Final Project Technical Memorandum .pdf

Project Technical Memorandum CO FLAP PIT 82(1) Brush Creek Parking Area

Brush Creek Parking

CO FLAP PIT 82(1)

Final Project Technical Memorandum

By:

For:

Federal Highway Administration

Central Federal Lands Highway Division

August 5, 2022

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I. Introduction The project is located approximately 6 miles north of Aspen, Colorado adjacent to State Highway 82 (SH82). The existing Brush Creek Park n’ Ride is on the east side of SH82 at the intersection of SH82 and Brush Creek Road. Project coordinates are:

39°15'1.35"N, 106°53'0.34"W

The purpose of the project is to expand existing paved parking at the site. Currently, about 200 paved parking spaces exist. The objective is to:

Approximately double the current paved parking capacity

Construct a restroom (comfort station)

Construct a well and mechanical sewage treatment facility

Revise the current electrical distribution and services

Utilize the existing storm drain system with minor modifications

Construct a bus/auto turnaround

Construct a paved area for the City of Aspen Kiosk

Plan for future EV and EBUS charging

Upgrade lighting to current standards

Improve the existing egress circulation by removing the egress departure from the existing bus loop

Figure 1. Project Site

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II. Project Cross Functional Team

Title Name Phone Email

CFL Project Manager

Micah Zogorski, CFLHD

720-963-3408 Micah.Zogorski@dot.gov

EOTC Project Manager

Dave Pesnichak, Pitkin County

970-309-3188 David.Pesnichak@pitkincounty.com

A/E Project Manager

Aaron Swafford, Jacobs

303-912-2716 Aaron.Swafford@jacobs.com

Project Delivery Team

Brian Pettet, Pitkin County

970-920-5392 Brian.Pettet@pitkincounty.com

Project Delivery Team

Gerald Fielding, Pitkin County

970-920-5206 Gerald.Fielding@pitkincounty.com

Project Delivery Team

John Krueger, City of Aspen

970-920-5042 John.Krueger@cityofaspen.com

Project Delivery Team

David Peckler, Town of Snowmass

970-923-2543 dpeckler@tosv.com

Project Delivery Team

Mitch Osur, City of Aspen Parking

970-429-1766 Mitch.Osur@cityofaspen.com

Project Delivery Team

Nick Senn, Roaring Fork Transportation Authority

(RFTA)

970-384-4862 nsenn@rfta.com

Project Delivery Team

David Johnson, RFTA

970-384-4929 djohnson@rfta.com

Project Delivery Team

Chris Bilby, Holy Cross Electric

970-947-5514 cbilby@holycross.com

A/E Design Elizabeth Naszkowska, Jacobs

720-286-6197 Elizabeth.Naszkowska@jacobs.com

A/E Architecture Dan Ritter, Jacobs

720-286-6227 Dan.Ritter@jacobs.com

A/E Environment Becky Rude, Jacobs

720-286-6203 Becky.Rude@jacobs.com

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A/E Stakeholder Coordination and ROW/Utilities

George Walton, Jacobs

303-906-1194 George.Walton@jacobs.com

A/E Survey Doug Howe, Jacobs

720-286-2982 Doug.Howe@jacobs.com

A/E Permits Becky Rude, Jacobs

720-286-6203 Becky.Rude@jacobs.com

A/E Geotechnical Greg Fischer, Shannon & Wilson

303-825-3800 grf@shanwil.com

CFL Design Heidi Hirsbrunner, CFLHD

303–716– heidi.hirsbrunner@fhwa.dot.gov

CFL Pavements and Materials

Robert Norick, CFLHD

(720) 963-3487 robert.norick@dot.gov

CFL Hydraulics Megan Frye, CFLHD

TBD TBD

CFL Environment Kelly Wade, CFLHD

720-286-6203 Becky.Rude@jacobs.com

CFL Construction TBD, CFLHD TBD TBD

III. Major Revisions from Previous Submittal

100 Percent to Post 100 percent. This is last formal design submittal for the project.

Specific revisions are as follows:

Asphalt milling material from a different project was placed in the overflow Brush Creek parking area. A Full Depth Reclamation will be performed in this area to utilize the millings in the parking pavement section. Due to final surface grading there will be excess millings that will be moved to the of temporary parking area to the south.

Temporary parking access was moved east to avoid impacting the bike trail.

Location of existing boulders was updated based on Field Visit (June 10th, 2022) observations

Notes to protect existing irrigation lines on the west side of the parking lot along bike trail were added.

Removal of electric junction box pay item was added

The cost estimate was updated with new unit cost prices.

95 Percent to 100 percent. No major changes since the last submittal other than adding Field Office to the project and updating the estimate to reflect current construction costs.

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70 Percent to 95 percent. This is the third formal design submittal for the project.

Specific revisions are as follows:

Project was broken into Schedule A, Option X (South Road Construction-primarily concrete pavement) and Option Y (Restroom)

Grading has been revised to account for Schedule A award without awarding Option X

Minor Concrete Pavement jointing plan has been developed

Revised parking area structural section to 5 inches of ACP on 4 inches of ABC

Bicycle Path was elevated adjacent to Pedestrian Plaza

Final Pedestrian Plaza grades were established

Temporary Traffic Control was updated to close the parking area and provide temporary public parking in the south overflow parking area. Both vehicular and pedestrian access will be maintained to and from the temporary parking area and the BRT station.

Coordination with utility providers has been advanced and utility plans have been updated

30 Percent to 70 percent. This is the second formal design submittal for the project.

Work performed to develop 70% Construction Plans, which include construction plans for new restroom building. Two Geotech borings were taken for the building structural foundation design. Specific revisions are as follows:

Pulverizing the existing asphalt was added to the work.

The main entrance (South Road) was revised from asphalt concrete pavement to minor concrete pavement.

The pedestrian plaza was revised to 6-inch depth concrete to accommodate the snow melt tubing

Electrical service lines and conduits were revised per the 30 percent design meeting

Well location was revised per the 30 percent design meeting

Pulverized existing asphalt will be used for overflow parking surfacing.

ADA grading slopes were incorporated around the restroom facility and stall locations identified.

Kiosk circulation update to facilitate a truck and utility trailer plus stacking storage for 5 F250s.

Landscape and irrigation plans have been included.

Full building plans and specifications (aka Project Manual) have been prepared.

o All specifications for the Building are included in an Appendix A and are self-contained.

Holy Cross easement information was digitized into the mapping file.

A landscaped berm has been added to the eastern edge margin of the project.

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Existing trees in parking islands to remain have been protected.

Quantities and Unit Prices have been updated.

Scoping to 30 Percent. This is the first formal design submittal for the project. Work performed to date includes a kick-off meeting (held November 14, 2018), a development/refinement of alternatives meeting (held February 27, 2019) and a follow up alternatives meeting (held on May 14, 2019).

General work efforts have included:

Survey and mapping of the entire project site (see Figure 1 above).

Initial evaluation of existing storm drainage system

Development of circulation plans and alternatives

Endorsement of Mid-Station alternative

Development of initial building concepts o Proposed restroom (comfort station) o Future Information/Special Events Structure

Initiation of well and sanitary concepts

Build-out design concepts

Revision of egress road tie-in

Development of bus turnaround

Kiosk siting and circulation

IV. Existing Conditions The project site consists of approximately 200 paved parking spaces. Overflow into the adjacent gravel surfaced lot occurs on a regular basis. The intent of the project is to expand the existing paved parking area from 200 to 400 spaces.

This phase of the project development if focused on providing water and sanitary installations in support of a proposed restroom facility and expanding existing paved parking.

Other improvements are also planned. Proposed lighting within the project will honor dark sky initiatives. Special event lighting is not part of this scope of work.

Existing drainage patterns will generally be maintained. Minor adjustments will be made to the existing inlet grates to direct surface drainage along the formalized concrete gutter in the expanded pavement area.

V. Traffic Data

There are two base conditions. Everyday use and special events. General observations indicate that the everyday use exceeds the existing paved parking area. Special events include additional parking to the north of the main lot and concessionaires use the north lot. These uses have been perpetuated.

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The proposed kiosk will be used to hand out parking vouchers that provide free access to “pay for” parking facilities in the City of Aspen. Other uses, including distribution of Chamber of Commerce information, have been discussed for the kiosk.

During the summer of 2019 the kiosk was added to the project site. The kiosk will be moved during construction by the City of Aspen.

VI. Crash Data

The only identified issue includes a yield sign that continues to be run over. This location was reviewed at the 30 percent design meeting. The location is being revised as part of the reconstruction.

VII. Survey

Chris Bilby with Holy Cross provided pdfs of their easement information. This was digitized and added to the mapping file during the 70% design phase.

A ground survey was performed in the fall of 2018. Five control points were set around the project site.

The project site was surveyed to the northern, southern and eastern limits. The western survey limit includes the bus loop in its entirety and a portion of median between the bus loop and SH82.

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At the project outset, no work was anticipated at the park and ride entrance or on/along SH82. During project development the need to revise the existing egress road terminus surfaced. Although the existing mapping limits do not quite cover the area, the limits are sufficient to design and construct the work.

VIII. Environmental and Permits

An open house was held April 10, 2019 at the Colorado Mountain College Campus. The meeting had 15 attendees, including local staff and officials. Pitkin County conducted an online survey and received 79 responses. Project lighting was the main topic of discussion.

Desktop assessments for biological and cultural resources have been completed and memos to file were completed in June 2020. No potential waters of the U.S. occur within the construction limits. The project would have no effect to federally-listed species. In addition, a finding of No Historic Properties has been recommended. Tribes were notified of the project in May 2020 and the Southern Ute have requested additional information regarding previous reporting and this information was provided. Consultation with the State Historic Preservation Office was initiated in June 2020. The SHPO concurred with the finding of no historic properties affected on August 5, 2020.

A documented Categorical Exclusion was signed on August 14, 2020. Per 23 CFR § 774.13(f)(3), the proposed improvements qualify for exception from the requirement of a Section 4(f) approval because the trail currently occupies a transportation facility right-of-way without limitation to any specific location within that right-of-way (i.e., the Brush Creek Interceptor Lot), and the continuity of the trail would be maintained during construction.

Access to the Brush Creek and Aspen Mass Trails will be maintained throughout construction. Detour signage will be provided, as appropriate. The park and ride will not be closed until after ski season (typically April 15) and will open by Friday one week prior to Labor Day. Permits and approvals required are:

Coverage under CDPS General Permit Stormwater Discharges Associated With Construction Activity Authorization to Discharge Under the Colorado Discharge Permit System (CDPS) (COR400000) will be obtained prior to construction.

CDPHE or Pitkin County Public Health (dependent on discharge amount and outlet location) – CDPS Domestic Wastewater Treatment Plant Permit

Colorado Department of Natural Resources – Well Permit (completed: (No. 316999- 10001602)

Pitkin County Building Permit Pitkin County Location and Extents Review

IX. Design Speed

N/A

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X. Typical Section

Existing parking widths will be maintained. Drive aisles consist of 12-foot lanes.

Typical parking spaces are 18 feet long by 9 feet wide. See details for ADA parking spaces in the plan set. The proposed typical section for North Road includes two 10-foot traveled ways. It is proposed to place 5-inch Asphalt Concrete Pavement, Type 1 over 4-inch Roadway aggregate. The proposed typical section for South Road includes two 12-foot traveled ways. It is proposed to construct 11-inch depth Minor concrete pavement, reinforced over 4-inch Roadway aggregate. The bike path will be 10-foot- wide with 6-inch Minor Concrete Pavement, reinforced over 4-inch Roadway aggregate. The Pedestrian Plaza will be constructed with 6-inch depth Minor Concrete Pavement, reinforced over 4-inch Roadway aggregate.

XI. Roadway Design and Safety

Landscape screening is anticipated. Care will need to be taken to avoid sight distance issues and the landscape design is developed.

Parking area and pedestrian plaza lighting is a primary safety issue. Lighting concepts that adhere to dark sky initiatives and provide adequate safety are developed.

During construction, the existing parking will be closed to the public vehicle traffic. At that time the area south of South Road will be used as a temporary parking.

XII. Geotechnical

Shannon & Wilson provided a Final Geotechnical Report with the 95% Submittal. There were no changes from the Draft Geotechnical Report submitted with the 70% Submittal.

They conducted a field exploration program on February 14 and 21, 2020, to explore subsurface conditions at the project. Three geotechnical borings were drilled at or near the proposed restroom facility and future information/special events building. The borings encountered surficial deposits, generally consisting of very dense sand, gravel, and cobbles (inferred by drill action) with varying constituent amounts of silt and clay.

Boring SW-02 encountered a stratum of cobbles and boulders at a depth of 7 feet.

Groundwater was not encountered in the borings.

The anticipated foundation subgrade will consist of granular soil (very dense, poorly graded sand and gravel with varying amounts of silt and clay and cobbles and boulders). Shallow spread and strip footings are a suitable foundation option for the proposed structure with a nominal bearing resistance value of 10,000 pounds per square foot (psf) and a resistance factor of 0.45. Settlement is anticipated to be nominal.

Horizontal seismic or wind loads on the structure may be resisted by friction along the base of the foundation and by passive soil resistance against the buried portion of the foundation.

A slab on grade floor is recommended to be supported by at least 6 inches of granular base to act as a capillary break and provide additional support (or to the frost depth if the

Jacobs Engineering Inc. Page 10 of 28 interior is not heated). The native subgrade soils will provide adequate support for slabs on grade, but the upper 12 inches of native subgrade should be scarified, and either (a) screened to remove oversized material (boulders or cobbles greater than 3 inches in diameter) to prevent point loading on a boulder or cobble, or (b) overexcavated and backfilled with imported granular material that is 3 inch minus.

Colorado is comprised of areas of very low to moderate potential for damaging earthquakes. Based on a geologic map by the U.S. Geological Survey3, the nearest fault to the Center is the late Quaternary Sawatch Fault, located approximately 26 miles to the east (near Leadville, Colorado). While Site Class C is possible, because of the lack of depth of the borings, we recommend assuming Site Class D for the site unless additional testing is performed.

XIII. Pavements and Materials

Asphalt Concrete Pavement

Based on As-Constructed plans the existing pavement section is 5 inches of Asphalt Concrete Pavement on 6 inches of aggregate base. It has been decided to use 5 inches of asphalt concrete on 4 inches of aggregate base for the entire parking area. The existing parking area pavement will be removed, pulverized, placed, and compacted in future parking area to the north. The limits for the placement of removed pavement have to be approved by the CO in coordination with the County.

After the initial project advertisement, the County placed asphalt millings from the nearby airport in the overflow parking area to the east of the existing paved area, changing to existing grade surface. These millings are approximately on average 10 inches in depth, with a thicker section in the middle of the area and thinner sections on the perimeter. It was determined to remove the millings and replace it with new roadway aggregate would cost more than to Full Depth Reclamation (FDR) the material and use it as a paving base. An FDR depth of 12 inches was selected to get a good mix of millings and aggregate into the base. The current finished grade surface design was not changed and the contractor will have to place 5 inches of Asphalt Concrete Pavement on top of the FDR base. Analysis determined that there will be excess FDR material generated to be used in the temporary parking area to the south of the project at a depth of 4 inches to be placed and compacted. The final area of coverage and depth is up to the CO in coordination with the County, depending on how much excess material is generated.

Reinforced Concrete Pavement

Six inches of reinforced concrete pavement on 3 inches of aggregate base has been used for ADA parking area. Eleven inches of reinforced concrete pavement on 4 inches of aggregate base have been used for the concrete bus turn around, South Road and Kiss-and-ride pullout. Six inches of reinforced concrete pavement on 4 inches of aggregate base has been used for the bike path realignment. This section was chosen to reduce development of differential settlement at the joints and accommodate snow removal equipment.

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XIV. Hydraulics

For this project, an initial evaluation of the existing storm drainage system was performed to understand how the proposed improvements would impact the site and how stormwater runoff from the newly paved areas should be addressed. Limited information was available about the original design of the Park-and-Ride, as the 1997 Drainage Study by Chang Engineering Co, Inc. was not provided. A preliminary drainage study conducted in 2004 by Turner, Collie & Braden was reviewed and used to establish the base condition.

Although the text of the report was complete, the Appendix was missing, and the Basin Map with corresponding runoff calculations was not available.

According to the 2004 Study, an oversized stormwater retention basin was built with the initial construction of the Park-and-Ride to accommodate full build-out. The pond analysis and design are documented in the 1997 Study and claims to have the retention capacity of 12 acre-feet. Excerpts from the 1997 Study indicate that the 100-year event can be contained in 3 acre-feet with zero discharge, but a factor of safety of 4 was applied to account for potential losses in porosity due to sediment clogging.

The basins were delineated using contour data from a recent topographic survey. Peak runoff calculations were generated for the 5-year and 10-year storm events (see Appendix) using the Rational Method and Urban Drainage criteria as stated below:

Minimum of 5 minutes was used for Time of Concentration 1-hour rainfall depth used for intensity (NOAA 14 Atlas) Hydrologic Soil Group B (NRCS Web Soil Survey)

A Basin Map has been provided for reference. Basins 1-4, and 6-7 contribute to the trunk line that is being analyzed. Basin 1 was determined to flow offsite, thus runoff flows are not provided for this basin. Basin 5, 9, and 10 were determined to contribute to the other existing storm drainage system within project limits that contributes to the irrigation pond directly adjacent to North Road. Basin 8 consists of the existing large retention pond.

InRoads SS2 software was used model the existing storm drain system and to route peak flows to check for adequate pipe capacity. It was unclear which improvements were constructed from the options presented in the 2004 study, so the following assumptions were made about the existing 48” storm drain system with connecting inlets:

Retention pond was regraded to deepen the bottom and steepen the side slopes to provide full volume and required freeboard Storm drain extensions were constructed according to full build-out design Stormceptors were sized to accommodate additional surface runoff from the expanded parking areas

Proposed design plans from 2005 were reviewed; however, there were some discrepancies in pipe sizes and number of structures, so what is indicated in the survey is being used and assumed correct. The irrigation pond intercepts some of the storm flow within the project site based on survey data. The pond is not being analyzed as part of this project. Furthermore, the existing system within the existing pavement that discharges to the irrigation pond will also not be analyzed as part of this project.

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Additional assumptions were made about the existing storm drain system:

One manhole within project limits was not found during surveying efforts. Inverts for the large 48” RCP trunk line were assumed to be 6.5’ below the rim elevation of the assumed manhole location. Furthermore, the downstream elevation of the lateral pipe attached to the missing manhole was assumed using a 3% slope with the known upstream elevation.

All inlets were assumed to be in sump conditions, capturing all of the flow produced from each respective sub-basin. It has been indicated in some of the provided data that there is an inlet to the east of the irrigation pond, located in the south west corner of Basin 6, that collects a minor amount of flow, determined to be the potential overtopping of this pond.

It is shown in data provided to collect 5 cfs in both minor and major storms and contributes to the 48” RCP trunk line. This additional flow was used during the analysis of the 48” trunk line system.

Results of the model show that the existing 48” RCP trunk line has capacity to accept storm runoff from the expanded pavement areas without surcharging the system in the 100-year storm event.

XV. Architectural Design

The Brush Creek Park and Ride will be an extension of the Roaring Fork Transportation Authority (RFTA) network. The architectural scope includes providing a Comfort Station and a pedestrian plaza. The project was designed to anticipate both additional plumbing fixtures as well as a special events space.

The Comfort Station program includes the following: a mens and womens restroom, a security / electrical room, and a mechanical / janitor closet. Plumbing fixture counts were determined using the following rationale: a dwell time of ninety seconds for men and two minutes for women. With a typical five-minute bus transfer time, the restrooms can accommodate thirteen men and ten women which is about a third of bus passengers. With people arriving from cars and transferring buses, eight total fixtures with the ability to expand in the future, was determined to be adequate.

A directly adjacent existing bus staging and stopping area defined the proposed architectural vocabulary of the new comfort station. Materials include a painted steel structure, glass, stone veneer. Interior materials, light fixtures, plumbing fixtures, and equipment will be selected based on durability and long-term performance, as well as lessons learned from the RFTA Rubey Park Transit Center.

XVI. Structural Design

Foundations:

Foundations are to utilize cast-in-place concrete stem walls on spread footings.

Floor Slab:

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The floor will utilize a cast-in-place concrete slab on grade on rigid insulation on subgrade as recommended in the geotechnical. The slab on grade will be isolated from the stem walls.

Superstructure:

The superstructure will be constructed using steel framing. Steel beams and steel rafters will be supported at the perimeter of the building on steel beams that span between steel columns. The lateral force resisting system will consist of braced frames concentric with the stud walls and one moment frame at the most northern column line outside the walls.

Walls:

Cold-formed metal stud walls will be constructed between the steel columns and braces and will be used to laterally support a stone veneer façade.

Roofs:

The roof of the structure has a 4/12 pitch and vaulted ceilings. To provide vaulted ceilings without bottom chords, the roof will be conventionally framed by providing a steel ridge beam along the center of the building, and rafters on each side. The ridge beam will be supported on steel columns along the center of the building, with columns placed within walls.

The rafters will be spaced at approximately 7’-3” on-center and span from ridge beam to perimeter beams with a small cantilever at the eave for an overhang and soffit. At each end of the building, the roof structure cantilevers beyond the building as much as 4’-0”. The ridge beams and perimeter beams will be placed with sufficient backspans to allow for the cantilevered ends.

The roof decking will utilize a steel deck that spans between steel beam rafters. The type of decking is anticipated to use 3” thick, 18-gauge, Type N, G90 galvanized steel deck.

XVII. Electrical Design

A new 480/277V, 300kVA 3-phase utility transformer will be located on the southwest side of the bus loop with conduits underground to a 400A service disconnect switch, CT cabinet, and meter located on the building exterior in accordance with Holy Cross standards. In the building electrical room, we propose a 400A, 480/277V, 3ph panel feeding a 30kVA step-down transformer and downstream 100A, 120/208V panel. It is anticipated that building and parking lot lighting, mechanical systems, and future Level 3 EV charging will all be fed at 480/277V power. 120/208V power will feed restroom accessories, receptacles and miscellaneous loads.

It is anticipated that future Level 2 EV charging stations will be fed by separate 240/120V, 1-phase, and/or 208/120V, 3-phase service equipment located remote from the building. Installation of a new 150kVA, 240/120V utility transformer is proposed at the northwest side of the bus loop, along with a nearby freestanding CT cabinet, meter and 600A, 240/120V, 1ph service panel, which will serve all Level 2 charging stations

Jacobs Engineering Inc. Page 14 of 28 located north of the restroom building. An additional new freestanding CT cabinet and meter, 200A, 480/277V, 3phase service disconnect, 112.5kVA pad-mounted step-down transformer, and 400A, 208/120V, 3phase panel are proposed on the southwest corner of the bus loop to provide power to all Level 2 charging stations located south of the restroom building. Equipment sizes are dependent upon estimated future EV charging station needs provided by the County, and shall be coordinated with the charging equipment to be installed

Parking lot lighting will utilize LED technology to achieve energy efficiency and reduce light trespass. A digital wireless lighting control system will be utilized to adjust fixtures, using occupancy sensors, daylighting and timers.

Roof-mounted solar panels are currently proposed. The proposed system is grid-tie only, with no on-site storage. A CT cabinet and production meter are proposed on the building exterior in accordance with Holy Cross standards.

Removal of the electrical box that is in a parking island was added to the plans. This will not be needed as the EV and lighting power supply is relocated. See box below:

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XVIII. Mechanical Design

General:

Elevation – 7720 Summer design DB – 84 F Summer Coincident WB – 54.2 F Winter design DB – (-20) F Winter Coincident WB – (-20) F

HVAC Air Side:

300 CFM of exhaust airflow will be provided in each restroom by an inline exhaust fan located in the plumbing chase. This airflow will be controlled by an occupancy sensor located in the restroom.

300 CFM of supply airflow will be provided in each restroom by an inline fan located in the mechanical room. This airflow will be tempered and filtered so to not freeze small diameter piping during the low winter temperatures. This airflow will be controlled by the small occupancy sensor located in the restroom.

A small split system unit will be supplied to provide cooling in the security/electrical room.

Electric unit heaters will be provided to heat the mechanical and electrical/security rooms.

HVAC Water Side:

A radiant in-slab heating system will be provided and includes two natural gas boilers sized for 800 MBH each, an expansion tank, an air separator, and two circulation pumps.

The heating system will provide in-floor radiant heating for the building and snow melt for the adjoining walkway and crosswalk to the bus station.

The radiant heating piping will be high density polyethylene piping and will be zoned for both snow-melt zones and radiant floor heating zones.

The system will be 50% propylene glycol mix to prevent freeze of the heating piping in the slab.

Plumbing Indoor:

A master mixing valve will be provided for the tempering of hot water to less than 105 degrees F to all lavatory fixtures.

A 60-gallon natural gas water heater will be provided for heating of domestic cold water to the lavatories.

A 2” water service will be needed to meet the maximum water usage for peak usage of the restroom.

A 4” sanitary sewer line will be provided for conveyance of sanitary service from indoor fixtures to the mechanical treatment installed at the exterior of the facility.

A domestic water recirculation pump will be provided for requirements to meet the international energy conservation code.

A pressurization tank will be provided to allow for minimal usage of the system to occur without activation of the well pump.

Assuming 8 fixtures in Men’s restroom 2 water closet, 2 Urinals, and 4 Lavatories

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Assuming 8 fixtures in Women’s restroom 4 water closet, and 4 Lavatories A 1” domestic water and 4” sanitary sewer lines were stubbed out to the future building area to the south of the Comfort Station.

Plumbing Outdoors:

A well service will be installed to provide potable water to the restroom facility.

A mechanical treatment facility will be provided for treatment of the sanitary sewer discharge from the restroom facility.

XIX. Bicycle Design

The existing bike path is 10 feet wide and connects to the north and south of the existing paved parking. Existing signage routes bicyclists along the outer edges the paved parking (north, east and south).

The current design routes the path along the west side of the existing paved parking area to create a more direct route. This alignment routes the path between the bus loop and the proposed pedestrian plaza. An existing railing separating the pedestrian plaza and the bicycle path has been employed to provide positive separation between the two areas.

The proposed curves leading into and out of the tangent between the bus loop and the pedestrian plaza have a 30-foot radius. Per table 5.2 of the AASHTO Guide for the Development of Bicycle Facilities 2012 indicate a design speed of about 13 miles per hour. The minimum horizontal curve listed on the table is 27 feet.

The relatively tight horizontal curves are a function of site constraints. However, the tight curvature also provides a measure of traffic calming and slows bicycles down as they approach the congested area.

XX. ADA/Pedestrian Design

All designated pedestrian routes comply with ADA requirements. The pedestrian plaza and pedestrian path across the bike path will be constructed with a snow melt system.

ADA grading around the restroom facility was included for future ADA parking and EV plug in stalls.

XXI. Erosion and Sediment Control

The existing storm drain, and retention pond facilities will serve as the primary erosion control drainage path. Protection of existing inlets and the upstream end of the retention pond are anticipated. Erosion control plans have been removed due to the change in SWPPP approach at CFL. Blank sheets will be provided to the Contractor and erosion control will be a Lump Sum item.

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XXII. Traffic Control

The parking lot will be closed during the Schedule A (Parking Construction) and Option X (South Road Construction) work, as a temporary parking lot will be provided by the City to the south. The Contractor must provide access to the temporary parking lot site for the duration of closure. The parking lot cannot be closed until after ski season, typically April 15 and must be open by the Friday one week before Labor Day. The parking lot can be used while the interior finishes of the building are being completed.

It is expected that the FDR work will be one of the first tasks and the excess material placed in the south parking lot while the parking lot is still in use. After the material is compacted and the temporary parking is ready, the parking lot can be closed.

Much of the work can be constructed without impacting public traffic. Construction of the restroom facility will require temporary access to the bus platform. Work is not anticipated to impact SH82.

Temporary routing for pedestrians going to and from the bus platform and of the bike path traffic will need to be provided by the contractor throughout the project

XXIII. Signing and Striping

Parking lot, access aisle and crosswalks layouts are included in the current plan set.

Waterborne paint is anticipated for linear striping. As requested by CFL, Pavement Markings Type J will be used for all symbols, word message, cross walks and stop bars.

XXIV. Revegetation

Planting Areas. Planting areas include existing and new parking area islands, as well as a perimeter parking area landscape strip and berm for screening views from the residential area to the east. Planting areas around the bus loop and Park & Ride facility will remain and be protected. Any areas disturbed during construction activities will graded and receive topsoil and seeding for erosion control. Any trees or shrubs damaged outside of the construction limits will be replaced in kind.

Planting Plan. The landscape program incorporates the addition of 32 landscaped parking islands that will copy the established shade tree and gravel mulch theme within the existing parking area islands east of the Park & Ride facility. Eight existing parking islands, 16 Green Ash trees and gravel mulch understory within the existing parking area will remain and be protected.

A landscape screen and berm will be installed along the east perimeter of the parking area. Landscape screening will incorporate a berm with a tall evergreen tree hedge in mulched beds, along with relocated boulder barricade established near the edge of pavement. Special attention was given to the east buffer required to screen views from the residential area to the east, so the evergreen trees will be planted in a double staggered row.

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Existing Green Ash trees in parking area islands to be demolished, will be removed and replaced with new trees in islands within the new parking spaces. New parking islands will be planted with Autumn Purple Ash trees, two per island, as Green Ash trees appear to be suffering from insect issues.

The remainder of the landscape open space, within the perimeter landscape strips not planted with trees, will receive topsoil and be seeded with an approved native seed mix.

Irrigation System. There is an existing underground, automatic, drip irrigation system, with a surface water source and pump station. The water source and pump station are located north of the parking area. The condition of the system will need to be verified, but it has been reported that it needs repair. The system was originally designed to provide 100 percent coverage of new plantings around the bus loop, Park & Ride facility, parking area islands, and landscape spaces along the entry drive and Highway 82. Seeded grass areas are not irrigated with the automatic irrigation system.

The upgraded system will utilize as much of the original equipment as practical and will provide coverage for the additional parking area islands and parking perimeter landscape strips to the west, south, and east, with stub-out connections to the area designated for future expansion to the north. The new system will continue to service the original areas, and all irrigation zones will continue to consist of drip line and emitter type configurations. Additional sleeves will be required joining the perimeter landscape strips with the new parking area islands.

The design pressure for the submersible pump is reported to be 40 gallons per minute at 55 psi. The controller is an operational 24-station automatic controller with open station connections availability for the additional stations needed. Future system planning will require coordination with the adjacent landowner to the north, verification of water source availability, and evaluation of topography.

Watering During Plant Establishment. Seeded areas will require hand watering for a continuous 4-inch depth of moist soil for the first 6 weeks after planting, followed by 4 weeks of watering at 3 days per week to provide a 4-inch depth of moist soil. After this, watering will only be required during times of drought.

Trees will require daily irrigation system watering of 2 gallons per inch caliper for a duration of 3 months per inch of caliper.

Shrubs will require daily irrigation system watering of 3 gallons per day for each plant for 30 days.

XXV. Right-of-Way

All work will be performed within CDOT Right of Way. Existing easements are being researched. But, are not expected to result in any conflicts.

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XXVI. Utilities

95 percent to 100 percent.

Sanitary. Pitkin County Public Works has initiated the required Pitkin County Public Health Onsite Wastewater Treatment System Permit. The 611 Sewer System pay item has been updated to include designing the system and assisting in permit application development in addition to constructing the work.

Initial calculations based on a daily ridership of 3,200 people indicate that the Maximum Monthly Average Daily Flow will exceed the 2,000 gpd State permit threshold. Final calculations by the contractor’s design firm, in coordination with Pitkin County Public Works will determine whether a State permit and the associated reporting requirements will be needed.

Section 611 SCR language has been developed and provide the General, Measurement and Payment requirements for the design firm and the construction work.

The coordination contact for this work is:

Pitkin County: Brian Pettet, brian.pettet@pitkincounty.com, 970-920-5390

Electrical. An electric service and pedestal serving the homeless gathering area in the south overflow lot was constructed after submittal of the 95 percent package. The homeless gathering place is planned to be abandoned and relocated in the fall of 2021.

Pitkin County is currently looking at options for the existing service. At a minimum, temporary bollards should be constructed to protect pedestal so that the proposed temporary parking will not damage the pedestal.

Gas. Please see the Black Hills Energy Subsection in the 70 Percent to 95 Percent Section below. The direct project expense (assumed to be performed under an agreement between Pitkin County and Black Hills Energy) is estimated to be $65,000.

Communication. Pitkin County and the City of Aspen have been awarded a grant to put in fiber optics along CO 82. Work is currently scheduled to be performed in the vicinity of the project in the fall of 2021. Pitkin County is attempting to include stubbing the fiber to new racks in the shuttle stop building and hopefully stubbing conduit under the bus loop to the vicinity of the proposed restroom. Fiber optic racks would then be installed in the restroom as well. Table 107 has been updated to include both the City and County staff that are coordinating this grant work project.

Coordination contacts for this work are:

Pitkin County: Jeff Kruger, jeff.kruger@pitkincounty.com City of Aspen: Paul Schultz, paul.schultz@cityofaspen.com

For other security and communication work the coordination contacts are:

Roaring Fork Transportation Authority: Nick Senn, nsenn@rfta.com, 970-384-4862 Roaring Fork Transportation Authority: Ben Ludlow, bludlow@rfta.com, 970-384-4858

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Stormwater. Required stormwater work includes adjustment of inlets and manholes.

Adjustment of existing stormceptor inlets also include cleaning the inlet solids storage sump (see Special 604-B).

The coordination contact for this work is:

Pitkin County: Gerald Fielding, gerrald.fielding@pitkincounty.com, 970-920-5206

Irrigation. The coordination contact for this work is:

City of Aspen: John Krueger, john.krueger@cityofaspen.com, 970-920-5042

Colorado Department of Transportation. A new lease for the facility has been obtained by the County/City. It is understood that the project work is covered under the lease and a CDOT Encroachment Permit is not required.

The coordination contact for CDOT is:

CDOT, Andrew Knapp, andrew.knapp@state.co.us, 970-384-3328

Water Well. As discussed below the Colorado Department of Natural Resources (CDNR) well permit has been obtained and is included as an Appendix to the SCRs.

The CDNR coordination contact for the permit is:

CDNR, Dwight Whitehead, Dwight.whitehead@state.co.us, 970-945-5665

70 percent to 95 percent. Coordination meetings have occurred with Holy Cross (power), Black Hills Energy (gas), RFTA IT (communications), Colorado Department of Natural Resources (water) and private wastewater consultants (sanitary).

Holy Cross. Holy Cross will perform work associated with setting the new transformers, switch gear and meter. The contractor will be required to tie into the meter and perform all other work. Holy Cross’ work will be a direct project expense.

Black Hills Energy. As anticipated, existing gas lines in the area are transmission level lines. This will require installation of a gas regulator station to step the pressure down to a service level. Black Hills energy will tap the transmission line, construct the regulator station, set the meter and lay/bed all pipe between the tap and the meter. The contractor will be responsible for excavating and backfilling the trench from the regulator station to the meter. Black Hills Energy’s work will be a direct project expense.

Security Data. RFTA, City of Aspen and Pitkin County are working together to determine who will “own” the communications and security data. Coordination with Centurylink, at a project level, is not anticipated.

Well Permit. The Colorado Department of Natural Resources well permit has been obtained.

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Sanitary Permit. Consultation with a private wastewater consultant indicates that discharging treated wastewater as a surface water (i.e., to the existing irrigation pond or storm drain system would result in much more stringent permit requirements including having a licensed operator and monthly reporting requirements. Therefore, the discharge is now being routed to a leech field. Design of the system is ongoing.

Coordination with Pitkin County, who prepare and submit the permit, is ongoing.

30 percent to 70 percent. Holy Cross Electric will be a primary player in the project.

Upgrades to the distribution system will be required to accommodate future EV and EBUS charging. Holy Cross representatives have attended most project meetings to date and coordination is ongoing. Please see attached electrical coordination meeting notes.

Black Hills Natural Gas and Century Link also have facilities in proximity to the project.

Further coordination is required with Black Hills Natural Gas to determine an acceptable location to tap into one of two existing gas lines that run thru the project. The gas meter location, type and actual tap in requirements need to be resolved.

The control center for all communication and security at the project site is located in the stone icon of the bus shelter. Coordination with RFTA and Century Link is required to understand this tie-in and finalize work responsibilities.

XXVII. Specifications

Specifications were developed under the FP-14. Below is a list of SCRs for review:

102.03 Bid Guarantee; Assume this will not be considered for an 8(a) project.

107.10 Environmental Protection; Subtask (e)(1); Trail access requirements were included from the CE.

107.11 Protection of Forests, Parks, and Public Lands; Added CDOT fire prevention plan and changed Engineer to CO.

o https://www.codot.gov/business/designsupport/cdot-construction-specifications/2019-construction-specifications/rev-ssp/rev-misc/scrfpp.docx

108.01 Commencement, Prosecution, and Completion of Work;

o During the Ragnar Relay, Spartan Games, Fall Jazz Fest, and Labor

Day Federal Holiday, provide unrestricted access to and from parking in the North Overflow parking area, project Parking Area, and South Overflow parking area.

108.06 Weather Delays; No weather delay days were added to the schedule.

152.04 General; Information provided by the Government is only Hor and Vert staking information and Excel file containing point table data shown in plans.

156.07 Limitations on Construction Operations; Review new text.

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157 – Soil Erosion And Sediment Control; SWPPP lump sum was added to the project along with erosion control lump sum. SWPPP under Schedule A is intended for the whole project.

251 – Riprap; Remove and reset boulders 611 – Water Systems; Well Installation, Snow Melt System outside of building, Irrigation System 612 – Sanitary Sewer Systems; Septic and service lines outside of building (Permit provided by County)

625.03 General; Using CDOT seeding range, which is from thaw to freeze.

645 – Locate Utilities; Utility locates for service connection to the building.

646 – Building, Support Building; Restroom Facility lump sum that references the Project Manual for all specs specific to the building.

713.04 Seed; Added Pitkin County seed mix.

Appendix A – Project Manual; Building specific specifications.

Appendix B – CDOT Fire Prevention Plan

XXVIII. Construction Schedule

Construction. The project is anticipated to be completed in one construction season.

Weather constraint dates are based on monthly averages and assume that April 15 through October 15 provide above freezing high temperatures and daytime temperatures that allow for paving. Based on an anticipated budgeting timeline and the weather constraints above the solicitation process should begin on or around October 15, 2022. See Construction Schedule in the Appendix.

No on-site work can occur prior to April 17, 2023. Contract completion date is as follows:

Schedule A contract completion is 8/1/23. No additional time will be given for award of Option X.

If Option Y is awarded, the contract completion date for Option Y work is 12/22/23.

Critical path items include:

Materials Submittals and Approvals

Electrical, Water and Wastewater Services

Building Foundation and Flatwork

Building Exterior Construction

Building Interior Construction

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XXIX. Construction Cost Estimate

The existing FLAP application is $3.2 million for construction. Please see program amounts for current information.

Schedule A consists of the entire parking area, North Road and Bike Path. Option X consists of the South Road with Kiss-and-Ride pullout, Bus Turnaround, and Kiosk Turnaround. Option Y consists of the Building and surrounding sidewalk.

The total cost went up compared to the shelving estimate due to adjusting Unit Prices according to the latest historical data and inflation and adding a Field Office. The current (08-02-22) estimate is approximately:

Update on August 5, 2022 Schedule A $4,364,000 Option X $1,328,000 Option Y $2,533,000

Total Project construction cost $8,225,000

The independent building construction cost estimate in Option Y was updated as part of the un-shelving and to capture current market price changes. The cost in May of 2022 is shown below:

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The increase is specifically attributed to decreased productivity across the nation by 5% due to workforce shortages. Increased material costs for steel, lumber and copper (structural steel, wood products, pipe, ductwork and wire) by 10% was applied and then an overall escalation of 4.5%. Note the Building Cost of $2.158k used in the estimate includes Labor, Materials, Subcontractors, Equipment, and Other Construction Items

Previous estimates are shown below:

Update in May 2022 Schedule A $4,260,158.50

Option X $1,165,952.00

Option Y $2,490,144.00

Total Project construction cost $7,916,254.50

Un-shelving Estimate (7/30/21)

Schedule A $3,037,500.00

Option X $886,170.00

Option Y $1,749,081.00

Total Project construction cost $5,672,751.00

100% Estimate (9/25/20).

Schedule A - $2,906,375 Option X - $859,660 Option Y - $1,661,105 Total Project construction cost - $5,427,140, with contingency changed to

0%.

95% Estimate (6/24/20). The 95% estimate was approximately $2,942,000 (Schedule A) +$911,630 (Option X) + $1,671,210 (Option Y – with almost 5% ($78,000) design contingency applied). The Project total construction cost is approximately $5,524,840.

70% Estimate (4/1/20). The 70% total construction cost estimate was approximately $5,400,000. A 9 percent design contingency was applied to the current estimate for total of $450,000 contingency.