AGENDA
Board of Directors Meeting
LOCATION San Bernardino County Transportation Authority Santa Fe Depot – First Floor Lobby Board Room 1170 W. 3rd Street, San Bernardino, CA Board of Directors
President Larry McCallon, Mayor Pro Tem Jim Cox, Council Member Darcy McNaboe, Mayor City of Highland City of Victorville City of Grand Terrace Rhodes “Dusty” Rigsby, Mayor David Avila, Mayor Pro Tem Vice-President City of Loma Linda City of Yucaipa Frank Navarro, Mayor City of Colton John Dutrey, Mayor Rick Denison, Council Member City of Montclair Town of Yucca Valley Gabriel Reyes, Mayor City of Adelanto Edward Paget, Vice Mayor Robert Lovingood, Supervisor City of Needles County of San Bernardino Art Bishop, Council Member Town of Apple Valley Alan Wapner, Council Member Janice Rutherford, Supervisor City of Ontario County of San Bernardino Julie McIntyre, Mayor City of Barstow L. Dennis Michael, Mayor Dawn Rowe, Supervisor City of Rancho Cucamonga County of San Bernardino Bill Jahn, Council Member City of Big Bear Lake Toni Momberger, Council Member Curt Hagman, Supervisor City of Redlands County of San Bernardino Eunice Ulloa, Mayor City of Chino Deborah Robertson, Mayor Josie Gonzales, Supervisor City of Rialto County of San Bernardino Ray Marquez, Council Member City of Chino Hills John Valdivia, Mayor Michael Beauchamp, Caltrans City of San Bernardino Ex-Officio Member Acquanetta Warren, Mayor City of Fontana Joel Klink, Mayor Pro Tem Ray Wolfe, Executive Director City of Twentynine Palms Rebekah Swanson, Council Member Julianna Tillquist, General Counsel City of Hesperia Debbie Stone, Mayor City of Upland San Bernardino County Transportation Authority San Bernardino Council of Governments
AGENDA Board of Directors
November 6, 2019 10:00 a.m.
1170 W. 3rd Street, 1st Floor Lobby Board Room, San Bernardino, CA To obtain additional information on any items, please contact the staff person listed under each item. You are encouraged to obtain any clarifying information prior to the meeting to allow the Board to move expeditiously in its deliberations. Additional “Meeting Procedures” and agenda explanations are attached to the end of this agenda. CALL TO ORDER (Meeting Chaired by Darcy McNaboe) i. Pledge of Allegiance ii. Attendance iii. Announcements Calendar of Events Pg. 11 iv. Agenda Notices/Modifications Possible Conflict of Interest Issues Note agenda item contractors, subcontractors and agents which may require member abstentions due to conflict of interest and financial interests. Board Member abstentions shall be stated under this item for recordation on the appropriate item. 1. Information Relative to Possible Conflict of Interest Pg. 12 Note agenda items and contractors/subcontractors, which may require member abstentions due to possible conflicts of interest. This item is prepared monthly for review by Board and Committee members. CONSENT CALENDAR Items listed on the Consent Calendar are expected to be routine and non-controversial. These items have been discussed at Policy Committee meetings and made available for public review as noted in the agenda. The Consent Calendar will be acted upon as a single motion. Items on the Consent Calendar may be removed for discussion by Board Member Request. Items pulled from the consent calendar will be brought up immediately following the vote on the Consent Calendar. Consent - Administrative Matters 2. September 2019 Procurement Report Pg. 14 Receive the September 2019 Procurement Report. Presenter: Hilda Flores This item has not received prior policy committee or technical advisory committee review. 2 Consent - Project Delivery 3. Interstate 15 Corridor Contract 1 Design and Right-of-Way Cooperative Agreement Pg. 22 with Caltrans That the Board, acting as the San Bernardino County Transportation Authority: Approve Cooperative Agreement No. 20-1002291 with the California Department of Transportation for the Plans, Specifications, and Estimates and Right-of-Way phases for the Interstate 15 Corridor Contract 1 project, defining roles, responsibilities and funding for these phases and specifying the San Bernardino County Transportation Authority as lead for execution and funding of these phases. Presenter: Paula Beauchamp This item was reviewed and recommended for approval (16-0-0) with a quorum of the Board present at the Board of Directors Metro Valley Study Session on October 10, 2019. SBCTA General Counsel, Procurement Manager, and Risk Manager have reviewed this item and the draft agreement. Consent - Regional/Subregional Planning 4. Caltrans Sustainable Transportation Planning Grants Pg. 46 Receive information on proposed San Bernardino County Transportation Authority applications for Caltrans Sustainable Transportation Planning Grants for Fiscal Year 2020- 2021. Presenter: Steve Smith This item was received by the Metro Valley Study Session on October 10, 2019. Consent - Transit 5. Bi-Annual Fiscal Year 2018/2019 Railroad Right-of-Way Grants of Use Report Pg. 49 Receive and file the second half of Fiscal Year 2018/2019 (January through June 2019) Right-of-Way Grants of Use Report. Presenter: Ryan Aschenbrenner This item was received by the Transit Committee on August 15, 2019. 6. Redlands Passenger Rail Project - Change of Arrow Operator Pg. 53 That the Board, acting as the San Bernardino County Transportation Authority: Provide direction to staff to work with Southern California Regional Rail Authority, as the Federal Railroad Administration identified railroad of record, to assume the role of operating and maintaining the Arrow hybrid-rail vehicles and report back at the December 12, 2019 Transit Committee meeting. Presenter: Carrie Schindler This item was reviewed and unanimously recommended for approval by the Transit Committee on October 10, 2019.
3 7. San Bernardino County Transportation Authority and Omnitrans Consolidation Study Pg. 57 & Innovative Transit Review of the Metro-Valley That the Board, acting as the San Bernardino County Transportation Authority: A. Authorize the execution of a Contract Task Order for the San Bernardino County Transportation Authority (SBCTA) and Omnitrans Consolidation Study & Innovative Transit Review of the Metro-Valley in an estimated amount of $850,000, to either WSP USA, Inc. (Contract No. C14086) or Mott MacDonald (Contract No. C14003) under the On-Call Transit and Rail Services contracts, based on a competitive proposal process. B. Approve a budget amendment to the Fiscal Year 2019/2020 budget to increase Task No. 0309 Transit Operator Support using State Transit Assistance Funds – Valley Population Share for the total amount of $850,000 for the SBCTA and Omnitrans Consolidation Study & Innovative Transit Review of the Metro-Valley. Presenter: Carrie Schindler This item was reviewed and recommended for approval (10-1-0; Opposed: Avila) by the Transit Committee on October 10, 2019. SBCTA General Counsel and Procurement Manager have reviewed this item and the draft scope of work.
8. West Valley Connector - Preferred Alternative Pg. 68 That the Board, acting as the San Bernardino County Transportation Authority: Select the West Valley Connector Project Alternative B as the San Bernardino County Transportation Authority Preferred Alternative for the West Valley Connector Project, as part of the Federal Transit Administration requirement to proceed with the Finding of Effect needed to complete the National Environmental Policy Act approval process. Presenter: Victor Lopez This item was reviewed and unanimously recommended for approval by the Transit Committee on October 10, 2019. 9. Zero-Emission Bus Study Update Pg. 75 Receive and file an update on the San Bernardino Countywide Zero-Emission Bus Study. Presenter: Carrie Schindler This item was received by the Transit Committee on October 10, 2019.
Consent Calendar Items Pulled for Discussion Items removed from the Consent Calendar shall be taken under this item in the order they were presented on the agenda.
DISCUSSION ITEMS
Discussion - Air Quality/Traveler Services 10. Presentation on the San Bernardino Countywide Zero Emission Vehicle Readiness and Pg. 85 Implementation Plan Receive information on the San Bernardino Countywide Zero Emission Vehicle Readiness and Implementation Plan. Presenter: Nicole Soto This item has not received prior policy committee or technical advisory committee review. 4 Discussion - Project Delivery 11. SR 210 Lane Addition and Base Line Interchange - Award Construction Contract Pg. 97 That the Board, acting as the San Bernardino County Transportation Authority: A. Award Construction Contract No. 19-1002078 to the lowest responsive, responsible bidder, Guy F. Atkinson Construction, LLC (dba Guy F. Atkinson) for the State Route 210 (SR 210) Lane Addition and SR 210 Base Line Interchange Project in the amount of $112,022,285.00. B. Approve an allowance/contingency amount of $37,657,616.07 for the SR 210 Lane Addition and SR 210 Base Line Interchange Project, for Supplemental Work, Project Contingency, Department Furnished Materials, Pavement Rehabilitation Contingency, and Base Line Interchange Contingency costs and authorize the Executive Director or his designee to release the contingency as necessary for the project. Presenter: Paula Beauchamp This item has not received prior policy committee or technical advisory committee review. SBCTA General Counsel, Procurement Manager, and Risk Manager have reviewed this item and the draft contract. Discussion - Transit 12. Award Sole Source ZEMU Contract to Stadler & Authorize Sole Source Negotiations Pg. 103 for ZEMU Maintenance Contract That the Board, acting as the San Bernardino County Transportation Authority: A. Award Sole Source Contract No. 20-1002310 with Stadler US, Inc. in an amount not-to- exceed $23.5 million for Procurement of a Zero-Emission Multiple Unit Rail Vehicle with full notice to proceed contingent upon an additional $11.5 million allocation of awarded Transit and Intercity Rail Capital Program funds. B. Authorize Sole Source negotiations with Stadler US, Inc. for development of an on-going vehicle maintenance contract for the Zero-Emission Multiple Unit Rail Vehicle. Presenter: Carrie Schindler This item has not received prior policy committee or technical advisory committee review. SBCTA General Counsel, Procurement Manager and Risk Manager have reviewed this item and the draft contract. 13. Proposed Gold Line to Montclair Alternative Pg. 197 That the Board, acting as the San Bernardino County Transportation Authority: Provide direction to staff to begin development of the Metrolink Gold Link hybrid-rail as a cost effective approach to providing more frequent service on the San Bernardino Line in collaboration with Los Angeles County Metropolitan Transportation Authority, Southern California Regional Rail Authority and the affected local jurisdictions, and report back at the December 12, 2019 Transit Committee meeting. Presenter: Raymond Wolfe This item was reviewed and recommended for approval (8-3-0; Opposed: Marquez, Dutrey, Wapner) by the Transit Committee on October 10, 2019.
5 Public Comment Brief Comments from the General Public Comments from Board Members Brief Comments from Board Members Executive Director's Comments Brief Comments from the Executive Director
ADJOURNMENT
Additional Information Attendance Pg. 213 Acronym List Pg. 215 Agency Reports Mobile Source Air Pollution Reduction Review Committee Agency Report (No Report This Month) Committee Membership Representatives on SCAG Committees Pg. 218 Appointments to External Agencies Pg. 219 Committee Membership Pg. 221 Mission Statement Mission Statement Pg. 227
6 13
Minute Action
AGENDA ITEM: 13 Date: November 6, 2019 Subject: Proposed Gold Line to Montclair Alternative Recommendation: That the Board, acting as the San Bernardino County Transportation Authority:
Provide direction to staff to begin development of the Metrolink Gold Link hybrid-rail as a cost effective approach to providing more frequent service on the San Bernardino Line in collaboration with Los Angeles County Metropolitan Transportation Authority, Southern California Regional Rail Authority and the affected local jurisdictions, and report back at the December 12, 2019 Transit Committee meeting. Background: The Metro Foothill Gold Line Phase 2B Project (Project) includes 12.3 miles of light-rail track construction primarily in Los Angeles County, except for 0.6 miles of construction in San Bernardino County, which contains the planned eastern terminus station at the Montclair Transit Center, as shown in Attachment A. Los Angeles County Metropolitan Transportation Authority (LA Metro) is responsible for funding the portion of the Project in Los Angeles County and San Bernardino County Transportation Authority (SBCTA) is responsible for funding the portion in San Bernardino County. This includes both the initial cost to build the Project and the ongoing costs associated with operation and maintenance.
Over the last several years, the Project experienced cost increases, due in part to many large construction projects being initiated in our region. In June 2017, prior to receipt of the final cost proposals, the Foothill Gold Line Construction Authority (Construction Authority) identified a cost increase and total Project cost of $1.49 billion, resulting in a funding deficit of $290 million for Phase 2B across both counties. In December 2017, LA Metro led an effort to submit a Transit and Intercity Rail Capital Program (TIRCP) grant for the remaining funding needed in Los Angeles County, $249 million, as well as the remaining funding needed in San Bernardino County, which was $41 million. The TIRCP grant application was successful with the award of $290 million, and the Construction Authority initiated the design-build procurement process to enter into a contract for design and construction of the Project.
In November 2018, the Construction Authority shortlisted four teams, all of which had cost proposals substantially over the budget established in June 2017. Based on the two lowest cost proposals received, Construction Authority staff estimated an additional $570 million was needed to construct the Project to Montclair. In an effort to mitigate the cost increases, the Construction Authority and LA Metro approved moving forward with securing the $126 million needed to build to Pomona by 2024 and then allowing two additional years to secure the funding needed to build the remaining portion to Montclair, with the final completion slated for 2028 instead of 2026. The Construction Authority has identified SBCTA’s cost for the portion in San Bernardino County at $94.4 million. Taking into account the cost for Advanced Conceptual Engineering, California Environmental Quality Act (CEQA) clearance, and SBCTA oversight; this brings the total estimated cost for the portion in San Bernardino County to $97.4 million.
Entity: San Bernardino County Transportation Authority Packet Pg. 197 13 Board of Directors Agenda Item November 6, 2019 Page 2
Prior to the cost increase, the work in San Bernardino County was fully funded with receipt of the $41 million of TIRCP funding earmarked for work in San Bernardino County and a combination of non-federal formula funding identified in the 2019 10-Year Delivery Plan. SBCTA was in a position of waiting to see where and when the additional funding needed in Los Angeles was going to come to fruition. SBCTA is now at least $17.4 million short, and while the design-build contract cost is locked in for two years, staff is concerned the shortfall could grow as time goes on since other costs such as right-of-way and consultant services are not set. Staff is unsure of where the additional funding is going to come from, as filling the shortfall with state Green House Gas Fund sources (TIRCP or Low Carbon Transit Operations Program) is not likely, given that the benefit has already been accounted for in the 2018 TIRCP grant award. Funding impacts on other priorities in the Valley Metrolink/Rail Service Program, such as the Metrolink San Bernardino Line Double Track (Lilac to Rialto Station), and in the Valley Express Bus/Bus Rapid Transit Service Program, such as the West Valley Connector Phase 1 Project is of concern as well.
As discussed during a January 2019 update to the Board of Directors, staff expressed trepidations with duplication of transit services in the same corridor where those services are publicly subsidized at significantly different levels, as is the case with the introduction of Gold Line service in the Metrolink corridor. Also discussed was a potential substitute passenger rail service between Pomona and Montclair that would maximize the use of the limited transit funding available in San Bernardino County. With the introduction of Diesel Multiple Unit (DMU) hybrid-rail as part of the future Arrow Service between San Bernardino and Redlands, there is an alternative available that could meet the needs of the communities in the existing Metrolink corridor between Pomona and Montclair that could be implemented at a substantially lower cost. DMUs are self-powered transit vehicles; as opposed to Gold Line light rail, which requires an overhead catenary for power with a separate set of tracks for Gold Line trains. The DMU service would run on the existing Metrolink tracks.
Attachment B provides a more detailed summary of the proposed alternative, which is referred to here as “Gold Link.” It identifies that Gold Link would also be able to provide service to Upland and Rancho Cucamonga by maximizing the vehicle time to avoid crew downtime. With a capital investment estimated at $55 million (2019 dollars) for the purchase of two additional DMU vehicles; tail track construction (for train storage), platform modifications and possible signal upgrades, it is possible to run 30-minute bi-directional service that would 1) provide rail transit access to additional San Bernardino County residents and businesses and 2) would support the transit-oriented development along the existing Metrolink corridor. It would also be a solution to the duplication of transit resources that would occur with the original Gold Line proposal. As with the costs for Gold Line to Montclair, the $55 million would be a shared cost between LA Metro and SBCTA, to be based on where the improvements are constructed.
This would allow a portion of the $36 million identified in the 2019 10-Year Delivery Plan for Gold Line to Montclair (for right-of-way and the design-build contract) to be used for other priorities such as: increasing the local match for the West Valley Connector; providing local match for Metrolink San Bernardino Line Double Tracking; capital cost associated with the unfunded zero-emission bus mandate; and/or partially funding the cost of a parking structure at the Metrolink Rancho Cucamonga Station as part of the flagship Empire Yards transit-oriented San Bernardino County Transportation Authority Packet Pg. 198 13 Board of Directors Agenda Item November 6, 2019 Page 3 development effort currently being advanced. In addition, by reducing the demand on Measure I Rail over the short-term, SBCTA would be able to recognize a savings of approximately $8.5 million in debt service by reducing the bonding need for that program and utilizing cash flow borrowing.
SBCTA consulted with California State Transportation Agency (CalSTA) and was advised that use of the TIRCP funding was possible but that a new application would be necessary. However, it is likely the Gold Link request would be prioritized if the previously allocated TIRCP funding for San Bernardino County were returned as CalSTA maintains geographic equity. Applications for the 2020 round of TIRCP are due on January 16, 2020. As for the funding of rail operations, the 2019 10-Year Delivery Plan identified Local Transportation Funds (LTF) as the revenue source for $3 million/year Gold Line to Montclair operations and maintenance. LTF is an eligible fund source for Gold Link and Metrolink operations as well.
Lastly, a key component of this strategy is that the hybrid-rail approach is expandable. By implementing 30-minute bi-directional hybrid rail service between Pomona and Rancho Cucamonga, as well as between San Bernardino and Redlands, it becomes more feasible to expand that service to the communities between Rancho Cucamonga and San Bernardino. This is also consistent with Metrolink’s Southern California Optimized Rail Expansion (SCORE) Program investment to expand frequency on the San Bernardino Line.
It is SBCTA staff recommendation to the Board of Directors that Gold Link be instituted as part of Metrolink’s service, with the Southern California Regional Rail Authority (SCRRA) designated as the operating entity. Working with SCRRA, who operates the existing Metrolink service in the corridor, will be vital to ensuring the overlay of the DMU service integrates well with the current locomotive-hauled coach trains currently being operated.
As an initial first step, staff would work with Metrolink to develop a schedule that provides 30- minute bi-directional service, which is needed to support the investment in transit-oriented development occurring along the corridor between Pomona and Montclair, and is being pursued in Rancho Cucamonga. The Gold Line service is planned to operate at 6 to 10-minute bi- directional peak service. While this provides more frequent service, it comes at a much higher annual operating cost. The goal is to balance the frequency with the need, so that the limited transit operating funds are used in the most efficient manner. Staff is requesting SBCTA Board direction on working with SCRRA and LA Metro on development of the Gold Link passenger rail service from the planned 2024 Gold Line terminus in Pomona to Rancho Cucamonga. Should more frequent hybrid-rail service be needed, it can be accomplished with additional track work and possibly grade separations, but staff does not expect this to be necessary for some time, based on the current projection of demand in San Bernardino County.
While staff recognizes that the extension of the Gold Line to Montclair has been anticipated for a number of years and is referenced in the Measure I Expenditure Plan and current 10-Year Delivery Plan, the current circumstances present a compelling case for re-examination of our plan going forward. In summary, these circumstances include 1) significantly escalated construction costs for Gold Line to Montclair, 2) the need for SBCTA to scrutinize investment of our transit subsidies on potentially duplicative services, and 3) the new opportunity presented for lower-cost linkages through the institution of DMU service on existing Metrolink tracks, which San Bernardino County Transportation Authority Packet Pg. 199 13 Board of Directors Agenda Item November 6, 2019 Page 4 also opens up the possibility for more economical future rail service expansion within San Bernardino County. Instituting the Gold Link DMU service would not preclude the option of extending Gold Line to Montclair in the future. Financial Impact: This item could result in actions that are not consistent with the Fiscal Year 2019/2020 budget. Pending future direction from SBCTA Board of Directors, the budget would need to be revised. Budget amendments would be brought before the Board based on future specific project development recommendations. Reviewed By: This item was reviewed and recommended for approval (8-3-0; Opposed: Marquez, Dutrey, Wapner) by the Transit Committee on October 10, 2019. Responsible Staff: Raymond Wolfe, Executive Director
Approved Board of Directors Date: November 6, 2019 Witnessed By:
San Bernardino County Transportation Authority Packet Pg. 200 13.a ATTACHMENT A ·|}þ39
Azusa Glendora M (!M (! APU / Citrus College M Station Glendora(! Station Phase 1 Claremont ·|}þ30 210 La Verne Phase 2 ¨¦§ Phase 3 Phase 4 Upland
(!M ·|}þ66 San Dimas Station M (! POMONA CLAREMONT MONTCLAIR La Verne/Pomona COVINA 57 M M M ·|}þ Fairplex Station (! (! (! Pomona Claremont Montclair Covina North Station Station San Dimas Station
Pomona Montclair Ontario ¨¦§10 West Covina Section to be funded by SBCTA 71 ·|}þ San Bernardino County to Montclair Station Walnut
Foothill Extension - Proposed Alignment Anticipated Construction Timelines Attachment: Attachment A : GL Item (6205 Proposed Gold Line to Montclair Alternative) Æ Metrolink Stations 0 0.5 1 2 Phase 1- La Verne/Pomona Fairplex - August 2019 to November 2024 Miles San Bernardino Metrolink Line Phase 2- Pomona North- August 2019 to August 2025 subject to availability of funding from Metro
M Gold Line Stations (! Phase 3- Claremont- August 2021 to August 2028 subject to availability of funding from Metro Gold Line (Existing) Phase 4 - Montclair - August 2021 to August 2028 subject to availability of funding from Metro and SBCTA (for the portion in San Bernardino County) Gold Line (Proposed Extension) Packet Pg. 201 13.b San Bernardino County Transportation Authority 1 Gold Link Shuttle ATTACHMENT B
Introduction & Background
On August 14, 2019 the Metro Gold Line Foothill Extension Construction Authority awarded a contract to Kiewit-Parsons for $805.6 million for the first nine-mile extension of the Gold Line project in Los Angeles County, from Glendora to Pomona, with a two-year contract option to complete the full 12.3-mile project to Montclair in San Bernardino County for a total contract amount of $1,186.9 million. The full build-out of two additional stations in Claremont and Montclair is not fully funded because construction bids initially came out 38% higher than expected in 2018. The Construction Authority is moving forward with a phased approach to Pomona and then Montclair. Major construction will begin in 2020.
The Cities of Claremont and Montclair will continue to work with the Construction Authority and Metro to bring the Gold Line to their communities that will allow for regular all-day passenger rail service, which has been planned for over 15 years. There are opportunities to limit the impact of this phased approach to the Gold Line Foothill Extension by exploring innovative and cheaper ways to ensure connections and more frequent service between the corridor cities. SBCTA is exploring the potential to utilize the same vehicles being purchased for the Redland Passenger Rail Project (Arrow Service) to fill the gap in service through a Pomona – Montclair Gold Link Shuttle Service. The latest generation of DMU vehicles has been approved as crash compliant by the Federal Railroad Administration (FRA), meaning they can safely operate on freight railroad corridors, similar to Metrolink trains. There would need to be modifications made to the stations, track and rail systems to accommodate the DMU vehicles and additional rail service on the shared corridor, but this may be substantially less than the $381.3 million shortfall to extend the Metro Gold Line to Montclair.
The following is a snapshot of the capital and operating considerations that will need to be taken into account if this Pomona – Montclair Shuttle Service concept is carried forward.
Stations Infrastructure
DMU vehicles have different boarding levels than Metrolink vehicles currently operating at the existing Pomona, Claremont and Montclair stations. For this reason, one of the main drivers of cost and feasibility of implementation is the passenger-platform interface and maintaining freight traffic at existing Metrolink stations along the corridor.
During SBCTA’s previous Hybrid Rail Study (received by the SBCTA Board of Directors on June 6, 2018) three options were developed to meet the station requirements. The preferred option is to modify the DMU vehicle design to include a retractable step (design provision adopted by the SBCTA Board of Directors on June 6, 2018) for able bodied passengers and utilize mini-high platforms and
manually deployed steps for ADA level-entry boarding. This will be similar to existing Metrolink and Arrow Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative) (planned) service that will utilize a manually deployed bridge-plate or ramps. Metrolink and Arrow (planned)
Packet Pg. 202 13.b San Bernardino County Transportation Authority 2 Gold Link Shuttle
service utilize two operators (driver and conductor) per train set, so the conductor would deploy the ramp for ADA passengers.
Capital improvement associated with each station may include one new 15” high mini-high platform and existing upgrades to existing min-high platforms, canopies, lighting and drainage.
Rail & Systems Infrastructure
The initial analysis identified areas along the corridor where modifications to the existing rail and systems infrastructure would be required to accommodate the new shuttle service. Pomona and Montclair would become the terminus stations for the Pomona – Montclair Shuttle Service and would therefore require additional track (e.g. turn around/layover tracks, turnouts, etc.) and system (signals, interlockings, etc.) improvements. During this initial analysis it is believed that these improvements can be done within the existing Metrolink right-of-way (ROW) and is not anticipated to preclude future Metro Gold Line Expansion to Montclair.
Rail Infrastructure It is assumed that the DMU shuttle service between Pomona and Montclair would operate at 30-minute bidirectional headways. This operation will require the DMU vehicles to reverse direction and switch tracks on the return runs to maintain railroad operations and eliminate conflicts with Metrolink and freight operations on the San Bernardino Line. Since the corridor is already full double tracked between Pomona and Montclair, an additional main tracks or siding is not needed. As previously mentioned, turnouts/storage track and supportive signaling upgrades would be needed at each terminal station to allow for trains to turn around. There is an opportunity for the turn around track to be located to the west of Pomona station (see Figure 1) or east of Montclair station (see Figure 2). Rail capital improvements required for this service include new track, track profile adjustments, track removal, bumping posts, turnouts, and new/modified access roads.
Figure 1: Potential Pomona Turn-back Facility
Figure 2: Potential Montclair Turn-back Facility
Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative)
Packet Pg. 203 13.b San Bernardino County Transportation Authority 3 Gold Link Shuttle
Rail Systems The initial Hybrid Rail Study addressed the potential complications with DMU vehicles failing to shunt track circuits, resulting in loss of train detection. Loss-of-shunt (LOS) is associated with light axle loading, infrequent traffic (likely not an issue on the heavily used San Bernardino Line), wheel tread building-up, and other conditions which raise wheel-rail contact resistance.
Axle Loading An initial concern for lighter vehicles is if axle load is ever less than 10 ton per axle, track circuits are likely to experience LOS. The Stadler FLIRT vehicle considered for the Arrow service have heavier trucks at both ends with total non-loaded passenger weight of 125.4 tons (average of 15.7 tons per axle) and maximum axle weight of 19.3 tons. This vehicle configuration provides lesser likelihood of experiencing LOS issues.
Grade Crossing Predictors The effects of LOS are exacerbated by certain types of track circuits such as grade crossing predictors (GCP) which are overly susceptible to LOS events. Metrolink utilizes a mixed use of GCP and HXP controls on San Bernardino Line (SBL) highway crossings some with lower frequencies of 86 Hz and 114 Hz. The use of these low frequencies is more likely to cause LOS problems.
Metrolink conducted its own DMU Shunting Study dated 2/19/2019 in which a survey of Metrolink’s existing track circuit assets on the Redlands Branch and the SBL is provided. The survey indicates that DC track circuits are used on the existing Redlands Branch and within control points (CPs) on the existing SBL, and Electro Code™ coded track circuits are used outside SBL CPs. These track circuits are less prone to present LOS problems. However, the DC track circuits within CPs crossover tracks are infrequently used and therefore more prone to contamination and resultant LOS issues. The survey indicates an average 5,600 feet for the Electro Code™ track circuits lengths with the longest length of 7,422 feet. The longer track circuits are more likely to present LOS problems as they exhibit low inter-rail voltage at the receive end.
Systems capital improvements required for this new service include intermediate signal bungalows, interlocking bungalows, switch machines, wayside signals, and reassign frequency allocation for highway crossings to avoid using 86Hz and 114Hz.
Operations
Metrolink currently operates services focused on peak commute patterns in and out of Los Angeles Union Station from San Bernardino County and east Los Angeles County. Service is generally every 30 minutes in the peak direction (westbound in the morning and eastbound in the evening) and 60 minutes in the off- peak direction. The operation of additional service in the Pomona to Montclair corridor would enhance the corridor’s ability to support regional travel by alternative modes. Desirable service could include all-day 30- inute bidirectional service (5:00 am – 9:00 pm) with an end to end travel time of approximately six minutes. Fortunately, the section between Pomona and Montclair is completely double tracked so there is an opportunity to implement new service between the existing headways of Metrolink without impacting existing service. New turn-around/layover tracks would allow the Pomona to Montclair Shuttle Service to dwell between trips off the mainline on a new layover/turn-back tail track at the terminus stations without impacting existing service. Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative)
Packet Pg. 204 13.b San Bernardino County Transportation Authority 4 Gold Link Shuttle
As requested by SBCTA, a second scenario was developed to see how far east 30-minute bi-directional service could be maintained to the east with two DMU vehicles in operation. As described below, it was determined that service could be achieved to the east to Speedway Station at 20 minutes.
The following is a summary of the operational analyses.
Simulation Overview & Inputs The simulation computes the runtimes, energy and power demands by calculating the forces, accelerations and velocities at each instant in time during simulated service runs of the DMU. The model contains highly detailed track data and factors in any change in gradient and horizontal curvature throughout the San Bernardino Line and enforces all documented speed restrictions including stopping at all stations. The Figure 3 presents the vehicle configuration for the simulated Stadler FLIRT DMU. The train configuration consists of 2 passenger cars and a power module in the middle (2 diesel engines + associated propulsion equipment).
Figure 3: Stadler FLIRT Configuration Used for Simulation
The parameters utilized as inputs to the simulation are as follows:
● Electric Traction and braking performance curves provided by vehicle supplier, the simulation is based on only one operable power module and corresponding propulsion system (i.e. 4 driven axles); ● AW3 loading (fully seated vehicle + 6 standing passengers per square meter as defined in SBCTA’s DMU specifications); ● 3-phase induction motor and drive train efficiency of 85%; ● A combination of friction braking and dynamic braking from the traction motors, with no regenerative braking as the energy created during dynamic braking is dissipated through the on-board resistors of the DMU (rheostatic braking); ● Nominal maximum power at the wheels of 700 Kilowatt (kW) for traction and 1800 kW for braking; ● 1-minute dwell times at intermediate stations; ● 5-minute layover time before proceeding on a return journey; ● No allowance yet made for constraints of Positive Train Control (PTC) system braking curves, i.e. locomotive hauled coach braking curves cause longer braking distances and therefore contribute to longer runtimes; and ● No allowance for potential delays due to waiting for single line sections to be cleared or other unforeseen circumstances.
2-Car DMU Simulations Figure 4 and Figure 5 show the DMU performance along the San Bernardino Line. From left to right, the graphs represent a full journey from Los Angeles Union Station to San Bernardino Transit Center. Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative) The central point of the graph and the return journey represents a mirrored version of the track data. Figure 4 shows the DMU performance, track gradients, and track curvature against distance traveled, while Figure
Packet Pg. 205 13.b San Bernardino County Transportation Authority 5 Gold Link Shuttle
5 shows the same information against the total trip time. The flatlines on figure 3 in the top subplot at points of zero velocity represent the 60-second dwell times at intermediate stops on the San Bernardino Line.
Figure 4: 2-Car DMU Speed, Track Gradients, & Track Elevation vs. Train Position
Figure 5: 2-Car DMU Speed, Track Gradients, & Track Elevation vs. Trip Time
Summary of Results: Pomona Station to Montclair Station Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative) Table 1 gives the trip times for a DMU traveling from Pomona station to Montclair station and back and gives the total energy consumed. The total runtime for the DMU traveling from Pomona to Montclair is 5
Packet Pg. 206 13.b San Bernardino County Transportation Authority 6 Gold Link Shuttle
minutes and 54 seconds, while the return journey is 5 minutes and 24 seconds. Note that for the return journey, both the energy and runtimes are less due the route consisting of primarily of downhill grades that assist the train’s motion.
Table 1: Pomona Station to Montclair Station: 2-car DMU Runtimes & Energy
Summary of Results: Pomona Station & Further East Table 2 depicts the runtime and the total energy consumed by a 2-Car DMU traveling further eastward from Pomona. The DMU can travel to Speedway station in 20 minutes and 30 seconds, while the return journey takes 20 minutes. As with Table 1, the return from Speedway to Pomona consists primarily of downhill grades, which assist the DMU in its motion, resulting in less energy consumed and shorter runtimes. Runtimes for the DMU traveling all the way to San Bernardino were collected however, it was determined that Speedway station is the furthest a FLIRT DMU can travel to realistically maintain a consistent 30- minute turnaround, if 1-minute dwell times are implemented. Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative)
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Table 2: Pomona – Eastward: 2-car DMU Runtimes & Energy
Pomona to Montclair Based on the results obtained for the runtimes from Pomona station to Montclair station, 30-minute headways are achievable. There is double track between Pomona and Montclair, thus the 30-minute headways could be met easily by having the DMUs start at the same time, but on different tracks and at opposite stations. 30-minute service could also be maintained using only one DMU. With a minimum 5- minute layover time for the driver to switch operator cabs, a single DMU could be out and back in 16 minutes and 18 seconds (5-minutes & 54 seconds Pomona-Montclair + 5-minute layover + 5-minutes &
24 seconds). Due to the short trip times for the DMUs on this route, 30-minute headways are feasible with a Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative) single DMU or two DMUs on double track and could be reduced further between Pomona-Montclair, while the service could also be extended. It is possible to maintain 30-minute headways with a single DMU
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operating between Pomona and Upland station, which can be realized using the trip times from Table 2 (10 minutes & 15 seconds Pomona-Upland, 5-minute layover, 9 minutes & 44 seconds).
Extending Service Further East A 2-car DMU could arrive at Speedway station in 20 minutes and 30 seconds. The DMU could reach Fontana in 26 minutes, but this was deemed to be an unrealistic scenario as the driver layover time would need to be less than 5 minutes to meet a 30-minute turnaround time. The out and back trip takes 46 minutes including the 5-minute layover time and designates that from Pomona to Speedway a single DMU could provide an adequate hourly service. However hourly service could be provided by a DMU up to Fontana station if the dwell times at in between stops were cut to 30 seconds. There are 5 stops between Pomona and Fontana, thus cutting the dwells to 30 seconds would reduce the runtime by 2.5 minutes, which would allow for a DMU to start the return journey before the 30-minute mark is reached.
Modeling Next Steps Further consideration should be given to the day to day operation of the existing vehicles that occupy the San Bernardino Line. The simulation results discussed here are a best-case scenario that does not consider any PTC braking system curves that may require a DMU to slow down sooner or any potential conflicts (unplanned stops) that may arise with other vehicles on the network. This can be simulated by in RTC (Rail Traffic Controller) software to identify any conflicts and to develop a realistic timetable for the San Bernardino Line with the DMUs included in the service.
Cost Estimates
Rough order-of-magnitude (ROM) capital costs were developed for the Pomona to Montclair Shuttle Service and are shown in Table 3. The costs are shown in 2019 dollars and in mid-construction escalation year of 2022 dollars (assuming a project construction between 2020 and 2024). Construction costs have been escalated at 4 percent per year and soft costs for SCRRA Staff at 3 percent per year, while vehicles costs have not been escalated based on existing agreements with Stadler.
The ROM capital cost estimates include allocated contingencies (20%), soft costs (30%), unallocated contingencies (10% vehicle costs and 35% for all other costs), and the following major infrastructure improvements:
Two additional DMU train sets and PTC modifications Turn-back tracks at the two terminus stations Rail system upgrades Legacy platform modifications for DMU vehicle compatibility Vehicles will be maintained at the existing Redlands Passenger Rail Project facility
Table 3 below shows the capital cost estimates for the shuttle service using DMU vehicles, it does not include a cost estimate for a ZEMU vehicle option, but it is expected that ZEMU vehicles would approximately cost an additional $2.8 million per vehicle. Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative)
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Table 3: Capital Cost Estimates Items Units Capital Cost (2019 $) Capital Cost (2022 $) Rolling Stock 2 2-car trainsets $22,054,000 $22,054,000 Turnback Facility 2 turnbacks $5,000,000 $5,600,000 Train System Upgrades 3.5-mile corridor $4,000,000 $4,480,000 Platform Modifications 3 stations $600,000 $672,000 PTC on DMU Vehicles 2 trainsets $500,000 $500,000 Capital Cost Subtotal $32,154,000 $33,306,000 Soft Cost (PE, Final Design, PM, CM, 3rd 30% of Capital Cost $9,646,000 $9,992,000 Party, Permits, Subtotal Testing/Commissioning) SCRRA Staff $1,000,000 $1,090,000 Soft Cost Subtotal $10,646,000 $11,082,000 Unallocated Contingency (35% of Overall Subtotal $7,086,000 $7,642,000 for all costs other than vehicles) Unallocated Contingency (10% of Overall Subtotal $2,255,000 $2,255,000 for Vehicle costs only) * Unallocated Cost Subtotal $9,342,000 $9,897,000 TOTAL $52,142,000 $54,285,000 *SBCTA has an existing agreement with Stadler on the purchase price of future vehicles.
Schedule
It is expected that this project will begin mid-2020 and end in late 2024. The schedule has been prepared by four main phases;
Environmental Review Design Vehicle Construction and Delivery Infrastructure Construction
The schedule includes the time expected to procure contractors for each of the main phases. Table 4 summarizes the expected timeframe for this project.
The environmental review and design phase will begin in early 2021. For environmental review under California Environmental Quality Act (CEQA), it is possible the project might qualify as a Categorical Exemption. However, the schedule includes a 9-month environmental clearance process in case a Negative Declaration or Mitigated Negative Declaration has to be prepared. The National Environmental Policy Act (NEPA) will have less stringent requirements for a project of this type, so it has been assumed the project qualifies as a Categorical Exclusion. Due to this, NEPA will not impact the schedule or cost significantly. The design phase is expected to be completed in 21 months and end in late 2022. Vehicle construction will begin towards the end of the design phase and will overlap with infrastructure construction. Testing and commission will conclude the project in late 2024. Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative)
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Table 4: Project Schedule
2020 2021 2022 2023 2024 Procurement (Environmental/Design) Environmental (CEQA and/or NEPA) Third Party/Regulators Coordination Design Procurement (Vehicles) Vehicle Construction / Delivery Procurement (DBB) Infrastructure Construction Testing/Commissioning
Attachment: Attachment B Gold Link Memo - Draft Final 10292019 (6205 : Proposed Line to Montclair Alternative)
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