PENINSULA CORRIDOR JOINT POWERS BOARD
Project Study Report (PSR)
PROJECT LOCATION San Bruno Grade Separation & PROJE CT New Station
(MP 10.8 to MP 12.0)
FINAL REPORT
July 7, 2003
Prepared By:
BKF Engineers 540 Price Ave Redwood City, CA 94063
San Bruno Grade Separation & New Station July 7, 2003
Project Study Report for San Bruno Grade Separation and New Station
This Project Study Report (PSR) has been prepared to summarize the scope, budget, schedule and key relevant issues to construct grade separations and a new relocated station in the City of San Bruno. The purpose of the PSR is to document the outcome of meetings that have occurred between the City of San Bruno’s Citizens Advisory Committee (CAC) and the Peninsula Corridor Joint Powers Board (JPB) staff to develop a project that meets the needs of the City as well as of the JPB. The PSR has been prepared by BKF Engineers and other consultants in collaboration with JPB staff. Although the following report describes various aspects of a proposed grade separation project in significant detail, it should be pointed out that the project is still in an early stage of development. As the design is developed, minor modifications will be needed to some aspects of the proposals presented in this report.
Prepared by:
BKF Engineers David Evans Principal in Charge
Reviewed and Approved by: Peninsula Corridor Joint Powers Board
Darrell Maxey Chief Engineer
Bernard Susanto Project Manager
San Bruno Grade Separation & New Station July 7, 2003
TABLE OF CONTENTS
SECTION PAGE SECTION PAGE
SIGNATURE PAGE 8 On-Street Parking 15 A INTRODUCTION 1 9 Existing BART Facilities 15 10 Geotechnical Profile 16
11 Railroad Facilities 17 B PURPOSE AND NEED 12 Bridge and Street Profiles 18 1 History and Background 4 13 Mechanically Stabilized Embankment (MSE) Walls 18 2 System Requirements: Current and Future Needs 6 14 Railroad Signal System 19 3 Other related Projects 6 15 Coordination with Stake Holders 20
C PROJECT BACKGROUND E UTILITIES 20 1 Alternatives 7 2 Alternate 5 Sub-Alternatives Considered 7 F PRELIMINARY RIGHT-OF-WAY 21 3 Overpass Alternative Study 7 4 Community Participation 8 G CONSTRUCTION 5 Street Network Improvement Options 8 1 Staging and Sequencing 21 6 CPUC Application 9 Mitigations During Construction 22 2 D PROJECT DESCRIPTION 3 Access for Emergency and Other Large Vehicles 23 1 Project Location and Limits 10 4 Laydown and Storage Area 24 2 Existing Site Constraints 10 5 Caltrain Station 24 a Railroad Operation Issues 10 b Traffic Circulation 10 H PRELIMINARY ENVIRONMENTAL ASSESSMENT 25 3 New Street Configurations 11 a San Bruno Avenue 11 I PROJECT IMPLEMENTATION SCHEDULE 26 b San Mateo Avenue 12 c Huntington Avenue 12 J PROBABLE PROJECT COST ESTIMATE 27 d Angus Avenue 12 4 San Bruno Station Design 13 K POTENTIAL FUNDING SOURCES 28 5 San Bruno Station and Bridge as City Gateway 14 6 Balanced Station Access 14 L AGREEMENTS 28 7 Pedestrian Access to Station 14 a At Station 14 M SUMMARY AND CONCLUSIONS 29 b Other Pedestrian Access 15 N ACKNOWLEDGEMENTS 31
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FIGURES Page TABLES Page 1. San Bruno Avenue Grade Separation 11 1. Gate Downtime Delays Without Grade Separation 4 2. San Mateo Avenue Grade Separation and Kains Avenue 12 2. Intersection Level of Service 5 3. Angus Avenue Grade Separation 12 3. Summary of On-Street Parking Impacts 15 4. San Bruno Station Platforms 13 4. Grade Separation Structures 18 5. Station Parking Lot Layout 14 5. Preliminary Right-of-Way Acquisitions 21 6. Euclid Avenue/ Walnut Street Pedestrian Crossing 14 6. Potential Project Impacts/Issues and Recommendations 25 7. Shuttle Bus and ADA Accessible Parking Areas 15 7. Project Implementation Schedule Summary 26 8. BART Subway Box Section 17 8. Estimated Probable Project Cost 27 9. Half of Bridge Section at Station 18 9. Project Summary 30 10. MSE Wall Landscaping And Tiered Walls Options 19
11. Track Section Looking South 22 12. New San Bruno Station Layout 29
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APPENDICES M. Project Implementation Schedule A. Existing Conditions • All Tasks • Oblique photos • Critical Tasks Only • Ground level photos N. Cost Estimate B. Project Plan and Design Criteria • Summary of Estimates • Plan & Profile of project • Estimate with walls and embankment between San Bruno & • Table of design criteria San Mateo Avenues C. Track Plan Data and Sections • Estimate with bridge structure between San Bruno & San • Horizontal control track plan Mateo Avenues • Typical sections O. Overpass Alternative Study D. Grade Separation Structures • List of issues • Plan & profiles of grade separations • Plan and profiles of options • Structure sections • Cost Estimates E. Station and Platforms P. CAC Minutes & Correspondence • Station drawing • Chronology of events F. Existing BART Facilities and Bridge Structures • Minutes of CAC meetings • Berti-Lindquist Consulting Engineers, Inc Report • Selected correspondence • HNTB Report • CAC PSR review comments G. Utilities Q. CPUC Application • Plan showing existing utilities • SMCTA nomination • Plan of storm drain box culvert relocation • CPUC Priority List H. Traffic Analysis • Korve Engineering Memos and Report I. Preliminary Right-of-Way Maps • Maps J. Construction Staging • Schematic layout & descriptions of staging activities • Staging plans K. Signalization of Tracks • Southwest Signal Engineering Report L. Environmental Review • David J. Power & Associates - environmental assessment
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A. INTRODUCTION resulting in both vehicular accidents and pedestrian fatalities. Potential contributing factors to these accidents include the following:
There are four at-grade crossings along the Caltrain rail corridor within the City of San Bruno. 1. The close proximity of San Bruno and San Mateo Avenue, They are, from north to south, Scott Street, San Bruno Avenue, San Mateo Avenue and Angus 2. The relatively acute diagonal geometry of San Mateo Avenue, Avenue. San Mateo Avenue crosses the railroad at a sharp 25-degree angle and is at its longest 3. The complex intersection of San Bruno, San Mateo, Huntington and First Avenues, distance only 250 feet from San Bruno Avenue. Due to this proximity, these two railroad 4. The reduced sight distance for both trains and vehicles approaching the crossings, crossings effectively function as one and are commonly referred to as the San Bruno Avenue 5. Multiple tracks, and crossing. Standard railroad warning flashers and bells and gates are provided at each of these 6. Relatively high train, vehicular and pedestrian traffic. intersections.
After a fatal accident on March 4, 2000, citizens concerned with safety at the crossings requested In addition, there are two pedestrian at-grade crossings located at the Caltrain station at Sylvan the that City Council address the safety hazard associated with the at-grade crossings at San Avenue. These two pedestrian crossings are equipped with warning signals and gates similar to Bruno Avenue crossing. As a result, the City Council formed a Caltrain Safety Ad-Hoc the above referenced vehicular crossings. Committee (Ad-Hoc Committee) to investigate ways to make the crossing safer. In January 2001,
the Ad-Hoc Committee met with Michael Scanlon, Executive Director of JPB, to discuss the The four vehicular and two pedestrian crossings described above are the only locations along the City’s safety concerns. rail corridor from Scott Street (north of Interstate 380 or I-380) to Cupid Row (south of San
Bruno Station at Sylvan Avenue) that pedestrians can legally and safely cross the railroad Following the meeting, JPB conducted a study to investigate alternatives for grade separating the corridor. There is a high occurrence of pedestrians crossing the railroad corridor at other San Bruno crossings. The study titled, San Bruno Grade Separation Alternatives, prepared by locations other than the designated public crossings; however, this type of crossing activity is both Rail Surveyors & Engineers, Inc., was presented to the Council and the public at the City Council unsafe and illegal. meeting on May 22, 2001. The study identified five (5) alternatives for grade separating
crossings, one to depress the railroad through town, and four others that would partially raise the Grade crossings equipped with standard warning flashers, bells and gates have successfully tracks over partially depressed streets. At the meeting, the Council preliminarily indicated a reduced the hazards associated with at-grade crossings. However, even with these warning preference for Alternative 5, but directed the Ad-Hoc Committee to: devices, the level of hazard or risk of an accident or incident involving a vehicle or pedestrian and a train is not totally eliminated. The risk of a grade crossing accident or incident increases with 1. work with JPB on developing more information, increased train, vehicle and pedestrian traffic. The risk of an accident is also dependent or 2. hold a public meeting to solicit public input, and influenced by the site specific factors of each grade crossing. Site specific factors that tend to 3. bring a recommendation to the full Council1. result in increased risks are multiple tracks, grade crossings in close proximity to each other, diagonal grade crossings, reduced train and vehicle sight distance, and train and vehicle speed, Alternative 5 included raising the railroad tracks from I-380 in the north to approximately among others. Georgia Avenue in the south. It also included the relocation of the San Bruno Station over the
San Bruno and San Mateo Avenue crossings. The former San Bruno Lumber site would be used In order to completely eliminate the hazard or risk of a vehicular or pedestrian accident, the for parking. This alternative included grade separating San Bruno, San Mateo, and Angus intersection of railroad corridor and roadways and pedestrian pathways must be completely totally Avenues, and closing of Scott Street. In order to maximize citizen input, the presentation was separated. Recognizing this, JPB (Peninsula Corridor Joint Powers Board or PCJPB) has adopted posted on the City’s web site. a policy to support and promote the elimination of vehicular and pedestrian grade crossings to the extent feasible. JPB, along with the California Public Utilities Commission (CPUC), California On October 18, 2001, JPB applied for a grant to the California Public Utilities Commission Department of Transportation (Caltrans), Association of American Railroads (AAR), and Federal (CPUC) for grade separating San Bruno and San Mateo Avenues. In June 2002, CPUC Highway Administration (FHWA) have all intensified their efforts to eliminate at-grade established a priority list for fiscal years 2002-2003 and 2003-2004 ranking San Bruno Avenue crossings, especially on relatively high speed, high traffic density lines such as Caltrain. crossing as the fifth highest in the state.
Tragically, and even with active gates, bells and flashers, the grade crossings in San Bruno, especially San Bruno and San Mateo Avenues have experienced several accidents in recent years 1 Excerpts from Staff Report to the City Council dated August 13, 2002
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On June 14, 2002, JPB met with the Ad-Hoc Committee and City staff to schedule a Town Hall (PPS), to present potential options to increase the public use of the station and expand the amount Meeting to solicit citizen input. The Town Hall meeting occurred on July 17, 2002. At the of the existing public space. PPS presented their recommendations to the CAC, which included meeting, JPB staff described the grade separation alternatives, along with the possibility of opportunities to use the new train station as a focal point for the community and create a leaving the crossing as it is. JPB staff made a compelling case that for the safety and convenience ”gateway” to the City of San Bruno. of the public, the existing grade crossings should be grade separated. The presentation was posted on the City’s web site for citizen review. The recommendations of the Ad-Hoc Committee Korve Engineering (Korve) performed a thorough traffic analysis of several unique street included: configurations. Based on additional input from the CAC, Korve refined their recommendations for street reconfigurations resulting in a solution that will provide improved levels of service, 1. That the Council support a grade separation project, balanced access, and safety for pedestrians. 2. That Alternate 5 be selected as the preferred alternative, and 3. That a Citizens Advisory Committee (CAC) be formed to work with JPB and to provide The CAC’s project needs and concerns may be categorized in two general areas: public input. 1. Design needs: The five Alternatives presented to the City Council and public did not include the Overpass a. Safety (grade separation) Alternative. In response to public comment during the two meetings about the feasibility of an b. Improved vehicular and railroad traffic overpass, JPB stated that, in its preliminary evaluation the overpass was deemed not feasible due c. Pedestrian crossings to the following reasons: d. Minimizing height of the elevated railway e. Maintaining existing on-street parking 1. High cost, f. Final embankment wall appearance 2. Disruptions to businesses and residents due to property acquisitions, g. Access by mobility-impaired persons 3. Lengthy and cumbersome access of pedestrian and bicycles over the overpasses, and h. Improving the station 4. Extensive disruptions to the community during construction. 2. Construction concerns requiring mitigation: At the public’s request, the Overpass Alternative was subsequently investigated in more detail a. Traffic detours and is included in this Project Study Report (PSR). This study supports the earlier conclusion that b. Noise and dust the Overpass Alternative is not a preferred alternative, and the City staff concurs. c. Weekend and night work d. Caltrain station operation during construction At the August 13, 2002 City Council meeting, JPB again made a presentation of the five e. Construction vehicle traffic Alternatives similar to the presentation made at the Town Hall meeting. The presentation was f. Access for emergency vehicles during construction also posted on the City’s web site. The Ad-Hoc Committee recommended, and the Council g. Construction laydown area adopted a resolution to support the grade separation and selected Alternative 5 as the preferred h. Parking for Artichoke Joe's Casino and other adjacent businesses alternative. The Council also took action to form a Citizens Advisory Committee (CAC) to work i. Duration of construction with JPB and refine details of Alternative 5. The 15 members of the CAC were selected at the Council meeting on September 24, 2002. The first CAC meeting was held on October 1, 2002. The CAC’s review resulted in the following recommendations:
A total of ten CAC meetings were held between October 1, 2002 and March 13, 2003. An 1. In order to achieve a balance between the height of the elevated railway and access for additional meeting occurred on June 19, 2003 to review and receive comments to the draft Project emergency vehicles during construction and site constraints (BART facilities and right- Study Report (draft PSR). JPB incorporated many comments from the CAC members and City of-way), San Bruno Avenue should be lowered approximately 5.5 feet, San Mateo staff, and issued the final PSR dated July 7, 2003. Avenue lowered approximately 3 feet and Angus Avenue approximately 1-3 feet (1 ft on the eastside to 3 ft on the west side). To help the CAC visualize the project, JPB prepared a scale model of the proposed project. In 2. Reconfigure streets to improve vehicular traffic flows while balancing the needs and addition, JPB retained an urban planning consultant, Project for Public Spaces, Incorporated safety of pedestrian crossings.
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3. Provide wide pedestrian undercrossings at three (3) locations: Scott Street, Euclid Avenue/Walnut Street and just south of Sylvan Avenue. 4. Provide access to the station which includes a combination of stairs, ramps and elevators for passengers including the mobility-impaired. 5. Provide wide bridge openings at San Bruno, San Mateo, and Angus Avenue to accommodate wide pedestrian access and a feeling of openness. 6. An open bridge structure between San Bruno Avenue and San Mateo Avenues is preferred. 7. The relocation of the San Bruno Station over the San Bruno and San Mateo crossings. 8. Locate the shoofly (temporary detour tracks) on the east side of the tracks. 9. Continued CAC participation during the detailed design phase, with emphasis on participation in the two areas of Mechanically Stabilized Earth (MSE) wall appearance and station architectural treatment. 10. Minimize loss of on-street parking. 11. Contain the construction laydown area largely within the former San Bruno Lumber site. 12. Maintain station operations during construction. 13. Other construction concerns will be addressed as part of the construction staging and sequencing.
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B. PURPOSE AND NEED The combined San Bruno/San Mateo Avenue grade crossings are regarded as among the highest risk crossings on the Peninsula Corridor system. The main contributing factors are the crossing
geometry, the large number of trains, the high vehicular traffic volume and the reduced railroad 1. HISTORY AND BACKGROUND sight distance due to the track curvature north of San Bruno Avenue. As a result, the four (4) existing at-grade crossings at Scott Street, San Bruno, San Mateo and Angus Avenues in San
Bruno have experienced more congestion and accidents. The Scott Street crossing handles a In 1991, JPB (Peninsula Corridor Joint Powers Board), a tri-county (San Francisco, San Mateo much lower volume of vehicular and pedestrian traffic and has historically experienced less and Santa Clara Counties) agency, purchased the rail corridor between San Francisco and San amount of accidents compared to the other three crossings. Since 1990, there have been at least Jose-Gilroy from the Southern Pacific Transportation Company (SPTCO) for the purposes of four (4) fatal accidents at or near the San Bruno Avenue crossing. The most recent fatality (which operating the Caltrain commuter rail service. JPB has since made significant improvements to the has been ruled as a suicide) occurred in January of 2003 between Scott Street and South Linden commuter rail service along the corridor. Avenue. There was also a fatal accident at the Angus Avenue crossing in 1987, before JPB took
over Caltrain. There are presently 34 Caltrain stations along this corridor, serving 3 counties and 19 communities. In addition to Caltrain, Union Pacific Railroad (UPRR) also operates the freight Gate Downtimes service throughout the Caltrain rail corridor. Caltrain’s ridership has grown significantly since When trains cross existing roads, vehicular and pedestrian traffic flows on those roads are JPB assumed operation of the railroad. During the week, there are presently 76 trains per day (a interrupted, adding to congestion on the local streets. Table 1 indicates the total length of time total of 8 trains for morning and afternoon peak commute hours) traveling north and south in the per day that the crossings are blocked due to this “gate downtime” and the projected gate rail corridor. In addition, there are 34 trains on Saturdays and 20 trains on Sundays. Special train downtime delay in the year 2010 if the intersection is not grade separated. The Technical services are also available for special events, such as Giants games. Memorandum on Gate Downtimes in Appendix H contains a detailed discussion of the
assumptions and calculations for Table 1. The gate downtime is amplified due to the proximity of Since 1991, JPB has collaborated with a number of Peninsula communities and has completed the San Bruno and San Mateo Avenues and the geometry of the San Mateo Avenue crossing. Angus following grade separations at eight (8) at-grade crossings, namely, Millbrae Avenue, Ralston Avenue experiences longer gate downtime due to the location of the station at Sylvan Avenue. Avenue, Harbor Boulevard, Holly Street, Brittan Avenue, Howard Avenue, Jefferson Avenue and
Fifth Avenue. There are four (4) at-grade crossings within the City of San Bruno, namely (north to south): TABLE 1 – GATE DOWNTIME DELAYS WITHOUT GRADE a) Scott Street SEPARATION
b) San Bruno Avenue 1 Daily Total Gate Downtime Delay c) San Mateo Avenue Crossing Location 2 3 Percent Increase d) Angus Avenue Year 2002 Year 2010 San Bruno Avenue 58 minutes 80 minutes 38% San Mateo Avenue crosses the railroad at a 25-degree skew and, because of its proximity to San San Mateo Avenue 58 minutes 80 minutes 38% Bruno Avenue, San Bruno Avenue crossing refers to both San Mateo and San Bruno Avenues 4 combined. Based on the California Grade Separation Priority List of 56 nominated crossings for Angus Avenue 92 minutes 104 minutes 13% Fiscal Years 2002-2003 and 2003-2004, the San Bruno/San Mateo Avenue crossing and South Note: Linden Avenue crossing (in the City of South San Francisco) have been ranked as fifth and ninth, 1. The gate downtime delay does not include delay due to UPRR (Union Pacific Railroad) freight traffic. respectively on the Priority List for funding. The list was established based on a formula that It should be noted that the peak times of gate downtime coincide with peak road traffic. takes into consideration many factors, among them safety hazard, location, and cost. Appendix 2. The existing 76 trains/day (8 trains per morning and afternoon peak hours) include five express and 33 Q contains a copy of the California Public Utilities Commission’s (CPUC’s) Priority List and San local trains Northbound (NB) and the same number of each type Southbound (SB). Gate down times range from 40 seconds for express trains to 47 seconds for local trains at the San Bruno and San Mateo Mateo County Transportation Authority (SMCTA) (nominating on behalf of JPB) application to crossings and as high as 56 seconds for local trains at the Angus Crossing. (The gate downtime CPUC. analysis was conducted while the station was at I-380, but it accounts for the reopening of the Station at Sylvan Avenue, which reopened on March 22, 2003) 3. The future 112 trains/day (12 trains during the peak hour) represent a 47% increase in the number of
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trains. However, the increase will be accompanied by a significant shift to express trains which require less gate downtime than local trains. As a result the total gate down time will increase by only 13% at the Angus Avenue crossing and 38% at the San Bruno and San Mateo crossings. TABLE 2 – INTERSECTION LEVEL OF SERVICE (LOS) 4. Due to the proximity of the station at Sylvan Avenue, northbound local trains cause the gate at Angus Avenue to close twice. For safety reasons, the gate comes down once as the train approaches the Intersection Without Grade Separation 1 With Grade Separation 2 station. While the train is stopped in the station the gate goes back up, but is again closed as the train departs the station and crosses Angus Avenue. Intersection LOS Intersection LOS Year 2002 Year 2010 Year 2010 Impact on Adjacent Intersections San Bruno/ E F C The operation of automobile traffic at any intersection can be described by the concept of Level Huntington Avenues Of Service (LOS) as defined by the Highway Capacity Manual (Special Report 209, San Bruno/ San E F C Transportation Research Board, 2000) and summarized in Appendix H-3. In particular, LOS Mateo Avenues represents the average delay experienced by each vehicle passing through a signalized or STOP Huntington/ Angus E F B controlled intersection during a peak hour (LOS ‘A’ being the best with little or no traffic delays, Avenues ‘B’ short traffic delays, ‘C’= average traffic delay, ‘D’ = long traffic delays, ‘E’= very long traffic Notes: delays, ‘F’= extreme traffic delays). This generally represents the delay caused by red lights, 1. Without grade separation, gate down time delays would add to the intersection delays yielding to other vehicles, and time lost while accelerating or decelerating. causing the existing intersections to operate at LOS ‘E’ (very long traffic delays averaging between 55 and 80 seconds/vehicle). By the year 2010, increased train traffic and Traffic studies prepared by Korve Engineering in the fall of 2002 obtained intersection turning corresponding gate downtime delays will cause the intersection to operate at LOS ‘F’ (extreme traffic delays averaging greater than 80 seconds/vehicle). movement counts and pedestrian counts at intersections and railroad crossings. The counts are 2. Grade separation eliminates the delay caused by gate downtime. The only delay is from summarized in Figures 1 to 4 in Appendix H. The intersection traffic volume counts are used to the traffic signal operation. Intersections will operate at LOS ‘C’ or better, which is determine the intersection Level of Service (LOS). acceptable with short to average delays (20 to 30 seconds/vehicle). The intersections will perform better than they do under existing conditions where gate downtimes For intersections adjacent to an at-grade rail crossing, the gate downtime contributes to the delay contribute to the delay. and may cause a deterioration in LOS compared to that caused by traffic alone. The added delay contributed by the gate down time is applied to the vehicles crossing the tracks during the peak In addition to improving the safety and flow of pedestrians and vehicles at the grade crossings, hour used for analysis and incorporated into the average delay for all vehicles at the affected the project will have secondary benefits, including the following: intersection. Data collected for this analysis indicated the following peak hour weekday two-way traffic flows crossing the tracks: a) reduction in noise levels due to the fact that the train will not have to sound its horn as it approaches each of the crossings, and there will not be bells from the crossing gate, a) San Bruno Avenue: 860 vehicles per hour (vph) and 1,190 vph during the morning b) the reconfiguration of the streets in the area to facilitate traffic movements, (AM) and afternoon (PM) peak, respectively; c) a new San Bruno Station that will have more amenities and be more centrally located b) San Mateo Avenue: 570 vph and 710 vph during the AM and PM peak, respectively; than the existing station at Sylvan Avenue, and d) dedicated pedestrian crossings and an opportunity to create a “grand gateway” into the c) Angus Avenue: 550 vph and 590 vph during the AM and PM peak, respectively. City of San Bruno, and e) improve the City storm drainage system. Table 2 summarizes the results of the intersection LOS analysis with the added delay caused by the gate downtime averaged over all the signal cycles during a peak hour. As indicated in Table 2, the increase in commuter train traffic and the associated increase in gate downtime between year 2002 and 2010 will reduce the intersection level of service from LOS ‘E’ to ‘F’. With grade separation there is no gate downtime. Without the delay caused by gate downtime the LOS will be improved to ‘C’ or better at these intersections.
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and will necessitate that the rail corridor from San Francisco to San Jose be fully grade 2. SYSTEM REQUIREMENTS: CURRENT AND FUTURE NEEDS separated with predominately 4 tracks.
Caltrain current and future system needs include the operation of a mix of local, skip-stop and express trains, and an increase in Caltrain service, as well as accommodating expansion of 3. OTHER RELATED PROJECTS regional service. To accommodate these future needs, predominantly a 4-track alignment is needed along the entire JPB corridor. The additional tracks and the higher levels of service will Railroad projects that are underway include the construction of the first four track sections at generate the need to grade separate existing grade crossings and reconfigure stations to three locations for the rail express service. The North CTX project includes construction of two accommodate both local and express service. Preliminary engineering studies are now additional tracks from the southerly city limit line of San Francisco, south to Brisbane, (Mile underway to grade separate various crossings along the peninsula, and reconfigure and improve Post [MP] 4.9 to MP 7.0) and in Redwood City (MP 26.1 to MP 27). This project includes the stations for higher levels of service and patronage. construction of a new Bayshore Station (San Francisco/ Brisbane border). The South CTX project includes construction of two additional tracks in Sunnyvale (MP 39.3 and MP 40.0) and Caltrain Express Service reconstruction of the Lawrence Station. Express trains will have a limited number of stops, allowing them to travel at relatively higher speeds. These “Baby Bullet” trains, as the express trains have been called, will allow Caltrain Other projects in the general vicinity of San Bruno that are in preliminary design are the South to significantly reduce the travel time between San Jose and San Francisco, when the service is Linden Avenue Grade Separation in South San Francisco and the South San Francisco four initiated in 2004. Provision of express service requires passing tracks, to allow express trains to track section and Station relocation. Together with the San Bruno grade separation, these bypass local trains that stop at all stations. The first phase of adding passing tracks is presently projects will provide a continuous grade separated railroad from 16th Street (just south of San under construction at three (3) locations: Brisbane, Redwood City and Sunnyvale. Express Francisco station at 4th and King Streets at MP 1.5) through San Bruno (MP 12.0), and a trains will not stop at San Bruno station, they stop at Millbrae station. continuous 4-track from the San Francisco/Brisbane border through San Bruno.
Future Caltrain Service Future increases in local, skip-stop, and express service will demand more track capacity, hence longer 4-track segments in more locations, as well as grade separation of existing crossings and reconfigured stations with the ability to accommodate local, skip-stop and express service. Electrification of the train system is also being planned as part of the Long Range Service Plan.
Regional Rail Service The Dumbarton Connection (conversion of the old Southern Pacific rail trestle between Redwood City and Newark) is being upgraded for use by Caltrain and is expected to be operational before 2010. The Dumbarton Rail Corridor will operate train service from the east bay to the peninsula, and vice versa. The Dumbarton Rail Corridor operations will use some track capacity on the existing system. Other commuter service such as Altamont Commuter Express (ACE), and other regional service such as Capitol Corridor and Amtrak West Coast also demand shared use of Caltrain tracks. These services will primarily be using the south end of the Caltrain corridor and thus having minimal impact on service in San Bruno.
High Speed Rail There is a possibility that a high speed rail system will be built that would connect major cities in California. One segment of the system would connect San Francisco and Los Angeles via the Peninsula. If this high speed train service is established, it will jointly operate on Caltrain tracks
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C. PROJECT BACKGROUND All alternatives were reviewed for safety, constructability, cost, impact on the community and rail operations. The alternatives were presented to the residents of the City of San Bruno in In response to the request of the City of San Bruno in early 2001 regarding the safety concerns public meetings on May 22, 2001, July 17, 2002, and to the City Council on August 13, 2002. at the San Bruno crossings, JPB conducted a study to investigate alternatives for grade The agenda and presentation of each meeting were posted on the City’s web site. The City separating the section of corridor between Interstate 380 (I-380) and San Felipe Avenue in San supported the need for grade separation, concurred with JPB’s recommendation of the Bruno. The study titled, San Bruno Grade Separation Alternatives, dated April, 2001, Alternative 5 and formed a Citizens Advisory Committee (CAC). prepared by Rail Surveyors & Engineers Inc (RSE), evaluated five (5) alternatives. The preferred Alternative 5 is the basis of this Project Study Report (PSR). 1. ALTERNATIVES
The five Alternatives identified in the Study included the following: 2. ALTERNATIVE 5 SUB-ALTERNATIVES CONSIDERED
Alternative 1 (Depressed Trainway) The basic elements of Alternative 5 provide for the relocation of the train station to the San Depressing the railroad from Scott Street to south of Angus Avenue – station at Bruno/ San Mateo intersection and grade separating the San Bruno, San Mateo, and Angus Sylvan Avenue. Grade separations at San Bruno, San Mateo, and Angus Avenues. Avenue crossings by partially depressing the road and elevating the railway. Within these parameters there are numerous variations. These “sub-alternatives” include variations in the Alternative 2 (Elevated Trainway/Close Angus Avenue) track alignment, both horizontally and vertically, variations in the vertical clearance under the Elevating the railroad from I-380 to south of Angus Avenue and closing the Angus tracks, and in turn the amount that the roadways need to be depressed and walls raised, as well Avenue crossing – station at Sylvan Avenue. Grade separations at San Bruno and as variations in the roadway design, i.e., numbers of lanes, alignments, etc. San Mateo Avenues. There are also variations in construction: how traffic is to be detoured, the location of the Alternative 3 (Elevated Trainway/Steep Grade, Angus Avenue to Remain at Grade) shoofly (temporary detour tracks), construction staging and sequencing, etc. Elevating the railroad from I-380 to north of Angus Avenue with Angus Avenue remaining at-grade crossing – station at Sylvan Avenue. Grade separations at San Combinations of these alternatives were reviewed throughout the early study process, with the Bruno and San Mateo Avenues. CAC refining the alternative to the final preliminary design, which is summarized in this PSR.
Alternative 4 (Elevated Trainway, Fully Grade Separated, Relocated Station to Angus Avenue) 3. OVERPASS ALTERNATIVE STUDY Elevating the railroad from I-380 to north of Sylvan Avenue – relocate station to Angus Avenue. Grade separations at San Bruno, San Mateo and Angus Avenues. The Overpass Alternative was not included in the April, 2001 study because of its apparent disadvantages and significant impacts to the community (residents and businesses). Alternative 5 (Elevated Trainway, Fully Grade Separated, Relocate Station Over San Additionally, the Overpass Alternative would require substantial property acquisition to Bruno Avenue) provide access to the overpasses, as well as property that will become unusable or whose usage Elevating the railroad from I-380 to south of Sylvan Avenue – relocate station over will be severely impaired. JPB, in response to the public request, has since investigated this San Bruno Avenue. Grade separations at San Bruno, San Mateo and Angus alternative in some depth, the results of which are included in Appendix O. Avenues. If overpasses were built, it would require raising San Bruno, San Mateo and Angus Avenues In addition, a sixth alternative, Alternative 0 (Do Nothing or No Project Alternative), was while keeping the railroad at grade. The vertical clearance over the tracks would need to be at considered which was to leave the at-grade crossings as they are. From the beginning, this least 24 feet 6 inches. The bridge depth could vary depending on design, but because of the Alternative conflicted with the desire and intent of both the community and JPB, hence it expected longer span to cross the railroad, it is estimated to be about 4.5 feet. This would received no further consideration result in the overpass structures that are 30-feet high, the equivalent of a three-story building.
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Appendix O also contains drawings, impacts and cost estimates of the Overpass Alternative Study. 4. COMMUNITY PARTICIPATION Approach ramps to the overpasses would extend along the alignments of the existing streets and are summarized as follows. Unless otherwise noted, all approach ramps would be At the May 22, 2001 City Council meeting and at the July 17, 2002 Town Hall meeting, JPB constructed with an 8% maximum grade. presented the proposed grade separation project to the community and the Council. The Town Hall meeting was attended by about 30 people, and the presentations were posted at the City’s a) San Bruno Avenue would touch down at Second Avenue in the east terminus, and at web site. At a City Council meeting on August 13, 2002, the City adopted a resolution to support Masson Avenue in the west terminus. the Grade Separation project and formed a Citizens Advisory Committee (CAC) to evaluate b) San Mateo Avenue would touch down about 150 ft south of Walnut Street intersection project alternatives and provide community input for the grade separation project. The CAC met in the north terminus, at Kains Avenue intersection in the south terminus. on ten occasions to review various elements of the design, and concerns during construction. The c) Angus Avenue would touch down at Third Avenue in the east terminus, and San City and JPB had scheduled two additional meetings on June 19 and June 26 to review and Mateo Avenue intersection in the west terminus. To touch down at Third Avenue, the receive inputs to the draft PSR (Project Study Report), however, the CAC opted not to use the slope of the roadway overpass on the east side would need to be 12%, which the City second meeting. has indicated would be acceptable for a non-arterial residential road. An option would be to swing Angus Avenue north as it crosses over the tracks so that it touches down These items were discussed extensively, with modifications being made to the preliminary design, on First Avenue at Pine Street. This would also require a 12% grade on the east side and presented to the CAC. Minutes of the meetings, selected correspondence and the PSR of the tracks. Review Comments are included at the back of this report in Appendix P. d) Depending on the plan selected, access to 2 homes on San Bruno Avenue, and to 11 to 17 homes along Angus Avenue would be eliminated. In addition, the urban planning consultant Project for Public Spaces, Incorporated (PPS) presented e) Access to 31 current businesses would be eliminated along San Bruno, San Mateo and concepts for the new station that would create a new “grand entry” into the City by incorporating Angus Avenues. plazas, shops and landscaping into the station and street design. After reviewing PPS’s f) Traffic patterns would undergo significant changes as a result of the overpasses. presentation materials, the CAC recommended not to include PPS’s design concepts at this stage g) The intersection of San Bruno and San Mateo Avenues would be 30 feet above grade of the project development. and require a very large bridge deck to accommodate all turning movements, bicycles and pedestrians. The City distributed the draft PSR dated June 4, 2003 to the CAC and City staff beginning June 6, h) All pedestrians would need to climb a 8-12% grade to cross the 30 foot high structures 2003. A follow-up meeting with the CAC occurred on June 19 to receive comments. The to cross the railroad tracks. comments from the CAC and City staff have been compiled and are included in Appendix P. i) The following streets would need to be converted to dead-end streets: Second JPB has completed incorporating these comments and will be distributing the final PSR for the Avenue, Mills Avenue, and Masson Avenue (all on both sides of San Bruno Avenue), CAC and the City. JPB is scheduled to make a presentation regarding PSR to the Council on July and Mastick Avenue (at Angus Avenue) 22, 2003. The City Council will then consider endorsing the PSR at a future meeting. j) Huntington Avenue would either have no access to San Bruno and San Mateo Avenues or a complex set of connector roads and ramps would need to be constructed to provide access. The latter would involve additional right-of-way acquisition. 5. STREET NETWORK IMPROVEMENT OPTIONS
From the Railroad perspective, the overpass alternative would eliminate the need for railway The San Bruno Grade Separation Project provides an opportunity to improve the current street grade change, simplify the construction and minimize the disruption to Caltrain operations. network and traffic circulation, enhance pedestrian safety, and reduce vehicular delays. Incorporating the input from the CAC and the City staff, JPB developed several street network The results of this investigation confirm that, JPB cannot recommend it as the preferred improvement options ranging from traffic circles, one-way couplets, to the closure of San Mateo alternative and the City staff has concurred. Avenue. Discussion meetings were separately held with the City staff on December 4, 10, and 12, 2002, to narrow down the options and sub-options to five options for detailed review and
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analysis. Table H1 in Appendix H summarizes the advantages and disadvantages of the 6. CPUC APPLICATION following five options: In 2001, JPB applied to California Public Utilities Commission (CPUC) for funding to install pedestrian gates at San Bruno and San Mateo Avenues crossings. Unfortunately, this project was • Option A – Traffic Circle not ranked high enough to receive funding. Following this denial, JPB proceeded with making • Option B – San Mateo Avenue closure interim improvements to the crossings by surfacing the tracks, the roadways and the pedestrian • Option D2 – One-Way Rectangular Couplet sidewalks. Additional safety related improvement is currently being scheduled to install some • Option D3 – Semi-One-Way Couplet right of way fencing at some selected areas within the City. • Option E2 – Two-Way Road Network (Recommended Option) In October, 2001, JPB applied for grade separation funding for San Bruno/San Mateo Avenue The Option A, Traffic Circle was subsequently eliminated because the existing street crossing. In May 2002, CPUC ranked the crossings as the fifth on the Funding Priority List. The configuration combined with the future grade separation layout and grade depressions would not CPUC ranking of the San Bruno/ San Mateo Avenue crossing ensures $5 million in construction be conducive to accommodating a full functioning traffic circle, as noted in Table H1. funding toward a grade separation at the San Bruno Crossing. See Appendix Q for the CPUC Priority List determination. The remaining four (4) options are illustrated in Figures A to D in Appendix H. Traffic analysis (for both the existing conditions and the year 2010 projected traffic conditions) was conducted for these four options, focusing in the triangular site area. The results, including applicable assumptions are also documented in Appendix H.
The remaining four (4) options were presented to the CAC on December 17, 2002. The majority of the CAC members concurred with the advantages associated with the recommended Option E2 and directed JPB to conduct a detail study of Option E2. The detail study was reviewed with the City staff and presented to the CAC at their meeting on January 9, 2003. The primary advantages of Option E2 include the following:
a) Reduces cross section on San Bruno Avenue under the railroad track from 7 lanes to 6 lanes; only 1 westbound left turn lane is needed on San Bruno/Huntington. b) Reduces lane drift (lane offset) as compared to Options B, D2 and D3. c) Provides continuous northbound and southbound travel paths for San Mateo Avenue and Huntington Avenue traffic. d) Simplifies current configuration and improves the problematic intersection configuration of Huntington/San Mateo. e) LOS ‘C’ or better at both intersections in the AM and PM peak hours if the traffic signals are coordinated. f) Potential for a continuous bike path along Huntington Avenue. g) Allows for an increase in the potential for public space (15 ft) on the railroad frontage. h) Minimizes left turn queuing on San Bruno Avenue underneath the tracks. i) Allows for more pedestrian pathways and shorter street crosswalks.
During the CAC meeting on March 13, 2003, the CAC members voted unanimously in favor of Option E2. The detail configuration of Option E2 is described in SECTION D3 – NEW STREET CONFIGURATION.
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2. EXISTING SITE CONDITIONS D. PROJECT DESCRIPTION In order for the San Bruno grade separation project to proceed, there are many challenges to
overcome. Some of these are operational in nature, including Caltrain operations and traffic flow, 1. PROJECT LOCATION AND LIMITS and others are physical in nature such as the BART facilities (subway box, other BART structures
and utilities) as well as other utilities. BART has not completed the as-built documentation of the The San Bruno Grade Separation and New Station project is centrally located within the SFO Extension project. Many other utilities do not have records, and if the records exist, they are downtown of the City of San Bruno, and extends from south of Scott Street on the north to just not accurate. Lack of accurate information will require substantial record research and field south of Cupid Row on the south. (approximate railroad MP 10.8 to MP 12.0, or 6,300 feet long). investigations to confirm these utilities. This Section describes these issues and discusses how Appendix A includes photographs of the existing Caltrain corridor from Scott Street to San they will be addressed or mitigated. Marcos Avenue.
a. Railroad Operation Issues In general, the project includes the construction of the following main elements:
Presently there are 76 train trips per day that pass through San Bruno. The resulting “gate a) Three (3) grade separated street crossings, downtimes” are approximately 58 minutes per day at San Bruno and San Mateo Avenues and b) Three (3) pedestrian under crossings (including Scott Street which is included in the approximately 92 minutes per day at Angus Avenue. In order to construct the grade separation, South Linden Avenue Grade Separation project), it will be necessary to build a shoofly (temporary detour tracks) to “detour” the trains around the c) San Bruno Station and parking lot, construction. After reviewing several options and receiving input from the Citizens Advisory d) Station platforms relocated from Sylvan Avenue to an elevated structure spanning San Committee (CAC), it was determined that locating the shoofly on the east side of the existing Bruno and new San Mateo Avenues, and tracks, next to First Avenue, is the preferred location. Caltrain operations will temporarily be e) Two (2) additional tracks transferred to the shoofly before the construction of the new track embankment, tracks and
grade separations. A Project Study Report (PSR) is currently being prepared for two other projects that are directly associated with the San Bruno Grade Separation project as follows: b. Traffic Circulation
a) The first project would construct a new South San Francisco Station and continue the Existing Constraints construction of four tracks from the terminus of the North CTX project (approximately The triangular street network, bounded by San Bruno Avenue, Huntington Avenue, San Mateo 1,000 feet south of Tunnel Avenue Overpass in Brisbane) to Colma Creek (MP 7.0 to Avenue and First Avenue creates an awkward geometry and poor traffic circulation. In MP 9.2) addition, the intersection spacing on San Bruno Avenue between Huntington and San Mateo b) The second project would construct four tracks from Colma Creek to the beginning of Avenues is too short (115 ft) to provide adequate vehicle queuing storage capacity to the San Bruno grade separation project just south of Scott Street (MP 9.2 to MP 10.8). accommodate the existing and future traffic demand. The presence of the at-grade train This project includes grade separating South Linden Avenue, and includes provisions for crossings within the triangular area intensifies this problem. This high concentration of trains, a pedestrian grade separation at Scott Street. trucks, vehicles, and pedestrians in one confined area poses a capacity and safety concern.
Completing these two projects and the San Bruno Grade Separation project will allow a fully Opportunities continuous, grade separated 4-track railroad from San Francisco/Brisbane border to San Bruno. It The benefits to the City of San Bruno of having grade-separated intersections are significant, is advantageous, pending funding availability, that two or possibly all three of these projects be both from the standpoint of providing pedestrian safety and eliminating traffic delays due to the constructed at one time in order to complete the projects in shorter duration and to gain conflict of train and roadway traffic. When the grade separation projects are complete, trains construction cost savings through economy of scale. However, each of these three projects has crossing the local streets will no longer affect the local vehicular traffic. To improve pedestrian independent functionality and could be built as a “stand alone” project. accessibility from one side of the track to the other, pedestrian crossings will be constructed at
Sylvan Avenue, Euclid Avenue/Walnut Street and Scott Street. Although the pedestrian
crossing at Scott Street is a part of the San Bruno project, the construction of the crossing will
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be included in the construction of the grade separation of the South Linden Avenue crossing in San Bruno Avenue will be lowered approximately 5.5 feet under the existing tracks. The South San Francisco. The reason is the need to keep the current at grade crossing at Scott Street intersections of San Bruno/ Huntington Avenues and Huntington/San Mateo Avenues will also be in service until the completion of South Linden Avenue grade separation. lowered in order to connect to San Bruno Avenue. Appendix D includes a plan and profile of the proposed intersection. The approximate limits of the street regrading are also included in the Additionally, the proposed project will provide an opportunity to replace the undersized existing plan. City storm water boxes with higher capacity and more efficient box culverts. The lane configurations for San Bruno Avenue, as shown in Figure 1, will add a left turn lane from eastbound San Bruno Avenue onto San Mateo Avenue, and a left turn lane westbound on 3. NEW STREET CONFIGURATIONS San Bruno Avenue onto Huntington Avenue. Lane widths for both through lanes and turning lanes will be 11 feet wide to match Modifications will be made to the three grade-separated road alignments to better accommodate the existing lane widths beyond the traffic at the new crossings. Specifically, these modifications will improve traffic circulation, depression limits. San Bruno enhance pedestrian safety and reduce vehicular delays. To accommodate traffic flow on San Avenue current 30 miles per hour Bruno Avenue, the road will be widened to provide left turn lanes for westbound and eastbound (mph) will be maintained under the SAN traffic onto Huntington and San Mateo Avenues, respectively. Angus Avenue will be realigned new alignment. MATEO AVENUE to eliminate the offset on First Avenue. i. Huntington/San Bruno San Mateo Avenue will be realigned to eliminate the 25-degree skew and create an intersection Avenues Intersection that is closer to a right angle; thus eliminating the awkward geometry associated with the Huntington Avenue will be triangular lane configuration. The connection of Huntington Avenue with San Mateo Avenue reconfigured as part of this will be realigned so that Huntington Avenue will tie to the existing San Mateo Avenue/ Kains project. See Figure 1. In the Avenue intersection. The realignment of Huntington and San Mateo Avenues will require north bound direction, north of northward shift of a portion of Posy Park. The section of San Mateo Avenue immediately north San Bruno Avenue, there will of San Bruno Avenue will be widened to the west to improve the turning radius from be two northbound lanes. westbound San Bruno Avenue to northbound San Mateo Avenue. Additionally, on-street South of the intersection, there parking will be added on the west side of San Mateo Avenue adjacent to the station parking. will be a shared through/right turn lane and a left turn lane. As part of the San Mateo Avenue realignment, the north end of First Avenue will be converted Huntington Avenue will be to a modified cul-de-sac turnaround at the southwest corner of the present Melody Toyota depressed about 3 feet at its business. Provisions will be made for emergency traffic to reach the new San Mateo Avenue center line as it crosses San from First Avenue utilizing removable bollards. The cul-de-sac is intended to eliminate a Bruno Avenue. The possible unsafe intersection created by the curvature of new San Mateo Avenue, and reduce the depression limit will have no vehicular traffic through First Avenue. The roadway realignments are indicated in Appendix B or minimal impact on the and Appendix D. corner properties. HUNTINGTON AVENUE NORTH As part of the construction of the grade separations, all three streets and adjacent intersections: ii. San Mateo/San Bruno San Bruno Avenue, San Mateo Avenue and Angus Avenue will need to be lowered. Appendix Avenues Intersection D contains plan and profile drawings of the three grade separated crossings. The road The lane configuration will configurations used are those indicated as Option E2 in Appendix H. remain the same for San
Mateo Avenue where it FIGURE 1 – SAN BRUNO AVENUE GRADE SEPARATION a. San Bruno Avenue crosses San Bruno Avenue. San Mateo Avenue, however,
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will be depressed about a foot at its center line as it passes through the San Bruno Avenue vaults and a portion of Posy Park, and possibly the transformer. This realignment will also intersection. The depression limit will have no or minimal impact on the corner properties. involve adjustment to Artichoke Joe’s parking adjacent to Posy Park. b. San Mateo Avenue Traffic analysis conducted by Korve Engineering reviewed the requirement for a southbound left The new San Mateo Avenue will be nearly perpendicular to the tracks. See Figure 2. The turn lane at the new intersection at Kains Avenue to accommodate the high left turn demand of realigned San Mateo Avenue will enhance traffic flow from the existing complex triangular 350 vehicles per hour (vph). At the meeting with the City staff on April 1, 2003, the City staff intersection. The crossing will include wide sidewalks on both sides of the street. A portion of agreed to the configuration of the southbound left turn lane. The configuration will improve the First Avenue will need to be permanently closed due to the reduced vehicular sight distance at intersection level of service (LOS) from ‘E’ to ‘B’, however, it will shift the road alignment new San Mateo Avenue. Provisions will be made for emergency traffic to reach San Mateo slightly to the east to accommodate the left turn lane. This is necessary in order to preserve the Avenue from First Avenue utilizing removable bollards. existing parking on the west side. The intersection will function as a four-way stop, with stop signs on Huntington Avenue and Kains Avenue. c. Huntington Avenue Huntington Avenue will be realigned to form a new intersection at San Mateo Avenue and Kains With this new alignment, the current two Artichoke Joe’s driveways on San Mateo Avenue will Avenue, as shown in Figure 2. This will improve the existing Huntington Avenue separation by be close to the intersection. To mitigate this, the City staff has recommended the driveway nearer providing a safe traffic flow. The realignment will require the relocation of two major utility to the intersection be closed. The closure of this driveway may involve slight adjustment to Artichoke Joe’s parking circulation in this area. The location of this driveway in relation to the intersection is shown in a more details in Appendix B. The internal circulation of the private parking lot will need to be reviewed and modified.
NORTH d. Angus Avenue NORTH Angus Avenue will be reconfigured to connect from the west side of the tracks to the east side as illustrated in Figure 3. The two offsets that presently exist at Angus Avenue which require drivers to use First Avenue for a short distance, will be eliminated. The new crossing will be at about a 60-degree angle. The bridge structure will be approximately 90 feet wide and will require supporting columns in the median
NORTH between the two opposing lanes of NORTH traffic. There will be four way stops at the Angus / First Avenue and Angus / Huntington Avenue intersections. There will be wide NORTH sidewalk areas on either side of the travel lanes. FIGURE 2 – SAN MATEO AVENUE GRADE SEPERATION AND KAINS AVENUE FIGURE 3 – ANGUS AVENUE GRADE SEPERATION
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Pump station Lowering of the road will necessitate the construction of a storm water pump station to drain In general, the outboard platforms will be 15-foot wide, 740-foot long (with provisions for water from the depressed areas. It is anticipated that one storm water pump station will be needed expansion to 1,000 feet, likely southward) on the east and west sides for the two outside tracks. to provide drainage for both San Bruno and San Mateo Avenues. A pump station will not be See Figure 4. The platforms will extend from about 150 feet north of San Bruno Avenue, to required at Angus Avenue because the current flow of the surface runoff on Huntington Avenue about 300 feet south of the existing San Mateo Avenue. will remain unchanged. While the general layout or configuration for the new San Bruno Station has been developed, but the details of the architectural treatment and character will be jointly developed with the CAC 4. SAN BRUNO STATION DESIGN during final design.
The new San Bruno Station will provide a transportation hub for the community. It will have The CAC has expressed a preference to keep the area under the tracks between San Bruno and facilities for SamTrans buses, shuttle buses, and drop-off and pick-up and it will be ADA San Mateo Avenues open by supporting the tracks on a trestle (bridge). A determination on (Americans With Disabilities Act) accessible. Bicycle and pedestrian access will be provided via whether to keep the area open will be made during the final design phase when more design a 45-feet wide pedestrian access at San Bruno Avenue and a proposed new 20-feet wide information becomes available. This will be made based on several factors or concerns, among pedestrian underpass at Euclid Avenue/Walnut Street. Access to the elevated station platforms them: will be by elevators, ADA ramps and stairs. The platforms will be equipped with canopies, benches, wheel chair lifts, and other station amenities such as Visual Messaging System (VMS), • Aesthetics and a Public Address System (PA system). At the station ground level, there will be a covered • Uses of the space under the trestle shelter for train ticket purchase through Ticket Vending Machines (TVM’s), and possible vending • Maintenance needs (access, enforcement, etc.) machines, and newspapers. TVM’s will also be available on each of the station platforms. • Cost Approximately two foot wide skylights will be provided in the center of the two sets of tracks to • Noise allow natural light into the pedestrian sidewalks under all bridges. JPB has stated that the open bridge option is not preferred because of structural reasons, noise, maintenance and cost. Use of the area by retailers will require elaborate sound proofing, and will not only increase the maintenance cost, but it will make access to maintenance crew much more NORTH difficult. JPB has noted some existing similar open area structures in the Bay area that are either experiencing undesirable uses, or becoming blighted. City staff has separately expressed concern over possible code enforcement costs and future blight if the area is kept open.
NORTH Preliminary plans call for the San Bruno Station to be equipped with four sets of stairs, four elevators and two ramps. Appendix E contains a plan for the station layout, parking and pedestrian crossings. The ramps and elevators will provide ADA access to the platforms.
The station parking will occupy the site of the former San Bruno Lumber site on the northwest corner of the San Bruno Avenue and San Mateo Avenue intersection. See Figure 5. This 2.4- acre site will provide approximately 139 parking stalls for commuters, a drop-off area, and spaces for shuttle and SamTrans buses. The 139 parking stalls do not meet JPB’s preliminary forecasted parking demand. To supplement the parking in the station parking lot, and to reduce the potential for commuter parking in the nearby neighborhoods, JPB is investigating several possible mitigation scenarios, including the possibility of obtaining additional property for parking at:
FIGURE 4 – SAN BRUNO STATION PLATFORM
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a) the southwest end of the station on the SFPUC (San Francisco Public Utilities 5. SAN BRUNO STATION AND BRIDGE AS CITY GATEWAY Commission) property next to Posy Park, b) the two lots next to the San Bruno Lumber parcel on the southwest corner of Walnut The urban planning consultant, Project for
Street and San Mateo Avenue, or Public Spaces, Inc (PPS) has utilized several NORTH c) shared use of parking with Artichoke Joe’s meetings with the CAC to explore ways of incorporating the new train station in an overall redevelopment and identify programs that would create a sense of place and “grand NORTH entry” point into the City of San Bruno. PPS proposed a clock tower that would be a major element of the new train station, and/or having the City’s name mounted on the side of the station. Other elements that were suggested by PPS that may be incorporated into the station include: shop areas under the platforms (within the open Bridge option), creating a large plaza in front of the platform along Huntington Avenue, and, possibly, closing or restricting traffic flow on Huntington Avenue.
Although the CAC was interested in maximizing the use of the new station, it did not recommend the proposal restricting the use of Huntington Avenue, but kept the FIGURE 5 – STATION PARKING LOT LAYOUT options open regarding possible use of the area around and under the platforms (within the Bridge Option). The architectural The possibility of sharing parking Caltrain commuters with Artichoke Joe’s will be explored. The treatment and determinations as to what, if FIGURE 6 – EUCLID AVENUE/ WALMUT STREET demand for parking is greatest for Caltrain during the day and in the evening for Artichoke Joe’s. any, “grand entry” element is to be PEDESTRIAN CROSSING During weekends, the station parking will be more than adequate, except during special events, incorporated into the station is a separate determination from the basic configuration for the grade such as Giants games, when the parking lot at the current station at Sylvan Avenue could be separation project. utilized.
Access to the station parking area will be via Walnut Street, with egress via Walnut Street and 6. BALANCED STATION ACCESS San Mateo Avenue. Pedestrian access to the station will be by sidewalks along San Bruno Avenue and San Mateo Avenue and by a new pedestrian underpass that is being proposed to The new San Bruno Station will provide access for shuttle buses, pedestrians, the accessible connect the northwest end of the parking lot to Euclid Avenue. The underpass will be 20 feet parking, bicyclists, and vehicles including ADA accessible vehicles as shown in Figure 7. The wide and 10 feet high. It will be accessed via stairs and ramps so that it will be ADA and bicycle new station will have a drop-off location, both within the new station parking lot, as well as along accessible. See Figure 6. Huntington Avenue. Six accessible stalls will be located close to the elevator on the east side of the station. Shuttle bus loading and unloading will be in the parking lot on the east side of the
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station. SamTrans service includes a stop on each side of Huntington Avenue, north of San • Near Sylvan Avenue: pedestrian undercrossing immediately south of BART Sylvan Bruno Avenue. SamTrans future service may include a stop inside the station. Ventilation Structure connecting Sylvan Avenue to First Avenue, providing access to the Lions Field and elementary school and southern areas of the Belle Air Neighborhood. • Scott Street: pedestrian crossing at Scott Street at-grade street crossing (to be constructed 7. PEDESTRIAN ACCESS TO STATION in conjunction with the South Linden Avenue Grade Separation project) a. At Station While the CAC has indicated initial preference for the undercrossing at Scott Street, JPB will Pedestrian access to the north end of the San Bruno Station will be provided through an underpass revisit the overpass design, which is somewhat different than the one presented at the CAC located under the railway embankment at Euclid Avenue/ Walnut Street, and via sidewalks along meeting. SamTrans owns a property slightly south of Scott Street that may be suitable for the San Mateo, San Bruno, Huntington and First Avenues. See Figure 6. Direct access to the overpass ramps. For pedestrian crossing at Scott Street, the undercrossing will be lower than the northbound platform from the station will be by ramp, stairs and elevator on the north end of the existing surrounding streets, however, the extent of the lowering of the crossings will be minimized as much as possible. JPB will investigate the possibility of lowering Scott Street on the east side. The overpass crossing will involve long ramps, and will be about 30 feet above the tracks. The selection of the type of crossing and some of its key design features will be included
NORTH in the South Linden Avenue Grade Separation project.
Bicycle access to the station could be provided by Class 3 bike routes along Huntington and San Mateo Avenues. The City has indicated a preference for Class 2 bicycle access for the new station. Possible Class 2 bicycle lanes will be investigated as part of the final design. Presently, the City does not have designated bike routes on these streets. The establishment of designated routes could be investigated in the station design. Bike lockers and bike racks will be available at the station. The exact location will be determined during the final design of the station.
8. ON-STREET PARKING
The San Bruno Grade Separation Project will improve the street network and traffic circulation in the project area. In order to accommodate these geometric improvements, impacts to some of the FIGURE 7 – SUTTLE BUS AND ADA ACCESSIBLE PARKING AREAS- adjacent on-street parking can not be avoided. The changes to the on-street parking are summarized below and in Table 3. platform, and by ramp from First Avenue on the south end of the platform. The south bound platform will be accessed by an elevator and stairs on the north end and by two sets of stairs and a ramp on the south end of the platform and one in the middle. See Appendix E for the station TABLE 3 – SUMMARY OF ON-STREET PARKING IMPACTS layout. STREET PARKING SPACES PARKING SPACE ELIMINATED ADDED b. Other Pedestrian Access Walnut Street 4 Other pedestrian access includes the following: San Mateo Avenue 2
First Avenue 12 • Angus Avenue: about 20 feet wide area on each side of the travel lanes for sidewalks. This will provide an open feeling while walking under the overpass. Huntington Avenue 3 Total 19 2
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Walnut Street a) Effects of the placement of an up to 20-foot high embankment adjacent to the BART As described above, access to the station parking will be via Walnut Street, with egress via subway box, Walnut Street and San Mateo Avenue. Walnut Street will be converted from a one-way street to a b) Effects of placement of an up to 10-foot high embankment on top of the BART structure two-way street between the new parking lot access and San Mateo Avenue. This change will at the “crossover”, and eliminate the existing four (4) parking spaces on the south side of the street. c) Potential uplift force of the BART subway box under the depressed street crossings.
San Mateo Avenue Below is a summary of the preliminary findings: On San Mateo Avenue between Walnut Street and San Bruno Avenue, two (2) additional on- street parking spaces will be created on the west side, while the east side will remain unchanged. a) North of the Sylvan Ventilation Structure, the BART subway box runs adjacent to the new track embankment for a distance of about 3,100 feet. In this range, there will be additional loading on the east side of the BART subway box from the railroad embankment. In order to protect the BART subway box in this area, it may be necessary to transfer the surcharge loads from the new embankment to below the BART subway First Avenue box, using such options as a treated soil mass. In order to accommodate the New San Mateo Avenue alignment, on-street parking on First Avenue on the west side of the Melody Toyota will be eliminated. Approximately 12 spaces will b) The Sylvan Ventilation Structure will require a separate analysis due to its complexity be eliminated. Parking in the residential frontage will remain. and potential physical interferences. A separate analysis will also be needed for the BART pump station. Huntington Avenue At the north-west corner of Huntington and San Bruno Avenues, approximately three (3) spaces c) South of the Sylvan Ventilation Structure at Sylvan Avenue, the BART subway box will be eliminated to accommodate a new bus stop for the SamTrans bus service. passes under Caltrain tracks in the “crossover area.” Preliminary analyses indicate that no mitigation to protect the BART structure is required in this area.
9. EXISTING BART FACILITIES d) At the three local grade-separated crossings where it will be necessary to remove soil from over the BART subway box, there is the possibility that the subway box would be In 1998, the Bay Area Rapid Transit District (BART) began construction of the San Francisco subject to the uplift pressure from ground water. Therefore, it may be necessary to resist International Airport Extension (BART SFO Extension) which began service on June 22, 2003. the uplift with added weight to the BART subway box. Because the grade separation requires the construction of embankments along the JPB right-of- way, the BART facilities will need to be protected during and after construction. Beginning at Euclid Avenue and Walnut Street near the south tip of the BART WSB Ventilation Structure, the proposed embankment is about 6 feet high. Proceeding southward, Berti-Lindquist Consulting Engineers, Incorporated (BCLE) has been retained by JPB to review the embankment shifts to an alignment adjacent to the BART structure and runs for 3,100 feet the proposed development plan for the grade separations and to develop construction techniques to the Sylvan Ventilation Structure. This is the area of primary concern, where the for the new system. HNTB, who was the designer of the BART structures, has also been retained embankment is highest and is relatively close to the BART subway box. This reach includes by JPB to review the effects of the embankment on the BART subway box. Both BLCE’s and the three street crossings. The BART subway box slopes downward from north to south. The HNTB’s findings in more details are contained in Appendix F. embankment increases in depth to a maximum of about 20 feet between the San Bruno and the new San Mateo Avenues, then reduces to about 10 feet at the Sylvan Ventilation Structure. The portion of this grade separation project that could potentially affect the existing BART subway box covers a distance of approximately 4,300 feet. The extent of this reach is between South of the Sylvan Ventilation Structure, the BART subway box passes under Caltrain tracks Euclid Avenue and Walnut Street at the north end and Cupid Row at the south end. from west to east (traveling southward) in the “crossover area.” Moving southward in this reach, the BART subway box reaches its maximum depth and then quickly rises to the surface Primary concern of the proposed project are the following: as the embankment reduces in height.
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10. GEOTECHNICAL PROFILE The existing two-track system will be completely replaced with four new tracks constructed on a Mechanically Stabilized Earth (MSE) wall supported fill. Detailed track alignment data is The geotechnical conditions in the subject area were explored relatively extensively for the included in Appendix C. BART SFO Extension project. The soil profile in the subject area consists generally of variable depths of Artificial Fill and Alluvium overlying Colma Formation Sand. Other constraints that will affect the rail design include the limitation to the desired clearance under Interstate 380 (I-380). Future electrification of the rail system will require a minimum The Artificial Fill is vertical clearance of 24-feet 6-inches is needed at the I-380 overpass. Unfortunately, due to other shallow, ranging from a constraints, the proposed design of the railroad profile provides only 23-feet 6-inches of vertical depth of 0 feet up a clearance. This lower clearance will require modifications to the standard catenary system design maximum depth of 7 of the electrification system. feet. Below the Artificial Fill (where The additional tracks involve reconfiguration of the existing tracks, providing an opportunity to present) is typically decrease the existing track curvature at the I-380 overpass. At 1,800 feet, this is the sharpest Alluvium, consisting of curve on the Caltrain mainline tracks between San Francisco and San Jose, and requires that the stream flow deposits of maximum allowable passenger train speed be lowered from 79 mph to 60 mph. The short radius sand, gravel, silt, and also results in reduced railroad sight distance for the train operators, motorists, and pedestrians at clay. The depth from the San Bruno Avenue crossing. JPB has acquired the property previously occupied by the San existing grade to the Bruno Lumber site on the northwest corner of San Bruno Avenue and San Mateo Avenue bottom of the Alluvium intersection which will be used to increase the radius of the curve. The current design increases is typically 5 to 15 feet, the radius from 1,800 to 2,083 feet which will provide for speeds of 70 mph. This is an but extends to a improvement over the present 60 mph speed, but still under the desired speed of 90 mph. maximum depth of 35 feet. Colma Formation This design is based upon keeping all tracks within the JPB right-of-way, i.e., with no property Sand that underlies the takes. JPB has begun a detailed boundary survey to refine the exact right-of-way, and upon Fill and Alluvium completion of the survey, the track alignment will be adjusted accordingly. Additionally, based consists primarily of on the preliminary survey information, there appears to be several encroachments into JPB right- medium dense to very of-way by the adjoining properties of fences and out-buildings. This will also be confirmed upon dense sand, silty sand, FIGURE 8 – BART SUBWAY BOX SECTION completion of the ongoing boundary survey. and clayey sand, with some stiff to hard sandy silt and silty clay. Groundwater levels are expected to vary between about 5 and 13 feet below grade. The amount that the railway is being elevated was established to provide a minimum of 14-feet of vertical clearance between the bottom of the new bridge structure and the roadway during The primary concern with constructing a retained embankment adjacent to the existing BART construction. The width of the spans has been established to provide an open feeling as subway box is that the weight of the new embankment will impart excessive additional loads to pedestrians and automobiles pass under the crossings. In order to keep the depth of the bridge the BART structure. The most likely option for mitigating the effects of the new embankment section to about 4.5 feet, the maximum bridge span has been determined to be about 45 feet, construction on the existing BART structure is the installation of a treated (soil-cement) block hence necessitating multiple spans. Table 4 indicates the number of spans required for each that would improve the soil beneath the embankment as indicated in Figure 8. Appendix D crossing. Appendix D contains preliminary designs for the three at grade separations. contains preliminary designs for the three grade separations and there are additional descriptions in Appendix F.
11. RAILROAD FACILITIES
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TABLE 4 – GRADE SEPARATION STRUCTURES a) precast-prestressed concrete box girders Roadway Track Number Length Width of Width of b) steel multi-beam Crossing Lowered Elevated of Spans of Span Street Sidewalk c) post-tensioned cast-in-place concrete San Bruno Ave 5.5 feet 15 feet 4 45 feet 66 feet 45 feet d) and steel through-plate girder.
San Mateo Ave 2 feet 17 feet 2 45 feet 22 feet 20 feet The steel through-plate girder bridge, which is shown on Figure 9, is the preferred type based Angus Ave 1-3 feet 10 feet 2 45 feet 24 Feet 20 feet on established criteria. This bridge type consists of longitudinal welded plate girders with transverse beams that support continuous steel plate which supports the ballast and track. The bridges are discussed in more detail in Appendix F. 12. BRIDGE AND STREET PROFILES
In order to provide adequate clearance for truck traffic under the new grade separation, and allow for possible future pavement overlays and design allowance, a conservative 16-foot vertical clearance has been established for San Bruno and San Mateo Avenue grade separations, and 15- foot vertical clearance for Angus Avenue grade separation. The railroad’s vertical alignment was established based on the desired 24-foot 6-inch vertical clearance required under the I-380 overpass and achieving a balance between the need to minimize the depression at the crossings and the need to reduce the wall height for the railroad embankment. Several alternatives were investigated and reviewed by the CAC. It was determined, that an alignment that lowered San Bruno Avenue by 5.5-feet, San Mateo Avenue by 2-feet and Angus Avenue by 1-3 feet was the most desirable.
Bridge Structures2
There are three roadway crossings that require bridges: the San Mateo and San Bruno Avenue crossings, which are part of the new San Bruno Station, and the Angus Avenue crossing. All bridges have approximately 45-foot spans.
A primary criterion for the crossings is the bridge profile depth, i.e., the vertical distance between the top of rail (TOR) and the lowest point of the bridge. It is advantageous to keep this bridge profile depth as shallow as possible to reduce the amount of roadway lowering and/or FIGURE 9 – HALF BRIDGE SECTION AT SAN BRUNO STATION embankment height at the bridges. To maintain minimum clearance during construction, it may be necessary to construct the bridges on temporary blocking above their final location, hence the lesser weight of the bridges is therefore an asset for ease of blocking and lowering. 13. MECHANICALLY STABILIZED EARTH (MSE) WALLS
Bridge Type Selection The grade separations will require construction of embankments to support the new four track rail system. To keep the embankment fills within the limited right-of-way, retaining walls must There will be two bridges at each crossing, side by side. Each bridge will support two tracks. be used. There are two types of walls that have been used within the Caltrain corridor: The following bridge types have been reviewed, namely: • Cast-in-place gravity walls (also referred to as a cantilevered walls), and
2 Information provided by BLCE – see Appendix F for full text. • Mechanically Stabilized Earth (MSE) walls
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The two walls have their advantages and disadvantages as described below.
In general, gravity walls are more expensive and are more time consuming to build. The surface treatment can vary from very simple to complex, based on the pattern on the external form.
MSE walls involve relatively simple operation and require less time to install. The walls consist of precast segmental concrete panels and metallic grid-type soil reinforcement. The design of MSE walls is based on criteria published by American State Highway Transportation Officials (ASHTO) and modified for railroad loading. The individual panels are approximately 30 square feet each. The soil reinforcing grid is attached to the back of the individual panels. The details of the reinforcing grid and attachment methods vary by manufacturer. The panels are about 6- inches thick and can have a variety of surface treatments and colors. Unlike gravity walls, MSE walls do not require large foundations, but instead require a concrete leveling pad upon which the first course of panels is set. MSE walls have successfully been used for years by highway departments and railroads in the United States and Europe. They have been used in the Caltrain corridor on similar grade separation projects in the cities of San Carlos and Belmont. Due to their ease of construction, cost effectiveness and right-of-way considerations, they will be used for the San Bruno grade separation project.
The new MSE walls will extend for a distance of approximately 4,200 feet and will have heights varying from a few feet up to 20 feet (22 feet when viewed from the east side). To soften the wall appearance, the walls can be treated by changing the finish texture, stepping the walls, or landscaping. Figure 10 indicates options of “softening” the walls appearance with landscaping.
14. RAILROAD SIGNAL SYSTEM3
In order to meet present needs, and to provide for future capacity increases, a four-track railroad is the ultimate goal. Towards that end and to accommodate an incremental build out, JPB has developed a standard Control Point (CP) Configuration. The Caltrain Signal and Communication Standards include provision for a Main Signal house at a CP where four tracks merge into two tracks. An additional signal house is added for a full Control Point. This Main and Remote signal house configuration has the capability of handling a four track universal crossover location. Additional equipment is added as future projects require, and existing serviceable equipment that is retired may be reused.
This approach allows conversion of Control Point at Center Street in Millbrae (CP Center) into a two track universal crossover with additional switch machines, and necessary program Figure 10 - MSE Wall Landscaping and Tiered Walls Options
3 Based on information provided by Southwest Signal Engineering, see Appendix K of this report for full text.
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modifications and testing. This “generic universal” approach allows JPB to procure long lead E. UTILITIES time equipment in advance of a project, and the specialized application is defined with the
project, thus gaining economy and efficiency. The grade separations will be constructed by a combination of elevating the railway and
depressing the roads. This will involve relocation of some major and minor utilities at or in the This proven approach will continue to be used on the San Bruno Grade Separation. Appendix vicinity of San Bruno, San Mateo and Angus Avenues, among them: K contains additional information on the signalization of Caltrain.
• gas lines
15. COORDINATION WITH STAKE HOLDERS • power lines • telephone lines Close coordination for the specific project elements during final design and construction will be • TV cable lines made which include the following agencies and organizations: • water lines • sanitary sewer mains a) City of San Bruno (Staff) • storm drains/box culverts b) The California Public Utilities Commission (CPUC) • traffic signals c) BART - for work next to and over their facilities • fiber optic cables d) CAC - for some design features during final design stage e) Community - during construction • SFO Jet fuel line f) Utility Owners • BART SFO Extension utilities g) Fiber Optic Carriers • Caltrain signal communication cables h) Environmental Regulatory Agencies • Caltrain power lines
Many of these utilities need to be relocated, lowered in place, or reinforced. At Angus Avenue, overhead power and telephone cables will need to be relocated. Both the San Bruno Creek and Huntington Creek drain through two separate storm water boxes crossing under the railroad tracks to First Avenue and then to Pine Street storm water box (Pine Box). These boxes under the tracks will be replaced with larger capacity and more efficient storm water box culverts. Appendix G includes a preliminary design for these new box culverts.
BART has installed many utilities along and near its new facilities of the SFO Extension project. In addition, it appears from field observations that some of the sheet piles used during the construction of the project were left in place. In March, 2003 JPB requested BART for the as- built records of the SFO Extension project, and BART has responded that the as-built records are not yet available, and offered its AFC (Approved For Construction) drawings dated 1998. The JPB has used the BART facilities information shown on the AFC drawings for this PSR.
PG&E is presently circulating an environmental review of a new 230kv power line that will run from San Jose to Brisbane. The proposed line is planned to run east on San Bruno Avenue and turn north on Huntington Avenue. PG&E is planning on installing the power line underground in this area. If the power line is installed prior to the grade separation, its installation needs to be coordinated so that it will not need to be relocated.
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F. PRELIMINARY RIGHT-OF-WAY G. CONSTRUCTION The plans for the San Bruno Grade Separation are in the preliminary stage, and the detailed right- of-way mapping will be finalized during the final design. However, it appears that some property The new grade separations and station will be constructed in stages while keeping vehicular and will need to be acquired for the project. Appendix I contains a map showing where additional pedestrian traffic passing and while maintaining the train operation through the construction area. right-of-way may be needed. Table 5 provides a listing of properties and possible acquisitions. There will be some inconveniences to the community during construction, which is estimated to The table indicates the assessor’s parcel number, current ownership, as well as approximate right- take about two years. See Appendix M for more details of the project implementation schedule. of way required. The right-of-way indicated is subject to adjustment as the project design is refined. The inconveniences to the community surrounding the project and to Caltrain patronage include the following: The additional right-of-way is primarily required for modifications to existing road alignments. a) Alteration to the traffic circulation patterns due to detours; utilities relocation; storm The existing right-of-way width varies between 70 feet and 95 feet within the project area. In drain upgrade; roadway improvements, etc. addition, the BART subway box encroaches approximately five (5) feet on the west side of the b) Modification to the station at Sylvan Avenue as the construction progresses JPB right-of way, between project station 776+00 and 820+00. At project station 820+00, the c) Temporary disruption to the parking for businesses such as Artichoke Joe’s and some BART subway box swings east and crosses under the JPB tracks. on-street parking d) Nights and weekend work to accommodate the construction activities In addition, Temporary Construction Easements (TCE’s) may be required for construction of e) Noise and dust temporary facilities such as the shoofly and detour and permanent relocation of San Bruno, San f) Construction vehicular and equipment traffic Mateo and Angus Avenues, and for reconstruction of some of the City storm water drainage g) Restriction to trucks taller than 14 feet, and 13 feet during some period facilities in the area. Over the years, some fence lines and out structures may have encroached into the JPB right-of-way. If this is the case, these fences and some portions of out buildings will As it is true with any construction project, the disruptions and inconveniences will not possibly to need to be relocated or removed. be totally eliminated or mitigated. However, to the extent possible, JPB will do its best to work with the contractor, community and City staff, including evaluating extraordinary measures and TABLE 5 – PRELIMINARY RIGHT-OF-WAY ACQUISITIONS other special considerations. The details of these will be identified and developed throughout the design and construction phases. APN OWNER ADDRESS/ APPROX. ACQUISITION (Parcel Number) LOCATON REQUIRED (SQUAR E FEET) During the design phase, JPB will investigate ways or methods to accelerate the construction Cul-de-Sac at First Avenue duration. These include the following: 020-193-360 Kaplan (Melody 222 San Bruno Avenue 2,350 Toyota) a) Effective staging and sequencing activities b) Advanced procurement of some long lead delivery materials or equipment Realignment of Huntington Avenue c) Use of longer construction windows 020-131-010 City of San Bruno Posy Park Site 2,574 d) Effective and advanced utilities relocation and upgrade
The redesign of San Mateo Avenue and the conversion to cul-de-sac of the northern portion of First Avenue will require the acquisition of property from the Melody Toyota. In addition, it may be necessary to acquire property rights from the SFPUC (San Francisco Public Utilities Commission) for a parcel of land on the south west end of the station platform for additional parking.
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2. MITIGATIONS DURING CONSTRUCTION 1. STAGING AND SEQUENCING During construction, JPB will commit to the followings: The project will be constructed in stages. Figure 11 represents a typical cross section (looking south) for the project. On the left, adjacent to the BART subway box, is an area of soil that will a) Assign a Public Information Specialist(s) to facilitate communication with the need to be treated to support future fill. The current track location is above the treated fill. The community and businesses. The Public Information Specialist will become the construction sequencing could be generalized or grouped into three major stages. communication center to closely coordinate the construction activities with the community, City staff, and Caltrain passengers. Stage I - In Stage I a shoofly and street detours will be constructed. The shoofly is shown in red b) Require the contractor to work closely with the Public Information Specialist, the adjacent to First Avenue, with a fixed barrier commonly known as “K-railing” and/or temporary community and the City staff to stage and sequence the work that will minimize and fencing separating the tracks and the roadway. During this stage, new storm drain box culverts mitigate the disruptions. will be constructed. The coordination would include effective use of multiple methods of communication (routine and Stage II - In this stage the existing tracks will be removed, and the soils under the tracks treated, advanced notification) about the construction activities through meetings, as needed, fliers, web block in black, to strengthen it to support the new fill. The new MSE walls and fill, shown in site, brochures, news releases, etc. blue, will be constructed. New walls and tracks will then be constructed. The train operation will then be transferred from the shoofly to the new elevated railway. Traffic Circulation Street detours will be required for periods of time throughout the construction duration for all Stage III - In the final stage the remaining MSE wall, fill, and two tracks, shown in green, will be three new grade separations. In order to reduce the impacts on residences and businesses, every constructed. effort will be made to keep all existing crossings (or crossing detours) open at all times.
The detours at the San Mateo and Angus Avenues will have 15-foot vertical clearance. At San Bruno Avenue however, the vertical clearance will be reduced to 14 feet for two 3-month periods during construction. (It should be noted that the Caltrans Design Manual requires 4.6 meters or 15.1 feet vertical clearance for “Conventional Highways, Parkways, and Local Facilities”).
Height restriction signs will be posted well in advance of, and on the bridge structures. During these periods, trucks over approximately 13-feet high must use alternate routes to cross the tracks at Scott Street or South Linden Avenue, or use I-380. (Note that the City’s fire engine heights are about 11.5ft. Fire apparatus of adjacent Cities in the Peninsula are also about 11.5 ft high.)
Construction Traffic There will be a fair amount of delivery traffic through streets and rail. The construction materials will include: MSE wall panels, fill/embankment material, railroad ballast, railroad ties, rail, pipe, bridge steel, signal equipment, etc. Most of these materials could be brought via rail.
The bridge materials, MSE wall panels and fill materials and rail will typically be delivered directly to the job site and installed as the project progresses. Other materials, such as signal equipment will be delivered to the former San Bruno Lumber site for storage and assembling and FIGURE 11 – TRACK SECTION LOOKING SOUTH testing via San Bruno Avenue. Some materials may arrive from the north via San Mateo Avenue, but most should arrive via San Bruno Avenue. Materials or equipment will be transported from
the storage area to the job site using smaller trucks and other equipment. To mitigate delivery
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traffic, JPB will investigate ways and will work closely with the Contractor to maximize use of Contractor will coordinate closely with the City to stage and sequence the work that will railroad to bring the materials to the site. minimize the disruptions.
It will be the intent to confine, to the maximum extent possible, all construction operations to the Street Reconfigurations railroad right-of-way. There will be some periods when it will be necessary to use portions of As part of the grade separation project, significant roadway work will be involved at all street First Avenue and Huntington Avenue for construction operations. On those occasions, a crossings. In addition, there will be roadway improvements at the following locations. minimum of one lane will always be open to through traffic. In addition, there may be some i. Southerly connection of Huntington Avenue to San Mateo Avenue will be redesigned periods of time when the area over the BART subway box will be needed for construction, so that Huntington Avenue will connect to Kains Avenue including areas presently leased by Artichoke Joe’s for parking. If there is a need to use any of ii. First Avenue connection to new San Mateo Avenue the land presently used for parking, arrangements will be made in advance to access the property. iii. First Avenue connection to new Angus Avenue
Noise and Dust The road reconstruction in this area will result in some disruption to traffic. Contractor will The equipment used during construction will generate additional noise. The primary source of coordinate closely with the City to stage and sequence the work that will minimize the noise will be the diesel engines and the backup alarms. To help mitigate the noise issues, disruptions. equipment will be required to be noise attenuated in accordance with strict industry standards. The other source of noise is from piling operation for the three bridge structures. This piling operation will occur in several stages during a total of some 9 months. 3. ACCESS FOR EMERGENCY AND OTHER LARGE VEHICLES
In order to construct the grade separation at San Bruno Avenues, trucks higher than 13.5 feet must Dust will be minimized utilizing water sprays. The contractor will be required to have dedicated be detoured around the construction for two 3-month periods during construction. Very few water truck(s) that will spray water throughout the construction site to control dust. Additionally, trucks exceed the 13.5 feet height. See Appendix J for detours shown on the staging plans. For the contractor will be required to have dedicated sweeper(s) to regularly clean the construction the majority of the construction, there will not be any restrictions on traffic flow though the debris and dirt off the streets. crossings. When piles are being driven to support the new bridges, however, the vertical
clearance under the new bridge at San Bruno Avenue will be limited to 14-feet. The first period Weekend and Night Work of restricted height clearance occurs about 7 months into the project when piles need to be driven In general, the contractor will be required to do as much work as possible during the day. to support the new westerly bridge structure. The second period occurs about 15 months into the However, some of the work must be done at night and on weekends where the longer work project when piles are driven for the easterly bridge structure. windows are required for some construction activities. The longer windows at night and weekends will reduce the overall construction duration of the project. Since San Mateo and Angus Avenues are being relocated, the existing crossings can be used
while the new crossings are being constructed. Piles can be driven, supporting columns, bridge To further facilitate and to expedite the construction, JPB will allow single tracking trains at night abutments, and the bridge decks built, before traffic is transferred to the new crossing. and on weekends. Additionally, on rare occasions and on merit basis, JPB may allow total track shutdown during some limited weekends. It is anticipated that the reduced clearance under the San Bruno Avenue bridge during detouring
will not impact the majority of the traffic going under the bridges. Emergency vehicles and buses Utilities Relocations and Upgrade will not be affected because the typical height of these vehicles is approximately 11feet 6 inches As part of the grade separation project, there will be a need to relocate existing underground which is well within the 14 feet limit during construction. However, some large truck and trailer utilities. Fiber optic lines and major storm drain facilities will need to be relocated, and in some rigs must detour to San Mateo Avenue, Scott or South Linden Avenue. The other alternative is to cases upgrade with new larger facilities. One example would be a major storm drain culvert use I-380 rather than San Bruno Avenue. system that crosses under the tracks between San Mateo and Angus Avenues. This facility will need to be replaced with new box culverts able to accommodate a 100-year storm. This will 4. LAYDOWN AND STORAGE AREA require disruptions on San Mateo, Huntington, First Avenues and Artichoke Joe’s parking lot. The site of former San Bruno Lumber, approximately 2.4 acres and all paved, will be used for the new station and parking lot. During the course of construction, this property will be available for
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the contractor to use for laydown as well as for storage of construction equipment and materials. Some of the existing buildings may be used for storage or field office. This is feasible because the construction of the station and parking lot will typically be staged toward the final phase of the project.
5. CALTRAIN STATION
The Caltrain Station at Sylvan Avenue will need to be reconfigured several times during construction as part the work progresses. When the shoofly is constructed, the station platforms will be relocated temporarily to new shoofly tracks. With the completion of the permanent two westerly tracks (MT 2 and MT 4), the station platforms will be installed to the new tracks. At the new tracks, the temporary station platforms will need to be constructed on a 1% slope. This does not meet Caltrain standards for permanent stations, but will be acceptable as an interim and temporary measure between the time the shoofly is removed from service and the new San Bruno station is completed, a period of about 6 – 8 months.
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along R/W. H. PRELIMINARY ENVIRONMENTAL ASSESSMENT • Purple Martin Swallow – no records of presence in project reach. The environmental consulting firm of David J. Powers & Associates, Inc. (DPA) was retained to identify the environmental constraints which are present along the Caltrain corridor from approximately Tunnel Avenue in Brisbane south to just south of Cupid Row in San Bruno. The Cultural Resources • No known archaeological sites are within the • Construction should avoid these sites. following table summarizes information presented in the report titled, Environmental Constraints project’s area of potential effect (APE). • Unavoidable sites should be monitored Analysis for the San Bruno Grade Separation Project (MP 10.8 to 12.0), prepared by David J. There is one potential archaeological site south by an archaeologist during construction. Powers & Associates, Incorporated dated June 2003. The full text of the report is contained in of the southern limit of the project (CA-SMA- Appendix L. The report is based on Alternative 5. 343H). • No known historic properties within APE. Geology and Soils • High potential for seismic shaking. • Standard Zone 4 geologic measures. Potential environmental issues are provided in Table 6 below. • Moderate/High potential for liquefaction. Hazardous Materials • Potential for contamination from railway and • Conformance with standard regulatory TABLE 6 - POTENTIAL PROJECT IMPACTS/ ISSUES AND RECOMMENDATIONS adjacent commercial/industrial uses. programs for use, storage, and disposal of hazardous materials required during construction and excavation activities. Impact Category Impact/Issue Recommendations Hydrology and • Construction activities could cause short-term • Follow California Regional Water Aesthetics • Existing railroad corridor, with surrounding • Not likely to be significant visual or Flooding Increase storm runoff with possible increased Quality Control Board requirements. development. aesthetic impacts. pollutants. • Prepare a location Hydraulic Study in • The rail line and station will be raised but is • No recommendations have been made. • High groundwater table causes water to rise conformance with FHWA requirements. not located in a scenic view corridor. • Landscape walls to soften appearance. above the surface and pond in local Agricultural • No farmlands or lands under Williamson Act • None. depressions – could be obstacle for excavation. Resources contracts are present in the area. • Shallow flood zone. Air Quality • Project would increase capacity - additional • Participate in region evaluation • Project includes new pump stations and storm use of diesel trains = increased emissions. addressing increased diesel operations outlets. Project will include reconstruction of • Increased ridership would also mean reduction and reductions in VMT. two major crossing storm water boxes that will in individual vehicle trips. • Evaluate construction impacts and increase the flow efficiency and the capacity of • Construction air quality impacts. identify mitigation measures. the system and will improve the overall storm Biological Wetlands: Wetlands: drainage in the area. Resources • Seasonal wetlands present within intermittent • Prepare wetland delineation and Land Use • Project site = active rail corridor, mostly within • Determine specific locations and channel areas such as San Felipe-San Lomita evaluate potential impacts to wetlands existing R/W. negotiate potential R/W acquisition. Canal, adjacent to R/W, and within small and identify mitigation for any • Potential areas where R/W acquisition and • A parking study should be prepared. wetland areas may be present near Cupid Row, impacted wetlands. construction easements required. and near the BART-Sylvan Avenue ventilation • Surface parking for new station is less than structure. Special-Status Species: existing station. Special-Status Species: • Project should be designed to avoid • Project will result in the loss of several existing • San Francisco Garter Snake known to inhabit these special-status species’ habitat on-street parking spaces. West-of-Bayshore parcel and to occur along areas. If project cannot be designed to Traffic and • Project will have long-term benefit on traffic & • Construction traffic impacts should be San Felipe-San Lomita Canal, and to occur avoid these areas, consultation with Circulation circulation. assessed and detour plans developed. along San Felipe-San Lomita Canal. and approval from USFWS and CDFG • Short-term construction impacts. • California red-legged frog also known to will be necessary. Mitigation for Noise and Vibration • Projected year 2020 use of 132 trains per day. • Conduct a noise and vibration analysis. inhabit West-of-Bayshore parcel and South impacted habitat will be required. • Trains physically closer to people. San Lomita Canal. Suitable habitat potentially occurs along Cupid Row Canal. • San Francisco Forktail Damselfly present in seasonal wetlands just west of Highway 101 and in northern portions of South Lomita Canal. • Monarch Butterfly could be present in intermittent linear groves of Eucalyptus trees
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I. PROJECT IMPLEMENTATION SCHEDULE
A preliminary project schedule has been established for the grade separation project that calls for the design to begin fall of 2003 and construction to be completed the end of 2006. Appendix M TABLE 7 – PROJECT IMPLEMENTATION SCHEDULE contains a project schedule for design and construction. Key elements of the schedule are SUMMARY summarized in Table 7. TIME TOTAL TASK DESCRIPTION REQ’D TIME Design Phase 88 wks 88 wks Select Select design consultant 12 wks Consultant ROW Acq. Obtaining needed right-of-way for construction 42 wks
Design Design grade separation improvements 52 wks Bidding Bid, select contractor, sign contracts, start work 14 wks Construction
Stage I Shoofly Construction 34 wks 110 wks Phase 1 Utility relocation 10 wks Phase 2 New San Mateo & Angus crossings 15 wks
Phase 3 Construct Shoofly & Sylvan Station 16 wks Phase 4 Connect to North & South bound tracks 4 wks
Stage II Construction of MT2 & MT4 34 wks 144 wks
Phase 1 Remove existing tracks & treat soils 11 wks Phase 2 Construct MSE wall and fills 26 wks
Phase 3 Lay track for MT2 & MT4 22 wks
Phase 4 Move trains to MT2 & MT4 13 wks Stage III Construction of MT1 & MT3 40 wks 184 wks
Phase 1 Remove Shoofly 9 wks
Phase 2 Construct MSE wall & fill 19 wks Phase 3 Install San Bruno Crossing & street imp. 25 wks
Phase 4 Complete station and tracks 31 wks
Note: Due to work overlapping for individual tacks, the ‘Total Time’ required for the project is less than the sum of the time required for the individual tasks.
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J. PROBABLE PROJECT COST ESTIMATE Table 8 - ESTIMATED PROBABLE PROJECT COST A probable cost estimate has been prepared for the project, and for Alternative 5. The estimate Embankment Bridge details of the estimate, included in Appendix N of this report, are based on unit prices of recent Work Description JPB projects and BKF’s experience on similar projects. The estimate is based on current dollars Option Option (latest ENR Index of 6635, year 2003) and will need to be adjusted for future construction. Note: ENR is Engineering News Record, a national publication which provides twice annually Mobilization and Demobilization $1,272,400 $ 1,272,400 construction indices, Their index is widely used by designers in cost estimating. Site Work 7,190,700 7,191,000 Shoofly Tracks 1,418,800 1,418,800 Table 8 contains probable cost estimates for both the Embankment and Bridge options. Details Temporary Station Platform 140,000 140,000 of the estimate along with assumptions are contained in Appendix N. MSE Walls 7,603,260 6,940,155
The overall difference between the project costs of using a bridge structure versus an enclosed fill Mainline Trackwork 4,706,800 4,631,200 is about $11 million a significant cost difference. Structures Including Station Platforms 14,699,800 21,944,200 Train Station Building (Budget) 2,500,000 2,500,000 Railroad Signal.s 2,400,000 2,400,000 Existing Utilities Relocation and/or Modification 4,043,250 4,043,250 Landscaping (Budget) 550,000 550,000
Subtotal $46,525,010 $53,031,005 Contingencies at 20% 9,305,002 10,606,201
Construction Total $55,830,012 $63,637,206 Design (10%) 5,583,001 6,363,721 BART Mitigations (5%) 2,791,501 2,791,501 Flagging & Safety (5%) 2,791,501 3,181,860 Construction Management (15%) 8,374,502 9,545,581 JPB Staff (10%) 5,583,001 6,363,721
Subtotal Cost $80,953,517 $91,883,589
Property Acquisition Budget $500,000 $500,000 Total Project Cost $81,453,517 $92,383,589
Note: BART Mitigations for Bridge Option is set to match the Embankment Option
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K. POTENTIAL FUNDING SOURCES L. AGREEMENTS Funding for the grade separations, station and road improvements, could come from a variety of sources. These include: Prior to the start of the grade separation project, a series of agreements will need to be reached between the City and JPB with respect to construction, easement, property swap and ongoing a) County of San Mateo Sales Tax Revenues - Measure A funding maintenance issues associated with the improvements being made as part of the grade separation b) State Public Utilities Commission – California State Aid for Railroads Grade project. These will include the following: Separations c) Traffic Congestion Relief Program (TCRP) Construction costs d) State Transportation Improvement Program (STIP) • Construction of new City Storm Drains & Roads e) Federal Funding f) City of San Bruno Maintenance costs • Maintenance of the elevators • Maintenance of the stairs and ramps • Maintenance of the walls – graffiti removal and landscaping • Maintenance of the bridge structures • Maintenance of the pump stations
Construction and Maintenance Easement and Property Swap • First Avenue and San Mateo Avenue • Posy Park
In addition, there will be a need to agree on the cost sharing of upgrade facilities or modified facilities that benefits the City such as storm drain facilities.
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M. SUMMARY AND CONCLUSIONS The Station will have parking for 139 cars including 6 ADA stalls, a drop-off/pick-up area and an area for shuttle buses. SamTrans buses will have stops along Huntington Avenue. The amount of
parking at the station does not meet the projected need, and JPB has identified several options to There is a compelling need to eliminate the existing Caltrain at-grade crossings in the City of San mitigate this shortfall. Bruno to effectively eliminate the risk of vehicular and pedestrian accidents. The elimination of the grade crossings for public safety purposes should be the paramount objective of the City, JPB In addition to combined vehicular and pedestrian crossings at San Bruno, San Mateo and Angus and the community. The California Public Utilities Commission (CPUC) has ranked the San Avenues, there will be two 20 ft-wide pedestrian crossings under the new tracks, with a third one Bruno/San Mateo Avenues as the fifth on its funding priority list based primarily on safety at Scott Street to be constructed as part of the South Linden Avenue grade separation. One hazard, location and cost. pedestrian crossing will be located near the intersection of Huntington and Euclid Avenues. This
crossing will provide pedestrian, bicycle and ADA accessible access to the north end of the In addition to the public safety benefits, the proposed grade separation project affords a unique station. A second pedestrian undercrossing will be located near the Sylvan Avenue and opportunity to both the community and the railroad to achieve many other long-term Huntington Avenue intersection, and will provide pedestrian, bicycle and accessible access under improvements that would otherwise be difficult, if not impossible, to achieve without the grade the tracks and provide access to and from the Belle Air Elementary School and the Lions Field. separation project. These improvements include the following: With the completion of this project and the proposed grade separation of South Linden Avenue in
• Significantly improved traffic and pedestrian circulation and access • A centrally located station that can be a focal point of the community and the source of NORTH great community pride • Reduction in overall noise through the elimination of train horns and bells and crossing gate bells presently required at the crossings and station • Improve overall storm water drainage in the area
Since early 2001, the City and JPB have worked closely to develop a grade separation project that would meet the needs of the community and the City while addressing the operational needs of Caltrain. The City formed a Citizens Advisory Committee (CAC) to provide input for the project. The CAC has met on 10 occasions to review and comment on the plans for the grade separations and new station, and an additional meeting to provide input to the draft PSR.
The current grade separation plan is achieved by elevating the railway and lowering the streets. San Bruno, San Mateo and Angus Avenues will be lowered about 5.5-feet, 2-feet and about 1-3 feet, respectively. All three grade separations will have wide openings for sidewalks. The extent of elevating the railway is the optimally minimized between the site constraints (BART facilities, I-380, etc) and the need to maintain emergency vehicular access during construction.
The new San Bruno Station will be 740-foot long platforms (expandable to 1,000 feet to the south) extending across the new grade separated crossings at San Bruno and San Mateo Avenues. There will be a new transit hub and parking on the former San Bruno Lumber site. Figure 12 shows the proposed station layout. The new station will conform to the latest Caltrain Station standards on safety and amenities. It will be accessible from Walnut Street with egress onto Walnut Street and San Mateo Avenue. The platforms will be ADA accessible from the station as well as locations on Huntington, San Mateo and First Avenues by a combination of elevators, ramps and stairs. FIGURE 12 – NEW SAN BRUNO STATION LAYOUT
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Avenue. Without this or other improvements, the level of service for all three intersections is projected to drop to ‘F’ based on anticipated combined increases in train traffic on the Peninsula TABLE 9 – PROJECT SUMMARY and vehicular traffic on the roadways.
KEY ITEM COMMENTS Some roadway modifications will be made as part of the grade separation project. Huntington Avenue will be realigned, connecting with San Mateo Avenue at Kains Avenue. Posy Park will Project Cost be modified. The alignment of San Mateo Avenue will be changed to eliminate the skewed Open areas under platform from San Bridge under platform $92,705,042 crossing and replace it with a crossing that is more at right angles to the tracks. Due to limited Bruno to San Mateo Avenues sight distance at First Avenues intersection with new San Mateo Avenue, the intersection will be MSE walls & fill under platform from San Fill under platform $81,356,425 closed. The north end of First Avenue will be cul-de-saced eliminating through traffic. Bruno to San Mateo Avenues Provisions will be made, however, for emergency vehicles to assess First Avenue from San Mateo Construction period would be the same for Construction period 24 months Avenue by using remote controlled lowering bollards. San Bruno Avenue will be widened to both alternates provide dedicated left turn lanes for eastbound San Bruno Avenue onto San Mateo Avenue and Physical Elements westbound onto Huntington Avenue. Table 9 summarizes significant elements of the proposed San Bruno Avenue Crossing grade separations and station design. Total width 180 ft Three sets of columns needed Vertical clearance 14 ft/16 ft Construction clearance/final clearance The project will provide an opportunity for some storm drainage improvements. The Number of spans 4 2 for traffic/ 2 for pedestrians improvements include replacing with larger capacity and more efficient storm water boxes Construction Steel Thru-plate girder construction crossing under the tracks. San Mateo Avenue Crossing Total length 90 ft One set of columns needed The project will be constructed in stages with the shoofly on the east side adjacent to First Vertical clearance 14 ft/16 ft Const. clearance/final clearance Avenue. JPB will investigate ways to expedite the duration of the project, will utilize a Public Number of spans 2 Shared spans - 2 traffic & pedestrian Information Specialist to coordinate construction activities with the community and will require Construction Steel Thru-plate girder construction the contractor to coordinate closely with the community, business and the City to minimize and Angus Avenue Crossing mitigate inconveniences during construction. Total length 90 ft One set of columns needed Vertical clearance 14 ft/16 ft Const. clearance/final clearance JPB will review with BART regarding work close to its facilities. The boundary survey on the Number of spans 2 To be shared by traffic & pedestrians west side between I-380 and Walnut Street is currently in progress. During the design phase, JPB Construction Steel Thru-plate girder construction will continue to discuss with the CAC to refine the station architectural details, the MSE wall San Bruno Station “softening” options and evaluate the bridge/embankment option between San Bruno Avenue and Platform length 740 ft Outboard boarding, outside tracks San Mateo Avenue. Additionally, the CAC and City staff will be involved in the selection and Standard parking 133* Standard size layout of the pedestrian crossing at Scott Street. ADA parking 6 2 stalls van accessible Stairs 4 sets 3 on south bound platform 1 on north Elevators 2 1 on south bound, 1 on north bound Ramps 2 1 on south bound, 1 on north bound * Additional parking will be required for the station. South San Francisco, the existing at-grade crossing at Scott Street will be closed and replaced with a new pedestrian crossing.
By constructing the grade separations, the present Level of Service (LOS) of ‘E’ at the three crossings will be improved to LOS ‘C’ for San Bruno and San Mateo Avenues and ‘B’ for Angus
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N. ACKNOWLEDGEMENTS Citizens Advisory Committee (CAC)
Members of CAC spent many hours reviewing and providing valuable input to the design team in The preparation of this report has been a joint effort of many people and consultants. BKF developing preferred project. Their assistance is greatly appreciated. Members of the committee Engineers would like to thank the following individuals and firms for their assistance: and the interest that they represented are listed below.
Design Team NAME REPRESENTING
• Darrell Maxey, Chief Engineer, of JPB, for his input, direction and support Ken Ibarra (Safety Ad-Hoc Committee) Council Member and Co-Chair Jim Ruane (Safety Ad-Hoc Committee) Council Member and Co-Chair • Bernard Susanto, Senior Engineer, of JPB, for his input, direction and support Nathaniel Roush Caltrain Rider • Dave Berti, of Berti Lindquist Consulting Engineers, Inc. for his assistance in John Guiseponi Traffic Safety & Parking Committee evaluating BART and grade separation crossing structure alternatives Joe Sammut Planning Commission • Denny Leung and Farid Javandel, of Korve Engineering, for the traffic analysis and Wayne Parker North San Mateo Avenue input Randal Wong Chamber of Commerce • John Schwartz and John Hesler of David J. Powers & Associates for the preliminary Harry Costa Downtown Merchant environmental assessment Ron Cox Merchant at Large Teresa McIntosh Tanforan/ Town Center Area City Staff Angela Addiego Belle Air School Alice Barnes Citizen at Large • Scott Munns, Director of Public Works and for the City of San Bruno for his Doris Maez Citizen at Large assistance in developing project options. Rob Scarpino Citizen at Large • Jerry Bradshaw, Deputy Director Public Works for the City of San Bruno for his Bob George Citizen at Large assistance in developing project options and in locating information on existing Marina Kaiser Citizen at Large utilities. Theresa Cook Citizen at Large
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