MILL STREET IMPROVEMENTS

Transcription

1 MILL STREET IMPROVEMENTS Town of The Blue Mountains Preliminary Design Report Draft Report prepared by: C.C. Tatham & Associates Ltd. 115 Sandford Fleming Drive, Suite 200 Collingwood, ON L9Y 5A6 Tel: (705) Fax: (705) prepared for Town of The Blue Mountains January 25, 2011 CCTA File

2 TABLE OF CONTENTS 1 Introduction 1 2 Existing Conditions Right-of-Way Vertical & Horizontal Alignment Cross Section Stormwater Management Retaining Wall Utilities & Services Georgian Trail Crossing Street Trees 8 3 Design Standards Cross Section Design Speed 10 4 Recommended Improvements Horizontal & Vertical Alignment Location within the Right-of-Way Road Width Sidewalk On-Street Parking Georgian Trail Crossing Stormwater Management Retaining Wall 15

3 4.9 Services & Utilities 16 5 Preliminary Cost Estimate 17 APPENDICES Appendix A: Street Tree Evaluation Appendix B: Preliminary Design Drawings Appendix C: Retaining Wall Drawings Appendix D: Preliminary Cost Estimate LIST OF FIGURES Figure 1: Mill Street Limits 2 Figure 2: Existing Conditions 4 Figure 3: Existing Vertical Alignment 5 Figure 4: Existing Retaining Wall 7 Figure 5: Existing Services 9 Figure 6: Proposed Road Cross Sections 13

4 1 Introduction C.C. Tatham & Associates Ltd. were retained by the Town of The Blue Mountains (TOBM) to undertake a preliminary design assessment of Mill Street, extending from Bridge Street/Highway 26 to Bay Street. The study limits are illustrated in Figure 1. Improvements are warranted to adjust the vertical alignment of the road, introduce current design standards including curb, gutter and sidewalks, and to ensure appropriate integration of the road with the new Town Hall site (currently under construction at the corner of Mill Street and Bridge Street) and related design features (eg. on-street and off-street parking). The purpose of this report is to summarize the existing conditions, present the design standards employed and the resulting preliminary design for the improvements. A corresponding cost estimate, which is considered preliminary in nature, is also provided. Mill Street Improvements Preliminary Design Report Page 1 January 25, 2011

5 Town Hall Georgian Trai l area under redevelopment for New Town Hall Mill Street area under redevelopment for new parking lot Geo orgian Trail Mill Street Improvements, TOBM Mill Street Limits 1 Figure

6 2 Existing Conditions This chapter will summarize the existing conditions as they relate to the subject section of Mill Street, as determined from site investigations and/or a review of the topographic survey undertaken for this assignment. 2.1 Right-of-Way The existing right-of-way is metres (66 feet). It is noted that the existing road is not centred in the existing right-of-way. Rather, the road is skewed with a centreline offset in the order of 11 to 13 metres from the east property line (for means of reference, Mill Street is assumed as a north-south road). In comparison, if the road was centred, the offset would be 10 metres consistently. 2.2 Vertical & Horizontal Alignment As illustrated in Figure 1and captured in the photographs of Figure 2, the horizontal alignment of Mill Street is relatively straight. With respect to the vertical alignment, there is large vertical curve extending from 5 to 160 metres north of Bridge Street, beyond which the road is relatively flat through to Bay Street (as illustrated in Figure 3). This vertical curve accommodates a change in grade of 8 metres over a distance of 155 metres, which translates to an overall grade of 5% (the maximum grade through the curve is 7%). 2.3 Cross Section The paved surface of Mill Street varies from approximately 6 to 8 metres, which accommodates 1 travel lane per direction. There is a slight gravel shoulder along the east side of the road, whereas along the west side, there is an asphalt shoulder/boulevard/gutter. There is a 1.15 metre wide asphalt sidewalk along the west side, extending from the Georgian Trail crossing to Bay Street, at which point it becomes concrete to match the 1.5 metre concrete sidewalk along Bay Street. Refer to the photographs of Figure 2 which illustrate the above. 2.4 Stormwater Management Stormwater drainage is accommodated through the provision of the asphalt gutter along the west side of Mill Street (starting 80 metres north of Bridge Street to Bay Street), with 2 catchbasins located along its length. There is no gutter or open ditch otherwise along the east side of the road. Stormwater collected along the road simply flows onto the adjacent properties (although the adjacent properties are graded somewhat higher than the road). Mill Street Improvements Preliminary Design Report Page 3 January 25, 2011

7 1. from Bay Street looking S to Bridge Street 4. handrail along top of stone retaining wall 7. townhomes & street trees on west side at Bay Street 8. SW corner of Mill Street with Bay Street 2. from south of Bay Street looking S to Bridge Street 5. stone retaining wall (looking from top to bottom) 3. from bottom of vertical curve looking S to Bridge St 6. asphalt gutter & sidewalk along west side 9. Mill Street looking north from top of vertical curve Mill Street Improvements, TOBM Figure Existing Conditions 2

8 Mill Street existing vertical curve road centreline watermain sanitary sewer Mill Street Improvements, TOBM Existing Vertical Alignment 3 Figure

9 2.5 Retaining Wall Given the vertical curve coupled with the change in grade along the west side of Mill Street, there is an existing retaining wall along the west side of Mill Street for a short section. Key elements of the wall are illustrated in Figure 4 and noted below: approximately 32 metres long with 4 different faces of wall progressively battered as it continues up; comprised of variably sized blocks of concrete each approximately 300 mm in height; retains approximately 3.25m of roadway fill at the highest point; and the base of the retaining wall is approximately 0.6 metres from the adjacent property line. There is a 1.15 metre wide sidewalk adjacent to the top of the wall alongside the road as well as a grass boulevard of approximately 1.0 metre in width. Based on a field investigation undertaken to determine the condition of the wall, there does not appear to be any significant bulging or movement of the wall. Likewise, there are no apparent signs of roadway or sidewalk settlement adjacent to the wall to indicate erosion of the fill through the wall s face. However, many of the existing concrete blocks are in poor condition with large areas of spalling and erosion. There are also many units that have medium sized cracks in their face. There are multiple locations where vegetation has grown through and/or on the concrete blocks. In some locations, trees have grown up through the retaining wall. In one of these locations the tree roots have broken through the concrete blocks and caused rotation of the blocks below. There is an existing handrail along the length of the wall adjacent to the sidewalk. The top of the handrail is approximately 925 mm above the ground elevation with posts spaced at 1.9 metres centre to centre. Several sections of the handrail are missing or have become disconnected. 2.6 Utilities & Services There is overhead hydro, telephone and cable services along the east side of Mill Street, with several residential services/leads extending to the west side. There is also overhead services along the north side of Bridge Street at the south limit of Mill Street, as are there numerous Bell pedestals at the corner of Bridge Street and Mill Street. There are a number of watermains within the Mill Street right-of-way mm (abandoned) and 150 mm diameters under the road and a 400 mm diameter within the east boulevard. In addition, there is a 200 mm diameter sanitary service and several gas mains (50 mm, 100mm low pressure and 150 mm high pressure) all of which are located under the existing road. Mill Street Improvements Preliminary Design Report Page 6 January 25, 2011

10 Mill Street Improvements, TOBM Existing Retaining Wall 4 Figure

11 Figure 5 illustrates the presence of services and their approximate location within the right-of-way. 2.7 Georgian Trail Crossing The Georgian Trail crosses Mill Street approximately 60 metres north of Bridge Street, as evident in Figure 1. On the east side, the trail shares its crossing with an informal access to a parking lot, before changing alignment. In this respect, trail users must be aware of vehicles entering/exiting the parking area and vice versa. 2.8 Street Trees There are a number of street trees along Mill Street within the road allowance. Most notable are 5 large, mature Sugar Maple trees and 1 Norway Maple tree on the west side, just south of Bay Street along the front of the new townhouse development (refer to Photo 7 of Figure 2). These trees are within the right-of-way and hence could potentially be impacted by the road improvements. The condition of these trees was previously evaluated by a Landscape Architect and Arborist from Envision Tatham Inc. (ETi) as part of the 11 Bay Street development. The evaluation recommended the removal of the Sugar Maples as they have not been properly maintained and have structural defects. In addition, their root systems have been damaged by previous construction activities. The Norway Maple was also recommended for removal as it is an invasive species. A copy of the ETi evaluation is provided in Appendix A. Mill Street Improvements Preliminary Design Report Page 8 January 25, 2011

12 Mill Street watermain sanitary sewer storm sewer gas main hydro telephone Mill Streett Bay Stree et Mill Street Improvements, TOBM Existing Services 5 Figure

13 3 Design Standards 3.1 Cross Section In considering the Mill Street improvements, the following basic design standards have been employed: urban cross section to include barrier curb, gutter and storm sewers; 8.5 metre road width to accommodate 1 travel lane per direction plus allow for on-street parking (typical in areas of residential development); 0.5 metre barrier curb; 5.3 metre boulevards on either side to accommodate utilities, street plantings and sidewalk; and 1.5 metre wide concrete sidewalk (1 side only) offset 1.5 metres behind the curb. It is noted that in the area of the new Town Hall, the standards have been revised somewhat to allow for a narrower road, thus providing a measure of traffic calming. A road width of 6.5 metres has been adopted, with provisions of perpendicular parking along the curb immediately in front of the new Town Hall (along the west side of the road). The cross-section through this area has also been revised with respect to the boulevard treatment in accordance with the overall landscape and streetscape plan for the new Town Hall. In both cases, the above cross-sections would be developed within a 20 metre right-of-way. The existing right-of-way is to be maintained; no widenings of the right-of-way, or additional property takings, are proposed. 3.2 Design Speed A design speed of 40 km/h was also employed in consideration of the following: the residential nature of the road; the limited traffic volumes expected; the desire to maintain reduced speeds in the area of the new Town Hall; and the desire to minimize adjustments to the existing vertical profile. A relatively flat vertical alignment along Mill Street across the front of the new Town Hall is desired to facilitate pedestrian movement and to allow for the road and associated boulevards to be fully Mill Street Improvements Preliminary Design Report Page 10 January 25, 2011

14 integrated into the public space of the Town Hall. In consideration of this, it was necessary to adopt a reduced design speed, which in turn allows for a less pronounced vertical curve to be developed. Given the reduced speed and local nature of the road, the posted speed limit will equal the design speed (while it is preferred that the design speed be greater than the posted speed to allow for an increased factor of safety, such is not a requirement). Mill Street Improvements Preliminary Design Report Page 11 January 25, 2011

15 4 Recommended Improvements The proposed road improvements are illustrated in the preliminary design drawings (PRE-1 and PRE- 2) provided in Appendix B, whereas the corresponding typical road sections are provided in Figure 6. Key elements of the proposed design are described below. 4.1 Horizontal & Vertical Alignment Given the relatively straight horizontal alignment, no modifications were considered necessary. Adjustments to the vertical alignment were implemented, as noted previously, to create a plateau immediately north of Bridge Street, across the front of the new Town Hall. Otherwise, the vertical alignment has been maintained for the most part, to minimize impacts to the abutting properties. 4.2 Location within the Right-of-Way A number of options with respect to the placement of the road within the existing right-of-way were developed and reviewed with the Town. The review focussed on the resulting property impacts, location of sidewalk (dictated by availability of adequate boulevard), impacts to the retaining wall, the need to relocate existing hydro poles, and staging of the works (recognizing that the works will be constructed in phases which must be integrated with the remaining existing road section). Following the review, it is recommended that the new road should be centred within the existing metre right-of-way (ie. the alignment will be shifted 1 to 3 metres to the east as necessary). This will ensure adequate boulevards for the provision of services and sidewalks and the provision of perpendicular parking across the front of the new Town Hall. This will also avoid impacts to the existing retaining wall along the west side (Station to 0+100), recognizing that a new sidewalk will be required along the front of the wall. 4.3 Road Width As previously noted, a 6.5 metre road width (ie metre lanes) will be provided across the front of the new Town Hall as a rudimentary means of traffic calming (to extend from Bridge Street approximately 100 metres) and to accommodate on-street, perpendicular parking across the front of the new Town Hall. Following this, a transition of 20 metres will introduce the 8.5 metre width (widening of 1.0 metre equally on both sides). In both cases, the centre of the paved road will remain in the centre of the right-of-way as noted above. Mill Street Improvements Preliminary Design Report Page 12 January 25, 2011

16 Standard Road Cross-Section 6.5m road width Mill Street Improvements, TOBM Standard Road Cross-Section 8.5m road width Proposed Cross-Sections 6 Figure

17 4.4 Sidewalk A continuous concrete sidewalk (from Bridge Street to Bay Street) is to be provided on the west side of the road, as per existing conditions. This will also allow for a direct connection to the new Town Hall and associated public space. Within the area of the new Town Hall, the sidewalk will be integrated with the proposed streetscape plan and will include pedestrian crossings at Bridge Street and at Station From Station to 0+088, the sidewalk will be widened to 3.0 metres and will be placed immediately behind the curb. This will provide for the relocation of the Georgian Trail crossing of Mill Street (which has been shifted approximately 23 metres north to remove the trail crossing from the entrance to the Town parking lot on the east side of the road). Otherwise, the sidewalk will be 1.5 metres wide. A concrete sidewalk is also recommended along the east side of the road, extending from Bridge Street to the existing Georgian Trail. This sidewalk will be 1.5 metres in width. Where the sidewalks cross the entrances to the parking lots (on both the west and east side of Mill Street), it is recommended that they continue through the driveway. In this regard, they provide additional visual cues to motorists of pedestrian traffic and indicate priority of travel. 4.5 On-Street Parking On-street parking will be permitted within the section of road that is 8.5 metres as there is sufficient room to accommodate 1 lane per direction (3.0 metre minimum) plus provision for parking (2.5 metres). Within the 6.5 metre section of road, 7 perpendicular parking spaces have been proposed immediately adjacent to the new Town Hall, 1 of which will be designated as a handicap space. These spaces are to be designated, via appropriate signage, as short-term visitor parking (ie. 15 minute limit). The standard parking space dimensions are 2.7 metres x 6.1 metres, whereas the handicap stall is 4.0 metres x 6.1 metres. 4.6 Georgian Trail Crossing As mentioned above, the existing Georgian Trail crossing is to be reconfigured to ensure that trail users are not required to pass through the parking lot access proposed on the east side of Mill Street. The crossing is recommended to be located 23 metres north of the existing crossing, along the alignment of the trail east of Mill Street. While this new road crossing would be located on the vertical curve, sufficient sight lines remain to ensure trail users are visible to oncoming traffic from both directions. There would be an 80 metre sight line from the south (based on a crossing height of 0.3 metres and a driver eye height of 1.05 metres as per MTO guidelines), which is appropriate for vehicles travelling at 50 km/h to bring their vehicle to a stop as may be required. To the north, trail users would be visible from Bay Street (a distance of 160 metres). Mill Street Improvements Preliminary Design Report Page 14 January 25, 2011

18 It is recommended that appropriate signs be posted on the trail to alert users of the new crossing location and of the need to yield to motorists. 4.7 Stormwater Management Given the urban cross section, curb and gutter will be placed along both sides of the road in its entirety. Although not indicated on the plans given their preliminary nature (the intent of which is to illustrate the horizontal and vertical road configuration), storm sewers are expected along a portion of Mill Street. From Station to 0+015, the vertical alignment of the road will otherwise direct stormwater flows to Bridge Street. From Station northerly, the vertical alignment will direct flows towards Bay Street. As per The Blue Mountain s Engineering Standards 1 for a road width of less than or equal to 11 metres, catchbasins are to be spaced as follows: 90 metres between catchbasins provided the grade is less than or equal to 4.5%; and 75 metres between catchbasins for grades greater than 4.5%. The standards also note that catchbasins shall be located upstream of pedestrian crossings. Given the prevailing grade along Mill Street, a spacing of 75 metres has been applied. In consideration of this, and the proposed Georgian Trail crossing, it is expected that the storm sewer will begin at approximately Station (just prior to the trail crossing) and extend to (Bay Street). This will be further detailed and confirmed during the subsequent design stations. 4.8 Retaining Wall Although the existing retaining wall appears to be stable, the majority of the blocks are in poor condition and there is significant rotation at the base of the wall near the south end due to tree growth. While it appears that the tree roots have stabilized the earth behind the wall, thereby limiting the movement of the wall around the rotated section, as the tree continues to grow, the roots will likely cause further damage which could result in failure. Removal of the trees could also cause failure as the tree roots are likely helping to retain the soil. Removal of trees will require annual monitoring of the wall to check for any resulting movement. The remaining useful life for this wall is anticipated to be 5 years or less. Given the planned improvements to Mill Street, which are expected to have a design life of 50 years, it is recommended that the retaining wall be replaced (ie. existing wall removed and new wall constructed) at the same time in order to take advantage of cost savings associated with doing the 1 The Blue Mountain s Engineering Standards. Revised April Mill Street Improvements Preliminary Design Report Page 15 January 25, 2011

19 work concurrently. As per the survey undertaken, the base of the wall is approximately 0.6 metres from the adjacent property line whereas the effective width of the wall is 1.4 metres (from the inside face of the top coping to the outside face at the base of the wall). The most cost effective solution for a new retaining wall is a segmental wall, such as the Durahold Block system created by RisiStone, which can be constructed to a similar configuration. Given the height of the wall, the installation of Geogrid reinforcing at various levels will be required, to extend beneath the roadway approximately 2.7 metres from the face of the wall. Typical drawings illustrating the Durahold wall construction are provided in Appendix C. The existing handrail has a graspable diameter of approximately 40 mm, which is within the requirements of the Ontario Building Code (OBC) for handrails. However, the existing handrail height does not meet code requirements of 1070 mm above ground elevation. Also, as the difference in elevation on either side of the wall is greater than 600 mm, a guard is also required - a handrail alone is not sufficient. It is therefore recommended that the existing railing be replaced with one that meets the requirements of the OBC. As Mill Street is considered a low volume road and the reconstruction works will include barrier curb, the retaining wall will be located outside of the clear zone and thus only a pedestrian barrier system is required (as opposed to a combined pedestrian and traffic barrier should the wall be within the clear zone). With the Durahold wall system, there is an option to core the top of the wall and install the barrier directly into the coping and top block (as illustrated in the drawings of Appendix C. 4.9 Services & Utilities Existing water, gas and sewer services that are currently under the existing road and/or within the road allowance will remain. Any abandoned services can be removed. New storm sewer will be required in consideration of the new curb and gutter to be placed, as discussed above. As noted on the preliminary drawings, there are several conflicts with existing hydro and telephone services. It is understood that utilities within the area of the new Town Hall are being considered for burial (as opposed to the existing aerial installation) and thus such impacts can be remedied. Alternatively, above ground relocation will be required. North of the new Town Hall, the hydro poles along the east side of the road will be relocated to 3.0 metres offset from the property line, and thus will not be in conflict with the new road. Mill Street Improvements Preliminary Design Report Page 16 January 25, 2011

20 5 Preliminary Cost Estimate A preliminary cost estimate has been prepared based on the preliminary plans provided and in considering current construction units costs. Overall, the reconstruction of Mill Street from Bridge Street to Bay Street, including the construction of a Durahold retaining wall system, is expected to cost in the order of $675,000, which equates to approximately $3000 per linear metre. A further breakdown of the cost items (quantities, unit costs and total costs) is provided in Appendix D for all cost items within the existing right-of-way. The associated cost of the Durahold retaining wall is $172,000 (as an alternative, a gabion basket retaining wall would cost in the order of $90,000). It is noted that the cost estimate does not account for relocation of existing services underground, additional services other than storm sewers or any property acquisition as may be required to support the retaining wall. The costs are considered preliminary in nature and should be confirmed following detail design. draft Authored by: Michael Cullip, P.Eng. Director, Manager - Transportation Engineering Reviewed by: Bryan Stanton. P.Eng. Manager - Municipal Engineering C.C. Tatham & Associates Ltd The information contained in this document is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and C.C. Tatham & Associates Ltd. undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. This document may not be used for any purpose other than that provided in the contract between the Owner/Client and the Engineer nor may any section or element of this document be removed, reproduced, electronically stored or transmitted in any form without the express written consent of C.C. Tatham & Associates Ltd. Mill Street Improvements Preliminary Design Report Page 17 January 25, 2011

21 APPENDIX A: STREET TREE EVALUATION

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23

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25 Table 1. Existing trees within the Mill Street right-of-way. Refer to SK-1 for location. 1. SUGAR MAPLE - Acer saccharum 48.0cm dbh some branches show dieback signs of recent grading and associated soil compaction around base roots recently cut within 0.45m of trunk on east side 2. SUGAR MAPLE - Acer saccharum 74.0cm dbh significant branch dieback poor structure (heart rot) signs of recent grading and associated soil compaction around base roots recently cut within 0.45m of trunk on east side 3. NORWAY MAPLE - Acer platanoides 11.5cm dbh poor structure (included bark) listed as a Category 2 invasive plant (from: Havinga, D. and Ontario Invasive Plants Working Group Sustaining Biodiversity: A Strategic Plan for Managing Invasive Plants in Southern Ontario. Published by the City of Toronto.)

26 4. SUGAR MAPLE - Acer saccharum 61.0cm dbh significant branch dieback poor structure (included bark, heart rot) roots recently cut within 0.45m of trunk on east side 5. SUGAR MAPLE - Acer saccharum 64.6cm dbh significant branch dieback poor structure (included bark, weak branch attachment) roots recently cut within 0.45m of trunk on east side 6. SUGAR MAPLE - Acer saccharum 54.8cm dbh some structural weakness (included bark) and weeping

27 APPENDIX B: PRELIMINARY DESIGN DRAWINGS

28 TOWN OF THE BLUE MOUNTAINS MILL STREET RECONSTRUCTION PRELIMINARY DESIGN PRE-1

29 TOWN OF THE BLUE MOUNTAINS MILL STREET RECONSTRUCTION PRELIMINARY DESIGN PRE-2

30 APPENDIX C: RETAINING WALL DRAWINGS

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32 Soil Region See Notes See Notes None 366 (14) 1228 x 305 (48 x 12) TYPICAL SECTION - NOT FOR CONSTRUCTION Design Specific Geometric Information Retaining Wall System DuraHold w/ Geogrid Geogrid Type and Manufacturer DuraHold Coping Unit Maximum Height mm (in) Maximum Slope Above Wall Max. Surcharge Above Wall kpa (lb/sq.ft) Batter of Wall 3660 (144) Horizontal Traffic Surcharge 12 kpa (250 lb/sq.ft) Minimum Geogrid LTDS kn/m (lb/ft) Maximum Slope Below Wall Depth of Embedment mm (in) Compacted 7.12 Base Dimension mm (in) Design Specific Soil Information DuraHold Standard Unit Geogrid Length: 2.7m [9.0 ft] Perforated Drain with Filter Sock [conn. to positive outlet] Compacted Granular Base Filter Cloth Foundation Soil Infill Soil Retained Soil Description (by USCS) Effective Internal Friction Angle Moist Unit Weight kn/cu.m (lb/cu.ft) Effective Cohesion kpa (lb/sq.ft) Infill GW Well graded, free draining Granular (140) NR Retained CL Inorganic Clays Low Plasticity (127) Foundation CL Inorganic Clays Low Plasticity (127) Base GW Well graded, free draining Granular 22 (140) NR NR NR NR 39 Drainage see infill Soil Crushed Gravel (free draining) compacted to 98 % SPD. 1. This design meets or exceeds the minimum factors of safety required by Risi Stone Systems based on the design parameters listed above. The analysis was performed as outlined in the National Concrete Masonry Association Design Manual for Segmental Retaining Walls, Second Edition. This is a typical, non site-specific Design. 2. No analysis of global stability, total or differential settlement, or seismic effects has been performed. 3. This design is only provided to illustrate the general arrangement of the SRW structure for preliminary costing and feasibility purposes only. This drawing is not for construction. A qualified Engineer must be retained to provide the 4. Structures such as handrails, guardrails, fences, terraces, and site conditions such as water applications, drainage and soil conditions, additional live and dead loads, etc., have significant effects on the wall design and have not been taken into account in this typical section. When accounted for in the Final Design, other conditions and elements may result in additional design measures (geogrid, drainage, etc) and cost. 5. For geogrid reinforced structures, a minimum Long Term Allowable Design Strength of 14 kn/m was assumed. Contact your manufacturer or Risi Stone Systems for a list of approved geogrid reinforcements. Placed in 150mm Undisturbed Allowable bearing Gravel infill must Notes (6") lifts and dense soil or cap.must exceed be well graded, compacted to 95 % well compacted 150kPa (3125 psf). angular, free drain SPD. Eng. fill. w/max. 8% fines NR - Not Required Notes: Final Design prior to construction. NR NR RisiStone retaining wall systems DuraHold Retaining Wall Geogrid Section 8500 Leslie Street, Suite 390 Thornhill, ON Canada L3T 7M8 Phone: Fax: mm (12.00ft) Site: Surcharge - Clays Infill: Granular 2007 Risi Stone Systems DH1RBQAI366

33 Max. 1830mm (72") post separation Pedestrain Handrail/Chain Link Fence (as req. by local building code) Core drill min. 450mm (18") and secure w/ non-expansive grout DURA-HOLD Coping Unit 450 (18") DURA-HOLD Standard Unit Core drill diameter as req. for post Max. 200mm (8") Pedestrian Walkway retaining wall systems 8500 Leslie Street, Suite 390 Thornhill, Ontario Canada, L3T 7M8 Tel Fax Dura Hold Pedestrian Handrail Detail R

34 APPENDIX D: PRELIMINARY COST ESTIMATE

35 Mill Street Preliminary Cost Estimate Bridge Street to Bay Street January 25, 2011 Item Description Unit Quantity Unit Price Amount 1 REMOVALS 1.1 Pulverize Existing Asphalt m 2 1,385 $ 2 $ 2, Remove Asphalt Sidewalk m $ 25 $ 4, Remove Concrete Sidewalk m 2 17 $ 25 $ Remove CBs each 2 $ 250 $ Remove Trees each 6 $ 600 $ 3, Relocate Traffic Signs each 2 $ 200 $ Relocate Hydro Poles each 8 $ 9,500 $ 76,000 Sub-Total Removals $ 87,820 Item Description Unit Quantity Unit Price Amount 2 ROAD WORKS 2.1 Traffic Control LS 1 $ 5,000 $ 5, Excavation & Grading m 3 1,800 $ 15 $ 27, mm Top Course Asphalt tonne 210 $ 75 $ 15, mm Base Course Asphalt tonne 210 $ 75 $ 15, mm Granular 'A' tonne 776 $ 15 $ 11, mm Granular 'B' tonne 2,421 $ 12 $ 29, m Concrete Sidewalk m 265 $ 90 $ 23, m Concrete Sidewalk m 50 $ 180 $ 9, m Stone Trail m 10 $ 35 $ Concrete Curb & Gutter m 560 $ 55 $ 30, Pipe Subdrain m 560 $ 12 $ 6, Storm Sewer m 120 $ 250 $ 30, Storm Manholes each 3 $ 6,500 $ 19, Manhole Adjustments each 4 $ 1,000 $ 4, Catch Basins each 6 $ 3,500 $ 21, Street Lights each 5 $ 5,000 $ 25, Pavement Markings - lane lines m 220 $ 2 $ Pavement Markings - stop bars m 25 $ 6 $ Paving Stones m $ 130 $ 22, Topsoil & Sod m $ 6 $ 4,290 Sub-Total Road Works $ 301,347

36 Mill Street Preliminary Cost Estimate Bridge Street to Bay Street January 25, 2011 Item Description Unit Quantity Unit Price Amount 3 RETAINING WALL 3.1 Remove Existing Wall LS 1 $ 1,500 $ 1, Remove Trees each 5 $ 600 $ 3, Excavation m $ 15 $ 3, Stone' Drainage Aggregate m $ 18 $ 2, Granular 'A' Base Aggregate tonne 30 $ 15 $ Granular 'B' Backfill tonne 405 $ 12 $ 4, Filter Cloth m $ 15 $ 1, Durahold Blocks each 210 $ 350 $ 73, Durahold Coping Units each 105 $ 375 $ 39, Adhesive for Coping m 35 $ 1 $ Geotextile (Stratagrid 200) m $ 60 $ 19, Drain Tile m 320 $ 50 $ 16, Pedestrian Handrail m 40 $ 350 $ 14, Top Soil & Sod m 2 35 $ 10 $ Replanting Trees each 5 $ 500 $ 2,500 Sub-Total Retaining Wall $ 172,070 SUB-TOTAL $ 561,237 ENGINEERING & CONTINGENCY (20%) $ 112,247 TOTAL COST ESTIMATE $ 673,484 COST PER LINEAR METRE $ 3,061 Notes 1. Cost does not include consideration for the following land acquisitions placement of utility services underground services/utilities other than those noted Assumptions depth density top course 40 mm 2.45 tonne/m3 base course 40 mm 2.45 tonne/m3 granular A 150 mm 2.4 tonne/m3 granular B 450 mm 2 tonne/m3