconsistent with the facilities provided for these users in the adjoining segments of B Street and Lincoln Avenue. For Lincoln Avenue, the current proposal would have bicyclists cross from their bike lane on the north side of Lincoln Avenue at 1St Street to the combined bike/pedestrian facility on the south side of Lincoln Avenue. Once bicyclists reach the western end of the project at 1st Avenue, they would then have to cross again from the south side of Lincoln Avenue to the bike lane on the north side of the street. The proposed alternative would eliminate these crossing requirements. A similar situation would be repeated on B Street. The proposed alternative would reduce overall project costs. The project could be constructed in a shorter period principally because of the reduced amount of excavation required. The reduced structure crossings for both the Burlington Northern Santa Fe Railroad (BNSF) and Front Street would also help reduce construction timeframes. IMPLEMENTATION CONSIDERATIONS: Particular attention would have to be paid to how to handle bike channelization at the intersections of B Street and Lincoln Avenue with 1' Avenue, because of the "frontage road" facilities at these locations. Similar situations have been successfully accommodated in other jurisdictions. PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project r VMS Value Managem nt Strategies, Inc. TITLE: Separate Bikes and Pedestrians in Underpass NUMBER 7.2 PAGE NO. 3 of 5 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Safety for bikes and pedestrians is greatly improved. Change allows for bike lanes to align with surface streets. Rating 5 9 Weight 27 27 Contribution 135 243 SIMPLIFY CONSTRUCTION Narrower section is easier to construct. Rating 5 6 Weight 27 27 Contribution 135 162 INTEGRATE WITH LOCAL NEIGHBORHOOD Alignment with existing bike lanes is a large improvement. Rating 5 7 Weight 17 17 Contribution 85 119 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Bike lane will be maintained as part of traffic lane. Sidewalks have little or no maintenance. Rating 5 6 Weight 7 7 Contribution 35 42 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 676 Net Change in Performance: +35% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS TITLE: Separate Bikes and Pedestrians in Underpass Value Management Strategies, Inc. NUMBER PAGE NO. 7.2 4 of 5 7 t .121 SI C1GtJPI h Lane - 49' 121 La na t+ B Street looking east Lincoln Avenue looking west Distance between 1' Avenue and l' Street = 870 feet. '5 y �' 1 z3;fr., Loner Reductions 4.5 feet of sidewalk = 4.5 feet x 870 feet = 3,915 square feet = 435 square yards. 2 feet of reduced railroad bridge and Front Street Bridges: Railroad Bridge = 2 feet x 51 feet = 102 square feet Front Street = 2 feet x 37 feet = 74 square feet Roadway excavation — have to pro -rate quantities given in current proposal: 22,000 x 2/51 = 860 cubic yards. Jet grouted seal — have to pro -rate quantities given in current proposal: 9,199 x 2/51 = 360 cubic yards. Additions Would have to add additional ACP Class B and CSTC to original based on pro -rated quantities. Crushed surfacing base course = 2.5/39.5 (2,070) = 131 tons; say 135 tons. Asphalt concrete pavement Class B = 2.5/39.5 (2,300) = 145 tons. INITIAL COSTS City of Yakima Railroad Grade Separations Project {� VMS V MS Veale Management Areteg*Om TITLE Separate Bikes and Pedestrians in Underpass NUMBER 7.2 PAGE NO. 5 of 5 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Lincoln Street Roadway Excavation, Including Haul cy 22,000 $20 $440,000 21,140 $20 $422,800 Jet Grouted Seal cy 9,199 $250 $2,299,750 8,839 $250 $2,209,750 Railroad Bridge sf 1,785 $170 $303,450 1,683 $170 $286,110 Crushed Surfacing Base Course tons 2,070 $15 $31,050 2,205 $15 $33,075 Asphalt Concrete Pavement Class B tons 2,300 $45 $103,500 2,445 $45 $110,025 Cement Concrete Sidewalk sy 2,310 $20 $46,200 1,875 $20 $37,500 Front Street Bridge sf 1,785 $170 $303,450 1,711 $170 $290,870 Subtotal $3,527,400 $3,390,130 Markup 33% $1,164,042 $1,118,743 Total $4,691,442 $4,508,873 Savings $182,569 B Street Roadway Excavation, Including Haul cy 22,000 $20 $440,000 21,140 $20 $422,800 Jet Grouted Seal cy 9,199 $250 $2,299,750 8,839 $250 $2,209,750 Railroad Bridge sf 1,785 $170 $303,450 1,683 $170 $286,110 Crushed Surfacing Base Course tons 2,070 $15 $31,050 2,205 $15 $33,075 Asphalt Concrete Pavement Class B tons 2,300 $45 $103,500 2,445 $45 $110,025 Cement Concrete Sidewalk sy 2,310 $20 $46,200 1,875 $20 $37,500 Front Street Bridge sf 1,785 $170 $303,450 1,711 $170 $290,870 Subtotal $3,527,400 $3,390,130 Markup 33% $1,164,042 $1,118,743 Total $4,691,442 $4,508,873 Savings $182,569 SUB -TOTAL $9,382,884 $9,017,746 PROJECT MARK-UPS $0 $0 TOTAL $9,382,884 $9,017,746 TOTAL (Rounded) $9,383,000 $9,018,000 SAVINGS $365,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project JA, fir'! VMS Value Management Strategies, Inc. FUNCTION: Separate Modes of Traffic IDEA NO. F-4 ALTERNATIVE NO. 8.0 TITLE: Locate Sidewalks Along Road in Underpass PAGE NO. 1 of ORIGINAL CONCEPT: Pedestrian access is planned to provide sidewalks along the underpass route of both B Street and Lincoln Avenue, as well as an at -grade sidewalk crossing Front Street and the railroad tracks. Frontage roads with sidewalks are planned to serve adjoining properties that will not have vehicular access to the underpass. Parallel sidewalks are planned to be retained along the existing alignment of Front Street and the realigned Front Street. ALTERNATIVE CONCEPT: Eliminate the proposed sidewalk on B Street and Lincoln Avenue at -grade in order to avoid pedestrian conflicts with the railroad crossing and at the Front Street Bridge crossing. Eliminate the sidewalk planned for the "Sundquist" frontage road, since this is an industrial access spur where pedestrians should not be encouraged for safety reasons. The sidewalk on the existing alignment of Front Street is redundant with the new sidewalk along the relocated portion of Front Street. However, unless the construction project disrupts the existing sidewalk, excavation and replacement of the existing sidewalk is (assumed to be) beyond the scope of necessary items for this project. ADVANTAGES: DISADVANTAGES: • Reduces conflict locations of pedestrians with • Complicates pedestrian access from properties vehicles (at Front Street) and with trains (at rail along B Street and Lincoln Avenue to Front crossing) Street within the project extent at the grade • Eliminates redundancy of sidewalk separation construction along B Street, Lincoln Avenue, • May require a pedestrian to make a circuitous and Front Street route • Discourages pedestrian access to Sundquist industrial drive PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 32,000 $ 43,000 $ 0 $ 0 Alternative Concept $ 0 $ 0 $ 0 $ 0 Savings $ 32,000 $ 43,000 $ 0 $ 0 Team Member: Joan Davenport Discipline: Traffic Engineer Performance: +7% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS TITLE: Locate Sidewalks Along Road in Underpass Value Management Steal gies,Inc. ALTERNATIVE NO. 8.0 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: The current plan identifies parallel sidewalks along both B Street and Front Street, one at the finished (underpass) grade and the second sidewalk at the current grade location. On B Street the parallel sidewalks are shown on the north side of the right-of-way; on Lincoln Avenue, the parallel sidewalks are shown on the south side of the right-of-way. Additional sidewalks along both streets are provided on the opposing side of the streets, at the current grade and/or along frontage road segments. Pedestrian access will need to be directed at either end of the project to the appropriate side of the street in order to provide advance warning of the conditions. At this time, there are no major pedestrian generators on either portion of B Street or Lincoln Avenue that would require direct pedestrian access to adjacent B Street or Lincoln Avenue. Yakima County maintains significant employee parking on either side of Front Street between Lincoln Avenue and B Street, which would need to direct pedestrian access through the parking lot to either Front Street or Yakima Avenue. Frontage roads are planned to service the jail, Track 29, and the Sundquist Fruit complex. Additional sidewalks are shown on the current plan to be retained at grade in front of the existing jail, as well as on both sides of the realigned Front Street at B Street. Retention of the existing sidewalk adjacent to the jail and along the new alignment of Front Street creates a redundant situation, as well as developing a sidewalk. IMPLEMENTATION CONSIDERATIONS: Elimination of the at -grade (parallel) sidewalk along the project extent will require advance warning messages and coordination with adjoining properties. At the current development pattern, this coordination is not an obstacle. Redevelopment of adjoining properties to the project site will be restricted in vehicular access, and elimination of the at -grade sidewalk would limit pedestrian access as well. The planned sidewalk along the underpass will need to be made safe and attractive in order to be used. Otherwise, pedestrian access will continue to use at -grade options, whether improved for pedestrians or not. For this reason, actual prohibitions in the form of fencing of the rail line at grade may be necessary. Under either planned or alternative designs, pedestrian access from Front Street to either Lincoln Avenue or B Street will be limited and controlled at the intersection. A F-ek: jccArE RDA -1) 'dewc&//< it rJ MO; 1ST AVENUE ipEitiAcIC 5 /44.0 Ai 6 6,4n)Eg, PASS 1ebe. �tdcI be cleided tjs obe 1ST AVERSE ifxoctir,ij PRP noir ST. TTc • • r"'.'; • •,"6,•-•'1;:,'-;•,•, ORIENT aLoC 8 BIDE 1ST STACEY TAMER COMET Pd. TROT MARENCOSE 11' P LAN SCALE: 1",--13O• City of Yakima Railroad Grade Separation Project Revised Plan 1ST STREET I Design Report Rgure 8 00 PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project r Vi VMS Value Managem nt Strategies, Inc. TITLE: Locate Sidewalks Along Road in Underpass NUMBER 8.0 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Although some may perceive removal of sidewalks to be negative, safety for pedestrians is improved. Considered a wash. Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Eliminating some sidewalks reduces the total amount of work. Rating 5 6 Weight 27 27 Contribution 135 162 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Less to maintain. Rating 5 6 Weight 7 7 Contribution 35 42 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 534 Net Change in Performance: +7% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project 4111:r. VMS' Value Management Strategies, Inc. TITLE: Locate Sidewalks Along Road in Underpass NUMBER 8.0 PAGE NO. 5 of 6 Lincoln Avenue: 1,534 linear feet of sidewalk at grade, 7 feet wide, planned to be parallel to 7 -foot sidewalk along underpass. 10,738 square feet = 1,193.1 square yards. Construction cost is estimated at $20 per square yard. $23,862 + $7874 (33% contingency) = $31,736 B Street: 1,534 linear feet of sidewalk at grade, 7 feet wide, planned to be parallel to 7 -foot sidewalk along underpass. 10,738 square feet = 1,193.1 square yards. Construction cost is estimated at $20 per square yard. $23,862 + $7874 (33% contingency) = $31,736 Sundquist Frontage Road Sidewalk: 550 linear feet of sidewalk at grade, 7 feet wide, planned to be parallel to 7 -foot sidewalk along underpass. 3,850 square feet = 428 square yards. Construction cost is estimated at $20 per square yard. $8560 + $2824 (33% contingency) = $11,384 Total cost savings of $74,856 INITIAL COSTS City of Yakima Railroad Grade Separations Project set VMS Value Management StntegkL lm TITLE Locate Sidewalks Along Road in Underpass NUMBER 8.0 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Lincoln Avenue (See Previous Sheet) is 1 $23,862 $23,862 $0 Sundquist Is 1 $8,560 $8,560 $0 Subtotal $32,422 $0 Markup 33% $10,699 $0 Lincoln Avenue Total $43,121 $0 B Street (See Previous Sheet) Is 1 $23,860 $23,860 $0 Subtotal $23,860 $0 Markup 33% $7,874 $0 B Street Total $31,734 $0 SUB-TOTAL $74,855 $0 PROJECT MARK-UPS $0 $0 TOTAL $74,855 $0 TOTAL (Rounded) $75,000 $0 SAVINGS $75,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project tlz `1,1 VMS Value Management Strategies, Inc. FUNCTION: Maintain Access IDEA NO. F-10 ALTERNATIVE NO. 9.0 TITLE: Eliminate the Frontage Road Along Sundquist Fruit Property PAGE NO. 1 of ORIGINAL CONCEPT: A one-lane frontage road is proposed along the south side of the Sundquist Fruit building allowing one-way egress onto westbound Lincoln Avenue. ALTERNATIVE CONCEPT: Eliminate the frontage road along the Sundquist Fruit building. ADVANTAGES: DISADVANTAGES: • Eliminates safety hazard of merging traffic onto • Prevents vehicle egress onto Lincoln Avenue Lincoln Avenue from the Sundquist Fruit property • Eliminates safety hazard with bicycle lane on Lincoln Avenue • Allows shortening the retaining wall on the north side of Lincoln Avenue by about 25 feet • Prevents a potentially dangerous left turn across Lincoln Avenue on to southbound 1 SI Avenue PROJECT SEGMENT B Street No Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 37,000 $ 0 $ 0 Alternative Concept $ 0 $ 0 $ 0 $ 0 Savings $ 0 $ 37,000 $ 0 $ 0 Team Member: Ralph Boirum Discipline: Geotech Performance: +12% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS Value Management Sttat gtes,Inc. TITLE: Eliminate the Frontage Road Along Sundquist Fruit Property ALTERNATIVE NO. 9.0 PAGE NO 2 of 5 DISCUSSION / JUSTIFICATION: Construction of the proposed underpass will eliminate vehicular access to Lincoln Avenue from the area east of the Sundquist Fruit building. Maintaining egress onto Lincoln Avenue can be achieved by the frontage road, but that egress will result in traffic safety issues at the intersection of Lincoln Avenue and 1St Avenue. Access to the area from 1St Avenue north of the Sundquist Fruit building and onto D street to the north is considered adequate. IMPLEMENTATION CONSIDERATIONS: Eliminating the frontage road will allow shortening the wall on the north side of Lincoln Avenue by about 30 feet, since the ground could be sloped back to the property line. PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project J' VMS Value Management Strategies, Inc TITLE: Eliminate the Frontage Road Along Sundquist Fruit Property NUMBER 9.0 PAGE O. 3 of 5 5 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Bike and pedestrian safety is improved at Lincoln Avenue and First Avenue. Rating 5 6 Weight 27 27 Contribution 135 162 SIMPLIFY CONSTRUCTION Eliminating the frontage road simplifies wall construction in this area. Rating 5 6 Weight 27 27 Contribution 135 162 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Less roadway to maintain. Rating 5 6 Weight 7 7 Contribution 35 42 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 561 Net Change in Performance: +12% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Eliminate the Frontage Road Along Sundquist Fruit Property NUMBER 9.0 PAGE NO. 4 of 5 Sloping back the west end of the underpass excavation on the north side of Lincoln Avenue about 15 feet to the property line would eliminate the need for about 3 vertical feet of grade change (using a 5H to 1V slope). At 8% slope, about 37.5 feet of wall could be eliminated. For estimating purposes we have assumed 30 feet of wall, averaging 10 feet total height, could be eliminated. We have assumed that 250 feet of 12 -foot wide, 4 -inch thick asphalt pavement will be eliminated. INITIAL COSTS City of Yakima Railroad Grade Separations Project VMSL Yalut Management 5 ategks,ln, TITLE Eliminate the Frontage Road Along Sundquist Fruit Property NUMBER 9.0 PAGE NO. 5 of 5 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Eliminate Thirty Feet of Underpass Wall sf 375 $75 $28,125 $0 Eliminate Frontage Road Pavement sf 3,000 $3 $9,000 $0 SUB -TOTAL $37,125 SO PROJECT MARK-UPS $0 $0 TOTAL $37,125 $0 TOTAL (Rounded) $37,000 $0 SAVINGS $37,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project FUNCTION: Maintain Access Iolue IDEA NO. F-14 maiayrnrcnuuaie9rc3, mc. ALTERNATIVE NO. 10.0 TITLE: Use Alley to Access Goodyear PAGE NO. 1 of ORIGINAL CONCEPT: Assumes loss of access to Goodyear and ARCO, and therefore acquisition of these properties. ALTERNATIVE CONCEPT: Use existing City alley right-of-way to construct access off of Lincoln Avenue that would provide access to Goodyear. Goal is to leave an economic remainder on the ARCO site that would allow City to resell. ADVANTAGES: DISADVANTAGES: • Allows Goodyear to remain • Access to Goodyear is not quite as easy as today • Allows access to Mel's Diner to remain • Alley would be graded up to 14% to maintain • Results in project savings of over $1,000,000 access to Goodyear and Mel's Diner from Lincoln Avenue PROJECT SEGMENT B Street No Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 1,100,000 $ 0 $ 0 Alternative Concept $ 0 $ 92,000 $ 0 $ 0 Savings $ 0 $ 1,008,000 $ 0 $ 0 Team Member: Peter De Boldt Discipline: Civil/Roadway Performance: +4% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS Value Management Strat gies, Inc TITLE: Use Alley to Access Goodyear ALTERNATIVE NO. 10.0 PAGE NO 2 of 5 DISCUSSION / JUSTIFICATION: Used some pretty conservative assumptions on the grades on Lincoln Avenue to the alley. Assumed that the 8% grade to get under the Burlington Northern Santa Fe Railroad (BNSF) began at the western curb return of Lincoln Avenue and 1' Street. In reality, this area would be in the crest vertical curve leading into the 8% grade. As a result, the 14% grade shown on the alternative sketch for the alley would probably not be that steep. A grade of 8% to 10% might be achievable, even considering vertical curves on the alley itself. Assumed that a wall would be placed on the west side of the alley right-of-way to maintain the existing Goodyear parking area. The wall would be a cast -in-place cantilever wall. Assumed that ARCO site would have a wall to maintain existing site grading. Wall would be a cast -in-place cantilever wall. This wall could be eliminated, if grading instead of the wall for the site would better serve future uses. Assumed alley would be paved 24 inches wide with a section of 4 inches of ACP Class B, over 4 inches of CSTC. Any value the City might receive from reselling the ARCO site is not included in this analysis. 12 feet 9.6 feet 85 feet "Goodyear" Wall Elevation 70 feet "ARCO" Wall Elevation IMPLEMENTATION CONSIDERATIONS: Overall access to Goodyear would probably not be as good as existing conditions. PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project 'i l VMS Value Managem nt Strategies,Inc TITLE: Use Alley to Access Goodyear NUMBER 10.0 PAGE NO. 3 of 5 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Access from Lincoln Avenue is maintained, allowing businesses to not be closed. Rating 5 7 Weight 27 27 Contribution 135 189 SIMPLIFY CONSTRUCTION Additional walls and grading are required to integrate alley access. Rating 5 4 Weight 27 27 Contribution 135 108 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Additional roadway to maintain. Rating 5 4 Weight 7 7 Contribution 35 28 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 520 Net Change in Performance: +4% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS TITLE: Use Alley to Access Goodyear Value Management Strategies, Inc. NUMBER 10.0 PAGE NO. 4 of 5 1. C„0„clyea( v z9t 1 ,eP - key iraz, 74:..ek /ect 14.feot.,) -•, ----a #T-11,00/4..4,47 E c rby, z 447x is in te t>97/ 64.u. EL -1. kq.., ' Asuyi2e -/A0/ 4?/ ,,c-efa. 4.2.4e '52e/11/4 4ezi/ on e C/Z#Vg:71 e C deozr seek.,p, c9/-/p:oe/ „pptf, WA Aseime bY, 411a 0/147c. 4.-L9/4,7 Qbae /1 Lwige e/ci tafir,i 41 (1tfo 0K, e yr; / .36"' .. > /a 81 X'90;c6,47 17evt-, 9:51:Z 'x, 1/c/4 LQ/ e ,f,pv • 74:, • 2/4/. Z-67 co/7 /40 INITIAL COSTS City of Yakima Railroad Grade Separations Project V VMS Value Km:1g mens Strategies, Int TITLE Use Al ey to Access Goodyear NUMBER 10.0 PAGE NO. 5 of 5 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Buy Goodyear Site Is 1 $1,100,000 $1,100,000 $0 ACP Class B (for Alley) tons $0 63 $80 $5,051 CSTC (for Alley) tons $0 57 $15 $855 Cast -in -Place Wall (Goodyear) sf $0 510 $75 $38,250 Cast -in -Place Wall (ARCO) sf $0 336 $75 $25,200 *No mark-up on right-of-way. SUB -TOTAL $1,100,000 $69,356 PROJECT MARK-UPS (33%) 33% $0 $22,887 TOTAL $1,100,000 $92,243 TOTAL (Rounded) $1,100,000 $92,000 SAVINGS $1,008,000 VALUE ENGINEERING ALTERNATIVE`" City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. FUNCTION: Separate Modes of Travel IDEA NO. F-25 ALTERNATIVE NO. 11.0 TITLE: Use 14 -Foot Lanes at Front Street Bridges PAGE NO. 1 of 5 ORIGINAL CONCEPT: Front Street is planned to be realigned and reconstructed between B Street and Lincoln Avenue, including use of a bridge structure at the intersections of the underpass. The design indicates two 12 -foot wide travel lanes. ALTERNATIVE CONCEPT: Reconstruction of Front Street using 14 -foot travel lanes would allow shared use between vehicles and bicycles. Consider bike portion of shared lane to be constructed of material other than brick pavers for smoother surface. ADVANTAGES: DISADVANTAGES: • Enhances bicycling safety by providing • May require bridge structure to be widened to additional lane width, consistent with bike route accommodate extra lane width designation • Alternative surface for bike area may not be • Provides shared area for bicycles and vehicles consistent with Historic District Treatment of without a dedicated bicycle lane Front Street surface PROJECT SEGMENT B Street No Lincoln Avenue No Front Street Yes Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 0 $ 0 $ 0 Alternative Concept $ 0 $ 0 $ 177,000 $ 0 Savings $ 0 $ 0 $ (177,000) $ 0 Team Member: Joan Davenport Discipline: Traffic Engineer Performance: +11% VALUE ENGINEERING ALTERNATIVE Ciry of Yakima Railroad Grade Separations Project VMS TITLE: Use 14 -Foot Lanes at Front Street Bridges Value Management Strategies, Inc. ALTERNATIVE NO. 11.0 PAGE NO 2 of 5 DISCUSSION / JUSTIFICATION: Front Street is identified (with bike route signs) as a recommended bicycle route, providing a parallel route to 1st Street, a 5 -lane, 35 -mile per hour principal arterial street which lacks cycling facilities. Front Street is signalized at Yakima Avenue and extends between I Street and Pine Street. Currently, Front Street is a 2 -lane street, approximately 38 feet in width with, with on -street parking allowed on both sides of the street. Reconstruction of Front Street without provision for bicycling use may create unsafe conditions for cyclists. IMPLEMENTATION CONSIDERATIONS: Increasing the width of Front Street travel lanes from 24 feet to 28 feet may require increasing the width of the bridge structure that supports Front Street at the intersections with the B Street and Lincoln Avenue Underpasses. The exact specifications of the bridge have not been determined (estimated at 36 feet in width). Both sides of the realigned Front Street are planned to have 5 -foot wide sidewalks with barrier curb. CADS atc 1ST AVENUE SIDS MOO I . ; • RZUJESEtt WT'OER to F-ZC: ()Se /I' TRAtii. LA/ties 6)&1 FRPIUT S77(66---7- R2/J7 IA)re-ArD fP KIES I Of: 11 al PERRIS RAW POMO% 1ST AVENUE ERNI WRADIOUSE f , MKT ST. TiARCSTATICV, 1 , Otto OLDS 1ST STREET V YAM.fik CRUM Al ISARN SISVRICT ORM ‘..U.111), CRUM R MORA COVStr.iVIT. 11 11 11 11 11 11 k PLAN SCALE: r=130' City of Yakima Railroad Grade Separation Project Revised Plan 1ST STREET 11 I Design Report Figure 8 PERFORMANCE MEASURES of Yakima Railroad Grade Separations Project I VMS iCity Value Managem nt Strategies, Inc. TITLE: Use 14-Foot Lanes at Front Street Bridges NUMBER 11.0 PAGE NO. 4 of S CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Front Street is designated as a secondary bike path—the width is needed for this function. Rating 5 7 Weight 27 27 Contribution 135 189 SIMPLIFY CONSTRUCTION Rating 5 5 Weight 27 27 Contribution 135 135 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 554 Net Change in Performance: +11% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS TITLE: Use 14 -Foot Lanes at Front Street Bridges ValueManageme tStrategies, Inc. NUMBER 11.0 PAGE NO. 5 of 5 Front Street realignment, including the approaches to both B Street and Lincoln Avenue, is approximately 2,600 linear feet. Increasing the pavement surface from 24 feet to 28 feet, the length of the project will add 10,400 square feet of asphalt surface (1,155 square yards). This is equivalent to 213 tons of asphalt material. At $45 per ton, the cost to pave a 28 -foot street rather than a 24 -foot street will add $9,600 to the project. The two bridge structures for Front Street at the B Street and Lincoln Avenue Underpasses would need to be increased by 4 feet for the span of the bridge. Bridge construction is estimated at $170 per foot. The length of the bridges is estimated at 91 feet. $170 x 4 feet (added bridge width) x 91 feet (bridge span) = $61,880 per bridge. For both bridges, the cost of added street width may be $123,760. Total cost of increasing Front Street travel lanes from 24 feet to 28 feet is $9,600 + $123,760= $133,360. Markups are 33%, bringing the construction cost to $177,368. VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project FUNCTION: Integrate Neighborhood Value Management Strategies, Inc. IDEA NO. F-3 ALTERNATIVE NO. 12.0 TITLE: Use Brick Paving from Yakima Avenue to A Street Intersection PAGE NO. ORIGINAL CONCEPT: Assume bricks were planned to be placed on Front Street between Yakima Avenue and B brick on A Street between Front Street and 1' Street. ALTERNATIVE CONCEPT: Utilize standard asphalt concrete pavement construction on Front Street between A Street and ADVANTAGES: DISADVANTAGES: • Reduces cost • Inconsistent surfacing on Front • More accurately defines the historic district Yakima Avenue and B Street Street in addition to B Street. Street between PROJECT SEGMENT B Street No Lincoln Avenue No Front Street Yes Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 0 $ 385,000 $ 0 Alternative Concept $ 0 $ 0 $ 103,000 $ 0 Savings $ 0 $ 0 $ 282,000 $ 0 Team Member: Mike Shane Discipline: Water/Irrigation Engineer Performance: +8% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project /�1 VMS Value Management Stat gies, Inc. TITLE: Use Brick Paving from Yakima Avenue to A Street Intersection ALTERNATIVE NO. 12.0 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: Front Street business owners/others expressed a desire to return Front Street to its original surface, brick pavers, as part of the historic district's reconstruction and revitalization. Original bricks still exist underneath the current asphalt surface. It appears that the project has proposed to install brick pavers in Front Street between Yakima Avenue and B Street, as well as A Street between Front Street and 1St Street. Elimination of brick pavers in Front Street between A Street and B Street would provide cost savings initially as well as long-term cost savings for maintenance/repairs. More importantly, it will provide better definition to the historic district, which is bounded by Front Street, A Street, 1st Street, and Yakima Avenue. IMPLEMENTATION CONSIDERATIONS: Buy -in from business owners in the historic district will be important if their perception is that the historic district extends to B Street. SKETCHES City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Use Brick Paving from Yakima Avenue to A Street Intersection NUMBER 12.0 PAGE NO. 3 of 6 PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project i" VMS Value Management Strategies, Inc, TITLE: Use Brick Paving from Yakima Avenue to A Street Intersection NUMBER 12.0 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Less brick will be installed. Rating 5 6 Weight 27 27 Contribution 135 162 INTEGRATE WITH LOCAL NEIGHBORHOOD Although brick will still be in the historic area, neighborhood has been told that brick will extend to B Street. Rating 5 4 Weight 17 17 Contribution 85 68 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 6 Weight 15 15 Contribution 75 90 MINIMIZE MAINTENANCE Brick is difficult to maintain and patch. Rating 5 6 Weight 7 7 Contribution 35 42 IMPROVE SCHEDULE Less brick to install for this item. Rating 5 6 Weight 7 7 Contribution 35 42 Total Performance: 500 539 Net Change in Performance: +8% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS' Value Manageme t Strategies, Inc. TITLE: Use Brick Paving from Yakima Avenue to A Street Intersection NUMBER 12.0 PAGE NO. 5 of 6 Assumption is to end brick pavers at the intersection of Front Street north of A Street. This would eliminate approximately 420 feet of brick pavers on Front Street between A Street and B Street. Brick Pavers — Front Street = $15/sf x (420 feet x 46 feet) = $289,800 Standard Asphalt Concrete _$4/sf x (420 feet x 46 feet) = $77,280 Total = $212,520 INITIAL COSTS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, TITLE Use Brick Paving from Yakima Avenue to A Street Intersection NUMBER 12.0 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Brick Pavers sf 19,320 $15 $289,800 $0 Asphalt Concrete Pavement sf 19,320 $4 $77,280 SUB -TOTAL $289,800 $77,280 PROJECT MARK-UPS 33% $95,634 $25,502 TOTAL $385,434 $102,782 TOTAL (Rounded) $385,000 $103,000 SAVINGS $282,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project ti\— ''i 11/ VMS Value Management Strategies, Inc FUNCTION: Maintain Access IDEA NO. F-24 ALTERNATIVE NO. 13.0 TITLE: Do Not Reconstruct Front Street Between B Street and Lincoln Avenue, Local Access Only PAGE NO. 1 of 6 ORIGINAL CONCEPT: The original concept is to relocate Front Street and construct new bridges. ALTERNATIVE CONCEPT: The alternative concept would construct only local access and eliminate bridges over B Street and Lincoln Avenue. ADVANTAGES: DISADVANTAGES: • Better definition of historic district • Reduces continuity of City grid system • Saves cost • May require additional discussion with Front • Simplifies construction Street group • Reduces 8% grade • Reduces impervious area • Eliminates right-of-way acquisition from Burlington Northern Santa Fe Railroad (BNSF) PROJECT SEGMENT B Street No Lincoln Avenue No Front Street Yes Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 0 $ 1,749,000 $ 0 Alternative Concept $ 0 $ 0 $ 418,000 $ 0 Savings $ 0 $ 0 $ 1,331,000 $ 0 Team Member: Greg Armstrong Discipline: Civil Performance: -26% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS' Value Management Strat gies, Inc. TITLE: Do Not Reconstruct Front Street Between B Street and Lincoln Avenue, Local Access Only ALTERNATIVE NO. 13.0 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: This proposal would eliminate the construction of bridges over B Street and Lincoln Avenue and eliminate the through traffic on Front Street. Front Street would then be used to provide local access to the Yakima County Jail. The project currently assumes purchase of Goodyear, thus eliminating much of the need for continuity with Front Street. Also, since Front Street no longer goes through, there would be increased justification to changing roadway characteristics in the historic area south of B Street and the industrial area north of Lincoln Avenue. Because Front Street is parallel to 1' Street, there is very little through traffic that will use the reconfigured Front Street system. IMPLEMENTATION CONSIDERATIONS: The City would need to discuss changes with the Front Street group, County, and BNSF. SKETCHES City of Yakima Railroad Grade Separations Project VMS Value Manageme t Strategies, Inc. Do Not Reconstruct Front Street Between B Street and TITLE: Lincoln Avenue, Local Access Only NUMBER 13.0 PAGE NO. 3 of 6 • -13 et to 1-,h1e010.3 wslin 1,4 • "-A. e e SS w cc 0 1— ca) w re A: I -I) wz 0 1 U) 0 ti) co w 0 0 I— 0 g IL U L I 0 3 - J YAKIMA AVENUE PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project r� T? VMS Value Management Strategies, Inc. TITLE: Do Not Reconstruct Front Street Between B Street and Lincoln Avenue, Local Access Only NUMBER 13.0 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Eliminates existing link in neighborhood. Rating 5 2 Weight 27 27 Contribution 135 54 SIMPLIFY CONSTRUCTION Eliminates road reconstruction and bridge construction. Rating 5 7 Weight 27 27 Contribution 135 89 INTEGRATE WITH LOCAL NEIGHBORHOOD Neighborhood is concerned with maintaining street, although in reality it is not part of the neighborhood. Rating 5 4 Weight 17 17 Contribution 85 68 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Rating 5 5 Weight 15 15 Contribution 75 75 MINIMIZE MAINTENANCE Fewer bridges and roadways to maintain. Rating 5 7 Weight 7 7 Contribution 35 49 IMPROVE SCHEDULE For the entire project, not on the critical path, so not a big issue. Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 370 Net Change in Performance: -26% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project --i")-i VMS Value Management Strategies, Inc. TITLE: Do Not Reconstruct Front Street Between B Street and Lincoln Avenue, Local Access Only NUMBER 13.0 PAGE NO. 5 of 6 The shoofly has to be built at grade or eliminated to actualize entire cost savings or slightly lower savings by building a temporary one-track railroad bridge on Lincoln Avenue, which would cost $150,000. Roadway between B Street and Lincoln Avenue was assumed to account for 'A of the roadway cost and 100% of the bridge. INITIAL COSTS City of Yakima Railroad Grade Separations Project L V MS TITLE Do Not Reconstruct Front Street Between B Street and Lincoln Avenue, Local Access Only NUMBER 13.0 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Preparation $37,500 $25,012 Grading $32,400 $21,611 Stormwater System $105,440 $70,328 Bridges $606,900 $0 Surfacing $17,250 $11,506 Asphalt Concrete Pavement $57,600 $38,419 Erosion Control $14,000 $1,338 Traffic $124,892 $83,303 Other Items $93,700 $62,500 Sub-Total $1,089,682 $314,017 Markup 33% $359,595 $103,626 Construction Total $1,449,277 $417,643 Right-of-Way $300,000 $0 Total Cost $1,749,277 $417,643 SUB-TOTAL $1,749,277 $417,643 PROJECT MARK-UPS $0 $0 TOTAL $1,749,277 $417,643 TOTAL (Rounded) $1,749,000 $418,000 SAVINGS $1,331,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project 'VI VMS Value Management Strategies, Inc. FUNCTION: Minimize Impacts IDEA NO. C-3 ALTERNATIVE NO. 14.0 TITLE: Detour One -Way Traffic Onto Yakima Avenue and D Street PAGE NO. 1 of 4 ORIGINAL CONCEPT: Convert Lincoln Avenue and B Street into two-way traffic temporary detours while the other street is being constructed. ALTERNATIVE CONCEPT: Detour the one-way traffic onto Yakima Avenue and D Street while Lincoln Avenue and B Street are being constructed. ADVANTAGES: DISADVANTAGES: • Lincoln Avenue and B Street will only be • Longer detour routes constructed in their final configuration • Improvements are required on D Street • Eliminates additional striping • Might not be politically palatable • No two-way traffic movements on Lincoln Avenue and B Street that could confuse the public in the future PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 123,000 $ 123,000 $ 0 $ 0 Alternative Concept $ 0 $ 67,000 $ 0 $ 0 Savings $ 123,000 $ 56,000 $ 0 $ 0 Team Member: Brett Sheffield Discipline: Surface Water Engineer Performance: +8% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS Value Management Strat gies, Inc. TITLE: Detour One -Way Traffic Onto Yakima Avenue and D Street ALTERNATIVE NO. 14.0 PAGE NO 2 of 4 DISCUSSION / JUSTIFICATION: This concept uses Yakima Avenue and D Street to move traffic west during the construction of Lincoln Avenue and move traffic east during the construction of B Street. This eliminates the need to temporarily stripe one of the existing roads and one of the new roads. There is capacity on Yakima Avenue and D Street to accommodate the diverted traffic. The original concept does not appear to include the cost to modify the existing signals at 1' Street and 1St Avenue for both B Street and Lincoln Avenue to handle two-way traffic. Additional traffic signal displays, detection, and wiring would be necessary at all four intersections. These modifications, along with an off-duty policeman to handle the period when the signals would be black, were estimated to run about $40,000 a piece. It is assumed that the existing controllers can handle two-way traffic. If these need to be replaced and rewired, an additional $10,000 to $15,000 should be added to each signal. IMPLEMENTATION CONSIDERATIONS: The longer detour routes might not be politically accepted, especially with the many traffic signals on Yakima Avenue. Combining this alternative with others (such as VE Alternative 15.0), to shorten the timeframe for the Lincoln Avenue and B Street closures, would be beneficial in addressing political concerns. PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project r VMS Value Management Strategies, Inc. TITLE: Detour One -Way Traffic Onto Yakima Avenue and D Street NUMBER 14.0 PAGE NO. 3 of 4 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Eliminates revisions to signals, etc. to maintain two-way traffic on B Street and Lincoln Avenue. Removes more people from construction area. Rating 5 6 Weight 27 27 Contribution 135 162 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Eliminates vehicles from construction area. Less confusing to the drivers, since the one-way roads are maintained. Rating 5 6 Weight 15 15 Contribution 75 90 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Rating 5 5 Weight 7 7 Contribution 35 35 Total Performance: 500 542 Net Change in Performance: +8% INITIAL COSTS City of Yakima Railroad Grade Separations Project ��5 V ,WnyementS t, ,s,lnl. TITLE Detour One-Way Traffic Onto Yakima Avenue and D Street NUMBER 14 0 PAGE NO. 4 of 4 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total B Street Pavement Marking for Detour Is 1 $6,250 $6,250 $0 Revision to Permanent Markings fa 1 $6,250 $6,250 $0 Traffic Signal at B Street and 1st Avenue to Handle Two-Way Operations Is 1 $80,000 $80,000 $0 Sub-total $92,500 $0 Markup 33% $30,525 $0 Total $123,025 $0 Savings $123,025 Lincoln Avenue Temporary Signal at 3rd and D Street $0 $50,000 Pavement Marking for Detour is 1 $6,250 $6,250 $0 Revision to Permanent Markings fa 1 $6,250 $6,250 $0 Traffic Signal at Lincoln Avenue and 1st Avenue to Handle Two-Way Operations Is 1 $80,000 $80,000 $0 Sub-total $92,500 $50,000 Markup 33% $30,525 $16,500 Total $123,025 $66,500 $56,525 SUB-TOTAL $246,050 $66,500 PROJECT MARK-UPS $0 $0 TOTAL $246,050 $66,500 TOTAL (Rounded) $246,000 $67,000 SAVINGS $179,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project 1 VMS Value Management Strategies, Inc. FUNCTION: Minimize Impacts IDEA NO. C-2 ALTERNATIVE NO. 15.0 TITLE: Accelerated Schedule by Temporary Closure of Lincoln Avenue and B Street with Construction of an At-Grade Shoofly PAGE NO. 1 of 6 ORIGINAL CONCEPT: Two-way traffic is established on B Street while Lincoln Avenue is closed and a bridge is constructed on Lincoln Avenue at Front Street. Subsequently, a rail shoofly is constructed over the Front Street Bridge (with an at-grade rail crossing at B Street). Construction of the Lincoln Avenue Underpass is completed and traffic is rerouted to Lincoln Avenue before B Street is closed for construction of the B Street Underpass. When the rail bridge on B Street is completed, normal rail traffic is resumed, the shoofly is removed, and Front Street is finished. ALTERNATIVE CONCEPT: After constructing the overpass walls, close both B Street and Lincoln Avenue and construct an at-grade shoofly. While using the shoofly, construct bridges (or the rail portions of the bridges) at 13 Street and Lincoln Avenue. Resume normal rail traffic and remove shoofly. Then proceed with construction of both underpasses simultaneously, resulting in both streets being closed for about thirteen months. ADVANTAGES: DISADVANTAGES: • Closing both streets for a thirteen-month period • Increases traffic on D Street and Yakima (after completion of the walls) will allow Avenue for the thirteen-month closure period completion of the entire project in twenty • Loss of visibility for Hellesen Lumber (it is months or Less, saving at least seven months assumed Goodyear and ARCO are purchased) from the design estimate • Cost savings in project overhead • Cost savings in construction engineering costs • Fewer changes to local traffic patterns. The traffic revision will remain unchanged until the project is completed and traffic is reopened. • One-way traffic will not come head-on into two-way traffic at an intersection • Reduces need for remobilization of specialty contractors PROJECT SEGMENT B Street No Lincoln Avenue No Front Street No Railroad Shoofly Yes COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 0 $ 0 $ 0 $ 1,174,000 Alternative Concept $ 0 $ 0 $ 0 $ 870,000 Savings $ 0 $ 0 $ 0 $ 304,000 Team Member: Ralph Boirum Discipline: Geotechnical Performance: +14% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VM431' S Value Management Strategies, Inc. TITLE• Accelerated Schedule by Temporary Closure of Lincoln Avenue and B Street with Construction of an At -Grade Shoofly ALTERNATIVE NO. 15.0 PAGE NO 2 of 6 DISCUSSION / JUSTIFICATION: Reducing the total project duration will result in cost savings, as overhead for construction offices, supervisory and QA/QC personnel, insurance, bonding, etc., are time dependent. Project overhead costs are difficult to quantify during design (but are always substantial when part of a contractor's claim for delay). Also important is the public's perception that construction projects seem to run on forever. Shortening the project by seven months and maintaining the same traffic patterns for the duration of construction will reduce the public's frustrations with the project. Once the traffic detours are set the public will adapt and get used to them. Periodic modifications to the detours will create frustration while they are re -adapting. IMPLEMENTATION CONSIDERATIONS: The City may need to canvas motorists to determine which is preferred, a shorter more intrusive detour, or a longer detour. This alternative is based on the designer's preferred choice of purchasing both ARCO and Goodyear, thus the effect of the longer closure will not be an issue. Hellesen Lumber has expressed concern, and this alternative increases impact to their business. ID Task Name Duration Start Finish December 1 May I October 1 March 1 ArAw___________ 1 Advertise Project Sid, Award Project Start Wall construction Construct wall Construct Shoofly Float for Wolf or Bid Close Lincoln & B Construct Shoofly Street Pieces Move Railroad to Shoo y Finish wan at Rail Place Rall Bridges Move Railroad Back "EXCiiiiii-- -Excavate below water Place seal and baie Shotcrete Wall Construct Roadway Storm Drainage 0 days 8 wks D days 24 wks " 4 wks 8 wks - o-d--a-iti— 2 ,Mis eiTtr days "5"-Wki 12 wks 0 days 8 wks 4 wits -12-Wki 16 wks 12 wks- Tue 1/2/07 Tue 1/2/07 Mon 2/26/07 Tue 2/27/07 Tue 2127107 Tue 8/14/07 - ii-fleii foktio-7--- Tue 10/9/07 ' Mon 10/22(07 Tue ibt&itif Tue 11/27/07 on 2/18/08 Tue 12/25/07 Mon 3(3/08 MotT3/3'1708- Win 6/23/08 Mon6/23/08 Tue 112/07 ! Mon 2/26/07 Mon 2/26/07 Mon 8/13/07 Mon 3/26/07 Mon 10/8/07 lion iiiiiiiiii Mon 10/22/07 Mon 10/22107 Mon 11/26(07 Mon 2/18/08 Mon 2/18/08 Mon 2/18/68 Fri 3/28/08 - Fn6120/08 Fri 10/10/08 Fri 9/12/08 112 2 2/26 2/27 Entigaritte 8(13 3 4 5 2/27 la 3/26 6 8/14 g..;111 10/8 7 41110-4;10/8 10/9k10/22 10/22 10/23 VR,:. 11/26 ,,tit.• 8 9 I 10 ---Tf--- 11/27 METZ 2/18 2/18 12 13 14 12/2 tan 18 3/3 .1E4.3/28 15 3/31 re' 4.6/20 16 6/23 r AP 10/10 17 6/23 42323 sm. 10/10 18 Reopen Lincoln and B -0- days FrTio/10/08 Fri 10/10/08 Task irr '14 "' ... 'I.;', i; Rolled Up Task LAN..: ,-%101 External Tasks critical Task„,/,/,,A Rolled Up Critical Task A Project Summary [VW T.'% T. ATF Project: detour sched Progress Date: Thu 7/14/05 Rolled Up Milestone Group By Summary 111.1111.11111111.1111. ( Milestone . Rolled Up Progress Summary 1111111.11MININ11111. sot Page 1 PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project r V' VMS Value Managem nt Strategies, Inc. TITLE: Accelerated Schedule by Temporary Closure of Lincoln Avenue and B Street with Construction of an At -Grade Shoofly NUMBER 15.0 PAGE NO. 4 of 6 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Rating 5 5 Weight 27 27 Contribution 135 135 SIMPLIFY CONSTRUCTION Contractor will have complete access to the site and can schedule specialty contractors to complete all their work with one mobilization. Improved efficiency of construction part. Rating 5 8 Weight 27 27 Contribution 135 216 INTEGRATE WITH LOCAL NEIGHBORHOOD Rating 5 5 Weight 17 17 Contribution 85 85 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Detours are much more significant. Rating 5 3 Weight 15 15 Contribution 75 45 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Construction time is significantly shortened. Rating 5 8 Weight 7 7 Contribution 35 56 Total Performance: 500 572 Net Change in Performance: +14% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS' Value Management Strategies, Inc. TITLE: Accelerated Schedule by Temporary Closure of Lincoln Avenue and B Street with Construction of an At -Grade Shoofly NUMBER 15.0 PAGE NO. 5 of 6 For estimation of overhead costs, we have assumed one-half of the project overhead costs (assumed to be 5%) and construction engineering costs are time dependent and have converted them to a monthly rate. INITIAL COSTS City of Yakima Railroad Grade Separations Project UM - v,we Menu9ement 51ate9n:,IM. TITLE Accelerated Schedule by Temporary Closure of Lincoln Avenue and B Street with Construction of an At -Grade Shoofly NUMBER 15.0 PAGE NO. 6 of 6 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Project Overhead $ 27 $43,486 $1,174,122 20 $43,486 $869,720 SUB -TOTAL $1,174,122 $869,720 PROJECT MARK-UPS $0 $0 TOTAL $1,174,122 $869,720 TOTAL (Rounded) $1,174,000 $870,000 SAVINGS $304,000 VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project 'Vi VMS Value Management Strategies, Inc. FUNCTION: Reduce Conflict IDEA NO. CU-1 ALTERNATIVE NO. 16.1 TITLE: Construct Two Overpasses PAGE NO. 1 of 8 ORIGINAL CONCEPT: Construct both Lincoln Avenue and B Street under the Burlington Northern Santa Fe Railroad (BNSF). ALTERNATIVE CONCEPT: Construct both Lincoln Avenue and B Street over the BNSF railroad to create "signature" structures. ADVANTAGES: DISADVANTAGES: • Simplifies overall construction • Has been politically unacceptable in the past • Eliminates risk of constructing underpass below because of visual impacts groundwater • Eliminates need for shoofly • Eliminates need to relocate Front Street • Eliminates need to coordinate railroad bridge structure with BNSF • Cost of overpass can be lowered depending on signature statement desired PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 20,901,000 $ 20,901,000 $ 0 $ 0 Alternative Concept $ 21,020,000 $ 21,020,000 $ 0 $ 0 Savings $ (119,000) $ (119,000) $ 0 $ 0 Team Member: Peter De Boldt Discipline: Civil/Roadway Performance: +41% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS' Value Management Strat gies, Inc. TITLE: Construct Two Overpasses ALTERNATIVE NO. 16.1 PAGE NO 2 of 8 DISCUSSION / JUSTIFICATION: The current concept is to achieve grade separation of both B Street and Lincoln Avenue with the BNSF railroad by having each roadway go under the BNSF railroad with an underpass. Groundwater elevations in the area range between 13.65 feet and 18.40 feet below existing ground surface (groundwater depth is dependent on the amount of irrigation that is occurring in the region). This puts the pavement for the underpass about 8.5 feet and 3.5 feet below the groundwater elevation. This will require either a seal system or pumping to keep the underpass from becoming flooded. Both solutions have had a mixed history of success and failure. Solutions that can avoid construction under the groundwater table would substantially reduce risk of change orders during the construction stage and long-term maintenance risks of groundwater infiltration. VE Alternative 1.0 and 2.0 both discuss how the VE team felt that the diaphragm walls constructibility and the railroad bridge costs in the underpass option maybe underestimated. Based on the analysis conducted for those two efforts, the actual cost differential can show a savings versus the minor increased cost currently shown. The risk of changed conditions (and hence change orders) is anticipated to be significantly less with an overpass. By constructing an overpass, overall construction would be simplified. Elements required to construct the underpass, such as the railroad shoofly, reconstruction of Front Street, and construction of the BNSF railroad bridges over B Street and Lincoln Avenue, could be eliminated. The reduction of the number of required approvals from BNSF would enable the project to be ready for construction sooner, saving the project budget lost due to inflation. The construction duration itself would be shortened if an overcrossing were to be implemented. The current assumption to construct the underpass is 27 months. An overcrossing could be completed in 12 to 14 months because of the greatly simplified construction sequencing and the reduced number of specialty contractors. Assumptions used to develop costs and impacts with the overcrossing option are fairly conservative. Further refinement of the roadway geometries could reduce the amount of reconstruction necessary on both 1St Avenue and 1st Street, and therefore the costs. It also could reduce the length of the necessary bridge structure. A closer analysis of the bridge structure itself could reduce its cost; the use of $190/sf for the bridge construction of a signature structure is fairly conservative with the relatively good soils in the area. IMPLEMENTATION CONSIDERATIONS: An overpass was initially rejected because of concerns from the public and Council associated with visual impacts. A visually pleasing "signature" bridge is likely necessary to overcome these concerns. The structural costs we have assumed acknowledge this. If this concept is pursued, computer models to illustrate how the bridge could be integrated into the neighborhood would be highly beneficial. PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project 11 ''I- VMS Value Managem nt Strategies, Inc. TITLE: Construct Two Overpasses NUMBER 16.1 PAGE NO. 3 of 8 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Goodyear can be saved. Area under the overpasses is available for use. Less impact to BNSF. Rating 5 7 Weight 27 27 Contribution 135 189 SIMPLIFY CONSTRUCTION Little construction below groundwater. Year-round construction possible. Many contractors have expertise, making for aggressive bidding for project. Construction can be simultaneous. Less risk of change orders. Rating 5 9 Weight 27 27 Contribution 135 243 INTEGRATE WITH LOCAL NEIGHBORHOOD Less impact, since Front Street remains and the area under the overpass is available. Rating 5 3 Weight 17 17 Contribution 85 51 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Shortened construction means shorter detour — less intrusive to go over than under. Rating 5 7 Weight 15 15 Contribution 75 105 MINIMIZE MAINTENANCE Simple to maintain — no groundwater issues. Rating 5 9 Weight 7 7 Contribution 35 63 IMPROVE SCHEDULE Simpler to construct results in less time. Rating 5 8 Weight 7 7 Contribution 35 56 Total Performance: 500 707 Net Change in Performance: +41% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Manageme t Strategies, Inc. TITLE: Construct Two Overpasses NUMBER 16.1 PAGE NO. 4 of 8 -S'Z?*C- I "Ira J i fa T1 S. 79ftVra -vva9 v/v7` o4'fs/ 32Gr/d'&' D,✓7 v/ t° t�I z 0 — -1' r- sG/ 7 S2 Y l - ei fZt it 0,'471 -1 1 E Jsn� p„z 0 slot -'^"7 SN 5 Zi W.: c 3'9n'Nfj', LY.rfe/v - & - ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct Two Overpasses NUMBER 16.1 PAGE NO. 5 of 8 Structure depth: assume minimum deck and beam depth = 2'/2 feet. Approximately 50 to 55 feet out -to -out on structure width. Distance from top of rail to top of bridge: 23 feet + 2'/2 feet = 25'/2 feet. For planning level estimates, use AASHTO 2004 Exhibit 10-8 to estimate distance necessary to get 23 -foot rise. At 7% = 550 feet (use this to be conservative). At 6% = 575 feet. Minimum distance from start of grade rise to outside edge of railroad clearance envelope (used as check): if 6% grade = 251/2 feet/0.06 = 425 feet; if 8% grade = 25'/2 feet/.08 = 319 feet. Crest vertical curve lengths: k = 19; 12% 0 @ 30 mph: L = 19(12%) = 228 feet; 16% A @ 30 mph: L = 19(16%) = 304 feet. Sag (comfort, AASHTO Equation 3-51): Assume street lighting is present. L = AV2/46.5 = 10(30)2/46.5 = 193.5 feet, say 195 feet. ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Manageme t Strategies, I nc. TITLE: Construct Two Overpasses NUMBER 16.1 PAGE NO. 6 of 8 Distance from B Street or Lincoln Avenue that 1st Avenue would have to be reconstructed: assume 4% maximum grades on 1st Avenue. 6 feet/0.04 = 150 feet. Use 60 feet for sag curves (Lvc = 4(25)2/46.5 = 53.8 feet). Use 100 feet for crest vertical curves. .. Total distance = 310 feet each direction. Distance from B Street or Lincoln Avenue that 1st Street would have to be reconstructed: 2/0.04 = 50 feet. Use 40 feet for sag curves (Lvc = 2(30)2/46.5 = 38.7 feet). Use 30 feet for crest curves (Lvc = 2(200)2/2800 = 28.6 feet). .•. Total distance = 120 feet each direction. Other 1g Avenue Assumptions • Complete signal reconstruct • Assume 1st Avenue is 8 -inch PCC and 48 feet wide (= 1,655 sy) x 2 = 3,310 sy • Assume 4 -inch CSTC for base (subgrades appear to be good) (= 400 tons x 2 = 800 tons) • For earthwork, assume prism is 100 feet wide (building to building) So� 3to (ignore curves) = 155,000 cf = 5,740 cy x 2 = 11,480 cy • Assume 52 feet of area not in PCC gets 8 -inch HMA, full depth on subgrade = 820 tons x 2 = 1,640 tons Other 1"t Street Assumptions • Complete signal reconstruct • Assume 8 -inch HMA over 4 -inch CSTC for reconstruction. Assume roadway is 12 feet x 5 = 60 feet wide. HMA = 2 x (8/12 x 60 x 120)/27 x 2.05 = 1,460 tons. CSTC = 2 x (41/2 x 60 x 120)/27 x 1.85 = 330 tons. • Appears existing sidewalks are about 10 feet with 6 -inch planter (in some places, 16 -inch sidewalks). Assume 16 -inch sidewalks within reconstruct zone. 4 x (16 feet x 120 feet)/9 = 860 sy. • For earthwork, assume prism 100 feet wide (right-of-way to right-of-way). zc' (ignore curves) = 2 x (1 x 100 feet x 120 feet)/27 = 890 cy ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct Two Overpasses NUMBER 16.1 PAGE NO. 7 of 8 B Street and Lincoln Avenue Structures Assume goal would be to have a "signature" style bridge with minimal fills on the approaches. Minimized approach fills can help a more "open" and visually appealing option. Assume bridge abutments start at about Station 8+90 and Station 15+30. Roadway section would be: t r 2` /Z 1L IIS I b�'i«i' I iI 6't • I 51 Bridge area = 640 x 53 feet = 33,920 sf. Some fill would be necessary on approaches. West end: Station 6+15 to Station 8+90 = 275 feet. if Width of 53 feet: Volume = ('/2 x 14 feet x 275 feet x 53 feet)/27 = 3,780 cy. Could use either MSE walls or slopes. Use MSE wall to be conservative on cost (recognize MSE wall would not go through intersection): 2 x (%2 x 275 feet x 14 feet) = 3,850 sf. East end: Station 15+30 to Station 17+75 = 245 feet. /2! 2 15" Width of 53 feet: Volume = (1/2 x 12 feet x 245 feet x 53 feet)/27 = 2,885 cy. As for the west end, assume MSE walls to be conservative on cost (recognize MSE wall would not go through intersection): 2 x (1/2 x 12 feet x 245 feet) = 2,940 sf. INITIAL COSTS City of Yakima Railroad Grade Separations Project VMS TITLE Construct Two Overpasses NUMBER 16 1 PAGE NO. 8 of 8 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Changes to Original B Street Estimate Roadway Excavation, Including Haul cy 22,000 $20 $440,000 $0 Gravel Backfill for Wall cy 210 $23 $4,830 $0 Underdrain Pipe, 6-Inch Diameter If 1,800 $15 $27,000 $0 Underdrain Pipe, 12-Inch Diameter If 2,000 $25 $50,000 $0 Gravel Backfill for Drain cy 380 $30 $11,400 $0 Pump Station Is 1 $147,000 $147,000 $0 Construction Geotextile for Underground Drainage sy 3,430 $3 $10,290 $0 Diaphragm Wall sf 38,200 $75 $2,865,000 $0 Concrete Fascia sf 16,440 $15 8246,600 $0 Prefabricated Drainage Material sy 3,330 $5 $16,650 $0 Jet Grouted Seal cy 9,199 $250 $2,299,750 $0 Railroad Bridge sf 1,785 $170 $303,450 $0 Assume 20% of Crushed Surfacing Base Course ton 2,070 $15 $31,050 414 $15 $6,210 Assume 20% of Asphalt Concrete Pavement Class B ton 2,300 $45 $103,500 460 $45 520,700 Assume 20% of Cement Concrete Sidewalk sy 2,310 $20 $46,200 4,462 $20 889,240 Front Street Bridge sf 1,785 $170 $303,450 SO Signature Bridge Structure sf 50 33,920 5190 56,444,800 Gravel Backfill for Wall cy $0 6,665 $23 $153,295 MSE Walls sf 50 6,790 $35 $237,650 Changes to Original Lincoln Avenue Estimate Roadway Excavation, Including Haul cy 22,000 $20 $440,000 $0 Gravel Buell for Wall cy 210 $23 $4,830 $0 Underdrain Pipe, 6-Inch Diameter If 1,800 $15 $27,000 $0 Underdrain Pipe, 12-Inch Diameter If 2,000 $25 $50,000 $0 Gravel Backfill for Drain cy 380 $30 $11,400 $0 Pump Station Is 1 $147,000 $147,000 $0 Construction Geotextile for Underground Drainage sy 3,430 $3 $10,290 $0 Diaphragm Wall sf 38,200 $75 $2,865,000 $0 Concrete Fascia sf 16,440 $15 $246,600 $0 Prefabricated Drainage Material sy 3,330 $5 $16,650 $0 Jet Grouted Seal cy 9,199 $250 $2,299,750 50 Railroad Bridge sf 1,785 $170 $303,450 $0 Assume 20% of Crushed Surfacing Base Course ton 2,070 $15 $31,050 414 515 $6,210 Assume 20% of Asphalt Concrete Pavement Class B ton 2,300 $45 5103,500 460 545 520,700 Assume 20% of Cement Concrete Sidewalk sy 2,310 $20 $46,200 4,462 $20 589,240 Front Street Bridge sf 1,785 $170 $303,450 $0 Signature Bridge Structure sf 50 33,920 $190 56,444,800 Gravel Ball for Wall cy $0 6,665 $23 8153,295 MSE Walls sf $0 6,790 535 5237,650 Deduct Items for Original Front Street Realigmaeat Include Everything but Mobilization (accounted for in 33° I 8761,000 8761,000 $0 Deduct Items for Shoofly Include Everything but Mobilization (accounted for in 33° 1 $1,142,000 $1,142,000 $0 1n Avenue Items (Reconstruct 310 Feet Each Direction) Roadway Excavation, Including Haul cy 50 11,480 $20 $229,600 8-Inch Portland Cement Concrete sy $0 3,310 555 $182,050 Crushed Surfacing Top Course tons 50 800 515 512,000 Asphalt Concrete Class B tons 50 1,640 845 573,800 Gravel Borrow, Including Haul tons 80 21,240 513 $276,120 New Signal at In Avenue and B Street Is 50 1 5250,000 $250,000 New Signal at 1st Avenue and Lincoln Avenue Is $0 1 $250,000 $250,000 In St Items (Reconstruct 120' each direction) Roadway Excavation, Including Haul cy 50 890 S20 517,800 Crushed Surfacing Top Course tons 50 330 515 $4,950 Asphalt Concrete Class B tons $0 1,460 $45 $65,700 Gravel Borrow, Including Haul tons 50 1,650 813 $21,450 Cement Concrete Sidewalk sy $0 860 $20 $17,200 New Signal at 1st Street and B Street Is SO 1 $250,000 5250,000 New Signal at 1st Street and Lincoln Avenue Is $0 1 $250,000 8250,000 SUB-TOTAL 515,715,340 $15,804,460 PROJECT MARK-UPS (33%) 33% $5,186,062 55,215,472 TOTAL 520,901,402 $21,019,932 TOTAL (Rounded) S20,901,000 521,020,000 SAVINGS (5119,000) VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project ""'t JI VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. CU-4, 5 ALTERNATIVE NO. 16.2 TITLE: Construct a Combined Overpass Between B Street and Lincoln Avenue PAGE NO. 1 of 10 ORIGINAL CONCEPT: The original concept is to build separate underpasses beneath the Burlington Northern Santa Fe Railroad (BNSF) mainline and Front Street on both Lincoln Avenue and B Street. Diaphragm walls are required to retain the approaches to maintain local access and eliminate additional right-of-way requirements. The roadway drops to below the groundwater level, so seals are required to isolate the roadway from the groundwater. ALTERNATIVE CONCEPT: Realign both Lincoln Avenue and B Street toward the area between the two, forming an hourglass shape, and build one undercrossing. Diaphragm walls will still be required, but only below the water table. Above the water table the slopes could be laid back and planted. ADVANTAGES: DISADVANTAGES: • One bridge is built at both the BNSF and Front Street • Both the BNSF and Front Street Bridges are Undercrossings longer, likely three-span structures • Eliminates a large portion of diaphragm walls • Additional right-of-way purchase is required • Eliminates one pumping system at bottom of underpass from BNSF and Yakima County • Reduces exposed face of diaphragm walls, thereby • Relocation of Yakima County, J.M. Perry reducing the embedment length Fruit Produce, and Hollingberry & Sons, Inc. • Long duration detours are eliminated buildings is required • Longer approaches can reduce roadway grades • Demolition of existing structures is required • Additional room made available to maintain surface • Curvilinear roadway alignment reduces sight access to Hellesen Lumber, Track 29 Mall, Goodyear, distance and driving ease and Mel's Diner properties • Larger volume of groundwater seal is • Relocation and demolition of ARCO and carwash is not required necessary • No bridge is required on railroad shoofly • Less congested and separated construction area increases worker and public safety • Vacated City right-of-way on existing roadway alignment is available for other uses, such as surface water retention and infiltration, landscaped areas, and additional parking • Cut slopes into underpass can be seeded and landscaped to be more aesthetically pleasing PROJECT SEGMENT Total Construction B Street and Lincoln Avenue Front Street Yes Railroad Shoofly Yes Yes COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 22,134,000 $ $ Alternative Concept $ 19,947,000 $ $ Savings $ 2,187,000 $ $ Team Member: Terry Stones Discipline: Structures Performance: +23% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS' Value Management Strat gies, Inc. TITLE: Construct a Combined Overpass Between B Street and Lincoln Avenue ALTERNATIVE NO. 16.2 PAGE NO 2of10 DISCUSSION / JUSTIFICATION: The current design concept requires construction of two completely separate underpasses. Construction of the underpass roadway leaves minimal room to maintain adequate access to the loading area behind Hellesen Lumber continuing into the Track 29 Mall area and access to/from Lincoln Avenue for the Goodyear and Mel's Diner properties. Construction of the underpasses requires construction of diaphragm walls and jet grouting for the groundwater seal, both of which are specialty construction with a large amount of associated risk. Construction of a single underpass does not eliminate the risk associated with these items of construction, but it does reduce the quantity of diaphragm walls and consolidates the construction of the groundwater seal to a single location instead of a separate seal for each undercrossing. A single underpass eliminates two of the bridge structures; however, if the slopes are laid back in lieu of full height diaphragm walls, the two remaining bridges become three -span structures that are over twice as long. The land parcels between Lincoln Avenue and B Street are largely vacant east of the J.M. Perry Fruit Produce and Hollingberry & Sons, Inc. buildings. The small building used by BNSF can be relocated. The Yakima County building between the BNSF tracks and 1t Street is a single -story building (approximately 11,000 square feet) of predominantly office space. It appears there is adequate office space available in the area to relocate the County offices at a reasonable cost. West of 1 st Street, Lincoln Avenue would begin to curve soon enough to maintain the current access to the ARCO and car wash businesses, as well as maintain an access drive into the Goodyear properties and the alley connecting to Mel's Diner. If deemed necessary, this alley could be continued to the south and connect directly to the realigned Lincoln Avenue to facilitate access for fire and emergency vehicles. The Hollingberry & Sons, Inc. property (approximately 8,300 square feet) on the southeast corner of the Lincoln Avenue and 1s` Avenue Intersection is potentially eligible for listing as a historic structure. If this alternative is advanced, negotiations will be required with the State Historic Preservation Office (SHPO) to determine appropriate mitigation measures to justify taking this property. The building currently appears to be in poor condition with renovation measures being cost prohibitive and unlikely to occur. East of 1st Avenue, B Street would begin to curve soon enough to maintain the current access to the loading area behind Hellesen Lumber and into the Track 29 Mall properties. The realignment of B Street at this location will require the relocation of the J.M. Perry Fruit Produce facilities (approximately 62,000 square feet). It is assumed there are adequate relocation properties available in the area for fruit warehouse facilities. An at -grade railroad shoofly will be required while constructing the diaphragm walls, groundwater seal, and bridge structure at the BNSF mainline crossing. Front Street would also be relocated to the currently proposed location to provide as much length as possible to return to grade before reaching the signalized intersections at 1st Street. Cut slopes along both sides and at the cut-off wall in the center can be seeded and landscaped to soften the visual impact. The curvilinear alignment of this alternative is less desirable from a drivability view and decreases sight distance. The undercrossings are part of a one-way couplet, so the advantage of not having oncoming traffic lessens the detrimental impact of reduced sight distance somewhat. IMPLEMENTATION CONSIDERATIONS: Negotiations for acquiring additional right-of-way and relocations for the J.M. Perry Fruit Produce, Hollingberry & Sons, Inc., and Yakima County must begin as soon as possible. Environmental investigations should be conducted to determine potential for contamination across BNSF and County properties. Negotiations with SHPO may be needed to mitigate the taking of the Hollingberry & Sons, Inc. property, a potentially eligible historic resource. Cost assume as designed wall. Savings would be $6,311,000 if wall depths increased. VE Alt. 16.2 Page 3 of 10 City of Yakima Railroad Grade Separation Project Existing Conditions VE Alt. 16.2 Page 4 of 10 i !C., .1 a' 2 /sr 3`_ t4 U 1 rives j I o%-__ - --------- -- yam 1,i\,. \D� t Isll ,. o i o 1 N ` 11 r ,, 1— p \--- J 4,. Ift c - 1) i VE Alt. 16.2 Page 5 of 10 N. ()IN ll II W I !, 1 i t. 1, i t33 tb - _ J ` thy. J} Q 1. � 1\ /5T 1 ` PERFORMANCE MEASURES City of Yakima Railroad Grade Separations Project A.... VMS Value Management Strategies, Inc. TITLE: Construct a Combined Overpass Between B Street and Lincoln Avenue NUMBER 16.2 PAGE NO. 6 of 10 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Requires purchase of more right-of-way, impacting businesses. Rating 5 4 Weight 27 27 Contribution 135 108 SIMPLIFY CONSTRUCTION Overpasses are easier to construct than underpasses. There is less risk in the construction. Rating 5 8 Weight 27 27 Contribution 135 216 INTEGRATE WITH LOCAL NEIGHBORHOOD Bisects neighborhood. Rating 5 4 Weight 17 17 Contribution 85 68 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Existing roads (Lincoln Avenue and B Street) can remain open for the majority of the construction. Rating 5 8 Weight 15 15 Contribution 75 120 MINIMIZE MAINTENANCE Overpass is easier to maintain than an underpass. Rating 5 8 Weight 7 7 Contribution 35 56 IMPROVE SCHEDULE Construction will be a single effort; contractors mobilize once. Rating 5 7 Weight 7 7 Contribution 35 49 Total Performance: 500 617 Net Change in Performance: +23% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Ma nageme t Strategies, Inc. TITLE; Construct a Combined Overpass Between B Street and Lincoln Avenue NUMBER 16.2 PAGE NO. 7of10 Our cost comparison is done using the same unit prices as was used in the current baseline concept. It is likely that costs for the railroad bridge, diaphragm walls, and groundwater seals are too low in the original design estimate. We have assumed that negotiations for the property acquisitions will be successful. Therefore, the property takes described are possible. We have also assumed that if the Hollingberry & Son's, Inc. property is ultimately eligible for listing as a historic building, successful negotiations with SHPO to identify reasonable mitigation measures are possible. ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct a Combined Overpass Between B Street and Lincoln Avenue NUMBER 16.2 PAGE NO. 8of10 Four identical reversing curves with a 275 -foot radius and A Al 53°. Length of each segment: D = 5,729.578/275 = 20.8; L = 100 53/20.8 = 255 feet. For bridge structures, limit structure depth to four feet deep, assume continuous PT box, appropriate P/S = 0.029. Span length = 4 feet/0.029 = 138 feet. Use 140 -foot center spans and 115 -foot end spans. Total structure length = 2(115 + 140) = 510 feet for each roadway, use embankment for first curve length. Roadway section: 1.5 (rail) + 11.5 (sidewalk and bike lane) + 36 (three lanes) + 1.5 (rail) = 50.5 feet. Bridge area = 50.5 feet (510) = 25,755 sf per roadway. Embankment in each approach curve: Area at bridge I 71 • .c/ ('/71 l 5-/ .n /1 ? A ='/2(51 + 119)(17) = 1,445 sf Volume = 255 feet long ('/2x0 + 1,445)1/27 = 6,823, say 7,000 cy to account for return fill slope in front of abutment. Embankment volume = 2(7,000) = 14,000 cy x 1.85 ton/cy = 25,900, use 26,000 tons. Roadway surfacing area = 36 feet (3 lanes) x 510 feet (2 curves) = 18,360 sf. Original area = 36 feet x 900 = 32,400. Ratios of base and asphalt = original (18,400/32,400) = original x 0.57. Base weight = (2,070 tons)(0.57) = 1,180 tons Asphalt weight = (2,300 tons)(0.57) = 1,310 tons ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct a Combined Overpass Between B Street and Lincoln Avenue NUMBER 16.2 PAGE NO. 9of10 Assumptions • Complete signal reconstruction at both B Street and Lincoln Avenue for 1St Avenue. • Assume 1St Avenue is 8 -inch PCC and 48 feet wide and would have to be raised 4 feet at both B Street and Lincoln Avenue. Base is assumed to be 4 -inch CSTC. Remaining 80 feet of width paved with 8 -inch HMA, full depth on grade. 4 feet/0.04 = 100 feet. Use 60 feet for sag curves. Use 100 feet for crest vertical curves. .'. Total distance = 260 feet x 2 = 520 feet. Rebuild entire section between B Street and Lincoln Avenue = 440 feet. Total = 960 feet. • Assume 1St Street would also have to be reconstructed a short distance north and south of B Street and Lincoln Avenue to accommodate 0.5 -foot grade change (50 feet each way t1% grade). Total distance = 50 feet x 4 = 200 feet. Pavement section would be 8 -inch HMA over 4 -inch CSTC. • Partial reconstruction of signals at B Street and Lincoln Avenue. Assume signal mast arms at western corners would be replaced and intersection rewired. rt Avenue Quantities 8 -inch PCC: 48 feet wide x 960 feet = 46,080 sf = 5,120 sy. CSTC: [(48 feet wide x 0.33 x 960)/27] = 1,040 tons (for PCC). ACP Class B: [(32 feet x 0.67 x 960)/27] x 2.05 = 1,560 tons. 2459' 941)' Gravel borrow: zt.o' (80 feet wide) = 6,230 cy = 11,500 tons. Pavement removal: 80 feet x 960 feet = 76,800 sf = 8,540 sy. Each signal = $200,000. 1st Street Quantities ACP Class B: [(200 x 0.67 x 60)/27] x 2.05 = 610 tons. CSTC: [(200 x 0.33 x 60)/27] x 1.85 = 270 tons. Roadway excavation: --t, ..G:31' r w 22.5c'Y 50, Eachsignal=$75,000 6Ce)rl vcT''ve ray 1:1);111 all wa�-� Sidewalks (assume 16 feet) = 200 feet x 16 feet x 2 = 6,400 sf = 710 sy INITIAL COSTS City of Yakima Railroad Grade Separations Project VM - hYK Sp.mtn I �.9 z TITLE Construct a Combined Overpass Between B Street and Lincoln Avenue NUMBER 16.2 PAGE NO. 10 of 10 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Lincoln Avenue Roadway Excavation, Including Haul cy 22,000 $20 $440,000 $0 Pump Station Is 1 $147,000 $147,000 $0 Diaphragm Walls sf 38,224 $75 $2,866,800 $0 Concrete Fascia sf 16,440 $15 $246,600 $0 Jet Grouted Seal cy 9,199 $250 $2,299,750 $0 Railroad Bridge sf 1,785 $170 $303,450 $0 Front Street Bridge sf 1,785 $170 $303,450 $0 Crushed Surfacing Base Course ton 2,070 $15 $31,050 1,180 $15 $17,700 Asphalt Concrete Pavement Class B ton 2,300 $45 $103,500 1,310 $45 $58,950 Roadway Embankment, Including Haul ton $0 26,000 $13 $338,000 OvercrossingBridge sf $0 25,800 $175 $4,515,000 B Street Roadway Excavation, Including Haul cy 22,000 $20 $440,000 $0 Pump Station Is 1 $147,000 $147,000 $0 Diaphragm Walls sf 38,224 $75 $2,866,800 $0 Concrete Fascia sf 16,440 $15 $246,600 $0 Jet Grouted Seal cy 9,199 $250 $2,299,750 $0 Railroad Bridge sf 1,785 $170 $303,450 $0 Front Street Bridge sf 1,785 $170 $303,450 $0 Crushed Surfacing Base Course ton 2,070 $15 $31,050 1,180 $15 $17,700 Asphalt Concrete Pavement Class B ton 2,300 $45 $103,500 1,310 $45 $58,950 Roadway Embankment, Including Haul ton $0 26,000 $13 $338,000 Overcrossing Bridge sf $0 25,800 $175 $4,515,000 Property Acquisitions Goodyear, Arch, Car Wash Is 1 $2,400,000 $2,400,000 $0 Hollingberry & Sons, Inc. Is $0 1 $500,000 $500,000 J.M. Perry Fruit Produce Is $0 1 $3,100,000 $3,100,000 Yakima County Is $0 1 $500,000 $500,000 Right-of-Way Acquisitions Yakima County Is $0 1.61 $300,000 $483,000 BNSF Railroad Is $0 2.53 $300,000 $759,000 Railroad Shoofly Is 1 $896,550 $896,550 $0 Reconstruct Front Street Is 1 $457,550 $457,550 $0 1st Avenue Reconstruction 8-Inch Portland Cement Concrete sy $0 5,120 $55 $281,600 CSTC tons $0 1,040 $15 $15,600 ACP Class B tons $0 1,560 $45 $70,200 Gravel Borrow tons $0 1,150 $13 $14,950 Pavement Removal sy $0 8,540 $5 $42,700 Signal at 1st Avenue and B Street is $0 1 $250,000 $250,000 Signal at 1st Avenue and Lincoln Avenue Is $0 1 $250,000 $250,000 1st Street Reconstruction ACP Class B tons $0 610 $45 $27,450 CSTC tons $0 270 $15 $4,050 Roadway Excavation cy $0 225 $5 $1,125 Signal at 1st Street and B Street Is $0 1 $75,000 575,000 Signal at 1st Street and Lincoln Avenue Is $0 1 $75,000 $75,000 Cement Concrete Sidewalk sy $0 710 $20 $14,200 SUB-TOTAL $17,237,300 $16,323,175 PROJECT MARK-UPS 33% $4,896,309 $3,623,788 TOTAL $22,133,609 $19,946,963 TOTAL (Rounded) 522,134,000 $19,947,000 SAVINGS $2,187,000 VALUE ENGINEERING ALTERNATIVE: City of Yakima Railroad Grade Separations Project r, VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. CU- 6 ALTERNATIVE NO. 16.3 TITLE: Construct a Combined Underpass Between B Street and Lincoln Avenue PAGE NO. 1 of 10 ORIGINAL CONCEPT: The original concept is to build separate underpasses beneath the Burlington Northern Santa Fe Railroad (BNSF) mainline and Front Street on both Lincoln Avenue and B Street. Diaphragm walls are required to retain the approaches to maintain local access and eliminate additional right-of-way requirements. The roadway drops to below the groundwater level, so seals are required to isolate the roadway from the groundwater. ALTERNATIVE CONCEPT: Realign both Lincoln Avenue and B Street toward the area between them to form an hourglass shape and build one overcrossing. Keep Front Street at grade and cross beneath the new overpass. ADVANTAGES: DISADVANTAGES: • Eliminates all diaphragm walls, groundwater seals, and • Much larger structures are required pumping facilities • Additional right-of-way purchase is required • Conventional construction greatly minimizes risk from BNSF and Yakima County during construction • Relocation of Yakima County, J.M. Perry • Long duration detours are eliminated Fruit Produce, and Hollingberry & Sons, Inc. • Additional room made available to maintain surface buildings is required access to Hellesen Lumber, Track 29 Mall, Goodyear, • Demolition of existing buildings is required and Mel's Diner properties • Curvilinear roadway alignment reduces sight • Relocation and demolition of ARCO and car wash is distance and driving ease not necessary • Overcrossing is perceived to be visually • No railroad shoofly is required. Railroad operation is undesirable uninterrupted. • Less congested and separated construction area increases worker and public safety • Vacated City right-of-way on existing roadway alignment is available for other uses, such as surface water retention and infiltration, landscaped areas, additional parking, property exchanges • Area beneath underpass is still available for other uses, such as parking, parks, storage or small buildings PROJECT SEGMENT Total Construction B Street and Lincoln Avenue Yes Front Street Yes Railroad Shoofly Yes COST SUMMARY Initial Cost Initial Cost Initial Cost Initial Cost Original Concept $ 24,438,000 $ $ $ Alternative Concept $ 25,754,000 $ $ $ Savings $ (1,316,000) $ $ $ Team Member: Terry Stones Discipline: Structures Performance: +5% VALUE ENGINEERING ALTERNATIVE City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct a Combined Underpass Between B Street and Lincoln Avenue ALTERNATIVE NO. 16.3 PAGE NO 2 of 10 DISCUSSION / JUSTIFICATION: The current design concept requires construction of two completely separate underpasses. Construction of the underpass roadway leaves minimal room to maintain adequate access to the loading area behind Hellesen Lumber continuing into the Track 29 Mall area and access to/from Lincoln Avenue for the Goodyear and Mel's Diner properties. Construction of the underpasses requires construction of diaphragm walls and jet grouting for the groundwater seal, both of which are specialty construction with a large amount of risk associated. Construction of an overpass eliminates the risk associated with these specialized construction items. The land parcels between Lincoln Avenue and B Street are largely vacant east of the J.M. Perry Fruit Produce and Hollingberry & Sons, Inc. buildings. The small building used by BNSF can be easily relocated. The Yakima County building between the BNSF tracks and 1st Street is a single -story building (approximately 11,000 square feet) of predominantly office space. It appears there is adequate office space available in the area to relocate the County offices at a reasonable cost. West of 1st Street, Lincoln Avenue would begin to curve soon enough to maintain the current access to the ARCO and carwash businesses, as well as maintain an access drive into the Goodyear property and the alley connecting to Mel's Diner. If deemed necessary, this alley could be continued to the south and connect directly to the realigned Lincoln Avenue to facilitate access for fire and emergency vehicles. The Hollingberry & Sons, Inc. property (approximately 8,300 square feet) on the southeast corner of the Lincoln Avenue and 1st Avenue Intersection is potentially eligible for listing as a historic structure. If this alternative is advanced, negotiations will be required with the State Historic Preservation Office (SHPO) to determine appropriate mitigation measures to justify taking this property. The building currently appears to be in poor condition with renovation measures being cost prohibitive and unlikely to occur. East of 1st Ave., B Street would begin to curve soon enough to maintain the current access to the loading area behind Hellesen Lumber and into the Track 29 Mall properties. A small mechanically stabilized earth (MSE) wall could be used to retain the B Street embankment for a short distance to allow sufficient room to maintain this access. The realignment of B Street at this location will require the relocation of the J.M. Perry Fruit Produce facilities (approximately 62,000 square feet). It is assumed there are adequate relocation properties available in the area for fruit warehouse facilities. The overpass structure would be built without interrupting railroad operation on the mainline track, so a shoofly is not required. The overpass structure would also be built over and traffic would be maintained on Front Street. The additional costs associated with the realignment of Front Street are not required. When the overpass is completed, the area below would remain open with a large amount of useable area available. This area can be used for parking, storage, stormwater retention, landscaped areas, or small buildings. The curvilinear alignment of this alternative is less desirable from a drivability view and decreases sight distance. Both overcrossings are part of a one-way couplet, so the advantage of not having oncoming traffic lessens the detrimental impact of reduced sight distance somewhat. IMPLEMENTATION CONSIDERATIONS: Negotiations for acquiring additional right-of-way and relocations for the J.M. Perry Fruit Produce, Hollingberry & Sons, Inc., and Yakima County and BNSF must begin as soon as possible. Environmental investigations should be conducted to determine potential for contamination across BNSF and County properties. Negotiations with SHPO may be needed to mitigate the taking of the Hollingberry & Sons, Inc. property, a potentially eligible historic resource. VE Alt. 16.3 Page 3 of 10 16,3 1ST AVENUE 5fr-16-7,=,T*T-1,1‘,4,7 •t; 1111M/rarill „7!..,„2, es ,__-----_i Imo on ii -o,...--,mz- ;, Nisi nf I'n:'1-f 14 0.- ....' S., rtt.4.11.7 r-,•.-r.,se ,s4."..........d:'--- OM rawlraintr-lani mr.Tffii. - •.',1 City of Yakima Railroad Grade Separation Project Revised Plan so ST STREET PERFORMANCE MEASURES Ciry of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct a Combined Underpass Between B Street and Lincoln Avenue NUMBER 16.3 PAGE NO. 4 of 10 CRITERIA and RATING RATIONALE for ALTERNATIVE Performance Original Alternative MINIMIZE IMPACTS ON LOCAL NEIGHBORHOODS Requires purchase of right-of-way and businesses. Rating 5 4 Weight 27 27 Contribution 135 108 SIMPLIFY CONSTRUCTION Rating 5 5 Weight 27 27 Contribution 135 135 INTEGRATE WITH LOCAL NEIGHBORHOOD Slopes instead of walls allow for landscaping. Rating 5 6 Weight 17 17 Contribution 85 102 MINIMIZE IMPACTS ON COMMUNITY AND COMMUTERS Allow use of B Street and Lincoln Avenue for the majority of the construction time. Rating 5 7 Weight 15 15 Contribution 75 105 MINIMIZE MAINTENANCE Rating 5 5 Weight 7 7 Contribution 35 35 IMPROVE SCHEDULE Can be constructed as a single project. Rating 5 6 Weight 7 7 Contribution 35 42 Total Performance: 500 527 Net Change in Performance: +5% ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Construct a Combined Underpass Between B Street and Lincoln Avenue NUMBER 16.3 PAGE NO. 5 of 10 Our cost comparison is done using the same unit prices as was used in the current baseline concept. It is likely that costs for the railroad bridge, diaphragm walls, and groundwater seals are too low in the original design estimate. We have assumed that negotiations for the property acquisitions will be successful, so the property takes described are possible. We have also assumed that if the Hollingberry & Sons, Inc. property is ultimately eligible for listing as a historic building, successful negotiations with SHPO to identify reasonable mitigation measures are possible. ASSUMPTIONS & CALCULATIONS City of Yakima Railroad Grade Separations Project VMS' Value Management Strategies, Inc. TITLE: Construct a Combined Underpass Between B Street and Lincoln Avenue NUMBER 16.3 PAGE NO. 6of10 Quantities (scaled from alternative sketch) Roadway length = 993 feet each. Current length = 875 feet. Diaphragm wall: Length = 620 feet outside Current = 704 each side x 2 = 1,408 per road. Center Cut -Off = 70 feet each 690 feet/road Wall areas assuming original bottom depths are correct, less 13 feet on top: [5(24 + 20) + 9(40 + 40) + 13(40 + 40) + 19(48 + 48) + 26(224)]620/524 = 11,400 sf Center cut-off = 70(26) = 1,820 sf Total = 13,220 sf/road Seal volume based on ratio of proposed road length with seal/current road length with seal = 620/524 Proposed volume in road/9,200 = 620/524. Current volume = 9,200 cy/road. Proposed volume in road = 10,900 cy. Proposed volume in center = [2 feet(270) +'/2(100x33)]26 feet deep(1/27) = 2,100 cy Total seal volume = 13,000 cy/road. Bridges: use V2 bridge length for each road length of three -span BNSF and Front Street Bridges are: 2 -foot cap + 26 feet + 51 feet + 2 feet = 81 feet. BNSF Bridge = 81 feet x 35 feet = 2,835 sf. Front Street Bridge = 81 feet x 35 feet = 2,835 sf. ASSUMPTIONS & CALCULATIONS Ciry of Yakima Railroad Grade Separations Project "i? VMS Value Management Strategies,Inc. TITLE• Construct a Combined Underpass Between B Street and Lincoln Avenue NUMBER 16.3 PAGE NO. 7 of 10 Quantities Roadway excavation estimated by ratio of proposed to new roadway length. Proposed roadway excavation = 22,000 x 993/875 = 25,000 Laid-back slopes on sides: length = 620 2 Z:t Section at center A = 169 sf 13 Average end area: Station Length Area 0 0 310 169 310 310 620 0 Section at cut-off: length = 870 s9 Section at center -----;77-------I '3 A = 254 sf Average Area Volume 85 26,350 cf 85 26,350 cf 1,950 cy Average end area: Station Length Area Average Area Volume 0 0 435 127 55,245 cf 435 254 4,092 cy 435 127 55,245 cf 870 0 Total roadway excavation = 25,000 + 2,000 + 4,000 = 31,000 cy Wall fascia: reduce wall fascia by average of 6'/2 feet high x length of wall, but decrease reduction by ratio of lengths. Reduction = (620 feet)(61/2 feet)524/620 = 3,406 sf Current = 16,440/2 walls = 8,220/wall Proposed = 8,220 — 3,400 = 4,820 sf, say 5,200 to add cut-off wall 0A re lioc t e er Seller Buyer Acres Building Sale $ / Sq. Ft. Y Year Built Date Sq. Ft. Price i Dimario Mgt Prtn. Impact Mgt. 8.14 75,243 $3,581,783 4 47.60 1997 - 9/23/02 5, Earp Sander 2.19 29,624 $900,000 "¢ 30.38 1971 12/4/02 ? Yakima Fruit & Cold Michelsen Packaging 1 0/0 24,623 $600,000 / 24.37 1968 12/11/02 Storage ) Yakima Fruit & Cold Passe -Yakima LLC 0.96 20,340 $425,000 020.89 1960 1/30103 Storage 5 Yakima Pacific LLC Yakima Ave. Inv. 05-5 23,500 $380,000 (16.17 1925 12/23/02 Credit Union 1 • ''' 3 Zagri Toppi, LLC. 0.3 26,000 $1,000,000 f 38.46 1972 7/30/03 1 Lineman & Abrams Kirschner 1.6 11,974 $280,000 f 23.38 1965 9/3103 7 & Daniel Development 511 Land Ventures 4.83 75,087 $1,100,000 (14.65 1935 6/20/03 2 NW Packers Hide Curtis Pitts 2.39 25,996 $400,000 15.39 1965 8/21103 Company 7 Hopunion USA Del Mathews 6.34 28,000 $650,000 '(S 23.21 1950 6/4/03 6 Grant Way LLC Poppoff 3.64 21937 $837,500 f 38.18 1996 3/25/02 1 ;42464 Souder Retirement 11 LLC 2.75 39317 $1,200,000 f.30.52 1965 411102 181324 - 44424 ;44449 ;44452 ;44429 ;44459 181315-11003 ;11012 Owens Paisley Ray's Meats 1.38 Manhasset Specialty 2.25 Company 10,500 $250,000 (23.81 1980 5/1102 35,200 $605,000 e17.19 1968 5/24/02 181326 - 31001 S & W Association Rundup Co. 7.84 80,328 $3,900,000 f48.55 1964 8/7/02 INITIAL COSTS City of Yakima Railroad Grade Separations Project VMSV� Me Mann mens Strategies, IM. TITLE Construct a Combined Underpass Between B Street and Lincoln Avenue NUMBER 16.3 PAGE NO. 10 of 10 CONSTRUCTION ELEMENT ORIGINAL CONCEPT ALTERNATIVE CONCEPT Description Unit Quantity Cost/Unit Total Quantity Cost/Unit Total Lincoln Avenue Roadway Excavation, Including Haul cy 22,000 $20 $440,000 31,000 $20 $620,000 Pump Station is 1 $147,000 $147,000 0.5 $147,000 $73,500 Diaphragm Walls sf 58,800 $75 $4,410,000 33,800 $75 $2,535,000 Concrete Fascia sf 16,440 $15 $246,600 5,200 $15 $78,000 Jet Grouted Seal cy 9,199 $250 $2,299,750 13,000 $250 $3,250,000 Railroad Bridge sf 1,785 $170 $303,450 2,835 $170 $481,950 Front Street Bridge sf 1,785 $170 $303,450 2,835 $170 $481,950 Crushed Surfacing Base Course ton 2,070 $15 $31,050 2,350 $15 $35,250 Asphalt Concrete Pavement Class B ton 2,300 $45 $103,500 2,620 $45 $117,900 B Street Roadway Excavation, Including Haul cy 22,000 $20 $440,000 31,000 $20 $620,000 Pump Station Is 1 $147,000 $147,000 0.5 $147,000 $73,500 Diaphragm Walls sf 58,800 $75 $4,410,000 33,800 $75 $2,535,000 Concrete Fascia sf 16,440 $15 $246,600 5,200 $15 $78,000 Jet Grouted Seal cy 9,199 $250 $2,299,750 13,000 $250 $3,250,000 Railroad Bridge sf 1,785 $170 $303,450 2,835 $170 $481,950 Front Street Bridge sf 1,785 $170 $303,450 2,835 $170 $481,950 Crushed Surfacing Base Course ton 2,070 $15 $31,050 2,350 $15 $35,250 Asphalt Concrete Pavement Class B ton 2,300 $45 $103,500 2,620 $45 $117,900 Property Acquisitions Goodyear, Arch, Car Wash is 1 $2,400,000 $2,400,000 $0 Hollingberry & Sons, Inc. is $0 1 $500,000 $500,000 J.M. Perry Fruit Produce Is $0 1 $3,100,000 $3,100,000 Yakima County Is $0 1 $500,000 $500,000 Right-of-Way Acquisitions Yakima County Is $0 1.61 $300,000 $483,000 BNSF Railroad Is $0 2.53 $300,000 $759,000 SUB-TOTAL $18,969,600 $20,689,100 PROJECT MARK-UPS 33% $5,467,968 $5,064,543 TOTAL $24,437,568 $25,753,643 TOTAL (Rounded) $24,438,000 $25,754,000 SAVINGS ($1,316,000) Design Suggestions VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc FUNCTION: Direct Traffic IDEA NO. C-5 ALTERNATIVE NO. DS-1 TITLE: Preorder Temporary Signals PAGE NO. 1 of 1 ORIGINAL CONCEPT: To be determined. ALTERNATIVE CONCEPT: This project as currently defined requires modification of traffic on B Street from one -way to two-way street as a starting point for the project. This requires installation of temporary traffic signals at 1St Street, 1St Avenue, and at the railroad crossing. DISCUSSION / JUSTIFICATION: Review the schedule to determine if there is adequate time for the contractor to order and receive the traffic signals, poles, mast, etc., and not impact the project schedule. If required, the City of Yakima should preorder the signals to not impact the project schedule. IMPLEMENTATION CONSIDERATIONS: A detailed schedule will be required to determine the criticality of these signals on the project timeline. PROJECT SEGMENT B Street Yes Lincoln Avenue No Front Street No Railroad Shoofly Yes Team Member: VE Team Discipline: VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project `�� VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. C-6 ALTERNATIVE NO. DS-2 TITLE: Start Investigation for Hazardous Materials PAGE NO. 1of1 ORIGINAL CONCEPT: No investigations for contaminated subsurface conditions are currently anticipated in the baseline concept. ALTERNATIVE CONCEPT: Complete subsurface investigations prior to bidding the project to identify potential sites that may be contaminated by hazardous materials. DISCUSSION / JUSTIFICATION: The vast majority of the project involves construction occurring in the area that is currently underground, the conditions of which are not totally known. Preliminary geotechnical investigations at the project site and prior experience in the area can reliably identify the soil types and properties and groundwater levels, but the potential for contamination due to hazardous material is not known. It is not unusual for properties along railroads, especially through industrial locations, to have been used for storage of, or have been contaminated by, hazardous chemicals and materials. It is recommended that adequate subsurface investigations be completed prior to bidding the project so that potential contamination sites can be located, and mitigation measures can be planned for and included in the project. If the contractor encounters hazardous materials during the subsurface construction that he was not made aware of, costly schedule delays and differing site condition claims would be a likely result. IMPLEMENTATION CONSIDERATIONS: Contract with geotechnical and/or environmental firm to provide subsurface investigation, analysis, and recommendations for treatment/disposal if hazardous or contaminated material is found. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street Yes Railroad Shoofly Yes Team Member: Terry Stones Discipline: Structures VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. C-8 ALTERNATIVE NO. DS-3 TITLE: Supply Staging Areas on Both Sides of the Burlington Northern Santa Fe Railroad Tracks PAGE NO. 1 of 1 ORIGINAL CONCEPT: Utilize Yakima County property between B Street and Lincoln Avenue for a staging area. ALTERNATIVE CONCEPT: Provide an additional staging area on the east side and west side of the Burlington Northern Santa Fe Railroad (BNSF) tracks. There is a parcel between BNSF and Front Street, north of B Street, that is currently also owned by BNSF and could be used for additional staging. The parcel of land north of B Street and between the BNSF mainline and the J.M. Perry Fruit Produce warehouse is currently owned by BNSF and could also be used for a contractor staging area during construction. DISCUSSION / JUSTIFICATION: The contractor may want to have staging areas available on both sides of the BNSF tracks to improve safety for crews. There will be train traffic continuing during construction and having two areas for storage, lay-down, and staging would reduce the number of times the contractor must cross the tracks. With only one staging area, the contractor is forced to cross the tracks to stage work on the other side. IMPLEMENTATION CONSIDERATIONS: Negotiate with BNSF for temporary construction easements to use their parcels for contractor staging for the duration of construction. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street Yes Railroad Shoofly No Team Member: Terry Stones Discipline: Structures VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project `�ia VMS Value Management Strategies, Inc. FUNCTION: Separate Modes IDEA NO. C-13 ALTERNATIVE NO. DS -4 TITLE: Work at Finalizing Agreement with the Burlington Northern Santa Fe Railroad PAGE NO. 1 of 1 ORIGINAL CONCEPT: At the preliminary status of the Baseline Concept, no discussion of agreements that are needed is given. ALTERNATIVE CONCEPT: Begin as soon as possible to negotiate and finalize required agreements with the Burlington Northern Santa Fe Railroad (BNSF). DISCUSSION / JUSTIFICATION: BNSF Railroad plays an integral part in the successful completion of the project. The process to obtain the following agreements, permits, easements, etc. must begin as soon as possible so that they are in place prior to construction: • Bridge design standards, criteria, reviews, and approval • Shoofly design and construction approvals • Purchase and/or lease of needed right-of-way • Access agreements • Funding/revenue issues and sharing • BNSF work zone requirements for safety and flagging requirements • Agreement of 50 -foot offset between mainline centerline and edge of Front Street Bridge • Relocation schedule, construction, and cost of railroad communications and other fiber optic lines • Bridge width (35 feet wide versus 45 feet wide) IMPLEMENTATION CONSIDERATIONS: Meet frequently with BNSF representative. The critical path for the design process if the right-of-way/BNSF agreement. With the change in personnel at BNSF, obtaining the required agreement will be a complex action. PROJECT SEGMENT B Street No Lincoln Avenue No Front Street No Railroad Shoofly Yes Team Member: Terry Stones Discipline: Structures VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project * VMS Value Management Strategies, Inc, FUNCTION: Minimize Business Impacts IDEA NO. C-14 ALTERNATIVE NO. DS-5 TITLE: Utility Issues PAGE NO. 1 of 1 ORIGINAL CONCEPT: Many public utilities are being planned for reconstruction/replacement in fall 2005. ALTERNATIVE CONCEPT: Have all utilities relocated and/or replaced prior to award of undercrossing contract. DISCUSSION / JUSTIFICATION: Reducing the risk of delay claims, relocation, or replacement of all franchise utilities prior to award of the undercrossing contract is .highly encouraged. These consist of power, communications, and natural gas. If these facilities are being relocated at the same time the undercrossing contract is underway, issues can arise as to who has control of the work site. While it is typical that the undercrossing contractor is required to coordinate their work with private franchises, it is difficult, if not impossible, for a contractor to anticipate these impacts during the bid period. As a result, the contractor often has a basis for changed conditions. Relocation or replacement of the public facility utilities, such as water and sanitary sewer, is not as critical from the perspective of a potential delay claim. This is because the undercrossing contractor will have direct control of this work within their contract. Doing this work prior to the principal undercrossing contract would have the advantage of shortening the duration of the major detours for the undercrossing contract. In discussing necessary facilities with City staff during the VE Study, it was noted by them that one of the waterlines in B Street might not have to be replaced. Determining in the near future exactly what utilities are essential for replacement, and which can be eliminated, is encouraged. IMPLEMENTATION CONSIDERATIONS: Not too early at all to start discussions with private utilities of anticipated work. Getting agreement from the Burlington Northern Santa Fe Railroad (BNSF) that they will require relocation of the fiber optic lines in their right-of-way based on their franchise agreements would be an important cost consideration. If the project were to have to pay for this relocation, additional budget would have to be found. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street Yes Railroad Shoofly Yes Team Member: Peter De Boldt Discipline: Civil/Roadway VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. FUNCTION: Construct Underpass IDEA NO. C-15 ALTERNATIVE NO. DS -6 TITLE: Review Schedule PAGE NO, 1 of 1 ORIGINAL CONCEPT: NEPA EA is about to be submitted to WSDOT for review. Current schedule is to advertise for construction in July 2006. ALTERNATIVE CONCEPT: Plan on advertising in early January 2007. DISCUSSION / JUSTIFICATION: From the time a NEPA EA is first submitted, to final Record of Decision (ROD) by FHWA, typically takes four to six months. The right-of-way acquisition process is usually planned to take about eight to twelve months. Agreements have not yet been reached with the Burlington Northern Santa Fe Railroad (BNSF) regarding their structures, required shoofly, or right-of-way. We have assumed these agreements would also take about twelve months. Additional design must occur before these discussions can begin. For these reasons, it is our opinion that the project would not be ready till the fall of 2005 at the earliest, and more likely toward the end of 2005. Hence, we are suggesting a January 2007 advertisement date. The VE team developed a preliminary critical path construction schedule. To reduce construction risk, this schedule assumed that the principal construction activity in the area to be influenced by groundwater would not occur until early March, when both groundwater levels are at their lowest and the risk of freezing is past. This approach was then used to establish an ideal advertisement date. Based on these assumptions, an advertisement date of January 2007 works well, as it provides eight weeks of float within the construction schedule to handle unforeseen circumstances prior to the critical period of working near groundwater. IMPLEMENTATION CONSIDERATIONS: A more detailed, integrated schedule for remaining environmental process, right-of-way acquisition, design, and critical path construction elements would be beneficial to confirm the VE team's assumptions. PROJECT SEGMENT B Street Yes/No Lincoln Avenue Yes/No Front Street Yes/No Railroad Shoofly Yes/No Team Member: Peter De Boldt Discipline: Civil/Roadway VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project VIV' VMS Value Management Strategies, Inc. FUNCTION: Control First Cost IDEA NO. C-18 ALTERNATIVE NO. DS-7 TITLE: Use Alternates for Wall and Seal PAGE NO. 1 of 1 ORIGINAL CONCEPT: Use jet grouting to establish water seal at bottom of undercrossings and diaphragm walls for side support. ALTERNATIVE CONCEPT: Use alternate bid schedules to allow contractors to bid both the original concept and an alternate of secant piles for walls with water seal being implemented using tremied concrete. DISCUSSION / JUSTIFICATION: Jet grouting in particular requires a highly specialized subcontractor. Because some of the depth of the diaphragm walls will be under groundwater, instability of the sidewalls during construction could be a bit challenging. Providing an alternative to allow other specialty contractors to compete would likely result in better overall bid prices. An alternative wall system/water sealing system would consist of secant piles and tremied concrete for the water seal. Basic construction approach would be: • Install secant piles. • Majority of underpass excavation could occur at any time after secants are installed. Wait until about early March, when groundwater is at its lowest, to conduct final excavation. • Tremie in concrete seal. • Pump out groundwater after tremie seal is in place. IMPLEMENTATION CONSIDERATIONS: Include special provisions for each wall and water seal alternative. Include separate bid schedules for each. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No Team Member: Peter De Boldt Discipline: Civil/Roadway VALUE ENGINEERING DESIGN SUGGESTIONe City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. FUNCTION: Maintain Access IDEA NO. F-11 ALTERNATIVE NO. DS -8 TITLE: Revise Frontage Road to Better Access Track 29 PAGE NO. 1ofl ORIGINAL CONCEPT: The frontage road from 1SI Avenue along B Street appears to be configured for Heliesen Lumber. ALTERNATIVE CONCEPT: Revise the frontage road a bit further east to allow access to both Heliesen Lumber and Track 29 Mall. DISCUSSION / JUSTIFICATION: Extending the frontage road another fifty to one hundred feet east from its current location would allow access to both Hellesen Lumber and the north end of the Track 29 Mall area. IMPLEMENTATION CONSIDERATIONS: Would require a little more pavement area, but not much. PROJECT SEGMENT B Street Yes Lincoln Avenue No Front Street No Railroad Shoofly No Team Member: Peter De Boldt Discipline: Civil/Roadway VALUE ENGINEERING DESIGN SUGGESTION''� City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, inc. FUNCTION: Construct Underpass IDEA NO. CU-34 ALTERNATIVE NO. DS-9 TITLE: Large Diameter Test Borings PAGE NO. 1 of 1 ORIGINAL CONCEPT: Not defined. ALTERNATIVE CONCEPT: Drilling of large diameter test holes. DISCUSSION / JUSTIFICATION: Several large diameter test holes should be drilled to determine the difficulty of drilling through the existing soils and to better determine the soil conditions through which the underpass walls will be constructed. Although the test pits were enlightening, there is some doubt about the nature of the soils and the size and frequency of cobbles and boulders. The existing borings do not adequately describe the soil conditions and the test pits reached only to about %s of the depth required for the underpass walls. IMPLEMENTATION CONSIDERATIONS: We recommend drilling at least four holes to depths of 65 feet using a three- or four-foot diameter auger. The test holes should be located near the road alignments as close to the proposed bridge sites as is practical. Because the purpose of drilling these holes is to establish which drilling/stabilization methods will be necessary to install the underpass walls, the drilling contractor should be prepared to stabilize the holes with both drilling mud and casing. Casing or mud should only be used when the hole cannot otherwise be advanced. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No Team Member: Ralph Boirum Discipline: Geotechnical VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project �� VMS Value Management Strategies, Inc. FUNCTION: Construct Underpass IDEA NO. CU -33 ALTERNATIVE NO. DS -10 TITLE: Permeation Grouting PAGE NO. 1 of 1 ORIGINAL CONCEPT: To be determined. ALTERNATIVE CONCEPT: Permeation grouting — the infusion of grout into the soil matrix to fill voids, reducing permeability and increasing shear strength — may be useful to stabilize caving soils or reduce seepage of groundwater into the underpass structures. DISCUSSION / JUSTIFICATION: The gravelly soils encountered in the test pit excavations appear to be coarse enough to be easily groutable. Grouting may be desirable to reduce leakage into the underpass, particularly at joints between secant piles and between the secant piles or diaphragm wall and the floor seal. Grouting may also be useful in stabilizing temporary excavations. Cement or cement -bentonite grouts will be effective in much of these soils, although micro -fine cement or chemical grout may be required where finer -grained materials are present. IMPLEMENTATION CONSIDERATIONS: Disadvantages to grouting are that the gravelly, cobbly soils are difficult to drill with the small -diameter boring equipment that is commonly used to drill grout injection holes. Grouting can be an expensive operation, particularly where it is needed in an emergency situation. Care should be taken to avoid having to pay for grouting on a force account basis. The specifications should require the contractor to pressure wash the lower portions of secant piles or diaphragm walls prior to placement of the floor seal. The contractor should be required to grout to reduce seepage if seepage through joints exceeds some limiting value. PROJECT SEGMENT B Street Yes Lincoln Avenue Yes Front Street No Railroad Shoofly No Team Member: Ralph Boirum Discipline: Geotechnical VALUE ENGINEERING DESIGN SUGGESTION"` City of Yakima Railroad Grade Separations Project I VMS Value Management Strategies, Inc. FUNCTION: Integrate with Historic Neighborhood IDEA NO. F-1, 2 ALTERNATIVE NO. DS -11 TITLE: Reduce Extent of Brick Pavers by Using Stamped Concrete and/or Strips of Brick and Concrete Paving PAGE NO. 1 of 2 ORIGINAL CONCEPT: Assume brick pavers were planned to be placed on Front Street between Yakima Avenue and B Street, in addition to A Street between Front Street and 1St Street. ALTERNATIVE CONCEPT: Utilize stamped (colored) concrete in lieu of brick pavers in Front Street and A Street, or use brick pavers in the intersection and stamped concrete along streets. DISCUSSION / JUSTIFICATION: Front Street business owners/others expressed a desire to return Front Street to its original surface, brick pavers, as part of the historic district's reconstruction and revitalization. Original bricks still exist underneath the current asphalt surface. The project has proposed brick pavers in Front Street between Yakima Avenue and B Street, as well as A Street between Front Street and 1St Street. The elimination of brick pavers and installation of stamped concrete in Front Street and A Street would provide an initial cost savings in construction. Savings would be experienced in maintenance/repair costs, as well. Cost for brick pavers is anticipated to be $15/sf. Cost for stamped concrete varies from $12/sf to $14/sf. IMPLEMENTATION CONSIDERATIONS: Buy -in from historic district business owners will be very important. Discussion with maintenance staff on difficulty of patching brick roadways should occur. PROJECT SEGMENT B Street Yes/No Lincoln Avenue Yes/No Front Street Yes/No Railroad Shoofly Yes/No Team Member: Mike Shane Discipline: Water/Irrigation Engineer SKETCHES City of Yakima Railroad Grade Separations Project VMS Value Management Strategies, Inc. TITLE: Reduce Extent of Brick Pavers by Using Stamped Concrete and/or Strips of Brick and Concrete Paving NUMBER DS -11 PAGE NO. 2 of 2 VALUE ENGINEERING DESIGN SUGGESTION City of Yakima Railroad Grade Separations Project `L�' V I\i S Value Management Strategies, Inc. FUNCTION: Integrate with Neighborhood IDEA NO. CU-26, 27 ALTERNATIVE NO. DS-12 TITLE: Underpass Wall Texturing PAGE NO. 1of1 ORIGINAL CONCEPT: Use the underpass wall to improve the aesthetics of the project. Currently, there is a $700,000 placeholder for project aesthetics. It is understood by the VE team that the majority of the money is designated for wall treatment of the underpass walls. ALTERNATIVE CONCEPT: As the project progresses, explore wall options. Some options to consider are "art" shotcreting, similar to what is seen in zoos and/or pre-cast panels. DISCUSSION / JUSTIFICATION: The project has limited spaces for aesthetics. Utilizing the walls will allow all motorists to enjoy the project. Currently, specialty contractors exist that utilize shotcrete as an art form. The final product can look like columnar basalt or other materials. It will be necessary to shotcrete the walls twice; first will be rough — filling voids and creating a level surface for the art shotcrete. As another alternative, consider hanging panels in front of the shotcrete. These panels can be pre-cast with form liners to replicate any look. It may be necessary to use areas of wall panels interspersed with blank walls for cost control. It is expected that "art shotcrete" may cost $15/sf, as compared with $20 to $25/sf for pre-cast panels. IMPLEMENTATION CONSIDERATIONS: Work with neighborhood groups to determine an aesthetic theme for the project. Determine a cost-effective plan for integrating the art into the project. Review the schedule to determine any time impacts for the chosen wall aesthetic. PROJECT SEGMENT B Street Yes/No Lincoln Avenue Yes/No Front Street Yes/No Railroad Shoofly Yes/No Team Member: VE Team Discipline: PROJECT ANALYSIS SUMMARY OF ANALYSIS The following value analysis tools were used to study the project: • Project Issues • Cost Model • FAST Diagram • Random Function Analysis • Performance Criteria City of Yakima Railroad Grade Separations Project Project Analysis - Page 5.1 PROJECT ISSUES The VE team reviewed the project, visited the site, and studied available documentation. As part of this review, some areas of concerns surfaced that should be reviewed as the design progresses. Key issues discussed by the team include: • Two-way traffic on the one-way streets • Location in the underpass of bike lanes and pedestrian walkways relative to users' expectations • Width of railroad bridge — planned to be 35 feet with a 15 -foot centerline between main tracks • Cost of railroad bridge compared to recently published standards • Wall construction — recent test pits indicate secant wall construction may be preferred • Wall construction — cantilevered wall types versus simple spans utilizing struts • Seal construction — constructibility of jet grouting and potential for change orders • Review of mobilization percentages assuming sequential construction with specialty contractors • Cost of specialty items — diagram walls and jet grouting City of Yakima Railroad Grade Separations Project Project Analysis — Page 5.2 COST MODEL The VE Team Leader prepared several cost models from the Berger/ABAM cost estimates. The model is organized to identify major construction elements or trade categories, the designer's estimated costs, and the percent of total project cost for the significant cost items. The cost model clearly showed the cost drivers for the project and was used to guide the VE team during the VE Study. The underpass wall construction accounts for 35% of the construction cost, while the bottom seal in the underpasses account for an additional 26%. These two elements account for 61% of the project cost. City of Yakima Railroad Grade Separations Project Project Analysis - Page 5.3 COST MODEL- Project Cost PROJECT: City of Yakima Grade Separations PROJECT ELEMENT, COST PERCENT CUM. PERCENT Lincoln Avenue Underpass 12,700,000 48.57% 48.57% B Street Underpass 10,300,000 39.39% 87.95% Railroad Shoofly 1,710,000 6.54% 94.49% Front Street Realignment 1,440,000 5.51% 100.00% Subtotal $ 26,150,000 100.00% Design Engineering $ 2,300,000 Construction Engineering $ 1,500,000 TOTAL $ 29,950,000 Comp Mark-up: 15% Lincoln Avenue Underpass B Street Underpass Railroad Shoofly Front Street Realignment $0 $5,000,000 $10,000,000 City of Yakima Railroad Grade Separations Project Project Analysis - Page 5.4 COST MODEL- Construction Cost PROJECT: City of Yakima Railroad Grade Separations PROJECT ELEMENT COST PERCENT CUM. PERCENT Walls 6,260,100 35.44% 35.44% Bottom Seal 4,599,500 26.04% 61.47% Bridges 1,213,800 6.87% 68.35% Grading 1,049,681 5.94% 74.29% Stormwater System 812,080 4.60% 78.89% Railroad Work 807,300 4.57% 83.46% Aesthetics 700,000 3.96% 87.42% Traffic 623,772 3.53% 90.95% Other Items 401,600 2.27% 93.22% Water Lines 313,160 1.77% 95.00% Asphalt Concrete Pavement 264,600 1.50% 96.49% Sanitary Sewer 202,640 1.15% 97.64% Preparation 183,500 1.04% 98.68% Erosion Control and Planting 154,000 0.87% 99.55% Surfacing 79,350 0.45% 100.00% Subtotal $ 17,665,083 100.00% Mobilization & Escalation $ 1,748,256 $ - TOTAL $ 23,463,339 Comp Mark-up: 33% Walls Bottom Seal Bridges Grading Stormwater System Railroad Work Aesthetics Traffic Other Items Water Lines Asphalt Concrete Pavement • Sanitary Sewer ■ $0 $2,000,000 $4,000,000 $6,000,000 City of Yakima Railroad Grade Separations Project Project Analysis - Page 5.5 FUNCTION ANALYSIS / FAST DIAGRAM Function analysis was performed and a FAST diagram was produced, which revealed the key functional relationships for the project. This analysis provided a greater understanding of the total project and how the issues, project cost, and function requirements are related. HOW Improve Safety Support Economic Development Improve Air Quality Access Police and Emergency Vehicles Access Hospitals Improve Mobility Reduce Idling Maintain Continuity of Traffic Access West Side Bypass Trains WHY Construct Underpass at B Street and Lincoln Avenue In addition to the FAST diagram, random function analysis was performed to clarify the function of the project elements. City of Yakima Railroad Grade Separations Project Project Analysis - Page 5 6 RANDOM FUNCTION ANALYSIS PROJECT: City of Yakima Railroad Grade Separations Project SHEET NO.: 1 of 2 DESCRIPTION FUNCTION VERB NOUN KIND PROJECT FUNCTIONS Maintain Improve Access Continuity of Traffic Safety Emergencies Access B B B Hospital B Improve . Mobility for Trucks Reduce Conflict Access B West Side of City B Support Economic Development HO Improve Air Quality Minimize i Project Opposition Separate Modes Separate Grade Maintain Access Improve Mobility Construct Underpass Construct Minimize Business Impacts Underpass B S B HO B Construct Bike/Pedestrian Path Construct Realign Steepen B B Frontage Roads Front Street Relocate B Grades at Underpass Utilities Construct Frontage Roads B B B B Stage Construction Relocate Two Businesses B B Function defined as: Action Verb Measurable Noun Kind: B = Basic HO = Higher Order S Secondary LO = Lower Order RS = Required Secondary City of Yakima Railroad Grade Separations Project Project Analysis — Page 5.7 RANDOM FUNCTION ANALYSIS PROJECT: City of Yakima Railroad Grade Separations Project SHEET NO.: 1 of 2 DESCRIPTION FUNCTION VERB NOUN KIND Integrate with Neighborhood Underpass Walls Create Texture Resurface Public Buy -In Walls Front Street Extend Utility Relocations Extend Front Street Seal Bridge Retain Soil Stop Water Support Bridge HO S S Tie Into Neighborhood Stop Support Separate Support Support Support Water Roadway Modes B B B B B Train Vehicles Utilities S B S HO B B B Function defined as: Action Verb Measurable Noun Kind: B s Basic HO = Higher Order S = Secondary LO = Lower Order RS - Required Secondary City of Yakima Railroad Grade Separations Project Project Analysis - Page 5.8 PERFORMANCE CRITERIA The performance criteria are used to identify the relative importance or weight that the performance measures are given in the decision process. Key performance measures were determined and ranked by stakeholders from the City of Yakima, the Transportation Improvement Board, and the representative from Berger/ABAM. The raking was translated to weights as shown in the table below. RANKING OF PERFORMANCE CRITERIA Percentages /Weights Normalized Votes Votes 7% 3 -4 Improve Schedule 7% 3 -4 Minimize Maintenance 15% 6 -1 Minimize Impacts on Commuters 17% 7 0 Integrate with Neighborhood 27% 11 4 Simplify Construction Minimize Impacts on Local 27% 11 4 Neighborhoods 41 WEIGHTS IN GRAPHICAL FORM ILLUSTRATING RELATIVE IMPORTANCE OF PERFORMANCE MEASURES Minimize Impacts on Local Neighborhoods Control First Cost Minimize Impacts on Commuters Improve Schedule City of Yakima Railroad Grade Separations Project Project Analysis - Page 5.9 The original design and each alternative developed have been rated against the performance measures using the 1 to 10 rating scale developed for each criterion. The unit of measure selected should be one that allows the rating to be quantifiable. The stakeholders rated the original concept (baseline for VE Study) during the kick-off meeting the first day of the VE Study Performance measures are a measurement of the project scope, and clear, concise definitions and a rating scale is critical in making the performance measures credible and quantitative. Providing a detailed definition of each performance measure will prevent overlap between performance measures (See the following section for the definitions and rating scale used for this project). The original design and each alternative developed have been rated against the performance measures using the 1 to 10 rating scale developed for each criterion. All elements of the original concept performance (baseline for VE Study) were considered to be rated a 5 and the preference of the alternative's performance for that criterion was measured against the original concept. The alternative performance is calculated by adding the criteria weight x performance rating for each performance measure of either the original concept or VE alternative. The following calculations are then made. • % Performance Improvement = APerformance VE Alt / Performance Original Concept. City of Yakima Railroad Grade Separations Project Project Analysis — Page 5.10 Criteria Definition Rating Scale Unit of Measure/Quantification Impacts on the Local An approximation of the effect of the underpass 10 Alternative Concept is extremely preferred Neighborhood on maintaining the neighborhoods and 9 Alternative Concept is very strongly preferred business viability. Is access maintained for 8 Alternative Concept is strongly preferred businesses? Are pedestrians and bicycles 7 Alternative Concept is moderately preferred access ways maintained and/or improved? Is the 6 Alternative Concept is slightly preferred drivability improved? 5 Concepts are equally preferred 4 Baseline Concept is slightly preferred 3 Baseline Concept is moderately preferred 2 Baseline Concept is strongly preferred 1 Baseline Concept is extremely preferred Simplify Construction An approximation of the risk of construction. 10 Alternative Concept is extremely preferred Are the construction techniques conventional? 9 Alternative Concept is very strongly preferred Are there numerous contractors in the area 8 Alternative Concept is strongly preferred with the expertise to perform the work? Is 7 Alternative Concept is moderately preferred the type of construction suitable for the soil 6 Alternative Concept is slightly preferred conditions and weather? 5 Concepts are equally preferred 4 Baseline Concept is slightly preferred 3 Baseline Concept is moderately preferred 2 Baseline Concept is strongly preferred 1 Baseline Concept is extremely preferred City of Yakima Railroad Grade Separations Project Project Analysis — Page 5.11 Criteria Definition Rating Scale Unit of Measure/Quantification Integrate Into Local A measure of the public's acceptance of the project 10 Alternative Concept is extremely preferred Community as it relates to visual effects, integration into 9 Alternative Concept is very strongly preferred the historic neighborhood using similar materials 8 Alternative Concept is strongly preferred and usages. 7 Alternative Concept is moderately preferred 6 Alternative Concept is slightly preferred 5 Concepts are equally preferred 4 Baseline Concept is slightly preferred 3 Baseline Concept is moderately preferred 2 Baseline Concept is strongly preferred 1 Baseline Concept is extremely preferred Construction Impacts to An approximation of the temporary impacts to the 10 Alternative Concept is extremely preferred Commuters and Community surrounding community due to construction issues 9 Alternative Concept is very strongly preferred such as noise, vibration, dust, and visual; access to 8 Alternative Concept is strongly preferred communities; and traffic impacts such as delays, closures, and detours. 7 6 Alternative Concept is moderately preferred Alternative Concept is slightly preferred 5 Concepts are equally preferred 4 Baseline Concept is slightly preferred 3 Baseline Concept is moderately preferred 2 Baseline Concept is strongly preferred 1 Baseline Concept is extremely preferred City of Yakima Railroad Grade Separations Project Project Analysis — Page 512 Criteria Definition Rating Scale Unit of Measure/Quantification Maintainability An approximation of the overall durability of the 10 Alternative Concept is extremely preferred new facility with respect to long-term 9 Alternative Concept is very strongly preferred maintenance. 8 Alternative Concept is strongly preferred 7 Alternative Concept is moderately preferred 6 Alternative Concept is slightly preferred 5 Concepts are equally preferred 4 Baseline Concept is slightly preferred 3 Baseline Concept is moderately preferred 2 Baseline Concept is strongly preferred 1 Baseline Concept is extremely preferred Project Schedule A measure of the total time to complete the 10 >50% reduction in schedule project from the present milestone to the end of 9 36-50% reduction in schedule construction (measured in months). 8 21-35% reduction in schedule 7 11-20% reduction in schedule Project is anticipated to be 24 months, construction starting in 6 1-10% late 24 months. 5 Current schedule (January 2012) 4 1-10% increase in schedule 3 11-20% increase in schedule 2 21-35% increase in schedule 1 >35% increase in schedule City of Yakima Railroad Grade Separations Project Project Analysis — Page 5.13 PROJECT DESCRIPTION INTRODUCTION Burlington Northern Santa Fe Railroad (BNSF) tracks bisect the City of Yakima. Currently, seven to ten trains a day pass through this corridor. In addition, the BNSF yard at Yakima builds trains up to a mile long. BNSF has stated that they plan to increase the number of trains to 24 to 28 in the next ten years. In order to maintain the economic viability of city businesses and to improve safety by providing continual access to police, emergency vehicles, and hospitals, separation of train movements from vehicular movements is required. The scope of the proposed project is to construct underpasses at B Street and Lincoln Avenue. In order to maintain the continuity of the neighborhood once the underpasses are constructed, improvements to Front Street, utility relocations and replacements, and traffic signal revisions will be constructed as part of the project. PROJECT DESCRIPTION To maintain the economic viability of the City of Yakima, two underpasses will be constructed in the downtown area to grade separate train movements from vehicular, bicycle, and pedestrian movements. The scope of the proposed project is to construct underpasses at B Street and Lincoln Avenue. In order to maintain the continuity of the neighborhood once the underpasses are constructed, improvements to Front Street, utility relocations and replacements, and traffic signal revisions will be constructed as part of the project. The design for the two underpasses is identical. The spring point for the two underpasses is 15` Avenue on the west and 1st Street on the east. Sixteen feet, six inches clear is required under the railroad bridges, resulting in a maximum grade in the underpass of 8%. The underpass walls will be concrete diaphragm wall construction, which in turn support pre -stressed concrete bridges. The diaphragm walls will be treated to improve the aesthetics of the corridor. The ballasted railroad bridges will be constructed to support the current mainline track and a future mainline track. At the lowest portion of the underpass, the elevation will be thirteen feet below the water table. The roadway will be constructed over a concrete seal designed to stop water intrusion. The seal will be placed with jet grouting. The current three -lane configuration will be maintained. Bicycle and Pedestrian movements will be combined in a single 111/2 -foot wide path at the same elevation as the roadway. To facilitate the construction of the underpasses, Front Street, between B Street and Lincoln Avenue, will be reconstructed west of its current location. Continuity along Front Street will be maintained by the construction of roadway bridges over B Street and Lincoln Avenue. A frontage road will be constructed on the southwest side of B Street, facilitating access to Heliesen Lumber and the businesses in Track 29. A second frontage road will be constructed on the north side of Lincoln Avenue. This road will not be continuous over the railroad tracks. City of Yakima Railroad Grade Separations Project Project Description — 6.1 To allow construction, right-of-way will be purchased. The existing right-of-way along Lincoln Avenue and B Street is sufficiently wide to allow construction of the underpasses. However, the grade changes require the purchase of two businesses north of Lincoln Avenue—Goodyear and ARCO. In addition, right-of-way will be purchased from BNSF for the relocation of Front Street. Numerous utilities will need to be relocated. All utilities along Lincoln Avenue and B Street will be relocated/repaired, as well as most utilities along Front Street. In order to tie into the Historic District, Front Street, between Yakima Avenue and B Street, and A Street, between 1st Street and Front Street, will be repaved with brick. Existing Conditions The boundaries of the project extend from 1st Avenue on the west to 1st Street on the east, and from A Street on the south to D Street on the north. B Street is a three -lane, one-way street eastbound. Lincoln Avenue is a three -lane, one-way street westbound. Both streets generally provide parallel parking and sidewalks on both sides of the street. The posted speed limit for both streets is 30 mph. The right-of-way for both is 80 feet wide. Front Street is a two-way street with one lane in each direction, with parking and sidewalks on both sides of the street. The Front Street right-of-way is 60 feet wide. BNSF has one mainline track running north -south through the project area. The track is within the 300 - foot wide right-of-way owned by BNSF. There are at least seven utilities in the project area. Many of these utilities will be relocated as part of the project. Design Criteria Design Speed Lincoln Avenue, B Street 30 mph Front Street, A Street 25 mph Crest Vertical Curves 30 mph Design Speed K=19 25 mph Design Speed K= 12 Sag Vertical Curves 30 mph Design Speed K=19.5 25 mph Design Speed K= 13.5 Maximum Vertical Grade 8 % Maximum Vertical Clearance 16.5 feet for roadway underpasses Lane Widths Exterior lane - 12 feet minimum City of Yakima Railroad Grade Separations Project Project Description – 6.2 Interior lane - 11 feet minimum Sidewalk Widths 7 feet Schedule The City of Yakima is proposing an aggressive design schedule. The project, currently starting the final design phase and submitting for environmental approval, is anticipating to bid in July 2006 with construction starting in August/September 2006. It is estimated that the project will be complete in December 2008, thus taking 27 months to construct. In order to maintain rail and vehicular traffic in the project area, construction will be staged. A rail shoofly will be constructed east of the mainline. A shoofly bridge will be constructed over B Street. Within the project limits, the one-way eastbound traffic on B Street will be reconfigured to a two-way street. Lincoln Avenue will be closed, traffic diverted to B Street, and the Lincoln Avenue Underpass constructed. Once the underpass is complete, the two-way traffic on B Street will be diverted to Lincoln Avenue and the B Street underpass will be constructed. PROJECT COST ESTIMATE Engineers Opinion of Probable Cost The anticipated cost for the project, assuming bid in mid -2006, is $30,950,000. Construction Subtotal $ 17,651,744.00 Mobilization, Escalation, Contingency $ 5,798,256.00 Construction Total $ 23,450,000.00 Right -of -Way $ 2,700,000.00 Design Engineering $ 2,300,000.00 Construction Engineering $ 1,500,000.00 Project Subtotal $ 29,950,000.00 Upgrade Utilities and Replace Roadway with Brick Pavers $ 1,000,000.00 Project Total $ 30,950,000.00 The following Berger/ABAM breakdown of the cost by roadway and construction elements further defines the project. The VE team was directed to add two cost considerations (located in Notes portion of the estimate): replace historic district utilities and asphalt pavement beyond project limits (add $500,000), and replace historic district asphalt pavement with brick pavers (add $500,000) to the Estimated Total Project Cost of $29,950,000 to obtain the project total of $30,950,000. City of Yakima Railroad Grade Separations Project Project Description — 6.3 B Street and Lincoln Avenue Grade Separations Engineer's Estimate of Probable Construction Costs 30% Estimate (In 2004 Dollars Escalated to Mid Construction 2007 Dollars) Construction Items TOTAL B Street Underpass Lincoln Avenue Underpass Front Street Realignment MOBILIZATION $848,256 $374,790 $374,790 $39,937 PREPARATION $183,500 $71,000 $71,000 $37,500 GRADING $1,049,681 $478,630 $478,630 $32,400 STORMWATER SYSTEM $812,080 $353,320 $353,320 $105,440 SANITARY SEWER $202,640 $101,320 $101,320 $0 WATER LINES $313,160 $150,330 $150,330 $12,500 WALLS $6,260,100 $3,130,050 $3,130,050 $0 BOTTOM SEAL $4,599,500 $2,299,750 $2,299,750 $0 BRIDGES $1,213,800 $303,450 $303,450 $303,450 SURFACING $79,350 $31,050 $31,050 $17,250 ASPHALT CONCRETE PAVEMENT $264,600 $103,500 $103,500 $57,600 EROSION CONTROL AND PLANTING $154,000 $70,000 $70,000 $14,000 TRAFFIC $623,772 $249,440 $249,440 $124,892 OTHER ITEMS $401,600 $153,950 $153,950 $93,700 RAILROAD WORK $807,300 $0 $0 $0 Subtotal $17,800,000 $7,900,000 $7,900,000 $800,000 Escalation 2004 to 2007 $900,000 $400,000 $400,000 $40,000 Project Aesthetics $700,000 $300,000 $300,000 $100,000 Estimating Contingency $1,950,000 $800,000 $800,000 $100,000 Estimated Bid Price $21,350,000 $9,400,000 $9,400,000 $1,040,000 Construction Contingency $2,100,000 $900,000 $900,000 $100,000 Estimated Construction Costs $23,450,000 $10,300,000 $10,300,000 $1,140,000 Estimated Right -of -Way Costs (See Note 1) $2,700,000 SO $2,400,000 $300,000 Estimated Design Engineering Cost $2,300,000 $900,000 $900,000 $300,000 Estimated Construction Engineering Cost $1,500,000 $600,000 $600,000 $200,000 ESTIMATED TOTAL PROJECT COST $29,950,000 $11,800,000 $14,200,000 $1,940,000 Notes: 1 Assumes Goodyear and ARCO/Lincoln Avenue Car Wash properties are acquired and the businesses relocated. Cost savings being considered: - Reduce width of B Street Underpass 51 feet to 43 feet (save $500,000) - Acquire and relocate only ARCO/Lincoln Avenue Car Wash and use property to provide Goodyear and Mel's Diner access to Lincoln Avenue from the alley (save $1,100,000) Cost increases being considered: - Acquire and relocate Heliesen Lumber (add $1,200,000) - Replace historic district utilities and asphalt pavement beyond project limits (add $500,000) - Replace historic district asphalt pavement with brick pavers (add $500,000) City of Yakima Railroad Grade Separations Project Project Description - 6.4 PROJECT DRAWINGS The following drawings define the overall major project parameters. 1 5' BARRIER 2' SHOULDER GROUND WATER SEAL B Street Looking East - Lincoln Avenue Looking West PLAN -- 8 ST.PEET — SEAL DEPTH SCALE: 1”=100' EiNSF PR BRIDGE- -FRC+fT St BRIDGE ELEVATION - B STREET -- WALL HEIGHT SCALE: 1''=100' (H), 1".20' (V) City at Yak ma Railroad Grade Separation Project B Street —Wall and Bottom Seal Typical Underpass Wall Elevation City of Yakima Railroad Grade Separations Project Project Description — 6.5 City of Yakima Railroad Grade Separations Project 9-9 — uoydmosaa palodd FIGURE 2: FINAL CONFIGURATION OF GRADE SEPARATION PROJECT YAKIMA GRADE SEPARATION STUDY StAt ilia, 1ST AVENUE I I I I ,. ,.riM 1SI v111, . . ; 1ST AVENUE IST STREET 100 SCALE 100 2U0 FEET IDEA EVALUATION INTRODUCTION The creative ideas generated by the VE team are carefully evaluated, and project -specific criteria are applied to each idea to assure an objective evaluation. KEY EVALUATIVE CRITERIA The VE team identified the following evaluative criteria for the project: • Minimize Impacts on Local Neighborhood • Minimize Impacts on Commuters • Simplify Construction • Minimize Maintenance • Integrate with Neighborhood • Improve Schedule The team enlisted the assistance of the City of Yakima and their design consultants to develop these criteria so that the evaluation would reflect their specific requirements. EVALUATION PROCESS The VE team, as a group, generated and evaluated ideas on how to perform the various functions. The idea list was grouped by function. Ideas were evaluated by the team as a group. The team compared each of the ideas with the original concept for each of the key evaluative criteria to determine whether it was better than, equal to, or worse than the original concept. The team reached a consensus on the ranking of the idea. High -ranked ideas would be developed further; low -ranked ones would be dropped from further consideration. IDEA EVALUATION FORMS All of the numerous ideas that were generated during the creative phase using brainstorming techniques were recorded on the following Creative Idea/Evaluation forms. These ideas were discussed and the advantages and disadvantages of each were listed. Once an idea was fully evaluated, it was given a ranking number, on a scale of 1 to 5. Ideas ranked 4 or 5 were developed further and documented on the Creative Idea Evaluation forms. Ideas ranked as a 3 might be written -up as Design Suggestions or technical comment, time permitting. Ideas ranked 1 or 2 were dropped from further consideration. All readers are encouraged to review the creative idea listings, because even the low -ranked ideas may suggest additional ideas that can be applied to the design. City of Yakima Railroad Grade Separations Project Idea Evaluation — 7.1 IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS CONSTRUCT UNDERPASS CU -1 Build overpass CU -2 Build one underpass at Lincoln Avenue only CU -3 Build an underpass at Yakima Avenue (grade separation) CU -4 Realign Lincoln Avenue and B Street and build one underpass 2 2 0 2 2 2 • Greatly reduces risk during construction CU -5 Build one underpass at Yakima 1 1 0 2 2 0 County and BNSF location CU -6 Build elevated crossing at 1 1 0 2 2 2 County land CU -7 Use a thru girder bridge • Direct link to freeway • Greatest number of vehicles 0 1 0 1 1 1 • Reduces roadway grade • It may be politically 5 unfeasible • Does not solve problem 2 • Politically not desired by businesses along Yakima Avenue 2 See CU -5 • Not a straight shot for 4 vehicles • May be less aesthetically pleasing 5 5 Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction MC — Minimize Impacts on Commuters MM — Minimize Maintenance 3 =Minor Value Improvement or Does Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule CU -8 Shallow bridge with pedestrian/bike column in roadway 0 1 0 1 CU -9 Use two lanes and bike path 1 1 0 -1 versus three lanes and bike path CU -10 Narrow the underpass and place pedestrians/bikes at grade CU -11 Step the underpass — elevate the 0 -1 0 1 bike/pedestrian ramp CU -12 Use fourteen -foot lanes and sidewalk CU -13 Use secant pile walls as base design; allow alternate wall designs CU -14 Use slurry panels 1 0 • Reduces depth of excavation 1 1 • Two lanes is sufficient for volume in thirty years -1 0 • Improves safety for pedestrians and bikes 0 2 0 0 0 0 • Reduces risk of construction • Simplifies installation • Increase in construction components 4 o May be perceived as 4 less • Decreases safety 2 o Complicates construction 4 2 4 3 Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement or Does Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS CU -8 Shallow bridge with pedestrian/bike column in roadway 0 1 0 1 CU -9 Use two lanes and bike path 1 1 0 -1 versus three lanes and bike path CU -10 Narrow the underpass and place pedestrians/bikes at grade CU -11 Step the underpass — elevate the 0 -1 0 1 bike/pedestrian ramp CU -12 Use fourteen -foot lanes and sidewalk CU -13 Use secant pile walls as base design; allow alternate wall designs CU -14 Use slurry panels 1 0 • Reduces depth of excavation 1 1 • Two lanes is sufficient for volume in thirty years -1 0 • Improves safety for pedestrians and bikes 0 2 0 0 0 0 • Reduces risk of construction • Simplifies installation • Increase in construction components 4 o May be perceived as 4 less • Decreases safety 2 o Complicates construction 4 2 4 3 Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement or Does Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS CU -15 Freeze ground and use CIP concrete CU -16 Use sheet pile — coffer type CU -17 Dewater and use shoring and H -piles and lagging CU -18 Permeation grout and exaction for walls CU -19 Install pumps and drains — eliminate seal CU -20 Excavate and tremie concrete; 0 1 0 0 use auger cast piles to "staple" to ground CU -21 Use a geomembrane to seal bathtub (variation of CU -20) CU -22 Raise railroad elevation between Yakima Avenue and D Street 1 o • Reduces risk during construction • Reduces depth of excavation 3 2 • No place to put the 2 water 2 • Long-term maintenance 2 issue • Requires approval from BNSF 5 3 4 Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement or Does Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule CU -23 Create lake with pumped water CU -24 Not used CU -25 Not used CU -26 Use a shotcrete rock finish CU -27 Hang panels in front of wall CU -28 Switch bike lanes to "expected" side for B Street and Lincoln Avenue CU -29 Investigate height and cost of diaphragm walls CU -30 Increase pedestrian lighting at underpass for security 0 1 1 0 0 0 • Simple way to get aesthetic finish 1 5 See CU -26 2 See CU -13 DS Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation or Does Not -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS CU -23 Create lake with pumped water CU -24 Not used CU -25 Not used CU -26 Use a shotcrete rock finish CU -27 Hang panels in front of wall CU -28 Switch bike lanes to "expected" side for B Street and Lincoln Avenue CU -29 Investigate height and cost of diaphragm walls CU -30 Increase pedestrian lighting at underpass for security 0 1 1 0 0 0 • Simple way to get aesthetic finish 1 5 See CU -26 2 See CU -13 DS Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation or Does Not -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule CU -31 Use a thru girder at Front Street 1 CU -32 CU -33 Revise road section to seven - foot sidewalk, two twelve -foot lanes, eleven -foot drive lane, and five-foot bike lane Determine need for grout and casing by drilling three-foot test holes — use information for preparing bid documents CU -34 Design bridges in steel or concrete 1 0 1 1 1 • Reduces depth of excavation 0 0 0 2 0 0 • Improves safety • Allows bikes to be on correct side • Solid rail may be perceived as ugly • Complicates use as two-way road for detour 5 5 DS Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction IN — Integrate with Neighborhood MC — Minimize Impacts on Commuters MM — Minimize Maintenance IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS CU -31 Use a thru girder at Front Street 1 CU -32 CU -33 Revise road section to seven - foot sidewalk, two twelve -foot lanes, eleven -foot drive lane, and five-foot bike lane Determine need for grout and casing by drilling three-foot test holes — use information for preparing bid documents CU -34 Design bridges in steel or concrete 1 0 1 1 1 • Reduces depth of excavation 0 0 0 2 0 0 • Improves safety • Allows bikes to be on correct side • Solid rail may be perceived as ugly • Complicates use as two-way road for detour 5 5 DS Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction IN — Integrate with Neighborhood MC — Minimize Impacts on Commuters MM — Minimize Maintenance IS — Improve Schedule CONSTRUCTIBI ITY C-1 Build bridge — jack in place eliminate shoofly C-2 Close Lincoln Avenue and 0 2 0 0 0 2 • Reduces confusion to a Increases traffic on B Street together — use Yakima commuter Yakima Avenue and Avenue and D Street as detour D Street C-3 Detour as required — not when 0 0 0 1 0 0 • Reduces confusion to Lincoln Avenue and B Street commuter are open- open in final configuration C-4 Relocate utilities prior to bridge project (two stages) C-5 Install all temporary signals first C-6 Start investigation now for hazardous material 2 5 4 See C-14 DS DS Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction IN — Integrate with Neighborhood MC — Minimize Impacts on Commuters MM — Minimize Maintenance IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS CONSTRUCTIBI ITY C-1 Build bridge — jack in place eliminate shoofly C-2 Close Lincoln Avenue and 0 2 0 0 0 2 • Reduces confusion to a Increases traffic on B Street together — use Yakima commuter Yakima Avenue and Avenue and D Street as detour D Street C-3 Detour as required — not when 0 0 0 1 0 0 • Reduces confusion to Lincoln Avenue and B Street commuter are open- open in final configuration C-4 Relocate utilities prior to bridge project (two stages) C-5 Install all temporary signals first C-6 Start investigation now for hazardous material 2 5 4 See C-14 DS DS Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction IN — Integrate with Neighborhood MC — Minimize Impacts on Commuters MM — Minimize Maintenance IS — Improve Schedule C-7 Use County on east side for laydown C-8 Supply staging area on both sides — Yakima County and BNSF C-9 Close Lincoln Avenue and use Yakima Avenue and D Street for detours — do not convert B Street for two-way use C-10 Detour at grade alongside Lincoln Avenue and B Street C-11 Relocate utilities with utility money, not project dollars C-12 Use design/build C-13 Work with BNSF; get letter of agreement for project See C-7 DS See C-3 2 ABD 2 DS Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation or Does -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS C-7 Use County on east side for laydown C-8 Supply staging area on both sides — Yakima County and BNSF C-9 Close Lincoln Avenue and use Yakima Avenue and D Street for detours — do not convert B Street for two-way use C-10 Detour at grade alongside Lincoln Avenue and B Street C-11 Relocate utilities with utility money, not project dollars C-12 Use design/build C-13 Work with BNSF; get letter of agreement for project See C-7 DS See C-3 2 ABD 2 DS Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation or Does -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS C-14 Orchestrate utility moves now/ accelerate design to get need information C-15 Discuss concerns with current schedule — one year to get all agreements in place, right-of- way, etc. C-16 Preorder critical items C-17 Use design alternative for walls and seals C-18 Use alternate schedules with bid to get options for walls/seals C-19 Work with the City to TV and reroute utilities C-20 Eliminate eight -inch waterlines in B Street; consider twelve - inch line also DS DS 3 DS DS See C-14 See C-14 Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation or Does Not -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS C-21 Build walls with traffic in place 0 -1 0 2 0 0 • Reduces closure time • Increases difficulty for — use one lane for construction, leaving two contractor 4 Ranking Scale: Evaluation Criteria Rating: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters SC — Simplify Construction IN — Integrate with Neighborhood MM — Minimize Maintenance IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria No. Function MI SC IN MC MM IS Advantages Disadvantages $ Rank F- 1 F-2 F-3 F-4 FRONT STREET Use stamped concrete 0 2 0 0 2 1 • Bricks are costly to install • Requires approvals and and maintain buy in Use partial brick — combination 0 2 0 0 2 1 pattern Use bricks on Front Street from 0 1 0 0 2 1 Yakima Avenue to A Street Locate sidewalk at B Street and Lincoln Avenue along underpass not at grade F-5 Use sidewalks at B Street and Lincoln Avenue at grade only F-6 Eliminate sidewalks at west side of Front Street F-7 Eliminate sidewalks at old Front Street location • Locates pedestrians at safest location 4 See F-2 4 • May be considered to 4 lengthen trip • Requires train crossing 2 2 See F-4 Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction MC — Minimize Impacts on Commuters MM — Minimize Maintenance 3 =Minor Value Improvement Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule F-8 Eliminate Hellesen sidewalk at B Street F-9 Eliminate Sundquist sidewalk at Lincoln Avenue F-10 Eliminate Sundquist frontage road F-11 Revise frontage road at B Street to better access Track 29 F-12 Purchase Hellesen Lumber — add access to Track 29 and sell salvage after project F-13 Reconfigure alley at Goodyear/ ARCO — do not purchase ARCO • Limits pedestrian usage of area 2 See F-8 4 DS 2 2 Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction MC — Minimize Impacts on Commuters MM — Minimize Maintenance IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS F-8 Eliminate Hellesen sidewalk at B Street F-9 Eliminate Sundquist sidewalk at Lincoln Avenue F-10 Eliminate Sundquist frontage road F-11 Revise frontage road at B Street to better access Track 29 F-12 Purchase Hellesen Lumber — add access to Track 29 and sell salvage after project F-13 Reconfigure alley at Goodyear/ ARCO — do not purchase ARCO • Limits pedestrian usage of area 2 See F-8 4 DS 2 2 Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction MC — Minimize Impacts on Commuters MM — Minimize Maintenance IN — Integrate with Neighborhood IS — Improve Schedule F-14 Purchase ARCO — use for 2 0 1 1 Goodyear access and remainder for pond F-15 Use tear drops at Front Street for ponds F-16 Use A Street between 1St Avenue and BNSF for access to Track 29 and lumber yard F-17 Improve left turn to Yakima Avenue from Track 29 F-18 Incorporate designers ARCO solution F-19 Verify cost for A Street F-20 Leave Front Street at existing location — use lighter bridge — increase elevation at Front Street 0 0 • Allows Goodyear to not be purchased • Maintains current relationships 4 DS DS 2 2 2 • Current plan accepted 5 by locals Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement or Does Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION City of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS F-14 Purchase ARCO — use for 2 0 1 1 Goodyear access and remainder for pond F-15 Use tear drops at Front Street for ponds F-16 Use A Street between 1St Avenue and BNSF for access to Track 29 and lumber yard F-17 Improve left turn to Yakima Avenue from Track 29 F-18 Incorporate designers ARCO solution F-19 Verify cost for A Street F-20 Leave Front Street at existing location — use lighter bridge — increase elevation at Front Street 0 0 • Allows Goodyear to not be purchased • Maintains current relationships 4 DS DS 2 2 2 • Current plan accepted 5 by locals Ranking Scale: 5 = Significant Value Improvement 2 = Minor Value Degradation Evaluation Criteria Rating: Significant Improvement +2, +1, 0, MI — Minimize Impacts on Local Neighborhood MC — Minimize Impacts on Commuters 4 = Good Value Improvement 1 = Significant Value Degradation -1, -2 Significant Degradation SC — Simplify Construction MM — Minimize Maintenance 3 =Minor Value Improvement or Does Not Meet Project Purpose and Need ABD- already Being Done IN — Integrate with Neighborhood IS — Improve Schedule IDEA EVALUATION Ciry of Yakima Railroad Grade Separations Project Caltrans Ideas Performance Criteria Advantages Disadvantages $ Rank No. Function MI SC IN MC MM IS F-21 Raise the railroad to match the grade to the south F-22 Close D Street at BNSF F-23 Cul de sac Front Street F-24 Do not build Front Street 0 1 -1 1 1 1 • Eliminates Front Street Bridges — use frontage road Bridge 1 3 2 4 F-25 Use two fourteen -foot wide • Currently a signed bike • Need wider bridge 4 lanes at Front Street path Ranking Scale: 5 = Significant Value Improvement 4 = Good Value Improvement 3 =Minor Value Improvement 2 = Minor Value Degradation 1 = Significant Value Degradation or Does Not Meet Project Purpose and Need Evaluation Criteria Rating: Significant Improvement +2, +1, 0, -1, -2 Significant Degradation ABD- already Being Done MI — Minimize Impacts on Local Neighborhood SC — Simplify Construction IN — Integrate with Neighborhood MC — Minimize Impacts on Commuters MM — Minimize Maintenance IS — Improve Schedule VALUE ENGINEERING PROCESS GENERAL This report section describes the procedures used during the Value Engineering Study. It is followed by separate write-ups and conclusions concerning the topics noted below: • VE Study Agenda • VE Study Participants and Daily Attendance Sheets • Documents Supplied to the VE Team A systematic approach was used in the VE Study and the key procedures followed were organized into three distinct parts: (1) pre -study preparation, (2) VE Study, and (3) post -study procedures. PRE -STUDY PREPARATION In preparation for the VE Study, the facilitator (CVS) reviewed the documents provided by the designer and discussed the project with the City of Yakima. The facilitator prepared cost models of the major elements of the project. VE STUDY This Value Engineering Study was a five-day study effort. The VE job plan was followed to guide the teams in the search of high cost areas in the design and in developing alternative solutions for consideration. The job plan phases are: • Information Phase • Function Analysis Phase • Creative Phase • Evaluation Phase • Development Phase • Presentation Phase City of Yakima Railroad Grade Separations Project VE Process — 8.1 Information Phase At the beginning of the VE Study, the design team presented a more detailed review of the design and the various systems. This included an overview of the project and its operational requirements, which further enhanced the VE team's knowledge and understanding of the project. The designer also answered questions posed by the VE team. Function Analysis Phase Key to the VE process is the function analysis techniques used during the Function Analysis Phase. Analyzing the functional requirements in a project design is key to assuring an owner that the project has been designed to meet the stated criteria. The analysis of these functions in terms of cost and design is a primary element in a VE Study, and is used to develop alternatives without removing necessary items. This procedure is beneficial to the VE team, as it forces the participants to think in terms of functions and their related worth, and ensures that all the team members agree on the project scope. This facilitates a comprehensive analysis of the project design. Creative Phase This VE Study phase involves identifying and listing creative ideas. During this phase, the VE team participates in a brainstorming session to identify as many means as possible to provide the necessary functions within the project. Judgment of the ideas is not permitted at this point. The VE team looks for a large quantity of ideas and association of ideas. The idea list is grouped by category. The creative idea worksheets listing all ideas suggested during the study are provided in this report. These ideas should be reviewed, since they may contain ideas that are worthy of further evaluation and may be used as the design develops. These ideas could also help stimulate additional ideas by others. Evaluation Phase The purpose of the evaluation phase is to systematically reduce the large number of ideas generated during the creative phase to a number of concepts that appear promising in meeting the project objectives. The key criteria against which the ideas need to be evaluated were identified as cost, schedule, agency impact, and public impact. Each idea was tested with respect to these criteria to determine if it added or removed value from the original concept. Once each idea is fully evaluated, it is given a total rating number. This is based on a scale of 1 to 5, as indicated by the following rating index: 5 Improves Cost and Performance—the project will benefit greatly. Significant cost and/or significant functional improvements. 4 Improves Cost or Performance—will improve the project. Some cost and/or other functional improvements. 3 Technically Feasible— but will require additional analysis to verify if cost and/or functional improvements are possible. May challenge design criteria. Needs further development. 2 Scope Reduction—will reduce cost, but at the expense of project performance. 1 Significant disadvantages — drop from consideration. City of Yakima Railroad Grade Separations Project VE Process — 8.2 Based upon the total rating, ideas rated positively were developed further and documented on the Value Engineering Alternative forms. Development Phase During the development phase, each idea was expanded into a workable solution. The development consisted of the recommended design, life cycle cost comparisons, and a descriptive evaluation of the advantages and disadvantages of the proposed alternatives. Each alternative was written with a brief narrative to compare the original design to the proposed change. Sketches and design calculations, where appropriate, were also prepared during this part of the study. The VE alternatives are included in the Study Results section of this report. Presentation Phase The VE Study concludes with a preliminary presentation of the VE alternatives that have been developed. This provides others impacted by the results of the study with an opportunity to preview the alternatives and develop an understanding of the rationale behind them. POST -STUDY PROCEDURES The post -study portion of the VE Study includes the preparation of this Preliminary Value Engineering Study Report incorporating a description of the VE Study and the alternatives developed for consideration. The report will be reviewed by the City of Yakima, and comments will be incorporated into the Final Value Engineering Study Report. An implementation meeting will be scheduled at the discretion of the City of Yakima and their design consultants. The results of this study will be submitted to the Transportation Improvement Board. City of Yakima Railroad Grade Separations Project VE Process — 8.3 Value Management Strategies, Inc. City of Yakima City of Yakima Railroad Grade Separations Project VE STUDY AGENDA Note: Agenda items in bold italic text indicate meetings where ALL participants should be involved (i.e., City of Yakima, stakeholders, Berger/ABAM, etc.) Monday, 11, 2005 Time 9:00 AM Opening Remarks and Introductions 9:15 AM VE Study Schedule and Process 9:30 AM Design Presentation (Presented by Berger/ABAM Design Team) 11:00 AM Owners Goals and Performance Measures Discussion of Stakeholder Issues Overview of Performance Criteria Project Performance Rating 12:30 PM Lunch 1:30 PM Site Visit Everyone 3:00 PM Document Review VE Team 4:30 PM Function Analysis VE Team Function Identification FAST Diagram 5:00 PM Adjourn VE Team Attendance Everyone City of Yakima Railroad Grade Separations Project VE Process — 8.4 Tuesday, June 14, Time 8:00 AM 12:00 PM 1:00 PM 3:00 PM 3:15 PM 4:00 PM 2005 Team Brainstorming Lunch Idea Evaluation Assignment of VE Alternatives Development of VE Alternatives Adjourn Wednesday, July 13, 2005 Time 8:00 - 4 PM Development of VE Alternatives Thursday, July 14, 2005 Time 8:00 - 2 PM 2:00 PM 3:00 PM 4:00 PM Development of VE Alternatives Performance Criteria and Improvements Team Review of Alternatives Adjourn Friday, July 15, 2005 Time 8:00 AM 9:00 AM 11:00 AM Preparation of VE Presentation Presentation of VE Alternatives Presentation of Alternative Concepts Discussion of Value Improvement Next Steps Adjourn Attendance VE Team VE Team VE Team VE Team Attendance VE Team Attendance VE Team VE Team VE Team Attendance VE Team Everyone City of Yakima Railroad Grade Separations Project VE Process — 8.5 VALUE ENGINEERING STUDY REFERENCE MATERIAL VE Study reference material provided to the VE team included the following: • Railroad Grade Separations Project, Final Design Separations Project, January 2003, Berger/Abam • Phase II: Preliminary study of B Street and Lincoln Avenue, and bridge overcrossings, January 29, 1969, Abam Engineering, Inc. • Phase II: Preliminary study of Yakima Avenue Undercrossing, UAB Project No. 4-180 (0.3), December 1969 • Four photos of model of Yakima Avenue Undercrossing • Geotechnical engineering report and geotechnical test pits, City of Yakima Grade Separation Project, July 2001, Shannon & Wilson, Inc. • Final Plans of City of Tukwila Project, South 180th Street Grade Separation, 2001, from Berger/Abam • Environmental documentation binder supplied by City of Yakima, prepared by Berger/Abam team • City of Yakima Stage 1C landscaping, Yakima Avenue at I-82, aerial photo on board, July 1999 • Downtown Yakima aerial photo, 8/2004 • Miscellaneous presentation boards from public outreach. City of Yakima Railroad Grade Separations Project VE Process — 8.6 VALUE ENGINEERING STUDY PARTICIPANTS The VE Study attendance sheets are included on the following pages. City of Yakima Railroad Grade Separations Project VE Process — 8.7 MEETING ATTENDEES City of Yakima Railroad Grade Separations Project VMS 2005 July 11 12 13 14 15 NAME ORGANIZATION POSITION TELEPHONE FAX E-MAIL X X X X X Jill Nelson Value Management Strategies, Inc. Facilitator 206 901-9557 901-9548 jill@vms-inc.com X X X Ralph Boirum HWA Geo Sciences Geotech 206 794-3115 425-774-0106 rboirum@hwageo.com X X X X X Peter De Boldt Pelted Civil 425 252-7700 peterd@perteet.com X X X X X Terry Stones David Evans and Assoc. Structural 503 361-8635 361-8655 tms@deainc.com X X X X Joan Davenport City of Yakima Traffic Engineer 509 576-6417 575-6238 jdavempo@ci.yakima.wa.us X X X X Brett Sheffield City of Yakima Surface Water Engineer 509 576-6797 bsheffie@ci.yakima.wa.us X X X X X Bob Desgrosellier City of Yakima Senior Engineer 509 575-6228 576-6314 bdesgros@ci.yakima.wa.us X X X X X Mike Shane City of Yakima Water/Irrigation Engineer 509 576-6480 mshane@ci.yakima.wa.us MEETING ATTENDEES City of Yakima Railroad Grade Separations Project VMS 2005 July 11 12 13 14 15 NAME ORGANIZATION POSITION TELEPHONE FAX E-MAIL X X X X X Max Linden City of Yakima Waster Water Utility Engineer 509 249-6814 mlinden@ci.yakima.wa.us X X Chris Walcott Berger/ABAM Design Engineer 206 357-5624 Chris.walcott@abam.com X X Greg Armstrong Transportation Improvement Board Project Engineer 360 586-1142 grega@tib.wa.gov X X X K. Wendell Adams City of Yakima City Engineer 509 576-6648 576-6314 kadams@ci.yakima.wa.us X X Bill Cook City of Yakima Director CEO 509 575-6227 bcook@ci.yakima.wa.us X Jim Guarre Berger/ABAM Project Executive 206 431-2324 Jim.guarre@abam.com X Chris Waarvick City of Yakima Director of PW's 509 576-6411 cwaarvic@ci.yakima.wa.us X Nel McClure City of Yakima City Council MEETING ATTENDEES City of Yakima Railroad Grade Separations Project VMS' 2005 July 11 12 13 14 15 NAME ORGANIZATION POSITION TELEPHONE FAX E-MAIL X Shelley Willson City of Yakima Street and Traffic Operations Manager 509 575-6005 swillson@ci.yakima.wa.us