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Corridor Redesign of Chancellor Boulevard Frankson, Erik; Miao, Winnie; Mironenko, Victor; Parrish, Kevin; Smith, Jasmine; Vandervelden, Daniel 2018-04-09

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UBC Social Ecological Economic Development Studies (SEEDS) Sustainability Program Student Research Report Corridor Redesign of Chancellor Boulevard - Team 21Erik Frankson, Winnie Miao, Victor Mironenko, Kevin Parrish, Jasmine Smith, Daniel Vandervelden University of British Columbia CIVL 445Themes: Transportation, Community, Land April 9, 2018 Disclaimer: “UBC SEEDS Sustainability Program provides students with the opportunity to share the findings of their studies, as well as their opinions, conclusions and recommendations with the UBC community. The reader should bear in mind that this is a student research project/report and is not an official document of UBC. Furthermore, readers should bear in mind that these reports may not reflect the current status of activities at UBC. We urge you to contact the research persons mentioned in a report or the SEEDS Sustainability Program representative about the current status of the subject matter of a project/report”.  Executive Summary MTT Consulting has been tasked with redesigning Chancellor Boulevard between Acadia Road and                         Drummond Drive. The existing corridor has been assessed and significant issues noted, including:                         deteriorating road surfaces, a lack of defined bike lanes, vehicles speeding, and traffic congestion near                             Hamber Road. The preferred design promotes safety and active transportation on the corridor which are in                               line with the community and client’s goals. The finalized design is defined by the following aspects:  ● Multi-modal transportation infrastructure: a two-way bike path and wide pedestrian path on the                         south side and a multi-use pathway on the north side,  ● Four lanes are maintained for vehicle traffic: The roadway has been developed to lower driving                             speeds including narrowing the lanes and median.  ● Pedestrian underpass: Located at Hamber Road near the bus stops and Hamber Elementary School                           to accommodate the high pedestrian traffic at that intersection and allow for the removal of the                               existing signal light.   The underpass was analyzed and designed in accordance to CSA standards. Synchro analysis software was                             used for the intersection design, concluding that the intersection of Chancellor Boulevard and Hamber Road                             will be reconfigured to a protected-T intersection from the existing pedestrian-controlled half signal.                         Corridor traffic analysis and design was completed in accordance with the ​Highway Capacity Manual and                             TAC and AASHTO Standards​.  Construction is scheduled for May, 2018 with expected completion in August 2018. Based on a Class A cost                                   estimate, the expected total cost for the project will be $4.75 million with an annual maintenance cost of                                   $48,000, including the repair and remediation and preventative maintenance costs.    1 Table of Contents Executive Summary 1 Table of Contents 2 List of Tables 5 01  Introduction 6 1.1  Background 7 1.2  Project Objectives 8 1.3  Scope of Work 8 1.4  Design Criteria 9 1.5  Team Composition 10 02  Geometric Road Design 11 2.1  Road Cross-Section 12 2.2  Road Alignment 12 03  Intersections & Trail Crossings 14 3.1  Hamber Road Intersection 15 3.2  Acadia Road Intersection 16 3.3  Drummond Road Intersection 16 3.4  Bike Route Intersection 17 3.5  Trail Crossings 18 04  Pedestrian Underpass 20 4.1  Background 21 4.1.1  Design Criteria 21 4.1.2  Location of Underpass 22 4.2  The Proposed Design 22 4.2.1  Underpass Substructure 25 4.2.1.1  Top Slabs 25 4.2.1.2  Earth Retaining Walls 26 4.2.1.3  Floor Slabs 28 4.2.1.4  Connection Details 28 4.2.2  Approaches to the Underpass 31 4.2.3  Drainage Facilities 31 4.3  User Safety & Satisfaction 32 4.3.1  Accessibility Considerations 32 4.3.1.1  Ramps 33 4.3.1.2  Stairs 33 4.3.1.3  Underpass Walkway 33 4.3.2  Lighting 33 2   4.3.3  Signage & Wayfinding 34 4.3.4  Acoustics 35 4.3.5  Aesthetics 35 05  Roadway Amenities 36 5.1  Utilities 37 5.2  Lighting 37 5.3  Signage 37 5.4  Greenway Amenities 37 06  Environmental Protection 39 6.1  Stormwater Management 40 6.2  Construction Impacts 40 07  Construction & Maintenance 41 7.1  Construction Specifications 42 7.1.1   Underpass 42 7.1.2  Dry Well 42 7.1.3  Road 42 7.2  Construction Schedule 43 7.2.1  Construction Sequencing 43 7.2.2  Project Milestones 44 7.3  Maintenance Plan 44 7.3.1  Assumptions 44 7.3.2  Right of Way Maintenance 45 7.3.2.1  Annual Repair and Remediation 46 7.3.2.2  Preventative Maintenance 46 7.3.2.3  Major Rehabilitation 46 08  Project Cost 47 8.1 Methodology 48 8.1.1  Development of Costs 48 8.1.2  Contingencies 49 8.2  Cost Breakdown 49 09  Conclusion 51 9.1  Next Steps 51 9.1.1  Key Stakeholder Engagement 51 9.1.2  Funding Acquisition 51 9.1.3  Permitting and Licensing 51 9.2  Recommendations for Future Work 52 10  References 53 3   Appendix A.  Corridor Drawings IFC 55 Appendix B.  Pedestrian Underpass Drawings IFC 65 Appendix C.  Detailed Cost Breakdown 70 Appendix D.  Detailed Construction Schedule 74 Appendix E.  Underpass Structural Design Calculations 76 Appendix F.  Project Risk Assessment 81   List of Figures Figure 1.  Project Area  7 Figure 2.  Road Cross-Section  12 Figure 3.  Corridor Plan View  13 Figure 4.  Existing Hamber Road Intersection  15 Figure 5.  New Hamber Road Intersection Design  15 Figure 6.  Drummond Drive Intersection Plan View  17 Figure 7.  Bike Intersection Plan View  18 Figure 8.  Trail Crossing Locations  19 Figure 9.  Special Crosswalk Standard Configuration  19 Figure 10.  Hamber Road Intersection - Looking Northwest  23 Figure 11.  Pedestrian Underpass - South Access  23 Figure 12.  Pedestrian Underpass - South Entrance  24 Figure 13.  Pedestrian Underpass – Interior  24 Figure 14.  Pedestrian Underpass - Modular Substructure  25 Figure 15.  Underpass Detail - Top Slab Cross-Section (North-South)  26 Figure 16.  Underpass Detail - Top Slab Cross-Section (East-West)  26 Figure 17.  Underpass Detail - Wall  Cross-Section (North-South)  27 Figure 18.  Retaining Wall Backfill Details  27 Figure 19.  Underpass Detail - Floor Slab Cross-Section (North-South)  28 Figure 20.  Underpass Detail - Floor Slab Cross-Section (East-West)  28 Figure 21.  Connection Detail Between Floor Slabs  29 Figure 22.  Connection Detail Between Top Slabs  29 Figure 23.  Wall Panel to Floor Slab Connection  30 Figure 24.  Wall Panel to Roof Slab Connection  30 4   Figure 25. Underpass Floor Drainage Cross-Section  31 Figure 26. Underpass Drainage Pipes and Location of Dry Well  32 Figure 27.  Stair Details  33 Figure 28.  Pedestrian Underpass - Interior View  34 Figure 29.  Maintenance Activities Summary  45  List of Tables Table 1.  Design Software, Standards and Guidelines  9 Table 2.  Team Composition  10 Table 3.  Project Milestones  44    5 01​  Introduction 6 1.1  Background As one of five major routes connecting the City of Vancouver to the UBC campus, Chancellor Boulevard is                                   the fourth most utilized route as of 2016. The route comprises roughly 18% of daily traffic to the campus,                                     accommodating cyclists, vehicle traffic, and transit users [12]. This project area begins just west of Acadia                               Road and terminates west of Drummond Drive, as depicted by the red boundary in Figure 1.  It includes two intersections on Chancellor Boulevard, at Acadia Road and at Hamber Road. In addition to                                 vehicle traffic, two Translink bus lines use the corridor, the #44 and #84 routes, traveling to and from UBC.                                     Within the study area, there is one bus stop per direction, located near the intersection with Hamber Road                                   and University Hill Elementary school, as seen below in Figure 1. Figure 1.  Project Area Many cyclists and pedestrians also travel through this corridor. Two major bike routes - the Off-Broadway                               and the West 4th cycle routes - merge onto Chancellor Boulevard near the east end of the corridor, bringing                                     significant volume of cyclists to the region. There is also considerable pedestrian traffic in the area due to                                   the proximity of park space and the nearby elementary school. As seen in Figure 1, Chancellor Boulevard is                                   7   flanked on both sides by Pacific Spirit Park which boasts many popular trails frequented by runners,                               walkers, and trail bikers.  1.2  Project Objectives The objectives guided the project, ensuring appropriate considerations are given to each of the design                             variables, and that each design decision optimizes the overall project performance. The following five                           objectives were identified as imperative to the overall success of the project:   1. Prioritization of Active Transportation Modes 2. Introduction of Traffic Calming Measures 3. Improved Safety and Serviceability 4. Minimized Environmental and Social Impacts 5. Constructibility and Economic Feasibility  In addition to the project objectives, a triple bottom line approach was followed in the design, construction,                                 and operation of the corridor.  1.3  Scope of Work The project area is illustrated above in ​Figure 1 and described in Section 1.1. The redesign was completed                                   for the entire right-of-way within the study area in addition to a pedestrian crossing; a pedestrian underpass                                 at Hamber Road.. Hamber Road was not included in the redesign, aside from the changes to the                                 intersection with Chancellor Boulevard. All modes of transportation were addressed and prioritized                       appropriately in the final design.  The project consisted of background research clearly defining and analyzing the existing conditions,                         developing feasible options to align with the project objectives, and assessing those options to determine                             the best overall design. The finalized design is presented in this report. Details of the previous phases in the                                     project were communicated in the Conceptual and Preliminary Design Reports. 8 A high-level drainage plan, a stakeholder and community engagement plan, and environmental                       considerations were also completed as part of this project. The team did not assess utilities along the                                 corridor in terms of replacement and/or upgrades. Additionally, multiple site visits were conducted to                           assess the current status of Chancellor Boulevard and collect turning movement count data.  1.4  Design Criteria The final design was established by referencing many engineering and design guidelines and standards.                           The following table, Table 1, summarizes those references and the various software that was used for the                                 analysis and design. Table 1.  Design Software, Standards and Guidelines Standard / Software  Applied to... AutoCAD  All drawings Google SketchUp  Underpass 3D model and renderings Trafficware Synchro 6  Intersection traffic analysis Highway Capacity Manual  Corridor and intersection analysis and design criteria Pedestrian Crossing Control Manual for British Columbia Pedestrian crossing signage and specifications Geometric Design Guide For Canadian Roads (TAC) Road and intersection design A Policy on Geometric Design of Highways and Streets (AASHTO) Road and intersection design Microsoft Project  Project scheduling CSA A23.3-14 Design of Concrete Structures  Underpass structural design CSA S16-14 Design of Steel Structures  Underpass connections design CSA S6-14  Canadian Highway Bridge Design  Underpass structural design CSA B651-12 Accessible Design for the Built Environment Underpass design 9   1.5  Team Composition The table below summarizes the roles and key responsibilities each team member took on over the course                                 of this design project.  Table 2.  Team Composition Member  Primary Role(s)  Key Tasks & Outputs Erik Frankson  Transportation engineering Municipal engineering Road Geometric Design, Intersection Design, Corridor Drawings (​AutoCAD​),  Drainage Plan Winnie Miao  Structural engineering  Underpass Structural Analysis & Design, Underpass Drawings (​AutoCAD​) Victor Mironenko  Project management  Project Cost Estimate,  Project Schedule, Maintenance Plan Kevin Parrish  Structural engineering  Underpass Structural Analysis & Design, Underpass Drawings (​AutoCAD​), Underpass 3D Modelling (​Sketchup​) Jasmine Smith  Transportation engineering Stakeholder engagement Traffic Analysis (​Synchro​),  Road Geometric Design, Intersection Design,  Stakeholder Engagement, Drainage Plan Daniel Vandervelden  Project management  Project Cost Estimate,  Project Schedule, Construction Specifications    10   02​  Geometric Road Design  11   2.1  Road Cross-Section The finalized design for the road cross-section, shown below in Figure 2, features: ● Four lanes for vehicle traffic; ● A greenway, including paved designated pedestrian path and two-way cycle path; and ● A gravel multi-use pathway.   Figure 2.  Road Cross-Section  The vehicles lanes have been narrowed to 3.4 m in width per lane, which is adequate to accommodate                                   transit buses. This is a significant decrease from the existing 4 m width for the majority of the corridor.                                     Another change from the current cross-section is the narrowing of the median to 0.5 m from the current                                   median width of 6 m, at the widest point. These two changes were implemented to promote traffic calming                                   along the corridor, and assist with the desired speed limit decrease. It should be noted that since only two                                     lanes are required with the current traffic volumes to maintain an acceptable level of service, the two outer                                   lanes may be assigned to HOV and / or transit only until future traffic volumes require the full 4-lanes.  2.2  Road Alignment The greenway is located on the south side of the road, and the multi-use pathway is located on the north                                       side of the road. The full alignment is shown below with station 0+000 located at the west end of the                                       corridor at Acadia Road (Figure 3). The current alignment remains unchanged until Hamber Road (STN:                             0+265) where the roadway narrows significantly, the westbound lanes shifting south to close the gap for                               the remainder of the study area. 12    Figure 3.  Corridor Plan View    13   03​  Intersections & Trail Crossings  14   3.1  Hamber Road Intersection Hamber Road accesses the University Hill Elementary School to the north. The final design includes an                               underpass at the intersection of Chancellor Boulevard and Hamber Road, making the existing pedestrian                           half-signal obsolete. The new intersection will be redeveloped to a protected-T intersection and the existing                             signal will be removed. A plan view of the final intersection design is shown below on Figure 5 and a                                       satellite image of the existing configuration is shown on Figure 4 for comparison.    Figure 4.  Existing Hamber Road Intersection  Figure 5.  New Hamber Road Intersection Design 15   As illustrated above, the two bus stops are relocated slightly away from the intersection, for both directions,                                 to accommodate the underpass structure and accesses. Also, the westbound lanes are shifted south, east                             of the intersection, to allow for a narrowed median for the remainder of the corridor to the east.   3.2  Acadia Road Intersection Acadia Road provides access to residential properties to the north and south of Chancellor Boulevard.                             Turning movement volumes were not obtained for this intersection, however, based on the number of                             properties that are accessed via this road, the volumes are assumed to be very low. No changes were                                   considered for this intersection for two reasons: 1. No safety concerns or issues have been identified by the community or stakeholders, or through                             on-site investigation and research. 2. Turning movement traffic volumes are expected to be very low. Therefore, this intersection is not                             expected to negatively impact traffic mobility for either Acadia Road or Chancellor Boulevard traffic.  3.3  Drummond Road Intersection Bicycles approaching the study area from the east along the 4th Avenue bike route are required to cross                                   Chancellor Boulevard to continue onto the bike paths located on the south side of the corridor. To facilitate                                   this, the design includes a cyclist controlled crossing at Drummond Drive, as shown next page on Figure 6.                                   When activated, the light will stop traffic on Chancellor Boulevard, allowing cyclists to cross diagonally.                             Eastbound cyclists will not need to cross the street as the greenway will direct them seamlessly to the                                   existing on-street bike lane.  16    Figure 6.  Drummond Drive Intersection Plan View  3.4  Bike Route Intersection The Off-Broadway path will continue westbound across Blanca Street and onto Chancellor Boulevard                         (south). Entering the corridor from the east, cyclists will link up with the greenway and continue towards                                 campus along Chancellor Boulevard. A three-way intersection will facilitate a smooth transition on the                           greenway where these two bike paths intersect, as shown next page on Figure 7. Additionally, ample                               signage will be provided for cyclists for clear wayfinding. 17    Figure 7.  Bike Intersection Plan View  3.5  Trail Crossings There are currently two trail crossings on Chancellor Boulevard to accommodate Pacific Spirit Park users:                             Pioneer Trail and Spanish Trail, as seen in Figure 8. Both crossings will be maintained and upgraded to                                   resemble Special Crosswalks, defined as marked crossings with pedestrian-activated amber flashers, zebra                       crosswalk markings, and warning signs placed in accordance with the ​Pedestrian Crossing Control Manual                           for British Columbia ​[11]. The standard infrastructure for Special Crosswalks is illustrated below in Figure 9. 18    Figure 8.  Trail Crossing Locations    Figure 9.  Special Crosswalk Standard Configuration   19   04​  Pedestrian Underpass  20   4.1  Background 4.1.1  Design Criteria  The client has identified the following specifications for the design of the underpass [13], all of which were                                   met by MTT Consulting Engineers in this proposed design:  Regarding the Substructure Design ● The maximum depth for the underpass below street level should be roughly 3.5 m, and the grade of                                   the underpass shall allow pedestrians to see along the length of the underpass. ● Barriers shall be be placed on the approaches to the underpass directing pedestrians and cyclist to                               use the underpass and discouraging them from crossing through traffic.  Regarding User Comfort ● Head space within the structure must be high enough to provide safe pedestrian and cyclist                             passage; and will be at least 2.5 m. ● Underpasses shall be designed to promote a sense of security for all users; a well‐lit and open                                 structure with no possible concealment areas is required. ● Lighting will be provided in the underpass with a minimum point horizontal and vertical illuminance                             of 17.5 lux. Since this design will be greater than 20m length, lighting will provided 24-7. ● Design considerations include accessibility for pedestrians with disability. ● The aesthetics of the design must be considered.  Regarding Drainage ● Particular care should be put towards the design of proper drainage from all areas in and around the                                   underpass and drainage systems in the underpass should be vandal proof. ● Gratings for sump openings should be installed flush with the concrete and set in locations where                               they will not negatively affect the safety of users  ● The capacity of the drainage system shall be capable of handling 1 in 20 year design storm                                 conditions.  21   4.1.2  Location of Underpass  The decision to construct an underpass at the Hamber Road intersection was mainly driven by the high                                 demand for pedestrian and cyclists crossings there. The use of a signalized pedestrian crossing at this                               intersection disrupts the flow of traffic greatly, especially during peak school drop-off and pick-up hours of                               the nearby University Hill Elementary School. Having pedestrians, many of which are school children,                           crossing the road was seen as a risk that could be easily mitigated with the implementation of a pedestrian                                     underpass. With this, the on-road crossing can then be removed and the through traffic can flow more                                 smoothly.  4.2  The Proposed Design The 25 m long underpass stretches across Chancellor Boulevard corridor at Hamber Road, slightly offset to                               the west from the current signalized crossing, allowing for a more direct and shorter length. On the south                                   side of the underpass, access ramps approach the underpass entrance from both east and west, in addition                                 to a westbound staircase access. On the north side of the underpass, access ramps approach the                               underpass entrance from both the east and west direction as well.   The following renderings illustrate how the Hamber Road underpass will look upon completion; meanwhile,                           the key aspects of the underpass design will be expanded upon in the subsequent subsections.  22    Figure 10.  Hamber Road Intersection - Looking Northwest   Figure 11.  Pedestrian Underpass - South Access 23    Figure 12.  Pedestrian Underpass - South Entrance   Figure 13.  Pedestrian Underpass - Interior  24   4.2.1  Underpass Substructure   Figure 14.  Pedestrian Underpass - Modular Substructure  The design developed for the underpass is composed of ten identical 2.5 m modular sections, amounting to                                 the 25 m long underpass when assembled during construction. Each of these modules is structurally                             comprised of a base slab, two earth-retaining walls, and a top slab. All structural members are made of                                   reinforced concrete, precast off-site to expedite the on-site construction timeline. Detailed underpass                       drawings issued for construction can be found in Appendix B, whereas detailed calculations for (and any                               assumptions made during) the structural analysis can be located in Appendix E.    4.2.1.1  Top Slabs The top slab of the underpass is an inverted U-shape, 2.5 m by 5 m. The slab is 300 mm at its thickest and                                               120 mm at its thin sections. Clear cover on the exterior sides and the interior sides are 60 mm and 40 mm                                           respectively. The slab is reinforced to account for moment and shear in both the long and short span                                   directions, and includes additional steel for the required temperature reinforcement. 25    Figure 15.  Underpass Detail - Top Slab Cross-Section (North-South)   Figure 16.  Underpass Detail - Top Slab Cross-Section (East-West)   4.2.1.2  Earth Retaining Walls The retaining walls are 3.5 m tall, 300 mm thick at the base, and 100 mm thick at the top (see Figure 17).                                             These walls were designed and reinforced for flexure, shear, bearing, shrinkage and temperature changes.                           Behind the retaining walls are layers of free draining aggregate, structural backfill, and undisturbed native                             soil at an excavation slope angle of 1:2, as shown in Figure 18.  26    Figure 17.  Underpass Detail - Wall  Cross-Section (North-South)   Figure 18.  Retaining Wall Backfill Details 27   4.2.1.3  Floor Slabs The floor slabs, acting as cantilevered footings, are 7 m wide and 240 mm thick, designed as one-way slabs                                     and reinforced against major flexure, shear, axial, shrinkage and temperature forces. Clear covers to rebar                             range from 60-80 mm. As depicted earlier in Figure 18, immediately underneath the footing slab is a                                 compacted granular levelling pad, followed then by native soil. The cross-sectional views of the floor slab                               structure are shown below in Figure 19 and Figure 20.  Figure 19.  Underpass Detail - Floor Slab Cross-Section (North-South)  Figure 20.  Underpass Detail - Floor Slab Cross-Section (East-West)  4.2.1.4  Connection Details All connections between sections have been designed to be integrated into the precast slabs and panels,                               minimizing the amount of on-site pouring required for the underpass. Exposed rebar will be cast into the                                 28   sections off site, with portions of the slabs cut out that allow the rebar to overlap. These cut out portions                                       will be poured on site, joining the sections. Specifically, the following four locations have been given special                                 attention to design the connections.   1. Between Floor Slabs         2. Between Top Slabs  Figure 21.  Connection Detail Between Floor Slabs Figure 22.  Connection Detail Between Top Slabs   3. Wall to Floor Slab For this connection, the slab and panel will be connected by a steel L-bracket, bolted to the exterior of the                                       underpass to resist overturning moment caused by the lateral earth pressure. Bolt anchors will be precast                               into the sections to provide a strong connection for the L-bracket, and an elastomeric bearing pad will be                                   placed between the floor slab and the wall panel. The L-bracket will be covered with a corrosion resistant                                   finish to provide protection and avoid loss of strength while exposed to the soil, and a sealant will be used                                       to close all gaps at the base of the panel to stop water ingress. 29    Figure 23.  Wall Panel to Floor Slab Connection  4. Wall Panel to Roof Slab The bearing point of the top slab on the wall panel will be held in place by the weight of the top slab,                                             essentially acting as a pin connection. Between the panel and slab a bearing pad will be placed, and sealant                                     will be used along the seam to protect the underpass’ interior.  Figure 24.  Wall Panel to Roof Slab Connection 30   4.2.2  Approaches to the Underpass The underpass approaches feature ramps for both the north and south entries, with slopes of 1:12 as                                 specified in Clause 5.5.1 in CSA B651-12 [6]. These ramps will extend east and west from the south entry,                                     tieing into the road grade pedestrian and cycle paths. At the start point of the ramps on the south side of                                         the corridor, the separated pathways become a single multi-use path, and remains this way through the                               underpass and on to the north side. In addition to the ramp access, a stairway will also be available for                                       users coming from the Salish Trail in Pacific Spirit Park. 4.2.3  Drainage Facilities Drains at the top of the ramps will be connected to the existing road outfall pipes while floor drains in the                                         underpass will be connected to storm mains and emptied into a dry well installed north-west of the                                 underpass. These underpass drains are placed every 5 meters along the floor of the underpass, in the                                 middle of the path, as shown in Figure 25 below.    Figure 25. Underpass Floor Drainage Cross-Section  The dry well system will include a sump pump which will be triggered in the case of overfilling and will                                       pump the excess water up to the existing storm water drainage pipes at the intersection. The dry well will                                     be 2 m wide and 14 m deep with a total capacity of approximately 44 m​3​, which is designed to                                       accommodate a one hour, one in 100-year rain event. 31    Figure 26. Underpass Drainage Pipes and Location of Dry Well    4.3  User Safety & Satisfaction All decisions related to the underpass have been made with the intent to offer accessibility, safety, and                                 satisfaction for all users. This meant creating an inviting and safe environment for users through the                               dimensions and space, the lighting and aesthetics, and the accessibility and accommodation of all.  4.3.1  Accessibility Considerations To accommodate all underpass users, both ramps and stairs have been incorporated into the design.  32   4.3.1.1  Ramps The ramp accesses shall be 1.2 m in width, 1:12 in slope, and provide handrails and edge protections (in the form of a 100 mm high curb) as per Clauses 5.5.1, 5.5.3, and 5.5.6 in [6].  4.3.1.2  Stairs As for the stairs, they will have solid risers 150 mm high, treads 280 mm deep, 25 mm nosing, and have a                                           horizontal strip at the edge of each tread that is colour-contrasted. Furthermore, tactile attention indicator                             surface will be provided at the top of the stairs and at landings. Continuous handrails will be installed on                                     both sides of the stairs to a uniform height of 860 mm (Clause 5.4.4, [6]).            Figure 27.  Stair Details 4.3.1.3  Underpass Walkway The underpass walkway is 4.4 m in width, a deliberate choice made in order to accommodate larger                                 wheeled mobility aids, pedestrians, and cyclists. The floor of the underpass walkway is lined with smooth                               concrete pavers, which serves as a reminder for cyclists to slow their speeds. Lastly, the type of catch basin                                     covers used will be bike and wheelchair friendly.  4.3.2  Lighting Lighting for both the approaches and within the underpass has been designed to promote the comfort of                                 users. Outside of the underpass, regularly placed light posts will illuminate the the pedestrian and cyclist                               pathways during late evening and early morning hours, however the lights inside the underpass and on the                                 ramps and stairs will operate at all times for safety precautions, providing illuminance of at least 50 lux                                   33   (Clause 8.2.9, [6]). Inside the underpass, two spot lights are placed every 2.5 meters, as depicted in Figure                                   28, totaling to 20 lights illuminating the underpass’ interior.  Figure 28.  Pedestrian Underpass - Interior View  4.3.3  Signage & Wayfinding On the approaches to the underpass, clear signage will be provided to display that the pathway transitions                                 from separated to multi-use, avoiding conflict between users. Specifically for cyclists, additional signage                         will direct users away from the road as the buffer between the cycle path and roadway becomes thinner at                                     the intersection. A guardrail will begin along the road edge, providing a physical separation and guide for                                 the cyclists to use the underpass and rampway instead of entering vehicle traffic flow. Markings on the                                 pathways will also reinforce the messages displayed on the signs, clearly delineating where the pathway                             are separated and where they are shared between cyclists and pedestrians.  34   4.3.4  Acoustics The design for the underpass specifies enough depth from the roadway to allow the underpass structure to                                 be topped with 150 mm of earth and 100 mm of asphalt. This will act as a sound buffer between the traffic                                           traveling overhead and the open space of the underpass directly below. The interior includes a further                               would panel layer to diffuse noise, and additional sound barrier material may be placed to reduce the noise                                   levels further to ensure the acoustic comfort of users. 4.3.5  Aesthetics In addition to the lighting along the length of the underpass, to increase the warmth of the interior the                                     design includes red cedar NLT paneling along the bottom of the top slab components. The cedar will be                                   resistant to decay, ideal for use in an exposed setting such as this, while also adding some colour to the                                       interior of the underpass. The paneling will also enclose a space between itself and the top slab, allowing                                   for lighting conduit and other utilities to be placed. Pending an analysis of the noise levels caused by traffic,                                     this space may also be used for placing additional insulation and sound barrier material. The interior walls                                 of the underpass will be decorated with murals to increase the visual appeal of the bare concrete, with the                                     hope to showcase local indigenous artwork from the Musqueam people upon further community                         consultation.    35   05​  Roadway Amenities    36   5.1  Utilities Utility upgrades or replacements are outside the scope of this project. However, all existing utilities within                               the right-of-way were identified and considered in the underpass design and construction methodology and                           scheduling. Further investigation into the condition of the existing utilities is recommended to determine                           whether upgrading or replacement should be done in conjunction with the construction phase of this                             project.  5.2  Lighting The existing lighting at the Hamber Road intersection will be maintained and no additional roadway lighting                               will be installed. Lighting will be provided for pedestrians and bicyclists along the greenway in the form of                                   bollard lights. These will be spaced approximately 10 meters apart and will be one meter in height, with                                   reference to the CSA Standards Accessible Design for the Built Environment (2012, Section 8.2.9). The                             bollard lights will be on a timer and will turn on at dusk and shut off between 12:00 midnight and 5:00 AM, to                                             come on again from 5:00 AM until dawn. This exception was implemented due to various habitat and                                 wildlife concerns. Many studies have found a link between bright street lighting in urban areas and                               migration patterns of the surrounding wildlife [9 and 10]. As road user safety is a key project goal, a                                     compromise was reached to provide the desired level of safety while minimizing ecological impacts. 5.3  Signage All signage along the corridor will be in accordance with the ​BC Manual of Standard Traffic Signs &                                   Pavement Markings and other relevant guides for pedestrians and cyclists as discussed in the applicable                             sections. Wayfinding signage for Pacific Spirit will also be incorporated along the greenway and pedestrian                             walkways. As mentioned above, cyclist wayfinding signage will ensure routes are clearly identified. Other                           guidelines that were referenced in the design include ​UBC’s Exterior Signage Standards and Guidelines                           (2017) and CSA’s ​Accessible Design for the Built Environment​ (2012). 5.4  Greenway Amenities The greenspace between the bicycle path and walkway will host various pedestrian amenities such as:  37   ● Benches, ● Trash bins,  ● Bollard Lighting, ● Wayfinding signage, and ● Educational and informational signage referring to the surrounding wildlife, habitat and ecosystems,                       and Pacific Spirit Park. There is also the opportunity to incorporate local art and landscaping features, such as flowers and shrubs,                                 but installation should only be pursued based on budgetary allowances and community desires.     38   06​  Environmental Protection  39   6.1  Stormwater Management The existing catch basins locations will be maintained and integrated into the new roadway. Based on the                                 high-level drainage analysis, the storm sewer system adequately meets the minimum flow requirements for                           a 1:50 year storm. There is one storm sewer pipe that requires relocating due to the underpass design.  6.2  Construction Impacts Throughout the project construction, measures will be taken to ensure that the construction activities do                             not result in unreasonable environmental impacts. Forested areas must be delineated off to ensure that the                               park vegetation is not damaged. If vegetation removal is necessary for any part of the project, proper                                 authorizations will be obtained and bird survey will be completed to ensure that no active nests are being                                   disturbed.   Any equipment working on site will be periodically inspected to ensure that it is free of any leaks. If any                                       contaminated sites are discovered in the process of the construction, work in the area will be stopped                                 immediately and put on hold until inspected by an environmental consultant.   As a part of tender process, it is recommended that contractors include an environmental management                             plan prepared by a professional environmental engineer with their bid.       40   07​  Construction & Maintenance  41   7.1  Construction Specifications The following present the minimum required specifications that the contractor must meet for successful completion of the project elements. 7.1.1   Underpass The following specifications are required for the construction of the underpass:  ● To secure the precast sections together, a 25 MPa quick-curing concrete will be applied to the                               connection points.  ● Concrete applied at connection points must reach 75% of its design strength before backfilling or                             paving can occur ● The concrete applied at the connection points must reach its design strength within 48 hours of                               placement ● All backfill must be compacted to 100% of the optimum density ● Optimum backfill density to be determined by the proctor compaction test.  ● Requirements for backfill granular distribution as per IFC drawings. ● Backfill grain distribution to be determined by sieve analysis ● Backfill to be placed as per IFC drawings in 200 mm lifts 7.1.2  Dry Well A dry well will be constructed after the completion of the underpass and during the ramp construction. ● 2 m diameter dry well to be drilled by auger to 14 m depth  ● Precast perforated concrete pipe to be placed into dry well ● Emergency sump pump to be placed in the well 2 m below grade  7.1.3  Road The road must be constructed with the focus to minimize road closures and interruptions. Refer to Section 7.2 for the construction sequencing and schedule.  ● Asphalt to be placed in two lifts, at 150 mm per lift ● Each lift must be compacted to required density 42   ● Pavement density to be measured using nuclear density gauge  ● Silt fencing is to be used near all waterways  7.2  Construction Schedule The project is scheduled to commence on May 1, 2018, with expected completion on August 10, 2018. The                                   project implementation schedule has been composed with the goal to accommodate traffic demand while                           providing a realistic work environment to the contractor. To minimize the impact on the local stakeholders,                               it also takes into consideration local community milestones, such as the elementary school summer                           closure.  7.2.1  Construction Sequencing The project sequencing is as follows: 1. Close the southern (eastbound) lanes and existing multi-use pathway to all traffic, the northern                           (westbound) lanes remain open to two-way traffic. 2. Re-pave the existing multi-use pathway and re-purpose as the new cycle path. 3. Construct the new pedestrian pathway to the south of the cycle path and add bollard lights between                                 the bike and pedestrian pathways. 4. Pave the median between the existing west and eastbound traffic lanes. 5. Remove the existing southernmost lane and re-vegetate the areas around the new multi-use path. 6. Open the southern lanes for two-way traffic and close the northern lanes and trails for all traffic. 7. Resurface northern lanes and add the gravel multi-use pathway on the north side of the corridor. 8. Close Chancellor Blvd. to all traffic at Hamber Road, after elementary school closes for the summer. 9. Excavate for the new underpass. 10. Place the precast underpass sections and secure all connections. 11. Backfill the underpass. 12. Perform drilling for dry-well. 13. Pave the re-designed intersection. 14. Re-open chancellor boulevard to through traffic 43   15. Construct the ramps leading up to the underpass.  16. Open the intersection to traffic. 17. Finish the underpass approaches on the north and south sides of Hamber Road. This construction sequence is based on the design decisions made to date. The contractor awarded the                               project will provide their own construction schedule subject to approval as per previously discussed                           stakeholder considerations.  7.2.2  Project Milestones Table 3 below summarize the project milestones and their expected completion dates.  Table 3.  Project Milestones Milestone  Start  End Mobilization  May 1  May 3 South Pathway and Lane Construction  May 2  June 15 Remobilize to North, North Lanes and Path  June 15  June 28 Underpass crossing, closed road  June 29  July 6 Underpass Approaches, electrical  July 9  August 6 Drywell Drilling  July 12  July 13 Demobilization  August 6  August 9 Project Completion  August 10  August 10 Detailed project schedule, complete with dates and detailed task descriptions, can be found in Appendix D.  7.3  Maintenance Plan To maintain the corridor in optimal condition, preventative maintenance and remediation will be required. A                             proposed maintenance plan is described in the following section.  7.3.1  Assumptions It is assumed that the subbase will be constructed as per MoTI standard specifications and, as such, will                                   not lead to major surfacing failures such as alligator cracking. The mix design for the asphalt is assumed to                                     44   be adequate and issues such as depression in wheel paths and washboarding would not occur. For the                                 purpose of this report, it is assumed that the road surface will deteriorate at a normal rate. The costs are                                       derived from MoTI’s construction and rehabilitation cost guide and are assumed to be accurate costs for                               the study area.  7.3.2  Right of Way Maintenance The primary goal of the right of way maintenance is to maintain a satisfactory driving surface and to prevent                                     deterioration related to water infiltrating into the subbase below the pavement. The maintenance of the                             paved surface is divided into three types, as listed below and summarized in ​Figure 23​. The maintenance                                 activities, issues they resolve, frequency, and cost of each of the three maintenance types are discussed                               further in the following sections.  ● Annual repair and remediation:​  Takes care of the normal wear and tear, such as potholes and minor cracking. ● Preventative maintenance:​  Regularly scheduled maintenance activities that prolong the lifetime of the pavement. ● Major rehabilitation:​  When the repair and remediation is no longer practical, replacing the pavement will be required.  Figure 29.  Maintenance Activities Summary 45   7.3.2.1  Annual Repair and Remediation Under normal service conditions, defects such as minor cracking and potholes can be expected to occur at                                 a moderate frequency. As they normally do not present an immediate need for repair, those can be                                 remediated on an annual basis. Repair activities to remedy these issues include the following Rubber crack                               sealing for minor cracking Mill and fill patches for potholes. Expected frequency of this repair and                               remediation is every year or as needed. On average, it is expected to come at an annual cost of $7,000. 7.3.2.2  Preventative Maintenance Through the lifetime of the paved surface, microcracks are expected to form. While they are not normally                                 visible and do not pose an immediate deterioration concern, they will still contribute to water infiltration and                                 long-term subbase deterioration. In order to prevent the long term effect of microcracking, maintenance                           activities such as fog sealing will need to be done approximately every 5 years, or as required. By                                   re-establishing an impervious surface, it will prolong the lifespan of the paved surface and deter the                               eventual need for complete re-paving. It is expected to cost of approximately $203,800.   If a more durable preventative maintenance option is desired, microsurfacing may be considered.                         Microsurfacing contains polymers that increase strength and has the life expectancy of up to 11 years.                               Microsurfacing the corridor would come at a cost of approximately $398,900. 7.3.2.3  Major Rehabilitation At the end of the service life, repairing and renewing the driving surface would no longer be practical due to                                       the effects of long term deterioration. As such, the driving surface should be replaced entirely. It is                                 recommended that when it is needed to replace the paved surface, it is done via hot in place recycling as it                                         is a much cheaper and a more environmentally friendly option.  The expected cost to repave the corridor using hot in place recycling method is $376’800. Expected                               frequency of major rehabilitation work is 20 years, but may be later if it is determined that preventative                                   maintenance can extend the lifespan of the pavement.     46   08​  Project Cost  47   8.1 Methodology A Class A project cost estimate was developed using precedent project examples and historical unit prices                               for materials and items. The estimate is based on the finalized road corridor (Section 2), the underpass at                                   Hamber Road (Section 4), and the construction schedule (Section 7.2). As such, it is assumed that the                                 accuracy of this cost estimate will be within ±(25-40)% of the actual project cost. The project cost estimate                                   can be found in the following section, with a more detailed cost breakdown in Appendix C.  8.1.1  Development of Costs Precedent examples using US dollars were converted to Canadian dollars using a conversion factor of 0.80                               USD / CAD. Where precedent examples were taken from older projects located in North Carolina, an                               additional factor of 1.2 was applied to account for the cost of inflation and location cost differences                                 between North Carolina and Vancouver. Crew sizes, wage rates, and equipment requirements for                         construction were estimated using RS Means 2009. Labour hours were estimated using past experience, as                             well as consultation with senior engineers. The estimate for the cost of drilling was based on a quote                                   provided by Henry Drilling.  Engineering fees were assumed to equal 15% of the construction cost (including project management), and                             divided among the engineering services as follows: 1. Conceptual Design: 10% of engineering fees 2. Preliminary Design: 20% of engineering fees 3. Detailed Design: 50% of engineering fees 4. Construction Services: 20% of engineering fees  Quality Assurance (QA) and Permitting were considered to be separate charges. The assumed cost of QA                               was $1000 per week of construction, and for permitting a lump sum equal to $15,000.  Project management fees were determined from previous experience, and from the detailed construction                         schedule.  48   Costs associated with the maintenance and upkeep of the road can be found in Section 7.3. Mobilization                                 was assumed to be 10% of the construction cost of the project, and is intended to cover the costs of                                       contractor mobilization and site preparation.  8.1.2  Contingencies A 20% contingency was placed on the project cost, intended to cover: ● Any design changes made in the detailed design resulting in a change of quantities or scope,  ● Unforeseen circumstances or acts of god that may occur during construction,  ● Potential material price changes that may occur before procurement, and ● Unexpected geotechnical conditions  The same contingency was given to operations and maintenance, which accounts for inflation as well as any unforeseen damage or required maintenance costs.   8.2  Cost Breakdown The following page shows a breakdown of the costs associated with the project. A more detailed cost estimate can be found in Appendix C. 49      50   09​  ​Conclusion The team’s design of Chancellor Boulevard has some limitation that are outlined in the previous sections.                               To mitigate any negative impacts that could occur, a risk assessment was completed and can be found in                                   Appendix F. The assessment aims to acknowledge all potential risks involved in the project from a triple                                 bottom line approach. In addition to acknowledging these unknowns, some next steps and                         recommendations are outlined below.   9.1  Next Steps 9.1.1  Key Stakeholder Engagement Continued consultation of the key stakeholders identified should be carried out to mitigate any risk posed                               by backlash to the design. Appropriate stakeholders will be informed of all large decisions and the opinions                                 of those affected will be highly regarded. Consideration and due diligence will be taken to provide the most                                   equitable solution. As progress continues, members of the public, particularly those regularly using the                           corridor, will be notified in advance of the impacts of the following project phases. 9.1.2  Funding Acquisition Funding acquisition is crucial for the project success, and is a key consideration when allocating resources                               and scheduling and sequencing. Various funding avenues will need to be explored and assessed. 9.1.3  Permitting and Licensing Necessary permitting and licensing required for this project is a key step and will follow shortly after the                                   completion of the environmental assessment and issuance of a certificate for the project. Permits that are                               likely required include, but are not limited to, authorization under the fisheries act to build new water                                 drainage into fish bearing streams, construction licenses and permits, and building permits for structures                           along the corridor, specifically the underpass. 51   9.2  Recommendations for Future Work Further investigation into upgrading the utilities along the corridor is recommended. If some of the utilities                               are to be replaced or upgraded within the near future, it would be beneficial to combine the work with this                                       project to minimize cost and repeated traffic disruptions along the corridor.   Another recommendation put forth by MTT is to incorporate local art into the greenway and/or the                               pedestrian underpass, possibly in the form of a mural or art pieces. This would promote a stronger local                                   community in the area. Indigenous art could also be incorporated and be a positive way to recognize the                                   ancestral and unceded territories of the Musqueam people.     52   10  References [1]  Bushell, Max A., Poole, Bryan W., Zegeer, Charles V., Rodriguez, Daniel A. ​Costs for Pedestrian and Bicyclist Infrastructure Improvements​. UNC Highway Safety Research Center. 2013. [2]  Budget Guidelines for Consulting Engineering Services​. Association of Professional Engineers and Geoscientists of British Columbia. 2009. [3]  “Chapter 4 – Cross Section Elements.” ​Geometric Design Guide for Canadian Roads​, 2017th ed., Transportation Association of Canada, 2017.  https://www2.gov.bc.ca/gov/content/transportation/transportation-infrastructure/engineering-standards-guidelines/highway-design-survey/tac-bc [4]  Climate Projections for Metro Vancouver.​ Metro Vancouver. 2016. http://www.metrovancouver.org/services/air-quality/AirQualityPublications/ClimateProjectionsForMetroVancouver.pdf [5]  Construction and Rehabilitation Cost Guide​. Ministry of Transportation and Infrastructure. 2013.  [6]  CSA B651-12, Accessible Design for the Built Environment. ​CSA Group, 2012. [7]  CSA S6-14, Canadian Highway Bridge Design Code​. CSA Group, 2014. [8]  Davies, T. W., Bennie, J., Cruse, D., Blumgart, D., Inger, R. and Gaston, K. J. (2017), “Multiple night-time light-emitting diode lighting strategies impact grassland invertebrate assemblages.” Global Change Biology​, Vol. 23: Pg 2641-2648. h​ttp://onlinelibrary.wiley.com/doi/10.1111/gcb.13615/full [9]  “Light Pollution Effects on Wildlife and Ecosystems.” ​International Dark Sky Association, http://www.darksky.org/light-pollution/wildlife/ [10]  “Light Pollution Harms the Environment.” ​FAU Astronomical Observator​y, h​ttp://cescos.fau.edu/observatory/lightpol-environ.html [11]  “Pedestrian Crossing Control Manual for British Columbia.” ​Ministry of Transportation and Infrastructure​. Second Edition, April 1994. https://www2.gov.bc.ca/gov/content/transportation/transportation-infrastructure/engineering-standards-guidelines/traffic-engineering-safety [12]  UBC Vancouver Transportation Status Report Fall 2016​. University of British Columbia, 2017. https://planning.ubc.ca/sites/planning.ubc.ca/files/documents/transportation/reports/UBC2016-TransportationStatusReport-FINAL.pdf [13]   Nazhat, Y. ​Specifications for the Pedestrians/Cyclists Underpass​. University of British Columbia - Department of Civil Engineering. 2017. [14]  CSA A23.3-14, Design of Concrete Structures​. CSA Group, 2014. 53        54   Appendix A.  Corridor Drawings IFC    55 PROJECT #:DATE:123-456-78APR 2018CHANCELLOR BOULEVARD REDESIGNCIVIL DRAWING INDEXSHEET DESCRIPTIONEXISTING OVERVIEWPROPOSED OVERVIEWUBC CAMPUS AND COMMUNITY PLANNINGC1 OVERVIEWC2C3C4C5C6C7PROPOSED HAMBER ROADPROPOSED PIONEER TRAILPROPOSED BIKE INTERSECTIONPROPOSED DRUMMOND DRIVESTATION ALIGNMENTC2.5  Appendix B.  Pedestrian Underpass Drawings IFC    65   Appendix C.  Detailed Cost Breakdown    70 Chancellor Boulevard Coridor Redesign Project Class A Cost Estimate Meaty Teen Town ConsultingConstruction Materials and LabourProject ManagementEngineeringOther20% Contingency10% MobilizationTotal Project CostRoad Paving 933,105.94$     Paver 11 Days 3,000.00$     33,000.00$       Dump Truck For milled asphalt, 2 trucks 4 Days 800.00$         3,200.00$          Compactor For asphalt, and compaction of base materials 21 Days 500.00$         10,500.00$       Asphalt Miller For southernmost lane, both north lanes 16 Days 2,500.00$     40,000.00$       Curb machine For all curbs, while paving 6 Days 2,000.00$     12,000.00$       Asphalt New asphalt for median, assume 6 inch thickness, 5% waste 892.08 m^3 157.01$         140,065.48$     Asphalt Asphalt for road resurfacing, 5% waste 1338.12 m^3 157.01$         210,098.22$     Concrete for curbs slump < 20 mm 148.68 m^3 200.00$         29,736.00$       Sub Base Assume 1 foot thickness, 5% waste 3568.32 m^3 42.00$           149,869.44$     Base Assume 1 foot Thickness 5% waste 3746.74 m^3 50.00$           187,336.80$     Labourer 6 Labourers, 17 days 1020 Hours 75.00$           76,500.00$       Operators 2 Operators, 17 days 340 Hours 120.00$         40,800.00$       Median  71,194.50$       Excavator For Demolition 10 Days 1,200.00$     12,000.00$       Concrete For smaller road median, 5% waste 185.85 m^3 170.00$         31,594.50$       Forms 1 Each 3,000.00$     3,000.00$          Labourers 4 labourers, incl. labour foreman 200 Hours 75.00$           15,000.00$       Operators One operator for excavator 80 Hours 120.00$         9,600.00$          Decomissioning of Southern Lane 23,000.00$       Excavator CAT 320L Demolition, imported fill 5 Days 1,200.00$     6,000.00$          Dump Truck For Greenway 10 Days 800.00$         8,000.00$          Demo equipment 3,000.00$          Operator 50 Days 120.00$         6,000.00$          Lights, Signage 222,782.99$     Pedestrian Groundlights 8 m spacing groundlights, incl. electrical to each light 221 Each 850.00$         187,850.00$     Electrician 2 electricians, install 8 per day 224 Hours 130.00$         29,120.00$       Road Paint Incl. material, labour, installation 11614.17 ft 0.07$             812.99$             Signage Stop signs, road signs, etc. 20 Each 250.00$         5,000.00$          Total 1,250,083.43$  Dry well 104,320.00$     Concrete Dry Well 14 m dry well, custom made, concrete pipes 2 m diameter 14 Each 2,200.00$     30,800.00$       Drilling Assume lump sum (incl. labour, equip) 66 Ft 1,000.00$     66,000.00$       Crane 2 Days 1,600.00$     3,200.00$          -$                   Crane Operator 16 Hours 120.00$         1,920.00$          Labourer 2 labourers for rigging, placement 32 75.00$           2,400.00$          Summary of Costs322,723.52$               4,752,908.09$           2,460,235.19$            437,000.00$               464,585.28$               330,000.00$               738,364.09$               Item Notes Quantity Unit Unit Cost Total CostRoadsUnderpass Item Notes Quantity Unit Unit Cost Total CostChancellor Boulevard Coridor Redesign Project Class A Cost Estimate Meaty Teen Town ConsultingPrecast Sections (manufacture) 62,230.00$       Concrete Ocean 25 MPA exposure class F2 (assume 5% waste) 120 m^3 194.00$         23,280.00$       Rebar assume $1/ft for all rebar sizes 13000 Ft 1.00$             13,000.00$       Formwork Forms for precast section 3 each 1,000.00$     3,000.00$          Labourer Rebar, concrete pour, 3 days 30 Hours 75.00$           2,250.00$          Apprentice Ironworker Rebar, concrete pour, 3 days x 2 workers 60 Hours 100.00$         6,000.00$          Journeyman Ironworker Rebar, concrete pour, 3 days x 2 workers 60 Hours 130.00$         7,800.00$          Journeyman Carpenter Forms, pour 30 Hours 130.00$         3,900.00$          Apprentice Carpenter Forms, Pour 30 Hours 100.00$         3,000.00$          Excavation & Soil Prep 27,450.00$       Track Hoe Cat 320L Excavation, demolition 4 Days 1,200.00$     4,800.00$          Dump Truck 2 dump trucks for hauling earth fill 2 Days 1,200.00$     2,400.00$          Packer 3 packers 6 Days 100.00$         600.00$             Large Draining Aggregate 1-inch Minus 105 m^3 50.00$           5,250.00$          Structural backfill Base/granular material, compacted 105 m^3 50.00$           5,250.00$          Operators 1 Operator 20 Hours 120.00$         2,400.00$          Labourers 3 Labourers for compaction 90 Hours 75.00$           6,750.00$          Precast Section Installation 16,850.00$       Crane To lift sections 2 Days 1,600.00$     3,200.00$          Lights 2 per section 20 Each 100.00$         2,000.00$          Labourers 2 Labourers 20 Hours 75.00$           1,500.00$          Journeyman Ironworker 2 Journeymen, one acting as foreman 20 Hours 130.00$         2,600.00$          Apprentice Ironworker 1 Apprentice 20 Hours 100.00$         2,000.00$          Journeyman Pipelayer Reroute watermain 5 Hours 130.00$         650.00$             Apprentice Pipelayer 2 Apprentices, reroute watermain 10 Hours 100.00$         1,000.00$          Journeyman Electricians Install lights 30 Hours 130.00$         3,900.00$          Approaches 81,976.23$       Excavator 15 Days 1,200.00$     18,000.00$       Compactor 4 Days 500.00$         2,000.00$          Paver 2 Days 3,000.00$     6,000.00$          Asphalt For approach ramps 28.35 m^3 157.01$         4,451.23$          Concrete For stairs at approach 15 m^3 175.00$         2,625.00$          Operators 2 operators 200 Hours 120.00$         24,000.00$       Labourers For paving, 6 labourers, 4 days 240 Hours 75.00$           18,000.00$       Journeyman Carpenter Forms/pour for stairs (3 days) 30 Hours 130.00$         3,900.00$          Apprentice Carpenter Forms/pour for stairs (3 days) 30 Hours 100.00$         3,000.00$          Total 292,826.23$     South Paths 453,870.78$     Paver 3 days 3000 9,000.00$          Excavator 5 days 1200 6,000.00$          Compactor 5 days 400 2,000.00$          Dump Trucks 2 dump trucks to import fill materials 7 Days 800 5,600.00$          Asphalt Bike Path, pedestrian path, assume 5% waste 1327.5 m^3 157.01$         208,430.78$     Sub base For sidewalks, 8 inch lifts 1770 m^3 42.00$           74,340.00$       Base For Sidewalks, 8 inch lifts 1770 m^3 50.00$           88,500.00$       -$                   Labourers 4 labourers, labour foreman 480 Hours 75.00$           36,000.00$       Operators 200 Hours 120.00$         24,000.00$       North Paths 105,136.00$     Compactor 5 500.00$         2,500.00$          Excavator 5 1,200.00$     6,000.00$          Sub base Assume 8 Inch lift 708 42.00$           29,736.00$       Base Assume 8 Inch lift 708 50.00$           35,400.00$       Labourers 100 Hours 75.00$           7,500.00$          Operators 200 Hours 120.00$         24,000.00$       Pedestrian and Bike Paths, IntersectionsTotal CostUnit CostUnitQuantityNotesItemChancellor Boulevard Coridor Redesign Project Class A Cost Estimate Meaty Teen Town ConsultingSpecial Crosswalks 350,200.00$     Digger Truck Multiple axel truck with crane/lift 2 Day 1,500.00$     3,000.00$          Lights 2 lights at each crossing 4 Each 85,000.00$   340,000.00$     Painting Incl. Labour 2 Each 1,000.00$     2,000.00$          Journeyman Electrician 2 electricians 40 Hours 130.00$         5,200.00$          Protected - Tee Intersection 8,118.75$         Bollards For intersection 20 100.00$         2,000.00$          Concrete For protected T 5.25 m^3 175.00$         918.75$             Forms 1 Each 1,000.00$     1,000.00$          Labourer 2 labourers for pour 8 Hour 75.00$           600.00$             Journeyman Carpenter 2 journeymen for forms, pour 20 Hour 130.00$         2,600.00$          Apprentice Carpents 1 apprentice for forms, pour 10 Hour 100.00$         1,000.00$          Total 917,325.53$     Scheduling and Planning 150,000.00$     Construction Supervision Safety, superintendents 150,000.00$     Contract Documents Contract creation 125,000.00$     Tender Service Assisting in contractor selection 12,000.00$       437,000.00$     Concept Design Road Design and cross sections Lump Sum 43,458.53$       Preliminary Design Road Design, Underpass design, intersection design Lump Sum 86,917.06$       Detailed Design Road design, Underpass design, intersection design, IFC Drawings Lump Sum 217,292.64$     Construction Service Inspections, answering RFI's, design changes, etc. Lump Sum 86,917.06$       Quality Assurance 15 week 1000 15,000.00$       Permitting Lump Sum 15,000.00$       Total 464,585.28$     434,585.28$     Flaggers Traffic Control 60,000.00$       Fencing 20,000.00$   20,000.00$       Landscaping Lump sum for whole project 1 Lump Sum 250,000.00$ 250,000.00$     330,000.00$     Total Project ManagementItem Notes Quantity Unit Unit Cost Base EstimateOther CostsUnit Unit CostEngineeringItem Notes Quantity Unit Unit Cost Base EstimateTotal CostItem Notes Quantity  Appendix D.  Detailed Construction Schedule    74 ID Task ModeTask Name Duration Start1 Project initiation 3 days Tue 5/1/182 Close south lanes 0 days Tue 5/1/183 Mobilization and site set up 3 days Tue 5/1/1845 Multi-use pathway construction 18 days Wed 5/2/186 Preparing existing multi-use pathway for paving5 days Wed 5/2/187 Repaving existing multi-use pathway 4 days Wed 5/9/188 Strip vegetation 3 days Wed 5/2/189 Remove native soil and compact 5 days Mon 5/7/1810 Import fill and compact 7 days Mon 5/14/1811 Pave new pedestrian pathway 3 days Wed 5/23/18121314 Paving over the median 22 days Thu 5/3/1815 Strip vegetation and native fill 10 days Thu 5/3/1816 Import fill and compact 10 days Thu 5/10/1817 Pave over the median 6 days Mon 5/21/1818 Repave second southernmost lane 6 days Fri 5/25/181920 South lanes reconfiguration 26 days Mon 5/14/1821 Install street lighting 10 days Mon 5/14/1822 Decomission southernmost lane 5 days Mon 6/4/1823 Revegetate median between traffic and cyclists7 days Fri 6/8/1824 Open 2 new South lanes to traffic 0 days Fri 6/15/182526 North Lanes Reconfiguration 10 days Fri 6/15/1827 Close North lanes and trails 0 days Fri 6/15/1828 Mobilize to North side 2 days Fri 6/15/1829 Resurface left lane 5 days Mon 6/18/1830 Pour road median 4 days Mon 6/25/1831 Resurface Right Lane 5 days Sat 6/23/1832 Stripping native fill and compacting for the new multi-use pathway3 days Sat 6/16/1833 Bring in imported fill and compact for the new multi-use pathway3 days Tue 6/19/1834 Open North lanes to traffic 0 days Sat 6/23/183536 Underpass construction 30 days Fri 6/29/1837 Close intersection to all traffic 0 days Fri 6/29/1838 Strip surfacing from above the new underpass2 days Fri 6/29/1839 Excavate at the new underpass location 2 days Sat 6/30/1840 Place precast underpass sections 3 days Sat 6/30/1841 Connect underpass sections together 4 days Sun 7/1/1842 Backfill 4 days Mon 7/2/1843 Repave the intersection 2 days Thu 7/5/1844 Reopen intersection to traffic 1 day Fri 7/6/1845 Finish underpass approaches and lighting 21 days Mon 7/9/1846 Drilling for Dry Well 2 days Thu 7/12/1847 Demobilization, site cleanup 4 days Mon 8/6/1848 Project complete 0 days Fri 8/10/18495051 Community milestones 2 days Fri 6/29/1852 University Hill elementary closed for the summer0 days Fri 6/29/1853 First day of term 2 of summer semester 0 days Tue 7/3/18May 1Jun 15Jun 15Jun 23Jun 29Aug 10Jun 29Jul 3S M W F S T T S M W F S T T S M W F S T T S M W F S T T S M W F S T T S M W F S T T S M W F S T T S M W F S TApr 29, '18 May 6, '18 May 13, '18 May 20, '18 May 27, '18 Jun 3, '18 Jun 10, '18 Jun 17, '18 Jun 24, '18 Jul 1, '18 Jul 8, '18 Jul 15, '18 Jul 22, '18 Jul 29, '18 Aug 5, '18 Aug 12, '18TaskSplitMilestoneSummaryProject SummaryInactive TaskInactive MilestoneInactive SummaryManual TaskDuration-onlyManual Summary RollupManual SummaryStart-onlyFinish-onlyExternal TasksExternal MilestoneDeadlineProgressManual ProgressPage 1Chancellor Boulevard RedesigPreliminary Project Schedule  Appendix E.  Underpass Structural Design Calculations    76 02  Retaining Wall Analysis2.5 m Precast Retaining Wall Panels DIMENSIONS MOMENT DESIGNInput Values Width 2.5 m DL_max 52.50 kN/m triangularly distributedWS 54.914099kN  Ws = half of the weight of the top slab section Height 3.5 mW 2.5 m W = width of wall section Thickness_min 0.1 m Mf 41.26 kN*mH 3.5 m  H = underpass clearance ln 3.5 m As 764.01 mm^2 --> use 16 - 10 M with 1600 mm^2B1 0.1 m b 2.500 m Rho 0.0048 GoodB2 0.3 m h 0.2 m Rho,b 0.0227Soil Unit Weight 18 kN/m3 d' 0.16 m dc 55 mmConcrete Unit Weight 23.5 kN/m3 dc' 0.04 m d 145 mmSoil Internal Friction Angle 30 degrees f'c 25 MPa s 149.3333333 mm GoodHAnc 3.5 m fy 400 MPa Asmin 1250 mm^2 GoodFactor of Safety 1.5 Phi,c 0.65 a 16.7 mm GoodConcrete-Concrete Fric. Factor 0.3 Phi,s 0.85 Mr 74.3 kN*m GoodLambda 1 z 23554.3 N/mm GoodOutput Values Alpha1 0.8 Epsilon,s 0.02379 GoodKA 0.333 Beta1 0.9Pmaxsoil 21.0 kN/m2 Gamma,c 23.5 kN/m^3 SHRINKAGE & TEMP REINFORCEMENTEA 91.9 kN cover 40 mm A_s,min 1000 mm^2W 57.575 kN stirrup 10 mm s_max 500 mmLW 0.110 m amax 20 mm s_req 100 mmFanc or Top Slab Bracing 102.5 kN Epsilon,c 0.0035 A_s 1000.0 mm^2 --> use 10 - 10 M with 1000 mm^2Moment reaction @ Base 358.7314922kN*m s 218.2 mmFriction Force - Top 9.88453782kNFriction Force - Bottom 84.36682425kN/mAdditional Lateral Stabilization 0 kN/mCSA 14.2 ∝_1 0.8phi_c 0.65fc' 25 MPaAg 0.25 m^2k 0.8b 2.5 mt 0.1 mPr = 1320.31 kNPrmax = 3453.125 kN <-  CSA 23.3-14  Cl. 10.8.1  03  Top Slab AnalysisSlab DimensionsTotal Length (mm)LUnsupported Length (mm)LnDepth (mm)hUnit Thickness (mm)bLength of Underpass (North-South)m5000 4800 900 2500 25Total Self Weight(kN)264.375Design of SlabThermal Expansion/deg C Poisson RatioModulus of Elas.(MPa)0.0000131 0.3 35000Load CombinationsDead Loads Road Pavement Temporary Loads Live Truck Load, AL(kN/m) Top Soil Cover Construction Load, AcSelf-Weight 52.875DIMENSIONS MOMENT DESIGNWidth 5 m DL 19.30 kN/m distributedLength 2.5 m LL 13.35 kN at centerHeight 0.3 m Mf 93.67 kN*mln 4.8 m As 1320.38 mm^2 --> use 3 - 25 M with 1500 mm^2lw 1.9 m Rho 0.0082 GoodbL 0.400 m Rho,b 0.0227bw 0.3 m dc 68.5 mmbf 0.700 m d 231.5 mmhf 0.12 m s 56.5 mm Goodh 0.3 m Asmin 300 mm^2 Goodd' 0.23 m a 56.0 mm Gooddc' 0.07 m Mr 103.8 kN*m Goodf'c 25 MPa z 23497.1 N/mm Goodfy 400 MPa Epsilon,s 0.00951 GoodPhi,c 0.65Phi,s 0.85 SHEAR DESIGNLambda 1 Vf 27.4570495 kNAlpha1 0.8 Vc 36.565425 kNBeta1 0.9 Vs,min -9.1083755 kNGamma,c 23.5 kN/m^3 Av 402.1 mm^2cover 40 mm dv 208.4 mmstirrup 16 mm theta 35 degreesamax 20 mm s,max -4466.471383 mmEpsilon,c 0.0035 Beta 0.18s,min 1787.217154 mmMass of one top slab 88.125 kNDIMENSIONS MOMENT DESIGNWidth 1 m DL 6.45 kN/m distributedLength 1.9 m LL 11.12 kN at centerHeight 0.12 m Mf 13.48 kN*mln 1.9 m As 785.91 mm^2 --> use 10 - 10 M with 1000 mm^2b 1.000 m Rho 0.0131 Goodh 0.12 m Rho,b 0.0227d' 0.06 m dc 59 mmdc' 0.06 m d 61 mmf'c 25 MPa s 88 mm Goodfy 400 MPa Asmin 300 mm^2 GoodPhi,c 0.65 a 26.2 mm GoodPhi,s 0.85 Mr 16.3 kN*m GoodLambda 1 z 21271.1 N/mm GoodAlpha1 0.8 Epsilon,s 0.00385 GoodBeta1 0.9Gamma,c 23.5 kN/m^3 SHEAR DESIGNcover 44 mm Vf 11.689105 kNstirrup 10 mm Vc 32.1165 kNamax 20 mm Vs,min -20.427395 kNEpsilon,c 0.0035 Av 157.1 mm^2dv 54.9 mmtheta 35 degreess,max -204.9893837 mmBeta 0.18s,min 209.4395102 mmTemp Reinforcement for Slabs_max 500 mmAg 228000 mm^2As_min 456 mm^2s_req <= 1096 mmSelect spacing, s700 mmSelect 3x15M: As600 mm^2Check As > As_minYAY  04  FoundationCantilevered length of footing 1.0 mSoil weight 9.9 kN/mWt 313.1 kN Wt = 1.25 ((2 x retaining wall) + (top slab) + (topping soil)) + (asphalt) + 1.5 LLM 358.7 kN.mSoil reaction 47.6 kN/mMfmax 353.8 kN.m (tensile on bottom)Vfmax 166.4 kNNfmax 91.9 kN (compressive)Depth of footing above bottom-most reinf 160 mm <-- CSA A23.3-14  Cl. 15.7Longitudinal Reinf, db 20 mmBottom Cover 60 mmTotal Footing Thickness 240 mmDesign Footing Slab for FlexureEffective depth, d 170 mmAs required 8034 mm^2Select 30x20M: then, As is: 9000 mm^2ρ_b 0.0220 <--  Table A.4 Balanced Reinf Ratio for f'c=25 MPa, with grade 400 steelρ 0.0212Confirm ρ <= ρ_b YAYConfirm As > Asmi = 0.002 Ag YAYs_max 500 mmSelect spacing, s 60 mma 94.2 mmMr 376.1 kN.mCheck that Mr > Mf YAYCrack Control Parametersd_s = d_c 70 mmb 80 mmA 11200 mm^2z 22130.09For exterior exposure, need z <= 25000 YAYDesign for shrinkage/temps_max 500 mmAg 1680000 mm^2As_min 3360 mm^2s_req <= 625 mmSelect spacing, s 600 mmAs 3500 mm^2Check As > As_min YAYUse 12X20M: As_actual = 3600 mm^2DESIGN SUMMARYMain Tensile Reinforcement: 30x20M @ 60mmTemperature Reinformcement: 12x20M @ 600mmShear CheckEffective shear depth, dv 172.8 mmMax aggregate size 20.0 mm <-- Assumptions_ze 172.8 mmβ 0.2Concrete shear resis Vc 275.3 kN <-- This is our shear resistance VrMax allowable Vr 1755.0 kNConfirm Vr < Vr_max YAYConfirm Vr > Vf YAY  05  Soil Bearing Capacity Calcsigma'_D 71.1 kPagamma (soil) 18 kN/m^3D 4.19 mB 2.5 mN_q 22.5N_gamma 19.7q_ult 1865.7 kPaq_a 5675.786901kPaSafety Factor, F 0.3287121297  Appendix F.  Project Risk Assessment  81 Risk Probability Impact Severity (1 - 10) Comments on Weighting Mitigation ApproachTriple Bottom Line ConsiderationsEnvironmentalAnimals may be disturbed by lights when they want to cross Moderately Likely Negligible 4 Animals in Pacific Spirit Park, such as raccoons, coyotes, and squirrels are familiar with urban lving and effect on animals will not be majorInvestigate less impactful lighting options, or consider lower lighting or only using the lights during peak traffic hoursImpact of construction Likely Medium 7 Construction activities may create waste and runoff into surrounding environment. May also have negative impact on noise.Ensure all construction activities are well managed and all impacts on waste and noise are mitigated through proper planning and construction management.Impact of design Likely Medium 7 Complete a comprehensive survey of what wildlife is present in which areas of the project route, integrate this knowledge into producing the detailed designNatural disaster causing damage to structures (ie. roadway surface, underpass, etc.)Moderately Likely Major 8 This is in an earthquake zone, therefore risk is high, also potential for flash floodingMake sure project design features reliable seismic considerationsFuture hydrological conditions are worse than expected due to climate change, and the new drainage systems are overwhelmedModerately Likely High 7SocialBacklash from first nations opposing new construction on unceded territoryLikely High 8 new construction requiring possible further use of land and will likely not be recieved well and may lead to issesInclude consultation with musqueam first nations to ensure all need are met and concerns are addressedFinal Design not accepted by the public Less Likely Medium 5 Public users may not apporve of the final design, or may have complaintsConduct public engagement to hear concerns early on in the project when changes can still be madeDisruption to public (residential, commuter) Very Likely High 9 Project construction will be loud and disrupt the local residential area. Also, there will be some road closures which will affect the commuters using the road.Consult local stakeholder through a community engagement plan to ensure that the public is well informed about the projet and have an opportunity to provide their inputPublic harrassment of workers on the project Less Likely Low 4 Roadway infrastructure projects often cause delays which likely may cause user dissatisfacion and angerEconomicCost over runs for major project Moderately Likely High 7 Large project with lots of variables can lead to cost overrunsHave a large contingency, and place emphasis on effective planningEconomic downturn cutting funding to the project Less likely Medium 5Less Likely High 6PoliticalChange of government leading to funding cuts Unlikely Medium 4 Ensure all government parties' concerns are heard and addressed early on in the projectGovernment stopping project due to public pressure Unlikely High 5 Major impact because project will be cancelled completelyComplete public engagement to ensure public is informed and concerns are heard.Disagreements between jurisdictions Unlikely Medium 4 Since there are many jurisdiction that have key interest in this corridor, namely the University and the City of VancouverEncourage and plan meetings and communication between all key stakeholdersGovernment opposition Unlikely Medium 4 Project may not be in line with current government's platformEnsure government concerns are heard and addressed early on in the projectReputationalPeople may not want more investment into bike lanes Moderately Likely Negligible 4Involved companies have a poor reputation to the public Unlikely Low 3 Public may not trust companies and contractors involved in the projectHave an environmental management plan in place that is strictly adhere to in order to provide assurance that environmental considerations are being taken seriously and are incorporated into the projectTechnicalFailed equipment leading to innadequate operation Unlikely Medium 4Innadequate workmanship by construction crews Unlikely High 5 Invest more time and money into engineering QAHuman error leading to delays and increased cost Likely Medium 7 Invest time and money in trainingProceduralWork stoppages due to weather (snow, rain) Less Likely Medium 5 Snow and rain can affect the paving schedule Work in the summerWork stoppages for unexpected geological conditions Moderately Likely Low 5Human error leading to failure or delay Less Likely Low 4Loss of productivity or crew shortages Unlikely Low 3Project Management Cost overruns Likely Low 6 Include contingency in the cost estimateSchedule Overruns Moderately Likely High 7 Include float in the project schedule.

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