SR 09-13-2011 8B~~r
~;,Yo, City Council Report
Santa Monica
City Council Meeting: September 13, 2011
Agenda Item:
To: Mayor and City Council
From: Martin Pastucha, Director, Public Works
David Martin, Director, Planning & Community Development
Scott Ferguson, Fire Chief, Fire Department
Kathryn Vernez, Assistant to the City Manager
Subject: Update on the Exposition Light Rail Project in the City of Santa Monica
Recommended Action
Staff recommends that City Council:
• Receive the track alignment and station conceptual plans for the Exposition
Light Rail line; and
• Direct staff to proceed with continued design review and coordination with the
Exposition Light Rail Construction Authority; and
• Authorize the City Manager to continue to negotiate with the Exposition
Construction Authority and Skanska-Rados joint venture team for identified
station betterments at Memorial Park/17th St. Station and at Bergamot/26th St,
Station, and return to Council with final commitment recommendations.
Executive Summary
The Exposition Light Rail Project (Expo LRT) is a 15-mile light rail line extending from
Downtown Los Angeles to Downtown Santa Monica and will be the first extension of
Metro rail to the west side. The project is part of a significant county-wide investment in
transportation facilitated by the passage of Measure R. The Exposition Light Rail
Construction Authority (Construction Authority), a single purpose agency created by the
State, was formed to facilitate completion of the project within a tight schedule and
budget. The Construction Authority is using an accelerated design-build process in
which project design will proceed concurrently with construction phases. A design,
engineering, and construction team, the Skanska-Rados Joint Venture (SRJV) team,
was hired by the Construction Authority to execute the design-build project following a
competitive process.
Expo LRT in Santa Monica will consist of three stations, a maintenance facility, a bike
path, and approximately three miles of trackway. East of 17tt' Street, tracks will run in
the existing Metro right-of-way located south of Colorado and crossing to the south side
of Olympic Boulevard near 20~h Street. West of 17th Street the tracks will run in the
center of Colorado Avenue. The three stations in Santa Monica are located at
Olympic/26t" Street (Bergamot Station), at Colorado Avenue/17th Street (Memorial
1
Park/17t" St. Station), and at 4t"/Colorado (Downtown Station). Trains will operate at-
grade throughout Santa Monica, with the exception of aerial crossings over Cloverfield
Avenue/Olympic Boulevard and Centinela Avenue.
The Expo LRT to Santa Monica is a significant and long-term public investment in
transit, city-wide and regional mobility, and sustainability. It will provide Santa Monica
residents, employees, students and visitors with easier access to major destinations
both locally and regionally. The light rail stations were incorporated in the City's Land
Use and Circulation Element (LUCE), and are part of an integrated citywide strategy to
reduce greenhouse gases and achieve no net new evening peak trips.
Council meetings regarding the Expo LRT in Santa Monica span four years, including
October 23,2007, March 3, 2009, July 14 2009, August 11, 2009, October 27, 2009,
November 24, 2009, July 13, 2010 and June 28, 2011.
This report provides updates on the Construction Authority's accelerated design-build
process. The design-build process is developing project elements consistent with Phase
1, as the Expo Construction Authority has committed to continuity of baseline design
along the entire line. The report updates Council on specific project changes and
betterments being incorporated into the design-build process that are essential for LRT
safety, operational efficiency, functionality and integration within the City of Santa
Monica which will increase ridership and accessibility. The project changes and
betterments include:
• Downtown Station/4th Street: An improved station platform alignment that
increases train operating speeds, improves traffic operation on the 4t" and 5t"
Street off-ramp, and improves station pedestrian access.
• Memorial Park Station/17th Street: A western station entrance and crossing to
anticipate surges in ridership and high bicycle use projected at this station
due to proximity to Santa Monica College and large employers.
• Bergamot Station/26th Street: A side platform configuration to integrate the
station into Bergamot Arts Center and Bergamot Transit Village with
pedestrian crossings at both ends of the station.
Changes at Memorial Park and Bergamot are being incorporated as proposed City
betterments which would be locally funded. On June 28, 2011, Council authorized
preparation of the preliminary engineering for these improvements necessary to identify
rough costs for construction of the betterments.
Generally the train will travel at the speed of vehicle traffic through the street-running at-
grade section in Santa Monica west of 17t" Street. The train will slow as it enters each
station and then comes to a complete stop. For the Downtown Station, the City worked
closely with the Construction Authority to develop a modified track and station
alignment. This modified alignment will provide for increased train speeds through the
intersection of 5t" Street/Colorado Avenue by softening the track curvature leading to
the station. The modified station improves pedestrian station access, better integrates
2
the station on the site, may improve traffic operation on the 4t" and 5r" Street off-ramp,
and leaves sufficient city-owned property to enable a future use of the remaining site for
mixed-use development, parking or other community priorities. City staff are working
with the Construction Authority to provide early review of the design. The Downtown
Station and track alignment of the light rail are being designed for weekday peak hour
traffic operations similar to what is currently experienced in the Downtown.
Furthermore, staff is confident that the planned design does not preclude the City from
further enhancements to improve the flow of vehicles, pedestrians, bicycles, and/or
transit, should additional enhancements be necessary following the opening and
operation of the new light rail line.
The Construction Authority's design-build process includes a reconfiguration of
Colorado Avenue from 17t" to 4t" Streets in order to accommodate the new 26-foot wide
light rail trackway in the center of the street including significant underground utility
reconfiguration. The trackway will remove one lane of traffic in each direction, resulting
in a 19.5-foot lane on the north side, including a 7-foot parking lane, and a 14.5-foot
lane on the south side with no parking. The south curb line will be moved southward but
maintain a minimum 10 foot sidewalk and parkway zone. The design-build process is
moving forward very quickly, and the Skanska-Rados team is actively evaluating the
subsurface utilities that may conflict with proposed above-grade features along
Colorado Avenue. Details of the Colorado Avenue reconfiguration such as corner
treatments, landscaping, and street lights will be identified in upcoming stages of the
design-build concurrent processes. Moving forward into the design-build process, the
following considerations should be further evaluated:
• Evaluate curb extensions related to vehicle turning radii, transitions to
perpendicular parking, and defined parking lanes.
• Evaluate revised parking configurations and the integration of this parking
within the residential, business and vehicular environment.
• Provide additional pedestriari crossings to support replacement parking
strategies, subject to CPUC approval.
• Carefully evaluate each replacement tree location in relation to utility conflicts
to maximize the tree canopy that can be achieved on Colorado Avenue,
including consideration of supportive planting techniques.
• Provide appropriate street illumination for the safe function of light-rail on
Colorado, and interaction between cars, trains, pedestrians and bicycles.
• Locate and design replacement parking as close and convenient to
businesses as possible.
• Accommodate the regional bike path and facilitate connections the City's
current and future bike network.
The Fire Department has reviewed and evaluated the proposed street lane widths,
parking and proposed implementation measures, included as Attachment A. They
include coordinated design., training and operations measures for the City, Expo and
Metro.
3
In Spring 2011, the City applied for a number of Metro Call for Projects grant funds to
address priority improvements for Expo LRT. Metro recommended approval of one
grant that will fund a limited amount of improvements along Colorado including
landscaping/trees on the north side of the street, reflective materials to identify and
separate the trackway from vehicle traffic, and artistic treatment of the fencing segments
to be located at "T" intersections along Colorado.
The City provided the Construction Authority with Construction Mitigation and
Implementation Requirements as a guideline document for the implementation of EXPO
LRT. These guidelines include general and specific construction phasing, traffic control,
construction hours and noise control requirements. Minimum criteria for all phases of
work include: provide one travel lane in each direction at all times, unless an alternative
is approved by the .City; provide access to residents and businesses at all times, if any
street closures are required; provide work notice with street closures occurring between
8:00 PM and 6 AM. The design builder will submit a specific phasing plan with timelines
of all work within the City of Santa Monica.
Background
The Exposition Light Rail Project (Expo LRT) is a 15-mile light rail line extending from
Downtown Los Angeles to a terminus station in Downtown Santa Monica. The project
will connect to the Los Angeles County Metro (Metro) rail network in Downtown. Phase
1 of the project from Los Angeles to Culver City is nearing completion; Phase 2 consists
of the 7-mile segment from Culver City to Downtown Santa Monica. The project is part
of a significant county-wide investment in transportation facilitated by the passage of
Measure R. Passed by LA County voters in 2008, Measure R is ahalf-cent sales tax to
finance new transportation projects and programs, and accelerate those already in the
pipeline. The Exposition Light Rail Construction Authority (Construction Authority), a
sole-purpose State agency, was created to facilitate completion of the project within a
tight schedule and budget.
The Construction Authority is using adesign-build process to deliver the Expo LRT
project. The design-build process accelerates the project schedule by overlapping the
project design process with phases of project construction so that they are proceeding
concurrently. A design, engineering, and construction team, the Skanska-Rados Joint
Venture team, were hired by the Construction Authority to complete the design-build
process following a competitive. process. The project to design and construct the
4
maintenance facility in Santa Monica was contracted separately to a consultant team
lead by Maintenance Design Group and is proceeding concurrently. The bicycle path
project has not yet been contracted to a consultant team, but the City has encouraged
SRJV and the Construction Authority to incorporate and anticipate the bike path design
in the LRT process.
When Phase 2 is completed in 2015, it will take approximately 46 minutes to travel from
Downtown Los Angeles to Downtown Santa Monica on the light rail. The Expo line is
projected to be one of the busiest light rail lines in the country, with a projected ridership
of 64,000 boardings and alightings per weekday along the entire alignment. Three
stations are planned to service Santa Monica - at Olympic/26t" Street (Bergamot
Station), at Colorado Avenue/17t" Street (Memorial Park/17th St. Station), and at
4t"/Colorado (Downtown Station).
Community input in 2006-07 resulted in a request for the addition of the Memorial
Park/17~" St. Station, and the elimination of plans to elevate the line west of Euclid
which would have resulted in a one-half mile long aerial structure and an elevated
Downtown Station. Per Council and Expo Board recommendation and approval, Expo
LRT will run at-grade throughout Santa Monica, with the exception of aerial crossings at
Centinela Avenue and Cloverfield Avenue/Olympic Boulevard. East of 17t" Street the
5
line will run in the Metro right-of-way, and west of 17~" Street it will run in the center of
Colorado Avenue.
On July 13, 2010, the Council unanimously adopted City recommendation for elements
to be included in the Expo LRT project definition for the three Expo LRT stations in
Santa Monica. The recommendations prioritize functionality, ridership access, and
safety as well as address Santa Monica's vision as established by the adopted LUCE.
In May 2010, the City conducted presentations for the Construction Authority and the
design build teams to kick off the design process. Since the July 13th Council meeting
City staff has:
• August 2010 - Prepared and transmitted a comprehensive binder of
information to the Construction Authority containing City standards and
design criteria, including all applicable existing ordinances, and design
specifics for LRT integration.
• October 2010 -Provided plan review comments on the "Stage A" draft
designs submitted by two competing design-build teams. The City submitted
over 1,100 detailed comments to provide early and thorough input to facilitate
the project schedule and early resolution of issues.
• November 2010 -Arranged with Expo CA to prepare the analysis for five
additional pedestrian crossings through an Addendum to Hazard Review
analysis process for consideration by the Public Utilities Commission.
• January 2011 -Provided additional data and analysis to the Construction
Authority concerning the City's increased forecasted ridership at the
Bergamot/26~" St. Station due to pipeline and future development, and at
Memorial Park/17t" St. Station due to surges and high bicycle-user ridership.
• Investigated and analyzed the circulation issues related to incorporation of
train operations into the existing downtown street network, and thoroughly
analyzed options.
• April 2011 - Developed a conceptual design and design criteria for the
.regional bike path in Santa Monica to present bike path accommodations
relating to the main line to Expo Construction Authority and to SRJV.
• April 2011 -Community Outreach Meeting for the Maintenance Yard Buffer
Zone.
• April 2011 ongoing -Participating with the Construction Authority and Metro
Operations in issue identification, over-the-shoulder design review and
feedback to the design-build team; meetings with other third-party agencies
including Southern California Edison, and Southern California Gas Company.
6
• May 2011 - Completed revisions to the Construction Mitigation and
Implementation Requirements incorporating comments from Expo
Construction Authority and SRJV.
• May -September 2011 -Attended Expo Community Outreach for the
Maintenance Facility including Community Kick-off meeting and Maintenance
Yard Design Community Meeting with Expo, Metro, and the design team.
• June - September 2011 - Participated in negotiation of preliminary
engineering scope for betterment pricing, and ongoing participation in
betterment scope definition.
• September 2011 -Completed preparation of the draft Major Cooperative
Agreement between the City and Expo Construction Authority to guide the
cooperative project process.
The Construction Authority completed the first stage (called "Stage A") of design for
Expo Phase 2 utilizing a 6-month competitive process between two design-build teams.
Stage A included preliminary engineering work and design sufficient to establish a
baseline project definition and cost. The Construction Authority defined parameters for
both design-build teams to submit designs for Phase 2 Stage A consistent in character
and scope with Phase 1 (included below are photos of .Expo Phase 1 light rail
elements). Draft design packages were submitted by each team in early September
2010 for review by Expo, Metro and the "third parties," including the Cities of Santa
Monica and Los Angeles. The City of Santa Monica presented information to each
design-build team and submitted extensive comments on the design packages. At the
conclusion of Stage A, each design-build team submitted final preliminary engineering
design drawings and baseline price to Expo Construction Authority in November 2010.
Following Stage A, the Construction Authority negotiated a contract with the top-ranked
team of Skanska-Rados Joint Venture, and issued a Limited Notice to Proceed with the
design-build project in May 2011.
7
A similar station configuration is proposed for Memorial Park/17`" St Station. Also pictured are center
OCS poles and embedded trackway, both elements of the proposed street running light rail segment
along Colorado Avenue.
Platforms are typically 12' wide for side platforms (proposed for Bergamot Station) or 16' wide
for center platforms (proposed for Memorial Park and Downtown Stations) and are
furnished with a shade canopy and benches.
8
Expo Phase 1 Station platform
Expo Phase 1 Station platform and canopy
9
Discussion
When the Expo Construction Authority completes the Expo Light Rail (Expo LRT)
project in 2015, it will be a significant and long-term public investment in mobility, quality
of life, and sustainability. The $1.5 billion Phase 2 of the Expo Light Rail line creates an
important west side link to the Metro fixed-rail system and will provide Santa Monica
residents and visitors with easier access to major destinations both locally and
regionally.
The Expo Light Rail project was anticipated in the integrated land use and
transportation vision in the City's LUCE, with station areas identified for improved
pedestrian, bicycle and transit connections; as well as land use changes supporting
transit ridership and the creation of new neighborhoods at Bergamot Transit Village and
Memorial Park. The multi-modal emphasis of the LUCE recognizes the importance of
light rail, and identifies supportive and complementary facilities and policies to
encourage light rail, ensuring that light rail is well-integrated into the city. Light Rail is
one of the important components of an integrated citywide strategy to reduce
greenhouse gases and achieve no net new evening peak trips.
On July 13, 2010, the Council unanimously adopted recommendations for elements to
be included in the Construction Authority's three Expo LRT stations, directing City staff
to work with Expo so that the stations are designed and constructed to ensure safety,
functionality, access and ridership, as well as smooth transfers. Significant progress has
been made on establishing the station recommendations as described below. This
report also provides overall updates on the Construction Authority's design-build
process.
10
Licht Rail Stations
Downtown Station
This Downtown station must be capable of handling a high level of activity and serving
as the gateway to multiple destinations. in Downtown, the Civic Center and the
Oceanfront. Every rider exiting the train will become a pedestrian, and access to/from
the train must be designed in a way that will gracefully accommodate the expected
crowds. Circulation in and around the station is very important to facilitate ridership,
integrating all the modes accessing the train and traveling on Downtown streets.
The Construction Authority's initially-proposed Downtown Station alignment as shown
below, would utilize the majority of the former Sears Automotive site at 4t" and Colorado
Avenue for the station site. This layout featured a track curvature of approximately 60
degrees and a southern station entrance at the southwest corner of the site in addition
to the entrance on the northern side of the platform. This alignment would require trains
to slow significantly as they navigated the turn with the potential for resulting wheel
noise along the curvature and possible impacts to 5t" Street operations.
;.~..~ ~,
~P
r~ AM n1REES EceW~ pPCC .. ~ ....
OEV£
~~~ ~~~ i~ ~~..r-.L. ...~ y
s ~~-
4 "~~~ \
,,.~ J~~~~ ~~~.
' ~ ~~
I VEE PPµGEt .;..
pPMEtlZ, ~~ r _ ~ ~ C+ ~i
I OE \ 0 '.. Q
~ ~ O H
4 \ ~
O Lam. Y~
O ` G
1 g5H SZREE~ ._,
- 0~~~
~' CONFIDENTIAL t<s~kux~palav
Eryoaltlen Mahe Uno Can[truotlon AUMO[ty A J L iSRfi]~F) CI f 142 ~F y' 2-B2]
y... ~ ~ _
COIOMDO/4M SIPEEf STA-ON A-S1 IOt ~'~_
Expo Stage A Preliminary Design for Santa Monica Downtown Station
11
The City has worked closely with the Construction Authority to evaluate the proposed
station regarding train operations, pedestrian circulation, vehicle traffic, noise and the
resulting site design. Through this process, the City and Construction Authority
identified an improved Downtown station alignment that increases train operating
speeds and improves station pedestrian access. The station's position on the site
addresses visibility issues at 5t"/Colorado through Expo acquisition of the property at
the SW corner and provides an improved relationship of the station to the future
Colorado Esplanade. The revised alignment softens the curvature of the tracks enabling
faster train speeds across the intersection of 5t" Street/Colorado Avenue, reducing the
potential wheel noise, and improves the resulting opportunities for use of the remainder
of the Sear automotive and adjacent City-owned sites, including preserving the 4th
Street tunnel access.
i-POIeM~ai BUa loalap/IlnoaEry
~J
~~
1 -
CNaa6aPn
' ttkel BaMaa ~ ~"~ SdervM1 ~ na4i1
Stl R
Nnve FVe Gaiea xwmn ~ _//~//~--''~ ~ ~,~~, ~.-%"
1 ~ ~~ J - /~~ ~ ~/~. ~ ~ ~ Haut
~ /,l ,
~ t _~
Slabm Pptlwm i /~ ~ ~ iP55
8211 ~~ w%w
1 ~flarty PA
g • y
5 ~ ~~\ TxAeIBmNS R
v u ~ ~ -vi aura „
61 -Fxwe Fara Gaiea
~ SovA NaEa ~ ~~ i
t I L
flnltlua Sae Nea ~ /
Alternative Concept for Downtown Station
The Alternative Station Concept utilizes less of the property and orients the station platforms closer to
Colorado Avenue; shown here with plaza entrances on the north and south sides of the platforms
12
Other features of the revised design include:
• 2 center platforms that meet Metro preferences
• Maintains two station entrances and space for pedestrian queuing from the
north and south
• A continuous sidewalk on south side of Colorado is maintained between 4th
and 5th Streets
• Station position utilizes 15' feet of 5th Street right-of-way (R.O.W.) to
accommodate sufficient cross-platform circulation at the west end of the
station
• Westbound vehicle lane at minimum 19.5' and able to accommodate a
potential westbound left turn lane at 4th Street
• Grand stairs and street-level plaza interface to the north and south
• Maintains traction power substation located along 5th Street
• Greater remaining site area south of station platforms, including potential for
station-oriented uses, and sufficient space fora potential future street
segment south of Colorado to improve circulation and access to the site.
From a pedestrian standpoint, the revised station significantly improves integration of
the station access and is better urban design. From a vehicle traffic perspective, this
station configuration ensures that vehicle flows into the Downtown on 4th and 5th Streets
will remain similar to existing weekday peak period conditions, once the light rail begins
operations.
The next steps for moving forward with the revised Downtown Station are to work with
the Construction Authority and Metro on the following key issues, to be developed
during final design.
• Integrate required equipment for the terminus station to minimize the visual
clutter, including "bumpers" and truss to terminate overhead catenary system
components.
• Refine station entrances/exits at 4th Street to carefully address grade
changes, and create a seamless and gradual transition to the Downtown
through City-controlled plazas.
• Identify bus stop access and enhancements according to the Big Blue Bus
bus-stop improvement program.
• Identify drop-off/pick-up access for shuttles and taxis.
13
• Identify 5th Street pedestrian crosswalk locations, preserving as many
crosswalk legs as possible.
• Coordinate location of station support facilities such as the traction power
sub-station (TPSS) facility, the train communication and control building, and
drivers break room to ensure sound pedestrian circulation and preserve the
potential for effective transit oriented development.
• Coordinate the TPSS facility to minimize footprint and provide screening such
as landscape or perimeter treatment that does not diminish the quality of the
station site.
• Identify baseline costs and identify any potential betterments associated with
the Downtown Station design and construction.
• Investigate transit-oriented development opportunities through continued
conceptual design for adjacent City-owned properties.
Bergamot Station
The Construction Authority's proposed Bergamot Station design included a single
center platform and an entrance/exit ramp on the west side connecting to 26th Street.
The Council endorsed a side platform layout with two parallel platforms that enable
direct access from the north and south on July 13, 2010. The side platforms are
currently being incorporated by the Construction Authority as a betterment to be funded
by the City. Integration with Bergamot Arts Center to the south and Bergamot Transit
Village to the north is greatly increased by the side platform layout. Pedestrian
crossings are. needed at both ends of the station to support access from both directions
and will require CPUC and Metro approval of the proposed additional eastern crossing.
As communicated in a memo from the City to the Construction Authority dated
December 7, 2010 and resent on January 20, 2011, the need for two entrances at both
the Bergamot and Memorial Park Stations is based on additional ridership identified
during the LUCE process through a citywide travel demand model. The City's LUCE
travel demand model included a light rail ridership model that estimated approximately
1,300 more daily boardings at Bergamot station than the Construction Authority's model
estimates, based on more detailed local conditions (existing and future). The new grid
pattern proposed by the Bergamot Area Plan, a portion of which is included in the
Papermate project proposal, will include at least one more signalized crossing on
14
Olympic Boulevard, and will facilitate more direct arrival to the east end of the Expo
station to support optimal ridership. Additionally, access for the Pico neighborhood
southeast of the station is important.
_d ~ ,_
yam, ~
SID
~' BIKE PATH
-;
avMric aivo
~-,,,-f.. ~ ~ SIDE PLATFORMS
1 WEST ENTRANCES
I ~
WITH FUTURE CROSSWALK
ACROSS OLYMPIC BLVD.
Concept for Bergamot Station with Dual Platforms Providing Direct Access to Both Sides
Supporting increased integration of the station on the Bergamot Art Center property,
additional advantages of the side platform configuration include the ability to remove the
fence proposed between the platforms and the Art Center though a joint use agreement
with Metro, and providing a future opportunity to create an integrated plaza. And in
addition to providing a pedestrian oriented entrance into Bergamot Art Center, the
eastern entrance will also facilitate a connection between the Expo Bike Path and the
future Michigan Avenue bike path.
Key features of the side platform betterment being incorporated by the Construction
Authority:
• 4 entrances/exits to the station -one at each end of the north and south
platforms to increase pedestrian access and station integration with Bergamot
Art Center and with the Bergamot Transit Village north of Olympic Boulevard.
• Narrower track spacing which allows for reduced curb alterations to the
Olympic Boulevard and provides wider right-of-way for continuous bike and
pedestrian circulation between Stewart and 26t" Streets, better
accommodating the regional bike path adjacent to the station, and allowing
15
bicycle commuters a continuous path through the station area without having
to dismount.
• Track crossing to the east of the station platforms to provide critical access to
both directions of platforms for all riders (subject to CPUC and Metro
approval). Track crossing location will be coordinated with potential new
crosswalks north of the station site.
• Improved landscape and streetscape elements along Olympic Boulevard.
• Carefully located station support facilities, including the train communication
and control building, to assure efficient site circulation and future plaza
integration with the Bergamot Art Center.
On June 28, 2011 the City Council approved an expenditure up to $245,000 to perform
preliminary engineering for the City-preferred station layout for Bergamot Station. The
Skanska-Rados Joint Venture team is completing the preliminary engineering and
pricing work for City review and comment. The City will review the design, scope and
estimate of the betterments and then negotiate a not-to-exceed price for the
betterments at Bergamot Station and return for Council approval. The City has to agree
to the final design and cost, and then submit a formal betterment request in order for
Skanska-Rados to incorporate the betterments into the project. The City will continue to
work with Skanska-Rados during final design to refine the design and .associated costs
within anot-to-exceed price.
Memorial Park/?7th St. Station
The Construction Authority's design for Memorial Park/17th St. Station includes a denter
platform with a single eastern entrance/exit ramp from the 17th Street crosswalk with the
ticketing equipment located on the entrance ramp. The Memorial Park/17th St. Station
will serve Santa Monica College (SMC) students and employees, employees serving
two regional hospitals, UCIA and St. John's, as well as office and residential uses
surrounding the station. The station will experience many "surges" throughout the day,
primarily based on student class schedules and hospital work shifts. It is also
anticipated that this station will experience a high volume of bike-on-train ridership. To
safely accommodate the anticipated capacity requirements, including surges and
connections to bus, bike, and kiss-and-ride necessary for the neighborhood, the City
16
has been working with the Construction Authority to include a second and western
entrance/exit and crossing at 15th Court (subject to the California Public Utilities
Commission crossing approval) as a betterment.
Key features of the proposed station betterment being incorporated by the Construction
Authority are:
• A western entrance/exit ramp
• Additional ticket vending machines and map case located on the west ramp
• A signalized pedestrian crossing across Colorado (north and south) located at
15th Court, subject to CPUC approval
On June 28, 2011 the City Council approved an expenditure up to $120,000 to perform
preliminary engineering for the City-preferred station layout for Memorial Park/17th St
Station. The Skanska-Rados Joint Venture team is completing the preliminary
engineering and pricing work for City review and comment. The City will review the
design, scope and estimate of the betterments and then negotiate anot-to-exceed price
for the betterments at Memorial Park/17~h St Station and return for Council approval.
The City has to agree to the final design and cost, and then submit a formal betterment
request in order for Skanska-Rados to incorporate the betterments into the project. The
17
City will continue to work with Skanska-Rados during final design to refine the design
and associated costs within anot-to-exceed price.
In addition to a second entrance, the City's review and comment of the betterment
request includes increased circulation, queuing and transfer space on the adjacent
proposed park-and-ride site as described in the July 13, 2010 Council staff report.The
Construction Authority plans to build up to 70 parking spaces described in the Final EIR,
but the City has proposed reconfiguring 16t" Street between Olympic and Colorado to
create angled or perpendicular parking to accommodate at least 50 metered park-and-
ride spaces in order to use .the site as a larger transit/shuttle transfer plaza. The
remaining 20 spaces could be provided as pick-up/drop-off and ADA spaces on the off-
street facility. Ultimately, the 50 park-and-ride spaces .could be incorporated into the
Memorial Park area planning processes or as a joint development opportunity for
nearby private development. The City would need to continue to work with Metro and
Expo to resolve open operational issues associated with the City's proposal.
The next steps for moving forward with the Memorial Park station design are to work
with the Construction Authority and Metro on the following key issues, to be developed
during final design.
• Include minimum 20-foot crosswalk widths at 17th Street; and 15th Court if
crossing is approved by the CPUC.
• Include a minimum sidewalk vuidth of 18-20 feet along the south side of
Colorado adjacent to the station to accommodate increased pedestrian
volumes.
• Relocate parking lot driveway from 17th to 16th Street to eliminate potential
conflict between southbound vehicles queuing on 17th street and potentially
blocking train traffic.
• Landscaping of the medians and parking lot consistent with Metro criteria and
Phase I design.
• Incorporate transitions between the end of the Expo regional bike path at 17t"
Street and the City's existing and future bike network.
• Continue discussions with Metro on the re-appropriation of the park-and-ride
site to increase the transfer plaza, including exploration of station parking
management partnerships.
18
Colorado Avenue Street Running Section
The last 1.25 miles of Expo Phase 2. on Colorado Avenue is a unique condition as the
train operates within the street right-of-way and posted speed limit, along with other
vehicles. Traffic and train flow will be controlled by coordinated street signals. Because
Colorado Avenue has a limited 80 foot right-of-way, the introduction of a 26-foot wide
LRT trackway in the center of the street requires careful reconfiguration of the remaining
right-of-way space in order to maintain adequate space for pedestrians, vehicles,
landscape, and infrastructure, and to preserve-the character of the street. The additional
space required for the trackway requires relocation of the southern curb which creates
conflicts between below-ground utilities and typical above-ground streetscape elements
such as street trees and lighting.
The approximately 1.25 mile street-running segment of Expo LRT in Santa Monica runs from the
Memorial Park Station at 17~b Street to the Downtown Station at 4~h Street.
Integrating the LRT into the street and the community is an important part of the street-
running section. To assist the Construction Authority,. the City prepared streetscape
recommendations and cross-section alternatives for Colorado Avenue from 17~h Street
to the Downtown Station based on the following principles and objectives:
• Ensure safety and functionality of the street
^ Balahce the needs of transit, pedestrians, vehicles and other users within the
vision of a "transit parkway"
^ Create a handsome mixed-use and business-friendly street
Minimize visual clutter
19
^ Meet the City's streetscape and sustainability standards
^ Enhance arid do not harm the character of Santa Monica
^ Seek to preserve on-street parking
Construction of the Expo LRT will entail a nearly complete reconfiguration of Colorado
Avenue between 17tH Street and the Downtown station. There are challenges
presented in the eighty foot right-of-way, including accommodation of multiple major
underground utilities, such as a 10-foot county storm drain, sewer, water, electrical, gas
and fiber optic lines. .Significant reconfiguration of underground facilities will 6e
required, in addition to above-ground roadway and streetscape work. The design,
relocation and construction of these facilities will be performed within adesign/build
framework with many of the details worked out at varying stages of design.
The City and Construction Authority have identified these priorities to expedite within the
design process:
• Preparation of composite utility/streetscape plans for Colorado Avenue,
identifying utilities, trees and lighting facilities, in close coordination with
Southern California Edison and Southern California Gas Company, so that
street tree and pedestrian/roadway light locations can be optimized within the
tight utility corridor.
• Near term coordination and negotiations between the City. and the
Construction Authority regarding City-requested additional pedestrian
crossings (at 10tH 12tH and Euclid Streets) along Colorado Avenue, in
preparation for a supplemental CPUC application. The Construction Authority
has agreed to consider a supplemental application if Metro and the California
Public Utilities Commission (CPUC) are in agreement and once the baseline
Project crossings have been approved by the CPUC. CPUC applications are
time sensitive within the Project.
• Advanced outreach focused on the SRJV-proposed design for replacement
parking spaces located on streets perpendicular to Colorado east of Lincoln,
with the potential to use these spaces for temporary construction parking.
• Coordination of curb radii locations and trackway surface treatments to
accommodate safe turning movements onto and from Colorado Avenue for a
variety of vehicles including autos, SU-30 delivery trucks, resource recovery
trucks, buses and fire trucks.
The goals and priorities for reconfiguring Colorado Avenue emphasize a functional and
safe transit street, one that encourages walking, increases access to transit, supports
20
local businesses and surrounding land uses, and accommodates emergency and
service vehicle access.
streetscape Elements
City streetscape facilities such as sidewalks, parkways, crosswalks, curb ramps and
street lights along the light rail should reflect the character and urban design practices of
Santa Monica, thus facilitating the integration of the light rail into the community and city
fabric. Due to the narrow right-of-way and a congested utility corridor along Colorado
Avenue, early and expedited design coordination is necessary between sub-surface
utilities and streetscape facilities. Such expedited coordination will include working with
the Construction Authority and other agencies early in the design process. In order to
expedite the resolution of above-ground and below-ground conflicts and meet the
project schedule, SRJV has agreed to provide a composite utility plan locating street
trees, pedestrian/roadway lights and potential betterment enhancements to assure
optimum integration. The Construction Authority, SRJV and the City have agreed to
identify conflicts and evaluate solutions.
Pedestrian Crossings
As an integrated street-running light rail segment, it is important to define convenient
and consistent pedestrian crossings on Colorado to facilitate safe behavior and enable
pedestrians to reach their destinations and access the stations. Frequent pedestrian
connections are also necessary to provide access to the preserved street parking on the
north side of Colorado and access to potential nearby replacement parking.
Currently, Expo is proposing pedestrian crossings to be permitted at existing signalized
intersections -east of Lincoln there are currently signals at every third intersection (11tH
14tH and 17tt' Streets). This represents approximately''/4 mile spacing of crossings, and
the City will continue to work with the Construction Authority to increase the frequency
of crossings to meet the City's pedestrian goals. The crossings are subject to the
approval of Metro and the CPUC. Any. construction costs for these crossings would be
borne by the City.
21
- -
_ __
- -
's __
- _ ~ - ~ - - -
y
H .. ..
_..... ~
-1
S
._ _
_. _- ______
___. .. A
__ ~ ..._ _
__" __
_.
Clty Pi pP MAdtllll al " - y
~ - CIryP potetl Atldtll I - CIryP P ed Adtl ibna (/J CIIYP Po eJMdldonal
Slgna111¢d PNC sdn9 519 Itr WpM.G0aln9 SIgn II Mp¢d <mssing y 519 Il ed p
edG svl,g Q
,
~
l
• y~
2
u...l~
..... ~ mun ~ ......~~~... '. __ ___.
_. ~COLORADOAVE _ _._ y
......_ ..~
_. ____
FHPOP~a poutl P ed Cmssln9 PaPOpmpotNPtlC sln9
- ~
- l ~
Summary of proposed and City-preferred crossings on Colorado east of Lincoln. Preserved
crossings would he upgraded with signals to regulate crossing timing.
As discussed with Expo, Metro and CPUC staff, the City's preference is to preserve all
existing pedestrian crossings. The following approach could address some of the
concerns raised by other agencies:
• Eliminate pedestrian crossing at 9th Street because of the proximity to the
electrical substation and distance from an LRT station (continuing to pursue
crossing at 10th 12tH Euclid and 15th Court),
• Equip pedestrian crossings at unsignalized intersections with traffic signals to
control pedestrian movement, and
• Limit north-south crossing at each intersection to one side.
City staff has met with Expo, Metro and CPUC staff to discuss the additional crossings.
Upon preliminary concurrence by Metro, Expo will prepare the study necessary to
submit a CPUC application for crossings at 10th 12th Euclid and 15t" Court; however,
the application and approval process is lengthy and uncertain.
Trackway Treatments
Vehicle turning movements, to and from Colorado Avenue, need to be re-evaluated
given the reduction of the roadway to a single travel lane in each direction. The City
has provided Expo and SRJV with early curb radius recommendations for corners,
many of which are being incorporated. In cases where space is extremely limited and
drivers may encroach on the trackway, the City has requested that the trackway be
specially treated to provide safety, clarity of turning movement, and differentiation of the
trackway from the roadway. It will be important to the character of the street that such
22
treatments be also aesthetically pleasing so as not to burden the environment with
additional clutter.
Fire Department Assessment, Evaluation and Implementation
Santa Monica Fire Department (SMFD) staff has assessed the implementation of the
proposed Colorado Avenue street-running alignment of the Exposition Light Rail. The
goal of the City, Expo, METRO, and SMFD is to have a safe and fuhctional street.
SMFD analyzed the feasibility of the proposed street section, investigated comparable
conditions in other cities, and identified appropriate measures to compensate for the
lack of a 20-foot fire engine access lane required by the California Fire Code. City staff
visited Fire Departments in Long Beach, San Diego, and Portland, Oregon. The Los
Angeles City Fire Department has provided best practice information and is a partner on
the Fire Life Safety Committee. Staff conducted interviews with fire department and
light rail operator staff, and began discussions with Expo and Metro on operational
goals. In addition, staff reviewed references from the National Fire Protection
Association Standards and the California Public Utility Commission's regulations
governing the safety of light-rail transit.
SMFD concluded that Colorado Avenue can be an operational and a functional street
with the proposed lane widths of 19.5 feet on the north side, including a 7-foot parking
lane, and a 14.5-foot lane on the south side with no parking. Overhead train
electrification poles and wires would be located in the center of the tracks. SMFD
identified necessary implementation measures for the 4th through 17th Street segment,
assuming that a 14.5-foot southern access lane is to be provided, which have been
discussed with the Construction Authority and Metro. The measures are to be
implemented by the Exposition Construction Authority, City Staff, SMFD, and METRO,
and include:
• Installation of additional fire hydrants and relocation of select Fire Department
Connections (FDC).
• Evaluate limitation of on-street parking near building entries.
23
• Increasing fire access as part of redevelopment of properties, especially on
the south side of Colorado.
• Implementing operating, response and training protocol for light rail incidents.
• Establishing regular communications with Metro.
• Establishing with Metro standard operating procedures for LRT operations on
Colorado.
• Establishing a comprehensive rail safety outreach program to be led by
Metro.
See Attachment A for the full text of the SMFD executive summary entitled
"Assessment, Evaluation and Implementation of the Proposed Colorado Lane Widths."
Potential Enhancements for Council Consideration
As the design-build process progresses, detailed streetscape treatments may help to
integrate the LRT within Colorado Avenue. Staff has identified the following categories
as potential City-funded enhancements that could benefit the City and could be
considered as the project progresses into final design. Staff could return to Council with
cost estimates for these enhancements should they be pursued.
^ Sidewalk/curb extensions at pedestrian crossinas: i.e. "Bump-outs": Staff is
recommending additional curb extensions at pedestrian crossings on the north
side of Colorado to improve pedestrian comfort, simplify ADA compliance and
reduce crossing distances. These city-funded curb extensions would be in
addition to any baseline curb extensions that would be needed to accommodate
the turning radius of larger vehicles or provide transitions to perpendicular
parking:
^ Fencing at "T" intersections: Fencing is required between the tracks at the
uncontrolled "T" intersections, including gin, 10tH 12tH Euclid and 15tH Streets, to
prevent left turns onto Colorado Avenue. The approved Metro grant includes
betterment funding for more artistic fencing. The City will consider options for
materials and design in order to ensure an aesthetic quality to the streetscape.
Landscaping and roadwav treatments: The Construction Authority is committed
to maintaining consistency of design with Expo Phase 1. Additional landscape
and roadway treatments may be needed to meet Santa Monica's local
expectations for streetscape projects. For example, on the north side of
Colorado, additional city-funded trees and pedestrian/roadway lights would
provide continuity and symmetry of the street. Also, where travel lanes exceed 12
feet, additional design treatments would encourage appropriate lower vehicle
speeds and provide pedestrian buffer.
^ Decorative base for OCS/lighting poles: Consistent with other poles in the City, a
more attractive base to poles that support the OCS wires and street/pedestrian
lighting should be considered for betterment funding.
24
• Water Main upgrades or replacements: Staff is currently obtaining cost ~roposals
to upgrade or replace the water main on Colorado between 4t" to 17" Streets.
Since the Construction Authority is planning to replace the majority of the existing
water pipeline, upgrading or replacing the remaining components may be a cost
effective approach. Replacement prior to completion of the project will provide
service for potential developments with minimal disruptions in the future.
Construction Implementation and Phasing Concepts
The construction implementation of the light rail project within the City of Santa Monica
involves three types of roadway/trackway improvements: grade separation, at grade
street crossings, and Colorado Avenue street running improvements. Construction will
be implemented with special consideration given to minimum lane closures, safe
construction zones, and minimum disruption to local residents and businesses. The
following sections discuss the project's construction phasing concepts.
Grade Separated Construction at Olympic and Cloverfield
The light rail will cross over Cloverfield and Olympic Boulevards on an aerial structure
("grade separated"). The construction activity for these locations involves the erection of
falsework for the bridge structure. Fassework consists of a temporary structure used to
support the bridge in order to hold the components in place until its construction is
sufficiently advanced to support itself. Typically, falsework is a composite of timber and
steel I-beam construction. Travel lanes will be maintained at all times except during
assembly of the falsework. The assembly of the falsework generally involves a series of
weekends or overnight closures to erect the temporary structure. The street may be
partially or completely closed during the false work installation, at non-peak traffic hours
only. Traffic detour and signage plans will be submitted, and reviewed by the City prior
to the start of the false work for this phase.
Once the falsework is completed, the. bridge can be constructed with just occasional
closures during non-peak hours. Subsequently, the falsework needs to be
disassembled, which will require a series of weekends or overnight closures. The City
will require the Construction Authority to maintain all travel lanes on Olympic Blvd. and
Clovertield Blvd. during peak traffic hours between 6AM and 9:30AM and 3PM to 8PM.
25
Thus, a minimum of two lanes in each direction and a left turn lane shall be maintained
at all times, except during non-peak traffic hours.
At Grade Crossing Construction Locations -Intersections of City Streets
At-grade crossing will be constructed at the intersections of Stewart, 26tH, 20tH, and 19tH
Streets. At these locations, the light rail tracks will cross existing roadways at grade.
The majority of the crossings will be constructed in two stages, where one-half of the
road improvements and the track work are made while maintaining one lane in each
direction on the crossing street. The work at Stewart, 26t", and 20tH Streets will be
conducted during non-peak hours, between the hours of 8:OOPM and 6:OOAM Monday
through Friday. While the 19tH Street intersection maybe closed if approved by the City,
local access will be provided and a detour plan will be implemented. Any exemptions to
these restrictions must be approved by the City.
Colorado Avenue Street Running Construction Phasing
The construction of the street-running section along Colorado Avenue, between 4tH
Street and 17t" Street, is anticipated to be performed in three phases, each to include
intermediate stages to complete the work at various intersections. Each construction
phase along Colorado Avenue will be performed in three-to-four block segments. These
phases and segments will be presented to the City, for review and approval, by the
design builder prior to start of construction. The three phases of construction within the
Colorado Avenue running section are anticipated to be as follows:
Phase 7
The first phase will consist of relocating utilities and performing street
improvement work along one side of Colorado Avenue. "During this phase one
traffic lane eastbound and one traffic lane westbound will be maintained.
Replacement of on-street parking will be provided on adjacent side streets. If
multiple construction crews are working on the street, they shall be separated by
at least four blocks. Utility installation per location shall be limited to two blocks at
a time. Design builder will submit a work plan to the City for proposed phasing.
Work at intersections shall be done in phases in order to allow one lane of traffic
in each direction on cross streets. If any of the major intersections, 17tH 14tH
11tH, Lincoln, 7tH 6tH Stn or 4tH Streets have to be closed to cross traffic, the
closure shall be between the hours of 8:OOPM and 6:OOAM on weekdays and
between the hours of 9:OOPM and 11:OOAM Saturday and Sunday.
26
Phase 2
The second phase of construction will be similar to Phase 1 above, where utilities
are relocated and street improvements are constructed on the other side of
Colorado. For example, if the design builder elected to work on the south side of
Colorado in Phase 1, construction on the North side of Colorado will be
conducted in Phase 2. The intent is to complete all work on one side of the street.
prior to disturbing to the opposite side. All construction road work between the
new street curb and property line is to be completed prior to installation of traffic
control for the construction of the mountable curb and light rail infrastructure. Any
work that requires lane closure shall be completed prior to Phase 3 work. One
lane in each direction and access to adjacent business and/or residents will be
maintained at all times and replacement of on-street parking will be provided on
adjacent side streets similar to Phase 1 above.
Phase 3
The third phase entails construction of rail guideway on Colorado Avenue. One
lane in each direction shall be maintained at all times except those times where
full closure is authorized by the City. Work at signalized intersections-will be
constructed in segments in order to maintain one lane in each direction on cross
streets unless otherwise approved by the City. If any of the intersections have to
be closed. to cross traffic, the closure shall be between the hours of 8:OOPM and
6:OOAM on weekdays and between the hours of 9:OOPM and 11:OOAM Saturday
and Sunday. Work should not be scheduled on consecutive intersections. If
needed, temporary lane closure of one block on Colorado may be allowed
between the hours of 8:OOPM and 6:OOAM on weekdays and between the hours
of 9:OOPM and 11:OOAM Saturday and Sunday. Access to businesses shall be
maintained at all times.
Alternate parking shall. be provided prior to beginning of this phase of work.
For construction work in the downtown, west of Lincoln Blvd, and in the proximity of
freeway off-ramps and on-ramps, no street closures outside the construction zones will
be allowed between November 15th and January 2nd, unless specifically authorized by
the City.
Final Street Paving
Once the above three phases are completed, finish paving is to commence. This portion
of work may be completed after hours (8:OOPM and 6:OOAM) on weekdays. This work
will not start until all permanent improvements are in place.
27
Financial Impact and Budget Actions
Costs that are determined to be betterments to be funded by the City requiring a budget
action will be brought back to Council at a future meeting. The 2011-2012 budget sets
aside $5 million towards these costs to integrate the light rail line into the urban fabric of
Santa Monica. City-owned real estate needed for the line will also be negotiated by City
staff, Expo and Metro. New developments adjacent to the line may be asked to
contribute a portion of the betterments as part of Development Agreement negotiations.
Prepared by: Lee Swain, City Engineer
Alex Nazarchuk, Civil Engineer
Francie Stefan, Strategic & Transportation Planning Manager
Joanna Hankamer, Senior Planner
Sam Morrissey, Principal Transportation Engineer
Approved:
Approved:
Approved:
David Martin
Director, Planning & Community
Development
Approved:
athryn Vei ez,
Assistant to the City Manager, Community
& Government Affairs
Forwarded to Council:
''~---~.
Rod Gould
City Manager
Attachments:
A. Assessment, Evaluation and Implementation of the Proposed Colorado Lane Widths
Scott Ferguson
Chief, Santa Monica Fire Department
28
Attachment A
Assessment, Evaluation and Implementation of the Proposed Colorado
Lane Widths
Expo proposes a street section consisting of: a 19.5-foot lane on the north side, including a 7-foot
parking lane; a 26-foot wide dedicated railway in the center; and a 14.5-foot lane on the south side, with
no street parking. Overhead Contact System (OCS) poles are to be located in the center of the two
tracks. Santa Monica Fire Department (SMFD) staff has assessed the implementation of the proposed
Colorado Avenue street-running alignment of the Exposition Light Rail. The goal of the City, Expo,
METRO, and SMFD is to have a safe and functional street.
SMFD analyzed the feasibility of the proposed street section, investigated comparable conditions in
other cities, and identified appropriate measures to compensate for the lack of a 20-foot fire engine
access lane required by the California Fire Code. City staff visited Fire Departments in Long Beach, San
Diego, and Portland, Oregon. The Los Angeles City Fire Department has ,provided best practice
information and is a partner on the Fire Life Safety Committee. Staff conducted interviews with fire
department and light rail operator staff; and began discussions with Expo and METRO on operational
goals. In addition, staff reviewed references from the National Fire Protection Association Standards and
the California Public Utility Commission's regulations governing the safety oflight-rail transit.
SMFD concluded that Colorado Avenue can be an operational and a functional street with the proposed
lane widths. The following provisions have been discussed with Expo and METRO as implementation
measures for the 4th through 17`h Street segment, assuming that a 14.5-foot southern access lane is to
be provided. The following measures are recommended to be implemented by the Exposition
Construction Authority, City Staff, SMFD, and METRO.
1. Expo Construction Authority:
a. Install 11-13 additional fire hydrants on the south side of Colorado Avenue to
accommodate the change in the width of the street and the reduction in operation area,
from existing conditions. Installation of hydrants on the south side would eliminate the
need to run fire hoses from the north side across the rail tracks, which could potentially
run over by a train.
b. Relocate three Fire Department Connections (FDC) to provide immediate accessibility.
c. Incorporate 60-foot no-parking zones from any building entrance on the north side of
Colorado in the final parking layout on Colorado Avenue. This results in a loss and
potential relocation of approximately 34-parking spaces.
d. Accommodate fire trucks and other vehicles with a wide turning radius and divert them
away from the guideway. A curb modification at intersections shall be implemented to.
achieve proper turning radii.
2. City Planning Department:
a. Provide recommendations to Council for potential future developments that improve
fire access on Colorado Avenue, especially on the southern side. This includes the
29
potential to reconnect 9`h, 10`h, 12`h and Euclid Streets with Colorado Avenue to improve
the connectivity of the street grid and provide side street access points for fire-fighting
operations.
b. Further study and verify the feasibility of future mitigation measures such as setbacks,
stepbacks, and possible parkway indents.
c. Study potential street treatments for the southern 14.5 foot lane to discourage speeding
on the wide single lane.
3. Santa Monica Fire Department:
a. Implement standard operating procedures and training protocols for Colorado Avenue,
including:
i. Responses protocols for incidents on or around the proposed light-rail
guideway;
ii. Training procedures pertaining to a light-rail system, to be held at least twice
per year or as requested; and
iii. Protocols for power shut down including notification procedures
b. Establish a liaison to interact with METRO. This includes creation of a joint
communication plan.
c. Conduct a response study based on station locations, track locations, and traffic changes
which may lead to enhancements to City`s Fire Communication and Dispatch system.
4. METRO
a. METRO and the Fire Department have agreed to establish standard operating
procedures for light-rail operations on a Colorado Avenue. This will include:
i. A dedicated (ring downy phone number for SMFD Fire Communication to use in
the event of power shut down request or other instances;
ii. METRO-provided engineering calculations for fire loads on the proposed trains
to be used on Colorado Avenue;
iii. The establishment of a speed limit for the trains; and
iv. Training to be coordinated with SMFD twice a year, or as required.
v. Access to METRO's light-rail vehicle for Fire Department training exercises as
required.
b. Metro will launch a comprehensive public outreach program to schools and residents
regarding METRO rail safety and operations:
c. Metro will investigate the installation of blue lights on poles to indicate if overhead
wires are energized.
30