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EGD-020-16
Clarrington Engineering Services Report If this information is required in an alternate accessible format, please contact the Municipal Clerk at 905-623-3379 ext. 2102. Report To: General Government Committee Date of Meeting: April 18, 2016 n Report Number: EGD-020-16 File Number: By-law Number: Report Subject: Green Road and Bridge Construction, Contract CL2013-26 Project Summary and Reconciliation Report Recommendations: 1. That Report EGD-020-16 be received; 2. That the final Green Road and Bridge Construction project reconciliation report be received by Council with the final costs coming in at $7,595,000 rather than the approved budget amount of$8,000,000; and 3. That rather than debenture the final portion of the project costs, which are $1,156,400.00, delete the 2015 Concession Road 3 reconstruction project, Account No. 110-32-330- 83416-7401, and those funds can be re-directed to the Green Road and Bridge construction project. Municipality of Clarington Report EG®-020-16 Page 2 Report Overview In 2013 Clarington Council made a financial commitment to the Green Road and Bridge construction project in the amount of $8,000,000, the Canadian Pacific Railway made a financial commitment in the amount of$963,800 which reflected a split in keeping with the Canadian Transportation Agency's Apportionment of Costs of Grade Separations. At the conceptual stage of the project a low tender suggested that we may have been able to save more of our contingency reserve than we were in fact able to do and we came in under budget in the amount of$405,000 rather than the optimistic $1,611,400, we had hoped might be possible. Rather than debenture the final project costs, it is our recommendation that we delay the construction of the Concession Road 3 reconstruction project, Account No. 110-32-330-83416-7401 to cover the difference outstanding of$1,156,400.00. 1 . Background 1.1. The completion of Green Road and the rail bridge over Green Road was identified as a key improvement to the West Bowmanville transportation network because it significantly improved vehicular, cycling and pedestrian access to this area. Initially scheduled for construction in 2007 the project was delayed when Metrolinx (GO Transit), announced that they were undertaking an Environmental Assessment for the extension of rail service to Bowmanville. However, when Metrolinx announced that service to Bowmanville would be part of a "Next Wave", with no definitive date provided, Clarington decided to proceed with this vital part of the road network. The project was included in our 2013 Capital Budget which was approved by Council. 1.2. The Scope of the Project The proposed design was a full urban section consisting of two lanes for vehicular traffic and a bicycle lane on each side of the road, however, in anticipation of future development of the CPR rail bridge, which is a major component of the project, it was designed to accommodate four lanes of vehicular traffic as well as future rail expansion along the corridor. 1.3 Partnering with the Railway One of the key and most complex features of this transportation improvement project was the design and construction of the grade separation or Canadian Pacific Railway rail bridge and in fact these works equated to approximately 75% of the project costs. These works included the temporary diversion of a section of CPR track, construction of a rail bridge, reconstruction of track bed, walkways and street repair, all while maintaining rail traffic on a busy rail line. To facilitate the required partnership with the railway, the Municipality entered into an agreement with the Canadian Pacific Railway dated November 25, 2013 (see Attachment 1), which formalized a cost apportionment in keeping with the Canadian Transportation Agency's Apportionment of Costs of Grade Separations —A Resource Tool. The cost apportionment for the basic grade separation was 85% for the Road Authority (Clarington) and 15% by the Railway (CPR) for the track works portion of the project. Municipality of Clarington Report EGD-020-16 Page 3 2. Green Road and Bridge Budget 2.1 Project Budget and Approvals As mentioned previously, the Green Road and bridge project was not only a large project from the outset, it was also considerably more challenging than most, not only because of the complexity and scope, but also because we were required to partner with the railway. The railway was able to exert significant influence on costs and process but were disproportionally (85/15) financially responsible. In budgeting for Green Road we were very sensitive to the fact that responsible financial risk management would require a healthy contingency component to deal with the fact that this project, by its nature, would involve substantial unforeseen risks and a variety of influences outside our full control. In the concept and planning stage there were many costs and challenges that lacked definition and experience has shown that a vital risk management tool calls for the need to build in a reserve of money (contingency plan), that you hope will not be expended, but should the need arise, can act as a buffer should risks eventuate. In 2013 staff went to Council seeking a financial commitment for the project in the amount of$8,000,000 for Clarington's portion. The railway was required to commit to a total of$963,800, and formalized that commitment through an agreement with the Municipality that was signed on November 25, 2013 (see Attachment 2). 2.2 The Tendering and Debenture Process It was our original intention to begin site works on November 18, 2013 so that we could take advantage of the remaining 2013 construction season. To achieve this goal we initially scheduled a tender closing date of October 17, 2013. Unfortunately, however, we encountered a longer than anticipated review period with CP Rail that delayed the release of tender documents to contractors bidding on the project. The tender review period was lengthened first to October 18th and then to October 22nd as we worked to assist bidders in providing viable bids. Eventually the tender was awarded to Toronto Zenith Contracting Ltd., in the amount of$4,708,747.60 for tendering, design, contract administration, material testing, contingencies and net HST). At this stage of the project the impact of a much lower than anticipated tender suggested that, independent of major contingency items, we might have been able to adjust our total budget figures lower to $7,352,400 with paper savings of $1,611,400.00 (see Attachment 3). The Director of Finance then, cognizant of the desire not to borrow any more than was absolutely necessary, arranged for a debenture in the amount of $6,388,600 and the balance funded from the Development Charge, Roads & Related reserve fund and $963,800 from the Canadian Pacific Railway. The Region of Durham has legislative authority to issue debentures on behalf of lower tiers in Durham and base their borrowing amount on the tender award report so the lower debenture reflected the lower anticipated overall cost as a result of the favourable tender. Municipality of Clarington Report EGD-020-16 Page 4 I From Concept to Reality The Green Road and Bridge construction project was a very complex project from the outset as it included: • 500m of temporary railway track diversion and reinstatement • 300m of Green Road between Boswell Drive and Aspen Springs Drive — Two lanes of traffic, bike lanes in each direction and sidewalks on both sides. Designed to accommodate future road expansion to four lanes. • Steel Girder Rail Bridge — Designed to accommodate future road widening and able to accommodate additional rail lines in the future (GO Transit and CPR). This was seen as important given Clarington's wish to have future GO rail service to Bowmanville. • A temporary pedestrian path from Green Road under the tracks east of Green Road and connecting to Clarington Blvd., complete with lighting. • Constructing the project while CPR ran its regular freight trains at normal frequency and at full design speed of 80 km/hr. To make matters even more challenging we encountered several unexpected complexities as the project proceeded. 3.1 Extreme Weather Conditions During the winter of 2013/2014 and again in 2014/2015 we experienced extremely cold temperatures which resulted in the contractor being unable to work throughout the winter months as was originally planned. This lost time resulted in an extended term for the contract, resulting in additional costs for the project, including, but not limited to, maintenance of the temporary pedestrian path. A path we had not originally anticipated as being part of the project. 3.2 A Major Budget Impact— Poor Soil Conditions There were endless complexities and challenges involved in this project but none had more of an impact than the fact that we encountered unexpected poor soil conditions in the area of the west abutment for the bridge. These poor soils were in a seam in line with a set of tie-back anchors for the temporary retaining wall for the track diversion. This soil condition required the re-design of the west abutment footing which was originally supposed to be a conventional spread footing, as was used on the east abutment. The redesigned footing required H-piles to be driven to support the bridge structure. These piles needed to be driven deeper than a standard length pile, which required the piles to be "spliced" which called for the H- piles to be welded on-site. The poor soil condition also eliminated the contractor's plan to construct both east and west abutments at the same time. Municipality of Clarington Report EGD-020-16 Page 5 This poor soil condition also partially contributed to the failure of several of the tie- back anchors which required re-design and re-installation of the anchors. In addition to the structural impacts of the soil condition the poor material had to be removed in parts of the foundation and abutment construction area resulting in lost time, added excavation costs and added material costs to replace the removed material. The total added costs to the contract, resulting from the poor soil conditions was just under $753,000. 3.3 The Railway's Changing Role in the Project Our original agreement with CPR defined certain works that the railway would undertake themselves, which included: • Installation of track on the temporary rail diversion • Cut over or change train traffic from existing line to temporary line • Remove existing mainline track within the project limits • Installation of new mainline track within the project limits • Cut over or change train traffic from existing line to temporary line • Remove existing track on temporary rail diversion Once the project had started, CPR announced at a construction progress meeting, that due to a very high work load demand for their staff, they would no longer be able to complete the track works and that the work would need to be completed by a contractor. To avoid further delays, it was decided at this meeting that we obtain a quote for the works from Toronto Zenith and their qualified rail subcontractor. Although the price was higher than would be expected, if included with the original tender it was agreed that it was reasonable. The increased costs as a result were almost $465,367 higher than projected. 3.4 Pile Drivinq and Overhead High Voltage Hydro Wires The support structures essential to this project required that a caisson drilling crew as well as a pile driving crew had to be called in but once there, their work was impeded by the presence of overhead high voltage hydro wires in the area of the bridge. This required that specialized equipment be used in the area of the hydro wires in order to safely complete the work. Due to the importance of this hydro line and the lack of redundancies in the area, the hydro line could not be shut down for any extended periods of time, although Hydro One was able to provide such a shut down on one Saturday, while the crew was working. 3.5 Rogers Cable Fibre Optic Relocation Part of the project works included the temporary relocation and reinstatement of a sensitive Rogers Cable fibre optic during the construction of the bridge. Due to the sensitivity of the cable most of this work required the cable to be exposed by means of hand digging as equipment could not be used in the immediate vicinity of the fibre optic cable. The approximate cost of this work was $150,000 in additional charges. Municipality of Clarington Report EGD-020-16 Page 6 3.6 Surface Asphalt for Green Road Surface asphalt for Green Road between Aspen Springs Drive and Boswell Drive was not originally included as part of the Toronto Zenith award and was instead included in our 2015 Capital Budget as a separate budget item. Due to delays in the bridge works there was insufficient time to tender the surface asphalt works separately and so we asked Toronto Zenith, who had a subcontractor retained for the base asphalt works, to give us a price for surface asphalt, pavement markings and signage for this section. The prices provided were reasonable and well under the 2015 Capital Budget amount and so this was added to Toronto Zenith's work with a change order in the amount of$49,828.18 so that we could meet the 2015 completion date. This work was funded from the Council approved 2015 Capital Budget, account number 110-32-330-83276-7401. 3.7 Administration Fees for Debenture Funding Another cost that was not included in the original summary of project costs was for the Administration Fee charged by the Region of Durham to arrange for the debenture funding for the project. This cost was approximately 1% of the debenture amount or $62,358.31. 4. Project Summary and Reconciliation Report When staff went to Council in 2013 we received budget approval for Clarington's portion in the amount of$8,000,000, the railway's portion was almost $1 million for a total project cost projection of almost $9 million. A low tender at the still conceptual phase of the project resulted in optimism that the contingency portion of the total project budget might not need to be expended in conjunction with the Region's policy to debenture based on costs at the time of tender award, a debenture was issued in the amount of approximately $6.4 million, net HST. The amount we hoped to save was $1,611,400 but at the conclusion of the project and after every major setback had been accounted for, Clarington's total project budget expenditure came in at $7,595,000, $405,000 lower than we had budgeted, but $1,165,000 higher than our most optimistic, conceptual forecasts. In order to comply with the Capital Budget Over Expenditure Policy, which is based on tender award values, staff are requesting Council authorization to fund the final over expenditure value. In order to avoid the need for additional debenture the Engineering Services Department is recommending the cancellation of the Concession Road 3 Reconstruction from Middle Road to Liberty Street, a project approved in the 2015 Capital budget in the amount of $2,120,000, of which $1,833,164 is from the Development Charge Roads and Related Reserve Fund and $286,836 is from the Municipal Capital Works Reserve Fund. This project will instead be included as part of our 2017 Capital Budget for Council's consideration. The Concession Road 3 project was originally moved forward to accommodate new development north of Concession Road 3 and east of Middle Road but since the submission of the 2015 Capital budget, developers in the area have focused their efforts on development Municipality of Clarington Report EGD-020-16 Page 7 west of Middle Road. We are recommending that the $1,156,400 required to cover the additional charges associated with the Green Road and Bridge project be taken from the Roads and Related Development Charge reserve portion of the cancelled project. The Concession Road 3 reconstruction project will go forward at a later date once there is a monetary commitment from the adjacent developers to the north and the balance of the funds will be returned to the Municipal Capital Works Program Reserve and the Development Charges reserve. 5. Concurrence This report has been reviewed by Nancy Taylor, Director of Finance/Treasurer, who concurs with the recommendations. 6. Conclusion As part of our project reconciliation report we have determined that the final project cost for the Green Road and Bridge project came in at $7,595,000, which while $405,000 lower than our approved budget amount, despite the significant challenges, was still higher than our most optimistic project budget forecast at the tender stage. To fund this difference without the need for additional debenture, it is respectfully recommended that Council approve the cancellation of the Concession Road 3 Reconstruction project, Account Number 110-32-330-83416-7401 and that $1,156,400 of the development charge, roads and related portion of that cancelled project be allocated to address the over expenditure for the Green Road and Bridge Construction, CL2013-26 and the remaining funds be returned to the appropriate reserves. 7. Strategic Plan Application Not applicable. Submitted by: Reviewer` Anthony S. Cannella, C.E.T. Franklin Wu, Director of Engineering Services Chief Administrative Officer Municipality of Clarington Report EGD-020-16 Page 8 Staff Contact: Ron Albright, Assistant Director of Engineering Services, 905-623-3379 ext. 2305 or ralbright@clarington.net Attachments: Attachment 1 — Canadian Pacific Agreement with the Municipality of Clarington (excerpted for information purposes only) Attachment 2 — Capital Budget Sheets from the approved 2013 Capital Budget Attachment 3 - Tender Award Recommendation Memo to Purchasing for CL2013-26 October 30, 2013 There are no interested parties to be notified of Council's decision. ASC/ra/jb ATTACHMENT 1 EGD-020-16 THIS AGREEMENT effective.as of the day of ®V , TWO THOUSAND AND THIRTEEN BETWEEN: CANADIAN PACIFIC RAILWAY COMPANY (hereinafter called the "Railway") - and— THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON in the Province of Ontario (hereinafter called the"Road Authority") WHEREAS it is the Road Authority's intent to reconstruct the subway structure carrying the Green Road roadway across and under the right of way and tracks of the Railway at Mileage 165.40 of the Belleville Subdivision (hereinafter called the "grade separation") in the Municipality of Clarington, Province of Ontario, as shown on the General Arrangement drawing, sheet named S1, dated December 2012 (hereinafter the"Plan") attached to and forming part of this Agreement. NOW THEREFORE THIS AGREEMENT WITNESSES THAT, in consideration of the mutual covenants and agreement here in and subject to the terms and conditions set out in this Agreement,the parties agree as follows: RESPONSIBILITIES 1. The Road Authority and the Railway will carry out the work as shown on the Plan and in accordance with Railway requirements respecting safe railway operations. LIABILITY 2. Prior to commencement of construction the Road Authority or any agent acting on its behalf will comply with the insurance requirements as stipulated in CP's Insurance Requirements document provided to the Road Authority, by CP and/or its agents, and to be included in the construction contract documents. RAILWAY SAFETY ACT 3. The parties are required to fulfill their respective obligations under the Railway Safety Act. For the purposes of the Railway Safety Act, the Road Authority is considered to be "the proponent". -1 of 22- CONSTRUCTION COSTS 4. The cost of reconstructing the grade separation shall be paid by the Road Authority and the Railway in the mutually agreed upon cost apportionment which conforms with the Canadian Transportation Agency's Apportionment of Costs of Grade Separations—A Resource Tool, published in November 2011, attached as Appendix A to this Agreement. 5. The mutually agreed upon apportionment of construction costs for the basic grade separation will be paid 85% by the Road Authority and 15% by the Railway. 6. The Road Authority will be responsible for 85% of the costs associated with the Railway's Public Works consultant, acting as an agent of the Railway, to perform the contract administration and project management on behalf of the Railway. 7. The estimated construction costs (the"estimate") of the basic grade separation are outlined in Appendix B, attached to and forming part of this Agreement. Both parties agree that three [3] specific items from the estimate will follow an apportionment percentage different from the general 85%-15% ratio, and therefore adding a corresponding variant weighted influence on the maximum Railway contribution amount detailed in clause nine [9] of this agreement. The three [3] specific items from the estimate are agreed to be the following: A17 - Grout Concrete Arch Culvert; B1 -Removal and Disposal of Existing Structure, and C2— Removal and Disposal of Ballast Material. 8. Final contribution amounts by both parties for the construction of the basic•grade separation will be determined by the actual costs resulting from the construction of the basic grade separation. 9. The contribution amount for the Railway, excluding Harmonized Sales Taxes, and rounded to the highest dollar,will be a maximum of$948,632.00 [nine hundred and forty-eight thousand, six hundred and thirty-two dollars] based on the estimate detailed in Appendix B. Additional costs or fees, not present in the estimate of Appendix B, will not be added to the total contribution amounts or charged to the Railway or Road Authority without prior written approval from either party. 10. Change Orders, or similar changes to the construction scope, requiring additional funds from the Railway or Road Authority above the costs in the estimate, resulting from legitimate work related to the construction of the basic grade separation, will require prior review and written approval by both parties. Such additional funds, required for the Railway's contribution, will require supplemental negotiations between the Road Authority and Railway, to ensure mutual agreement upon the additional amount(s) and payment term(s). 2 of 22- 11. Payment terms for the Railway will allow a minimum 90 days for payment issuance to the Road Authority from the date an invoice is received by the Railway from the Road Authority. No interest, administration charges, or hidden penalty fees will be charged to the Railway during the 90-day review, approval and payment issuance period. 12. All costs associated with Railway works will be according to the Canadian Transportation Agency Guide to Railway Costs, including allowable overheads. MAINTENANCE COSTS 13. The cost of maintaining the grade separation shall remain the responsibility of the Railway in conformity with the Board of Railway Commissioners for Canada, Order No. 17515, dated September 18, 1912 naming the Railway as the Applicant towards constructing the grade separation. 14. The Road Authority and Railway agree that the minimum clearance from the top of the roadway asphalt to the bottom of the bridge deck will be, and shall remain for the lifespan of the grade separation, a minimum of 5800 mm. 15. The cost of all preventative maintenance measures for trespassing within the Railway right of way will be the sole responsibility of the Road Authority (including but not limited to signage, fencing, and other related costs). MAINTENANCE WORK 16. The physical work associated with the maintenance of the grade separation*(including but not limited to the roadway and its approaches, fencing, roadway signage, retaining walls, sidewalks, road surface, drainage and lighting) shall be the responsibility of the Road Authority. 17. The physical work associated with the maintenance of the grade separation (including but not limited to the substructure, superstructure, and rail structure) shall be the responsibility of the Railway. 18. The physical work associated with maintaining measures to prevent trespassing within the Railway right of way will be the sole responsibility of the Road Authority. DESIGN AND CONSTRUCTION 19. The Road Authority shall be responsible for the design and reconstruction of the grade separation. The Road Authority will ensure that detailed plans for the grade separation, any subsequent revisions and construction methodologies, are submitted to and approved by the Railway prior to the commencement of construction. 20. The Railway must review and approve of construction methodologies prior to implementation on site. -3 of 22- 21. The Road Authority shall provide the Railway with "As Constructed" plans of the grade separation in AutoCAD format on CD-ROM, or other acceptable electronic format upon completion of construction. FENCING AND DRAINAGE 22. The Road Authority shall construct and maintain all fencing and drainage systems required as a results of the reconstruction of the grade separation, at its cost. SITE CLEANUP 23. Upon completion of the project, the Road Authority agrees to leave the Railway's land in a clean and tidy condition, free of any environmental contamination resulting from or occurring during construction.. Any required remedial actions will be at the Road Authority's cost. ACCOUNTS 24. The Railway shall prepare all accounts using rates as stipulated by the latest Guide to Railway Charges for Crossing Maintenance and Construction as issued by the Canadian Transportation Agency. In the event that the Canadian Transportation Agency should discontinue publishing same, the accounts shall be prepared in accordance*with standard rates adopted by the railway industry in Canada, or in their absence, in accordance with standard rates adopted by the Railway. If there should be no standard rates in effect for work done by the Railway; the accounts shall be based on actual costs plus allowances for the Railway's overhead. FUTURE RECONSTRUCTION ,25. If at any time during the continuance of this Agreement either party wishes to widen, narrow, relocate, or otherwise upgrade (the "reconstruction") the crossing, the terms associated with the reconstruction will be agreed to by the parties by means of a written agreement between them. JURISDICTION 26. This Agreement shall be governed by and constructed in accordance with the laws of the Province of Ontario, and all applicable federal laws and regulations. ASSIGNMENT 27. This Agreement is not assignable without the prior written consent of both parties which consent will not be unreasonably withheld. Notwithstanding the foregoing: -4of22- (a) the Road Authority may assign its interest under this Agreement to another public road authority, without the consent of the Railway, in the event of such public road authority assuming control of and responsibility for the highway at the location of the crossing, provided that the proposed assignee covenants in writing with the Railway to be bound by this Agreement and to fulfill all the obligations of the Road Authority hereunder from and after the effective date of the assignment; and (b) the Railway may assign its interest under this Agreement to another railway, without the consent of the Road Authority, in the event of a transfer of the rail line for continued rail operation, provided that the proposed assignee covenants in writing with the Road Authority to be bound by this Agreement and to fulfill all of the obligations of the Railway hereunder from and after.the effective date of the assignment. The provisions of Section 29(4)(c) of the Public Transportation and Highway Improvement Act shall apply. TERM 28. This Agreement shall become effective on the date appearing on page 1 of this Agreement and shall continue until: (a) the Railway discontinues its rail operations at the location of the crossing, unless the Railway chooses, according to its sole discretion, to leave its tracks in place notwithstanding the discontinuance, in which case the Agreement shall not terminate until the Railway has permanently removed its tracks at the crossing; or (b) the Road Authority closes the Highway at the location of the crossing; or (c) the parties have mutually consented to terminate the Agreement. TERMINATION 29. Upon termination of this Agreement, unless terminated by a crossing relocation or reconstruction,the terms of which are to be set out in a subsequent agreement,the Road Authority shall be responsible for all future costs associated with the existence of the crossing, including the cost of maintaining the crossing or dismantling the crossing and restoring the Railway and Road Authority property to its original or mutually agreed upon condition. RESIDUAL OBLIGATIONS 30. Notwithstanding the termination of this Agreement, unless terminated by a crossing relocation or reconstruction,the obligations of the Road Authority as to the Termination clause of this Agreement shall survive any such termination and shall remain in force until discharged. -5 of 22- CANADIAN TRANSPORT AGENCY 31. Upon execution, the Railway shall file this Agreement with the Canadian Transportation Agency, DEFAULT 32. If either party fails at any time to fulfill its obligations provided in the present Agreement, the other party, at its option, may upon reasonable notice, undertake the necessary measures to ensure safety, at the risk and expense of the defaulting party. PREAMBLE 33. The preamble of this Agreement forms an integral part of the Agreement. IN THE WITNESS WHEREOF, the parties have caused the Agreement to be executed by their respective representatives hereunto duly authorized, as they declare, as the date first above written. CANADILe WAY COMPANY Brent LaingSignatureVP Engineering Canadian Pad fie Witness: Signature and Title NOV 2 5 2013 Date THE CORPORATION OF THE MUNICIPALITY OF CLARINGTON Adrian Foster, Mayor Signatur and itle Witne s: natu and Title �1 oyC-)�V)vx , ao( 3 Date -6of22- Canadian Office Transportation des transoorts Agency du Canada Apportionment of Costs of Grade Sepa-rations A Resource Tool y ♦ x�'' 1 I t 1 11 1 i multiple formats Canaffi Available in p This document and other Canadian Transportation Agency publications are available on our Web site at www.cta.gc.ca. For more information about the Agency, please contact: Canadian Transportation Agency 'Ottawa, Ontario K1A ON9 Telephone: 1-888-222-2592 TTY: 1-800-669-5575 Facsimile: 819-997-6727 E-mail: info@otc-cta.gc.ca Web site: www.cta.gc.ca Catalogue No. TT4-27/2011 E-PDF ISBN 978-1-100-19689-3 © Minister of Public Works and Government Services Canada November 2011 Table menta Introduction...............................................................................................................................1 Definitions................................................................................................................................1 Apportionmentof costs............................................................................................................2 Application.....................:.........................................................................................................3 Process....................................................................................................................................4 Decisionsand appeals.............................................................................................................4 Confidentiality..........................................................................................................................4 Formore information ...............................................................................................................5 Introduction Under the Canada Transportation Act, the Canadian Transportation Agency is responsible for making cost apportionment decisions concerning the construction and reconstruction of grade separations (structures that allow railway and road traffic to cross each other at different elevations), when the parties involved in the project are unable to reach an agreement. The Agency uses this tool in its deliberations for any such decision it is requested to make. It is also designed to assist parties in their negotiations or in the preparation of their submissions to the Agency. The resource tool considers, among other things, the benefits accruing to each party for the construction and reconstruction of grade separations as well as the responsibility that each party has, as an essential part of Canada's transportation system, to co-exist at crossings. Consistent with section 101 of the Act, the Agency expects the parties involved in a grade separation project to attempt to come to an agreement on all issues related to the project, including apportionment of costs. Once an agreement has been reached, either party can file that agreement with the Agency. The filed agreement becomes an order of the Agency authorizing the parties to construct and/or maintain the grade separation and apportion the costs, as set out in the agreement. If the parties cannot agree,'the Agency will rule on any outstanding issues. This ruling is based on submissions to the Agency from the parties.A submission can address any of the items outlined in this tool as well as any other relevant matter. Every case is assessed on its own merits to determine to what extent the tool applies. It should be emphasized that the Agency retains complete discretion, in the case of a dispute, to apportion costs for grade separations. Agency decisions may vary from the resource tool for a particular grade separation project, if appropriate in the circumstances. Definitions road:any way or course, whether public or not, available for vehicular or pedestrian use. ® road crossing:the part of a road that passes across, over or under a railway line, and includes a structure supporting or protecting that part of the road or facilitating the crossing. ® established road crossing:normally one that has been In existence for public use for at least three years. ® grade separation:a structure, including its approaches, that allows road and railway traffic to cross each other at different elevations. ® basic grade separation:that portion of the work that is required to provide adequate facilities for present-day needs at the time of construction or reconstruction of the grade separation. r Canadian Transportation Agency 1 ® overhead bridge:a grade separation that carries a road across and over a railway. ® subway.a grade separation that carries a railway across and over a road. ® road authority:any authority having jurisdiction to construct and maintain a road. ® railway company: a railway company subject to the jurisdiction of the Agency. Apportionment of costs The costs of construction and maintenance of a basic grade separation on a new route are normally paid in full by the party deciding to construct the new route. If an existing grade separation is to be reconstructed for the purposes of the party having exclusive responsibility for that grade separation, the costs of reconstruction and maintenance of the basic grade separation are normally paid in full by that party. A basic grade separation is required: 1. to eliminate an established road crossing at grade or to divert substantially all highway traffic from that crossing; or 2. to reconstruct an existing grade separation in a situation where both parties have responsibility, or where the reconstruction is for the purposes of the party which has no responsibility. The construction costs of the basic grade separation are normally apportioned'as follows: 1. On projects due primarily to road development: a. 85% road authority b. 15% railway company 2. On projects where both road and railway development have contributed largely to the need for the project: a. 50% road authority b. 50% railway company 3. On projects due primarily to railway development: a. 15% road authority b. 85% railway company The maintenance costs for an overhead bridge are normally apportioned as follows: 1. the road authority pays all maintenance costs of the substructure, superstructure and retaining walls of an overhead bridge; 2. the railway company pays all other maintenance costs of an overhead bridge, including the cost of maintaining the railway approaches, track structure, railway drainage and communication facilities. Canadian Transportation Agency 2 The maintenance costs for a subway are normally apportioned as follows: 1. the railway company pays all maintenance costs of the substructure and the superstructure of a subway; and 2. the road authority pays all other maintenance costs of a subway, including the cost of maintaining the road approaches, retaining walls, road surface, sidewalks, drainage and lighting. If an existing grade separation is to be reconstructed, the established maintenance responsibilities for the existing grade separation are normally considered in the apportionment of maintenance costs of the basic grade separation. The costs of construction and maintenance of a basic grade separation are not to include the costs that would otherwise be incurred by the railway company or the road authority if the crossing did not exist. The costs of construction and maintenance of additional facilities that exceed the costs provided for by the basic grade separation are normally to be paid by the party requesting the additional facilities. Clearances and pier protection in excess of the following are normally considered to be additional facilities: 1. For overhead bridges: a. a vertical clearance of 7.16 metres above the base of rail for new or reconstructed basic grade separations; b. a lateral clearance of 5.5 metres from the centerline of the nearest track to the nearest pier or abutment in the basic grade separation; and c. pier protection, as per the American Railway Engineering and Maintenance-of-Way Association specifications. 2. For subways: a. vertical and lateral clearances as per the design standards for grade separations in the province where the grade separation is located. Applicatiofi In the event of a dispute, any of the involved parties may ask the Agency to apportion the costs of the grade separation project. If you wish to apply to the Agency, please submit your written, signed application: Canadian Transportation Agency 3 By mail By courier Secretary Secretary Canadian Transportation Agency Canadian Transportation Agency Ottawa, Ontario 15 Eddy Street K1A ON9 17th Floor, Mailroom By fax Gatineau, Quebec J8X 4133 819-997-6727 In addition, you should send a copy of the application to each of the parties involved. Process In any proceeding before it, the Agency ensures that each party has the opportunity to file submissions. In general, the Agency reviews the complaint or application and invites the. other party(ies) to comment within 21 days. The applicant then has 7 days to respond. In More complex cases, the time allowed may be increased to 30 and 10 days, respectively. The Members of the Agency are responsible for issuing decisions and orders. Members consider all the evidence filed, as well as all applicable legislation, regulations and legal principles. The Agency strives to deal with each of its cases within 120 days. However, it may take more than 120 days to issue a decision due to the complexity or particular circumstances of a case. For more information, consult the Agency's Process for Making Decisions at: http://vmw.cta.gc.ca/eng/decisions Decisions and appeals An Agency order or decision is binding upon the parties and remains in effect until it is amended or rescinded. However, any order or decision may be: ® reviewed by the Agency if there are new facts or circumstances; ® appealed to the Federal Court of Appeal on a question of law or jurisdiction, within one month of the date of the order or decision; and ® amended or rescinded at any time if a petition is filed with the Governor in Council. Confidentiality All documents filed with the Agency become part of the public record unless otherwise ordered by the Agency. A party may make a claim for confidentiality in accordance with the Agencys General Rules. Canadian Transportation Agency 4 t For more information Canadian Transportation Agency Ottawa, Ontario K1 ON9 Telephone: 1.-888-222-2592 TTY: 1-800-669-5575 Facsimile: 819-997-6727 E-mail: info @otc-cta.gc.ca Web site: www.cta.gc.ca i Canadian Transportation Agency 5 i Municipality of Clarington Capital Budget Summary by Department 2013 Department/Project Gross Cost Revenue External Reserves Reserve Development DC Debt Debentures Fund Financing Funds Charges 32-330-12108 Green Road Grade Separation 8,000,000 (8,000,000) 32-330-12119 Wilmot Street Reconstruction 410,000 (310,000) (100,000.) 32-330-13102 Concession Road 3(#57 to Middle Rd) 90,000 (9,702) (80,298) 32-330-13105 Trulls Road Reconstruction(George Reynolds Dr to Daiseyfie 386,000 (158,646) (227,354) 32-330-13106 Trulls Road Reconstruction(Daisyfield Ave to Billet Gate) 480,000 (197,280) (282,720) 32-330-13108 Railway Level Crossing Improvements 75,000 (75,000) 32-330-13110 Energy Drive Streetscape 100,000 (100,000) 32-330-13111 Concession Road 3(Liberty St to Jollow Dr) 37,000 (4,836) (32,164) 32-330-13112 Bernard Street Reconstruction 36,000 (36,000) 32-330-13113 Odell Street Reconstruction 72,000 (72,000) 32-330-13114 Grady Drive Environmental Assessment Completion 35,000. (35,000) 32-330-13116 George Reynolds Drive Connecting Link 30,000 (30,000) 32-330-13117 Energy Drive Extension 60,000 (60,000) 32-330-13122 First Street Surface Asphalt 23,000 (23,000) 32-330-13123 Third Street Surface Asphalt 31,000 (25,730) (5,270) 32-330-14101 Concession Road 3(Middle Rd to Liberty St) 67,000 (9,065) (57,935) M Total 330 RDS&STRUCT. _ 13,445,512 (814,646) (100,000) (3,013,367) (1,517,499) (8,000,000) 0 D 331 S/WALKS&WALKWAYS '0 32-331-05102 Sidewalk Replacement-Unspecified 200,000 (200,000) N =p 32-331-12104 Osborne Road Sidewalk 42,000 (1,651) (40,349) M 32-331-13101 Ener Drive Sidewalk z 9Y 64,000 (64,000) � 32-331-14102 Prestonvale Sidewalk(N of Bloor) 5,000 (5,000) N 32-331-15103 Trulls Road Sidewalk(Nash to George Reynolds) 155,000 (155,000) Total 331 S[WALKS&WALKWAYS 466,000 (200,000) (64,000) (1,651) (200,349 332 TRAFFIC SGLS 32-332-13102 Longworth Ave Intersection Pedestrian Signal(at Brooking St 85,000 (85,000) Total 332 TRAFFIC SGLS 85,000 (85,000) Municipality of Clarington 224 Capital Projects Project 32-330-12108 Green Road Grade Separation Version Ca ital Plan Year 2013 eepartment JENG. SERVICES Sub-Department IRDS & STRUCT. :. ®escnption; Pro,ect Descripfii®n - Work involves the construction of Green Road to an urban standard with sidewalks, curb and gutter, street trees, street lights, in addition to the required grade separation at the CPR. Final design for the grade separation requirements will be dependent on the extension of GQ Train service to Bowmanville and long term planning needs of CPR. Depending on final design CPR and Metrolinx may be contributing to the funding of this project. Location Aspen Springs Drive to Boswell Drive, Bowmanville. yr Total 201 3014 2015 201& 2017.M 2018 2019 Expenditures Contract Admin. 700;000 700,000 Design 500,000' 500,000 Construction 6,800,000 6,800,000 8,000,000 8,000,000 Expenditures Total' ; 8,000+000 8,000,000 C Funding DC Debt DC Debt 8,000,000 8,000,000' 8,000,000 8,000,000 Funding Total ------------- Attnbtlte - Value,,.; COno meht;_7, 'Department ENG.SERVICES, !Sub-Department RDS &STRUCT. Project Approval Not Approved Location' ;Ward 2 '.•Project Classification New Program/Activity `DC Reference No. 'DC#135 Road Segment No. Expected Useful Life :Project Manager Municipality of Clarington 225 Capital Projects Project 132-330-12108 Green Road Grade Separation Version lCapital Plan Year 2013 Department JENG. SERVICES Sub-Department IRDS & STRUCT. T.- r.v. e JAJennyB12013 Budget132-330-12108Jpg w n ON ORES A 0 <0 O:Z-- 52-,Z LU WW N it— M CL) (9 Z 0 1 J PRINCE WILLIAM.B)ULEVARD RUSTWOOD ST 8 0 O A. RTWELLAVEN P ❑ PANDLER qT BONNYCASTLEDR ESTONWAY DR- WBRIDE AVENUE ❑ UIF BAGNELL HIGGONST B O T GREEN ROAD GRADE SEPARATIONaF ATTACHMENT 3 EGD-020-16 �eading the Way MEMO TO: Jerry Barber, Purchasing Manager FROM: Ron Albright, Manager, Infrastructure and Capital Works DATE: October 30, 2013 RE: Green Road and CPR Grade Separation, Bowmanville CL2013.26 The Engineering Services Department has reviewed the submissions for CL2013-26 and offers the following comments: The limits of the project are Green Road from Aspen Springs Drive to Boswell Drive including the replacement of the Canadian Pacific Railway Company (CPR) rail bridge over Green Road. The extent of the rail works extends 260 m east of Green Road and 265 m west of Green Road due to the temporary diversion of the railway during construction of the new bridge. The completion of Green Road and the rail bridge over the road have long been identified as a key improvement to the West Bowmanville transportation network and will significantly improve both vehicular and pedestrian access at this location as well as relieving some of the traffic from Regional Road 57, The public was consulted during the Municipal Class Environmental Assessment process that was undertaken In 2004 for Green Road and the CPR bridge. Work was originally scheduled for construction in 2007 but was delayed with the Metrolinx (GO) announcement that they were undertaking an Environmental Assessment for the extension of rail service to Bowmanville. The rail extension EA has been completed and Metrolinx has the extension project identified in their "Next Wave" but no definitive date has been established or monies committed to the extension of GO rail service to Bowmanville, As the Green Road link is a vital part of the road network in the area and considering the amount of growth that has happened and that is planned for the near future the Municipality of Clarington needs to move forward with the project and as such the work was included in the 2013 Capital Budget approved by Council and has been tendered. The proposed design Is a full urban section consisting of two lanes for vehicular traffic(1 in each direction) and a bicycle lane on each side of the road. The CPR rail bridge is designed to accommodate four lanes of vehicular traffic in the future as well as being able to accommodate future rail expansion along the corridor. Considering the importance of this link to pedestrians, the contract also includes for the provision of a temporary pedestrian path that will connect Green Road to Clarington Boulevard via an existing bridge east of Green Road, Additionally a parking lot is proposed for park users as a result of the informal parking area on Green Road just south of Boswell Drive no longer being available once the road is constructed, Green Road and CPR Grade Separation, 8owmanville CL.2013-26 Page 12 October 31, 2013 Based ori references checked, review of past relevant experience, interview with the low bidder on October 25, 2013 and supplemental Information provided by the low bidder, the Engineering Services Department feels that Harvie Construction Inc. (Harvie), which did submit the low bid, does not meet the minimum experience requirements set fourth in the tender documentation .requiring a minimum of five years of relevant experience, 70% to 80% of the project relates directly to rail items and Harvie has failed to provide any documentation that supports it having the necessary rail related experience to effectively undertake this project. Additionally Harvie has only been in operation for just over two years. In addition to the lack of documentation supporting any rail experience there were several items in the bid submitted that staff feel further substantiates that Harvie did not fully understand the scope of the work. A few examples of this are as follows: Item $1 — Remove and Dispose of EXIstinq Structure--This item includes the removal of the existing structure, transportation of the existing steel bridge in one piece to Toronto and excavation of existing soil as necessary to construct the new bridge. Harvie's bid for this item is 77% lower than the average price bid. Considering the excavation alone for this item of 4,500 m3, we feel that their bid does not adequately account for the full extent of the work required under this item. They have subsequently stated that their interpretation was that the excavation expected under Item 81 was covered under Item 132 — Earth Excavation for Structure Foundations which is a Plan Quantity Item (fixed volume) of only 250 m3. The specifications clearly state that Item B2 is not for the excavation in Item 131. Item 1311 — Bridge Deck Waterproofing, -- Harvie's bid for this item is 70% lower than the average bid for the Item. item H2 -- Bonds Insurance and Maintenance Security — Harvie has bid an amount that is 78% higher than the average price bid for this item and this number appears to be skewed unreasonably high. Item H4—Precondition SuryHarvie's bid for this item was roughly eight times higher .than the average price bid, For the above noted reasons Engineering Services Staff recommend that the bid submitted by Harvie Construction Inc. be rejected and the contract be awarded to the next lowest bidder submitted by Toronto Zenith Contracting Limited (Zenith) be awarded the contract. Upon reviewing the tender and references provided by zenith and some additional direct follow Lip with Canadian National Railway and Canadian Pacific Railway Company, Engineering Services staff feel that zenith has met the experience requirement to undertake this project and therefore recommend that they be awarded the contract in the amount of $4,627,307.00 excluding HST ($4,708,787,60 net of HST rebate). Green Road and CPR Grade Separation, Bowmanville Ct_2013-26 Page 13 October 31, 2013 As this project was initiated by the Municipality of Clarington in order to construct Green Road a cost sharing arrangement of 85/15 Road Authority/Railway as set out in the "Apportionment of Costs of Grade Separations"from the Canadian Transportation Agency has been agreed to with the Canadian Pacific Railway Company for the railway related items in the contract, The road construction items are 100% the responsibility of the Municipality. Due to past experiences on similar projects involving rail works, a contingency amount of 15% is carried forward. Therefore based on the above and the railway cost sharing arrangement, including design and tender fees, contract administration fees, utility relocation, track works by Canadian Pacific Railway Company, rail flagging, net HST costs, and contingencies, the Engineering Services Department advises of the following total project cost breakdown: 110.32-330- xxx-xx-xxx- Account No. 83421-7401 xxxxxx-xxxx Budget Amount $ 8,002 000.00 $ 963,800,00 $ 8,963,800.00 Construction (excluding HST) Based on Low Bid $ 4,048,842.80 $ 578 464.20 $ 4,627,307.00 Design, Tendering and Contract Administration, Utility Relocation, Rail Works by CP, Rail Flagging, net HST, and Contingencies $ 2,339,757.20 $ 385,335.80 $ 2,725,093.00 Total Project Value,(Clarington Share) $ 6,388,600.00 $ 963 800.00 $ 7,352,400.00 Estimated Unexpended Bud et $__1,611,400.00 $ - $ 1,611,400.00 Additional Funding Required $ - $ - $We recommend the report to Council move forward based on the above apportionments. Should you have any further questions, please feel free to contact me. Ro Albright, P. En . M nager, Infrastr cture and Can!tal Works RA/jb Pc; Will MoCrae, P. Eng., Manager, Cobourg Office,AECOM Nancy Taylor, Director of Finance A.S. Cannella, Director of Engineering Services Green Road and CPR Grade Separation, Bowmanville CL2013-26 Page 14 October 31, 2013 N Muce William Dr wE' n [� aun cF tleMI)I•, W®►i lYl�lY_t/I , GREENGRAD AD�SEPARA7ON NAND 11^Deparlment\Capital Works120131CSR.Green Rd.llTenderlMemo to Purchasing re render Award CL2013-26- Green Road and CPR 8ridge.doc /{ /S/r AECOM 9053722.121 tot ,�+►Z /��, M 6130tvlslonStreet' 9053723621 fox Cobourg,onterlo KOA 506 w1Y Y,wom,com October 30,2013 Mr,A. S.Cannella,C,E.T, Director, Engineering Services The Municipality of Clarington 40 Tomperanco Street BOWMANVILLE,Ontario L1C 3A6 Dear Sir: Project No: 60291486 Regarding: Green Road 1 CPR Grade Separation and Green Road Construction,Bowznanville Contract No,CL201346(the"Contract"),Municipality of Clarington Tenders for the above project were opened at the Municipal Offices on Tuesday,October 22,2013 at 2:15 p.m, A list of the bids received is provided In the table below: Iti'dI j3� d_:' li� E�• •Sf',3�, t i ja i I :l !)t {{ I ,�• I C, P . 33 j4wSZ�, Harvle Construction Inc. $5,021,969.55°° $4,522,439.13" WOODBRIDGE,Ontario Toronto Zenith Contracting Ltd. CONCORD,Ontario $6,228,856.91 $4,708,747.60 Ellrpa Construction&Materials Ltd. $5,388,943.42 $4,852,910.47 PICKERING Ontario Aecon Construction and Materials Ltd, TORONTO, Ontario $5,457,462,42 $4,914,613,94 Dagmar Construction Inc, $5,609,492,71 $6,051,521.93 MARKHAM,Ontario _ PCL Constructors Canada Inc. MISSISSAUGA,Ontario $5,885,603.63" $5,300,168.37" Esposito Bros. Construction Ltd, r NOBLETON,Ontario $5,928,153.59; $5,338,485.92 Soncin Construction Corporatlon CONCORD Ontario $6,034,813.59 $5,434,536.56 Cruikshank Construction $6,055,495.58* $5,463,161,33` MORRISBURG,Ontario Kapp Contracting Inc, $6,615,441.15 $5,957,409.66 VAUGHAN Ontario Hard-Co Oonstruction Ltd. WHITRY,•Ontario $6,919,681,11 $6,231,387,16 CL2013.20 Tendu Anal lette•.7c+onui28n1YANN-Oar XOM Page 2 pctober 30,?.013 31 -I I=I•�1�131 t$ I � �F. P I. � I. f,rl �r a;<.1 �t� ��;i r��°'�I<����;� ��,` I, (, �p •`�py'i2}� :i;L�'�� I {,�•s' Y,.�h,�'>:+� . `n��I ' M _� '�I ��I ,Y ilt+ti�rr�'�tl���I}���nr����!�r� 4;I�?�.t�I�,`u�; •;I"fi:�i�t�'r. �t'!!�!� •.AI�� I#�,�-.=.� !fs������''u'I�,'i^�h��.�'iE Dufferin Construction Company OAKVILLE,Ontario $7,060,763.87 $6,358,436.56 Facca Inc. RUSCOM,Ontario $7,$60,125.05" $5,623,020.68' Clearwater Structures )no. $7,546,947,34- $6,795,359,30 AJAX,Ontario Taloulatton Error Thd Municipality of Cfarington's Purchasing Department(the"Purchasing Department') reviewed all olds to confirm compliance with the Clarington Purchasing By-Law, All bids wore deemed compliant ; by the Purchasing Department. Calculation errors were noted by Ciarington on the bids received from Harvie Construction Inc., PCL Constructors Canada Inc., Esposito liras,Construction Ltd,, Crulkshank Construction, Facca Inc.and Clearwater Structures Inc, The calculation errors did not affect the order of the bids as listed above,The values noted above represent the corrected amounts. Harvle Construcllon'Inc,(Harvie)is the lowest bidder. AECOM Canada Ltd. ("AECOW)has reviewed the three lowest bids and confirmed the bid values noted above, As requested by the purchasing Department,references were checked for the low bidder and second low bidder,The references provided by Harvle were contacted and Indicated that Harvie had not completed projects of similar scope, Specifically,none of the projects referenced Involved"Rail Related Works",On Friday October 26,2013,Clarington and A£COM staff met with Harvie staff to review anomalies in their bid and request additional Information demonstrating experience with"mail Related Works I-larvie provided additional information that did not address all the bid anomalies or the Contract requirement for demonstrating experience on projects with `Rail Related Works". Bid anomalies of particular concern related to prices bid for Items A24, B1, 1311, H2 and H4 that when compared to the average price bid for these Items by the other 13 bldders,seemed Irregular: References were contacted for Toronto Zenith Contracting Ltd.,the second low bidder, and references stated that Toronto Zenith Contracting Ltd.has satisfactorily completed projects with"Rall Related Works"of similar scope and value to this project Should funding be available for this project,and the Municipality not elect to proceed with awarding the Contract to Harvie Construction Inc.,we are not aware of any reason why the Municipality would not be entitled, in Its sole disoretion,to award the Contract to Toronto zenith Contracting Inc. In the amount of$4,708,747,60(Inclusive of Net HST)subject to all provisions of the Clarington Purchasing Bylaw being met A.COM Page a 0owbor 30,N13 Bid Cheques or Bid Bonds shall be retained for Harvie Construction Inc.,Toronto zenith Contracting Ltd, and Elirpa Construotlon& Materials Ltd, until the Contract has been executed, Should you have any questions regarding this matter, please contact the undersigned, Sincerely, AECOM Canada Ltd. Will McCrae, P,Eng, Manager,Cobourg Office wilixnooraeftecom,com WMres enol. co; Mr.Ron Albright,P.Eng„Manager of Infrastruoluro and Capital Works,Muniolpailly of Glarington(via small) CUM-20 TandWA.OrJ 4gik!•TOtpf3�7.Ni;irfl�Ar..0oa Munlclhality of Clarington Green Road!CPR Gracie Soparatlon and Groot)Road Construction,13owmanville Cosi Apportionment based on Second Low Old•Toronto zenith Contracting October 30,2013 Conlraot No.CL2013-26 AECOM Pro ecl It 60281486 Municipality of Clarington CPR Dosorlptlon 101111 Green Road Grado 86116 Contribution Comments e r I n Project ID1Accoant Number _ 1110.32.330.83421.7401 xxx•xxx•xxx Construoltoa Costs Contrast C42013.26 Total Pad'A:Track Diversion $ 529.553.00 S 438,617.65 $ 91,035.45 iTotalPad'l3':Structure $ 2,587,251.00 8^ 2,191,663.35 $ 395,6$7.05 ^ Total Port'C':Track Relnslatemont S 103,774.00 $ 141,417.90 $ 42,356.10 Total Part'D'•Green Road Civil Mrks $ 029,084.00 $ 829,084.00 $ Total Part'E'-Electrical S 20,820.60 $ 20,620.00 S TotalPort'P-Green Perk-Parking Lot S 137,805.00 $ 137,895.00 Total Part'G'•landscaping ~+ $ 9,036.00 $ 9030.00 $ Sub•Tolal Constn-.doa(Exch General[toms) $ 4,297,407,00 $ 3,768,427.80 $ $28,974.20 PART'H':General Items S 329,900.00 $ 280,415.00 $ 49.465.00 J Total Construction w $ 4,627,307,00 $ 4,048,842.80 $ 578,404,20 _ AECORt Doslgn Project Number:60281486 _ Design,Tendering and Approvals -{ Commencement to October 25,2013 $ 212,020,65 $ ^ _ 186,217.65 $ 31,803,10 Total Design,Tondodng and Approvals _ $ 212,020,66 $ 160,217.65 S W 31,803,10 — Construction Adnlhiletration,Mallotion and Maloriafs Testing Construction Administralioo,inspection and Materials TestTno $ 370,184.56 $ 314,656.86 $ 65,527.68 Estimate — W Total Construction Administration,Inspection and Materials Toelin $ 370,184,60 $ _ 314,860,80 $ 56,627.68 Olhor costs Rogers Fibreoptic Relocalion(Estimated) $ 10,000.00 $ 8,600.00 $ 1,500.00 Estimate Hydra Relocalion S 23,125.03 $ - 23,126.03 $ — HydrooneFOmate Temporary Track 0111ersion and Reinstatement of Mainline 3 797,693.00 $ 677,954,05 $ 119,638.95 P.O.No.07898 Environmental So l tnvesligalion•Golder Associaias $ 3,400.00 $ $,400.00 $ P.O.Pending _ Flagging for Soils invostigabon for Track Diversion $ 4,260.00 $ 3.612.60 $ 637.50 P.O.No.07800 T Soil InyesGgallon for Track Diversion $ 26,500.00 $ 22,525.00 $ 3,975.00 P.O.No.07833 CPR Permit roe and Rovie.vof Doslgn $ 80,390.00 $ 75,981.60 $ 13,408.50 P.O,No.07676 Confirmation of Property Boundary at CFR/Green Road $ 5,360.60 $ 4,556.00 $ 804.00 P.O.No.07654 Flagging(of Duration o1 Pfgacl{11 months) • $ 374,000.00 $ 317,900.00 S `8,100.00 P.O.No.07057 Total Other Costs $ 1,333,610,03 $ 1,137,664,08 $ 108,083.06 Additional Project Costo -- 1.76%llnreeoverable HST(excl.contingencies) $ 115,159.09 $ 99,990,37 $ 15,168.72 W15%CONfWenciee(Inc.1.76%unfecove(aNOHST) - S 694,110.67 $ 607,338.32 $ 86,772.35 it-for Rounding -- Total Estimatod Project Cost $ 7,$62,400.00 $ 61388,800.00 $ 903,800.00 Budgot Amount T $ 8,963,800.00 $ 0,000,000,0-0-Fs 903,800.00 CPR Coninbullon ss Def Grade Separation Agreement Undod(Ovor)Badget Amount $ 1,611,400.00 $ 1,011,400.00 0.00 All costs exclude H S.T except whore indicated