UT_FLAP_3108(1)_Final_Hyd_Report.pdf

TR1011161141BOI III

Contents Section Page

Acronyms and Abbreviations .............................................................................................................. v

Introduction ................................................................................................................................... 1-1

1.1 Existing Conditions ........................................................................................................... 1-3

1.1.1 General................................................................................................................ 1-3

1.2 Floodplain Investigation ................................................................................................... 1-8

1.3 Wetlands .......................................................................................................................... 1-8

Drainage Design Criteria and Methodology ..................................................................................... 2-1

2.1 A. General ........................................................................................................................ 2-1

2.2 Hydrologic Analysis .......................................................................................................... 2-1

2.3 Hydraulic Analysis ............................................................................................................ 2-1

2.4 Roadside Ditches .............................................................................................................. 2-2

2.5 Pavement Drainage .......................................................................................................... 2-2

2.6 Erosion Control ................................................................................................................ 2-3

2.7 Miscellaneous .................................................................................................................. 2-3

Hydrologic Analysis ........................................................................................................................ 3-1

3.1 Major Basin Analysis ........................................................................................................ 3-1

3.2 Minor Basin Analysis ........................................................................................................ 3-1

Hydraulic Analysis .......................................................................................................................... 4-1

4.1 Major Crossing Analysis and Design ................................................................................ 4-1

4.2 Minor (15 to 36-inch Diameter) Culverts ......................................................................... 4-1

4.3 Culvert Material Selection ............................................................................................... 4-1

4.4 Curb Sections and Inlets .................................................................................................. 4-2

4.5 Ditches ............................................................................................................................. 4-2

Recommended Improvements ........................................................................................................ 5-1

5.1 Minor (15-to 24-inch Diameter) Culverts ........................................................................ 5-1

5.2 New Culvert Locations ..................................................................................................... 5-1

5.3 Storm drain ...................................................................................................................... 5-2

5.4 Ditches ............................................................................................................................. 5-2

5.5 Sub drains ........................................................................................................................ 5-2

Erosion and Sediment Control ........................................................................................................ 6-1

6.1 Construction BMPs .......................................................................................................... 6-1

6.2 Permanent BMPs ............................................................................................................. 6-1

References ..................................................................................................................................... 7-1

Appendixes A Existing Culvert Inventory B FEMA Floodplain Mapping C On Site Calculations D Inlet Capacity Calculations E Spread Calculations F Riprap Sizing Calculations

CONTENTS

IV TR1011161141BOI

Tables

Table 2.1. Ditch Drainage Design Criteria

Table 2.2. Pavement Drainage Design Criteria

Table 2.3. Storm Drain Design Criteria

Table 4.3. Soil Testing Results

Figures

Figure 1. Cascade Springs Road Location Map and Vicinity Map.

Figure 1a. Cascade Scenic Drive Location Map and Vicinity Map

Figure 2. Typical Culvert Entrance - west portion of Cascade Springs Road

Figure 3. ATV offtracking in a minor drainage

Figure 4. Typical Existing Cut Ditch

Figure 5. Plugged Culvert in Cascade Scenic Drive Segment

Figure 6. Existing Pipe Rundown in Cascade Scenic Drive Segment

Figure 7. Clear Pipe with Some Rust in Cascade Scenic Drive segment

TR1011161141BOI V

Acronyms and Abbreviations ADT Average Daily Traffic

ATV all-terrain vehicle

BMP best management practices

CFLHD Central Federal Lands Highway Division

CMP Corrugated Metal Pipe

FEMA Federal Emergency Management Agency

FR Forest Road

HW/D headwater depth/diameter

MP Milepost

PPDM Project Development and Design Manual

SR State Route

WSEL water surface elevation

SECTION 1

TR1011161141BOI 1-1

Introduction This Final Hydraulics Report describes the hydrologic and hydraulic design recommendations for improvements to Cascade Springs Road (Phase 1) and Cascade Scenic Drive (Phase 2). Since the October 2016 30 percent design submittal, the 7 mile Cascade Scenic Drive segment was added to the project.

Cascade Springs Road is located in Wasatch County, Utah, and lies within the boundaries of Wasatch State Park. It provides access to Cascade Springs Campground and the Uinta-Wasatch-Cache National Forest. Cascade Scenic Drive is mostly in Wasatch County, while approximately 400-feet of the west end is in Utah County. Cascade Scenic Drive is entirely in Uinta-Wasatch-Cache National Forest. See Figure 1 and Figure 1a for Location Map and Vicinity Map.

Cascade Springs Road is classified as a rural minor collector road with low average daily traffic (ADT) and is maintained by Wasatch County. The general terrain of the route is mountainous with very steep cut and fill slopes. The beginning 0.8 miles of the alignment is paved with an aggregate base surface and the remaining 4.3 miles is surfaced with gravel base. Cascade Scenic Drive is classified as a rural minor collector road with low ADT, and is also maintained by Wasatch County, including the 400-feet in Utah County. The general terrain of this route is mountainous with steep cut and fill slopes. The entire 6.8 miles of Cascade Scenic Drive is a paved surface with an aggregate subbase.

The project proposes reconstructing the full length of Cascade Springs Road with areas of roadway realignment to provide two 11-foot travel lanes and 1-foot shoulders from Cascade Springs Campground to the intersection with Route 220. The addition of Cascade Scenic Drive to this project improves Forest Road (FR) 114 from Cascade Springs to the intersection of State Route (SR) 92. Improvements include full depth surfacing reclamation, repaving, and drainage improvements for the entire route.

The majority of the proposed Cascade Springs Road reconstruction will closely follow the existing road, with minor realignments, as appropriate, to improve safety and minimize impacts. The roadway realignment will be focused on the steepest section of road on the west end of the section.

Improvements will require the addition of minor retaining walls, reinforced soil slopes and areas of roadside ditch or curbing to accommodate a constant typical pavement section, while minimizing cut and fill. New culverts as well as culvert replacements will be necessary, and new signing and striping will be added.

The Cascade Scenic Drive project will follow the existing alignment, with minor realignments as appropriate, but with improvements limited to the existing roadway bench. Proposed improvements will include full depth surfacing reclamation, paving, removal and addition of curb at select locations, culvert replacement at certain locations and signing and striping. The addition of new culvert locations along this section of the project will not be required.

SECTION 1 – INTRODUCTION

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Figure 1. Cascade Springs Road Location Map and Vicinity Map

Figure 1a. Cascade Scenic Drive Location Map and Vicinity Map

Begin Phase 1 Station 82+66

End Phase 1 Station 368+37

Mountain Pass Station 140+00

Project Location

Project Location

Begin Phase 2 Station 400+00

CASCADE SCENIC DRIVE

End Phase 2 Station 740+36 Begin Phase 1 Station 82+66

CASCADE SPRINGS ROAD

TR1011161141BOI INSERT LEGAL ENTITY (IF APPLICABLE) 1-3

1.1 Existing Conditions

1.1.1 General

Cascade Springs Road: From a drainage perspective, this segment of the project can be divided into two segments, located west and east of a mountain pass. The first segment, from Milepost (MP) 7.2 to MP 8.0, drains east to west and includes the currently paved portion of the project. At MP 8, the roadway crosses a pass and from MP 8 to the end of the project at MP 12.3, the drainage is primarily from northwest to southeast. This portion of the roadway east of the pass is currently surfaced with gravel base.

There are five existing culvert crossings located in the west roadway segment. These culverts primarily provide relief of roadway ditch flow. These culvert installations typically include hand-placed sandstone headwalls as shown in Figure 2 and are all 28-inch by 20-inch corrugated metal pipe (CMP) arch culverts.

These culverts are in fair to good condition and are generally partially filled with sediment and debris.

Rust, in existing culverts is minimal, however, they have experienced some damage including deformation, settlement and in one case a puncture.

In the east portion of the Cascade Springs roadway segment, there are two existing culvert crossings. A single 24-inch smooth wall corrugated plastic pipe located at Sta. 279+50 provides conveyance of the largest of the drainages crossing the roadway. This culvert is in good condition and, according to Wasatch County personnel, was installed around 2010. The remainder of the drainages crossing the roadway in this segment are not conveyed across the roadway via any culvert structure. An 18-inch diameter CMP located at the end of the project provides relief of roadway ditch flows only (minimal offsite flows) and is mostly filled with sediment.

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Figure 2. Typical Culvert Entrance – west portion of Cascade Springs

There are no major drainage structures (vertical opening greater than 48 inches). General culvert condition was assessed during an initial project field visit made on July 13th and 14th of 2016. See Appendix A for a culvert inventory and condition assessment.

Evidence of roadway overtopping was observed at Sta. 279+50. According to Wasatch County personnel, because of roadway overtopping damage, the 12-inch CMP at this crossing was replaced with a 24-inch corrugated plastic pipe around 2010. Overtopping since that time has not been observed. Evidence of roadway overtopping was also observed at the drainage crossing at Sta. 299+00. This crossing does not contain an existing culvert. Wasatch County representatives did not recall any other history of drainage issues such as washouts or overtopping.

Drainage areas contributing to existing culvert crossings are small (less than 150 acres) and have similar basin characteristics; they are steep and lightly to heavily covered with scrub-oak, sage and short grasses. Except for one, none of drainages located on the east road segment have culvert conveyance.

In general, drainage from the west segment of the project drains east to west and then south to Deer Creek, Provo River, Utah Lake and ultimately into the Great Salt Lake. In general, the discharge from the east segment of the project area is to Provo River and Deer Creek Reservoir. Deer Creek Reservoir ultimately flows to Utah Lake via the Provo River.

The existing roadway is used heavily by all-terrain vehicles (ATV’s). Many of the existing drainage crossings include an off-track ATV trail.

TR1011161141BOI INSERT LEGAL ENTITY (IF APPLICABLE) 1-5

Figure 3. ATV off-tracking in a minor drainage

Roadside ditches within existing cut sections are poorly defined or have been filled in overtime and have reduced, or no capacity. This appears to be a result of grading and erosion of the existing roadway base combined with rockfall and limited erosion of the existing cut slopes.

Figure 4. Typical Existing Cut Ditch

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Cascade Scenic Drive: The 6.80-mile route of Cascade Scenic Drive consists of 57 culvert crossings. A general drainage feature condition assessment was performed for this segment during a field visit held October 24-26, 2017. There are six major culvert crossings (size 48-inch or larger) along the route. The major culverts are in good condition and free of sediment deposition. There are two pipe rundowns along the route. These are clear and in good condition.

Figure 5. Plugged Culvert in Cascade Scenic Drive Segment

Figure 6. Existing Pipe Rundown in Cascade Scenic Drive Segment

TR1011161141BOI INSERT LEGAL ENTITY (IF APPLICABLE) 1-7

Drainage areas contributing to the majority of existing culvert crossings are small (less than 150 acres) and have basin characteristics similar to the Cascade Springs segment; they have steep to moderate inclines along with rolling slopes and are lightly to heavily covered with trees and short grasses. The drainage areas of the remaining culvert crossings are large (greater than 150 acres) and have similar basin characteristics to the small drainage areas. In general, drainage flows southeast to Provo Creek, Utah Lake and ultimately into the Great Salt Lake.

Rust was observed on the bottom third of the majority of the existing culvert crossings, though most are clear of debris and otherwise in good condition. These culverts will not be replaced unless it is warranted by results of soil corrosivity testing.

Figure 7. Clear Pipe with Some Rust in Cascade Scenic Drive segment

Existing ditches along Cascade Scenic Drive are heavily vegetated with grass, and many are filled with sediment and mulch. Some of these ditches are still functional, though not to the intended capacity, while other existing ditches are non-functional.

In locations along the route where the roadway is superelevated, there is an existing asphalt curb on the low side of the superelevation. The majority of the curb is functional and in good condition, however some of this curbing has sunk and is marginally functional due to embankment sloughing.

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1.2 Floodplain Investigation

The project is not located adjacent to or within a Federal Emergency Management Agency (FEMA) mapped flood hazard area. All of the Cascade Scenic Drive segment and the majority of the Cascade Springs Road segment is located on FEMA Map number 49051C0251E, while the remaining east portion of Cascade Springs Road is on FEMA Map number 49051C0250E. See Appendix B for the project area FEMA maps.

1.3 Wetlands

A wetland delineation has been performed as part of the Environmental Compliance Study and resource report preparation. One wetland was identified within the Cascade Scenic Drive segment at approximate station 480+00. This wetland is within the survey limits but is outside the limits of construction.

SECTION 2

TR1011161141BOI 2-1

Drainage Design Criteria and Methodology

2.1 A. General

The drainage design for the project will be in accordance with the Federal Lands’ Project Development and Design Manual (PDDM) Chapter 7.

The full length of both segments of the roadway is classified as a Rural Minor Collector road. The projected ADT for the Cascade Springs segment is 425, and the roadway is not designated as a critical access road. The projected ADT for the Cascade Scenic Drive segment is 360 to 600 with a seasonal value of 600 to 1200 vehicles per day and the roadway is also not designated as a critical access road.

Along Cascade Springs Road numerous drainages cross the existing roadway, however most of them do not have culvert installations. A project site visit taken in July of 2016 revealed evidence of overtopping of the roadway at two locations. Wasatch County forces installed a 24-inch CMP at one of the locations and reported that they were unaware of any roadway overtopping since the culvert was installed.

Along Cascade Scenic Drive all drainages crossing the roadway are conveyed through existing culverts.

During a project site visit in October of 2017, field observations did not reveal any signs of roadway overtopping along the route. The existing culverts appeared to be adequately sized.

2.2 Hydrologic Analysis

The existing terrain along both routes is steep and lightly to heavily wooded with scrub oak, sage brush and short grasses. Drainage areas contributing to existing crossings along Cascade Springs Road are small (less than 150 acres). Due to the small drainage size and very little history of overtopping, no offsite hydrologic analysis was performed to determine peak design flows. Onsite hydrology of the roadway in the Cascade Springs segment was performed in areas where curb is proposed..

Along Cascade Scenic Drive, most drainage areas are small (less than 150 acres), however, there are a few drainage areas that are large. Runoff from these large drainage areas are conveyed by major culverts, typically in high (20 ft or more) fill situations. There is no history of overtopping or observed overtopping along this route, therefore, no hydrologic analysis was performed to determine peak design flows.

2.3 Hydraulic Analysis

Since peak flows were not be developed, determination of inlet vs. outlet control and development of headwater depth/diameter (HW/D) and hydraulic grade lines were not made. Project minimum pipe sizes will be used.

Culvert inverts on the west slope of Cascade Springs Road should match the drainageway elevations but may be as flat as 2.0 percent where pipe cover is an issue. Culverts on the east slope can be as flat as 2.0 percent in order to minimize excavation and reduce outlet velocities of storm water onto the existing steep terrain. Culvert replacements along Cascade Scenic Drive will be installed at the same invert elevations as the existing culverts.

New culverts shall have a minimum service life of 50 years. The gage of pipe shall be of a thickness to achieve the required minimum service life. Plastic pipes shall not be used due to the potential for wildfire damage.

SECTION 2 – DRAINAGE DESIGN CRITERIA AND METHODOLOGY

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Per the project scoping for Cascade Springs Road, and except in situations where the limited available cover cannot be mitigated, new culvert and existing culvert locations will be replaced with 36-inch diameter culverts. Where shallow inlet conditions will not allow the use of 36-inch diameter culverts, 24–inch diameter culverts will be used. Minimum pipe size for ditch relief culverts will be 24 inches.

Per the project scoping for Cascade Scenic Drive, no minimum pipe sizes were declared. Culvert replacements match existing culvert size unless it is determined that a larger culvert will substantially improve existing conditions. Since there is no history of overtopping along this route, the main reason for upsizing existing culverts will be sediment deposition potential.

The need for outlet energy dissipation and permanent erosion control will be evaluated for all crossings.

The evaluation will be based on the culvert capacity at a headwater/Diameter (HW/D) of 0.5. Final designs for outlet energy dissipation will be based on Central Federal Lands Highway Division (CFLHD) standard for placed riprap or recommendations for energy dissipation based on recent designs in steep terrain.

2.4 Roadside Ditches

Cascade Springs: Roadside ditches are anticipated in cut situations without curb. Design and stabilization of roadside ditches shall comply with FHWA’s HEC 15. Roadside ditches will primarily outlet to existing or proposed cross drains, however, ditch relief culverts may be required. Design shall comply with criteria shown in Table 2.1.

Cascade Scenic Drive: Existing roadside ditches have been evaluated for drainage issues and ditches will be reconditioned where needed due to sediment deposition or debris. Ditch capacity was not evaluated for this section.

Table 2.1 Ditch Design Criteria

Topic Capacity Design Event Min. Slope Ditch Relief Culvert Min. Size

Water Surface Elevation

Ditch Drainage 10-year 0.5% 24 inch diameter Not to exceed bottom of roadway aggregate base layer

2.5 Pavement Drainage

Cascade Springs: The roadway will continue to sheet flow through the majority of the project corridor.

The addition of curbed roadway sections is proposed in limited sections to minimize cut slope impacts.

The curbed section requires inlets and storm drains to provide a drainage outlet at sump locations, where storm drainage depth is excessive, or upstream of superelevation transitions to minimize concentrated storm water flow across the roadway or icing. Design complies with criteria shown in Tables 2.2 and 2.3.

Table 2.2 Pavement Drainage Design Criteria

Topic Capacity Design Event Spread Depth Inlet Clogging

Pavement Drainage 10-year, 50-year in sumps Half of travel lane Curb height or 6-inches in sumps

50 percent in sump condition

SECTION 2 – DRAINAGE DESIGN CRITERIA AND METHODOLOGY

TR1011161141BOI INSERT LEGAL ENTITY (IF APPLICABLE) 2-3

Table 2.3 Storm Drain Design Criteria

Topic Capacity Design Event Min. Size Min. Slope

Storm Drains 10-year, 50-year in sumps 18 inch. diameter 2%

Cascade Scenic Drive: In general, pavement drainage on this section will not be quantified and no inlets are proposed. The project will perpetuate existing pipe rundowns where needed. Existing curbing, generally located on the low side of superelevated curves will be evaluated. Curbing will be replaced where damaged or where it has been lowered due to embankment sloughing or asphalt patching. In general, all existing embankment slopes have fully revegetated, reducing the need for curbing as a permanent erosion control measure. Curbing will be eliminated in cases where existing slope vegetation exists and where embankment sloughing and associated pavement damage is not occurring. Curbing will be replaced where stormwater sheet flows increase the potential for saturating the embankment.

2.6 Erosion Control

Temporary Best Management Practices (BMP) as shown in the standard CFLHD details will be used for control of sediment and erosion during construction. Pinned wire-enclosed riprap and loose riprap is anticipated as a permanent erosion control measure at new culvert outfalls.

2.7 Miscellaneous

Neither segment is within a mapped FEMA Floodplain. Neither a Conditional Letter of Map Revision (CLOMR) nor a Letter of Map Revision is required. Fish passage on the Cascade Springs segment will not be accommodated since all streams crossing the roadway are ephemeral. Fish passage will not be affected on the Cascade Scenic Drive segment as no major culverts are being replaced.

The portion of Cascade Springs Road on the west slope is paved. Increase in impervious surfacing in this area will be insignificant. Drainage from this portion of the project drains south to Deer Creek, Provo River, Utah Lake and ultimately into the Great Salt Lake. The surfacing improvement from a gravel base to a plant mix pavement within the portion of the project on the east slope will increase the amount of impervious surface in the project area. As such, the peak flows from the project will also increase. In general, the discharge from this portion of the project area is to Provo River and Deer Creek Reservoir.

Deer Creek Reservoir ultimately flows to Utah Lake via the Provo River. Increase in peak discharge due to project improvements on both west and east slopes will be insignificant and thus, will not be mitigated through detention or retention.

Roadway width will not be increased in the Cascade Scenic Drive segment of the project. This means that impervious area will not be increased and therefore there will be no associated increase in peak discharge due to project improvements. No detention or retention or permanent water quality features will be required.

SECTION 3

TR1011161141BOI 3-1

Hydrologic Analysis

3.1 Major Basin Analysis

Cascade Springs: No major drainage basins discharge through the segment.

Cascade Scenic Drive: Existing drainages have steep to moderate inclines along with rolling slopes and are lightly to heavily forested with areas of short grasses. Drainage areas contributing to some existing crossings are larger than 150 acres. The crossings are conveyed by major culverts (size 48-inch or larger), and these culverts are in good condition. There is no history of overtopping, and large culvert replacement is beyond the project scope, therefore, no hydrologic analysis has been performed to determine peak design flows.

3.2 Minor Basin Analysis

Cascade Springs: Existing drainages are steep and lightly to heavily wooded with scrub oak, sage brush and short grasses. Drainage areas contributing to existing crossings are small (less than 150 acres). Due to the small drainage size and very little history of overtopping, no offsite hydrologic analysis has been performed to determine peak design flows. The addition of curb along Cascade Springs Road requires onsite hydrologic analysis to determine peak flows. Onsite hydrology calculations can be found in Appendix C.

Cascade Scenic Drive: Existing drainages have steep to moderate inclines along with rolling slopes and are lightly to heavily forested with areas of short grasses. Drainage areas contributing to existing crossings are small (less than 150 acres). Due to the small drainage size and very little history of overtopping, no hydrologic analysis was performed to determine peak design flows.

SECTION 4

TR1011161141BOI 4-1

Hydraulic Analysis

4.1 Major Crossing Analysis and Design

Cascade Springs Road: There are no major crossings.

Cascade Scenic Drive: There are six major crossings along Cascade Scenic Drive. Replacement of these culverts is beyond the scope of the project, therefore no hydraulic analysis is needed.

4.2 Minor (15 to 36-inch Diameter) Culverts

Cascade Springs Road: Since offsite peak flows have not been analyzed for either roadway segment, determination of inlet vs. outlet control and development of HW/D and hydraulic grade lines have not been made. Project minimum pipe sizes have been used. See discussion in Section 2, Drainage Design Criteria and Methodology.

Minor culverts accommodating onsite roadway drainage have been analyzed to ensure that conveyance of the 10-year onsite design flows will be met.

4.3 Culvert Material Selection

Cascade Springs Road: Soil testing (resistivity, pH, chloride and sulfate) to support appropriate culvert selection was performed by Shannon & Wilson Inc. Along this segment, six locations were tested for corrosion susceptibility. Of the six soil tests, 5 resulted high resistivity, leading to the soil to be considered “low corrosive”. The sixth test, at approximate station 337+50, resulted in soil as “highly corrosive” due to a low soil resistivity value of 720 ohm-cm. Throughout the majority of the segment, 16 gage metal pipe will be suitable to meet the required 50-year service life. In the area near station 337+50, 12 gage metal pipe will need to be used for any proposed culverts in order to meet the required service life.

Cascade Scenic Drive: Soil testing (resistivity, pH, chloride and sulfate) to support appropriate culvert selection was performed by Shannon & Wilson Inc. Two locations were tested for corrosion susceptibility in this segment, one at station 564+00 and one at station 605+00. These tests revealed an estimated service life of 37 years and 45 years respectively. With these tests being relatively close in proximity to each other, a conservative recommendation will be made with regards to the recommended culvert steel gage. A 14 gage metal pipe will meet the required 50-year service life at station 606+00, however, a 12 gage pipe will be needed to meet the 50-year required service life at station 564+00. Therefore, it is recommended that all new culverts along Cascade Scenic Drive be 12 gage metal pipe.

SECTION 4 – HYDRAULIC ANALYSIS

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Table 4.3 Soil Testing Results

CORROSION

STATION BORING pH

RESISTIVITY SULFATE CHLORIDES *SERVICE

LIFE

(ohm-cm) (%) (%)

Ca sc ad e

Sp rin gs

132+80 SW-C-05 7.8 2800 <0.01 0.011 62

158+00 SW-P-20 8.0 3200 <0.01 0.013 65

246+60 SW-P-13 7.6 2500 <0.01 0.014 59

278+60 SW-C-02 7.9 2300 <0.01 0.012 57

337+50 SW-C-01 7.3 720 <0.01 0.036 35

350+50 SW-P-02 7.6 2400 <0.01 0.011 58

Sc en ic D riv e

564+00 SW-P2-11 8.0 790 <0.01 0.005 37

606+00 SW-P2-13 8.1 1300 <0.01 0.005 45

*Based on 16 gage pipe

4.4 Curb Sections and Inlets

Cascade Springs: In general, a curbed roadway will require less width than a roadway with a ditch section. Although not preferred by Wasatch County, sections of curb will be necessary to limit roadside cut impacts and locations where fill walls may be necessary. Sections of curb roadway have been evaluated for spread and relief inlets have been designed as necessary to limit spread and to minimize concentrated stormwater and icing at superelevation transitions.

Because of the number of superelevation transitions throughout the project, relief inlets are not required to comply with spread criteria. Inlet capacity calculations have been performed and can be found in Appendix D.

Cascade Scenic Drive: In general, pavement drainage in this section will not be quantified and no inlets are proposed. The project will perpetuate existing pipe rundowns. Existing curbing, generally located on the low side of superelevated curves has been evaluated and curbing will be replaced where damaged or where it has sunk due to embankment sloughing or asphalt patching. In general, all existing embankment slopes have fully revegetated, reducing the need for curbing as a permanent erosion control measure. Curbing will be eliminated in cases where existing slope vegetation exists and where embankment sloughing and associated pavement damage is not occurring. Curbing will be replaced where stormwater sheet flows increase the potential for saturating the embankment.

4.5 Ditches

Cascade Springs: Roadside ditches along Cascade Springs Road are 1-foot deep below the finish grade with a 1:3 fore slope and 1:1.5 max backslope (V:H). Ditches were evaluated for velocity using a 1-foot normal depth. Normal depth in the roadside ditches using the 10-year design flow were less than 1-foot, so a conservative approach was taken into account for the potential that offsite flows could increase velocity.

Cascade Scenic Drive: Existing roadside ditches have been evaluated for drainage issues and will be reconditioned where needed due to sediment deposition or debris. Ditch capacity was not evaluated for this segment.

SECTION 5

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Recommended Improvements

5.1 Minor (15-to 24-inch Diameter) Culverts

Cascade Springs: In general, existing culverts along this segment are in fair to good condition. To meet the minimum culvert service life goal of 50 years, all culverts on Cascade Springs Road will require replacement. In addition, the potential for forest fire-caused damage to plastic pipe requires the replacement of the existing 24–inch diameter culvert in the east segment of the project. The existing 18-inch diameter culvert on the east segment of the project will require replacement to meet the minimum service life goal of 50 years.

The project has been evaluated with respect to the need for outlet energy dissipation and permanent erosion control measures. In general, culverts with outfalls on steep terrain will include wire enclosed and pinned riprap pads. Culvert cleaning will not be necessary along Cascade Springs Road since all culverts are being replaced. Flared end sections or headwalls will be added to proposed culverts, as well as some existing culverts, to improve inlet efficiency and reduce outlet erosion and undercutting potential.

Cascade Scenic Drive: Along this segment of the project, the conditions of the existing culverts are variable. Some culverts are in good condition, some are completely plugged with sediment, some are irreparably damaged, and some are fully oxidized. A total of 17 culverts are recommended for replacement. A small number of culverts contain minor sediment or debris of small rocks and leaves.

These culverts are recommended to be cleaned. The majority of existing culverts along the route are free and clear of debris or damage, however, they all appear to have minor oxidation on the bottom of the culverts. The oxidation location indicates that this is due to intermittent flow, possibly aggravated by degradation due to sediment. If these culverts were replaced, the number of proposed culvert replacements would total 41. It is not recommended to replace these culverts, as they do not convey flow on a continual basis and appear to still have an adequate design life. Flared end sections will be added to existing culverts where it is needed to improve inlet or outlet efficiency.

See Appendix A for existing culvert inventory and condition assessment for both project segments.

5.2 New Culvert Locations

Cascade Springs: The segment was evaluated for the need for additional culverts based on existing cross-drainage locations. The majority of these locations have not been problematic with respect to ponding or overtopping. However, where cover allows, a 36-inch diameter culvert will be installed. This results in the recommendation for 22 additional culverts, on the east portion of the Cascade Springs segment.

The use of 36-inch diameter culverts to convey cross drainage in the east portion of Cascade Springs will require grading around the culvert inlets so that the culverts can be placed to meet minimum cover requirements under the roadway. Berms will be placed at the culvert inlets to direct flow to the culverts and to minimize flow bypass into the downstream ditch. The grading associated with the berms is also intended to eliminate ATV off-tracking that is common at these locations.

Cascade Scenic Drive: There are no proposed new culvert locations along Cascade Scenic Drive.

SECTION 5 – RECOMMENDED IMPROVEMENTS

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5.3 Storm drain

Cascade Springs: Although not preferred by Wasatch County, sections of curb will be necessary to limit roadside cut limits and locations where fill walls will be necessary. Sections of curb roadway have been evaluated for spread. Inlets have been designed to minimize concentrated stormwater flow across the roadway at superelevation transitions. Where possible, the roadway is designed as a shed section to minimize the amount of stormwater flowing against the curb. Inlets with bicycle safe grates and storm drain have been designed at curbed low points.

Cascade Scenic Drive: Existing curbing will be replaced where necessary and removed where embankment slopes are well vegetated and stable. The addition of storm drain will not be necessary.

5.4 Ditches

Cascade Springs: As a part of the typical section, roadside ditches will be established along Cascade Springs Road that will provide drainage away from the road section. Providing positive drainage away from the surfacing section enables a longer design life for the pavement.

Cascade Scenic Drive: Roadside ditches along Cascade Scenic Drive that have become filled in and are causing drainage issues will be re-established by ditch reconditioning.

5.5 Sub drains

Cascade Springs: No subdrain locations have been identified along this route.

Cascade Scenic Drive: Subdrains will be installed to intercept groundwater where embankment movement and associated roadway damage has been noted. Typically, these installations will be on the cut side of the roadway in cut/fill sections with unstable embankment.

SECTION 6

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Erosion and Sediment Control

6.1 Construction BMPs

Fiber roll, riprap or gravel bag check dams will be utilized in disturbed cut ditches and immediately upstream of existing and proposed culvert crossings to minimize the amount of sediment leaving the project within concentrated flows. Silt fencing or fiber rolls will be used at the base of disturbed slopes to minimize sediment leaving the project via sheet flow. To minimize soil tracking off of the project on vehicles, stabilized construction exits will be used where construction traffic is leaving disturbed areas.

6.2 Permanent BMPs

Cascade Springs: Many slopes on the project are designed at 2:1. Native seed and bonded fiber matrix mulch will be applied by hydro method.

Many of the proposed culverts outfall onto steep embankment slopes. To protect the slope from erosion caused by concentrated flow, wire enclosed riprap pads at outlets will be used. Ditches in steep areas will be lined with erosion control mat and include riprap check dams to prevent erosion.

Windrows that are a result of grading the existing gravel surfacing have created locations of concentrated flows and minor erosion. It is anticipated that current erosion and sediment transport issues due to this flow concentration will be eliminated by the surfacing improvement. Additional water quality mitigation measures are not proposed.

Cascade Scenic Drive: Many of the proposed culvert replacements outfall onto relatively flat, highly vegetated slopes; these outfalls will not require riprap pads. Where culvert replacements outfall onto steep slopes, riprap pads or wire enclosed riprap baskets will be used.

In areas where new curb is to be placed, pipe or riprap rundowns will be used at the curb terminus to prevent erosion caused by concentrated flow.

SECTION 7

TR1011161141BOI 7-1

References American Association of State Highway and Transportation Officials (AASHTO). 2011. A Policy on Geometric Design of Highways and Streets.

Federal Highway Administration (FHWA) Dec 2012. “Federal Lands Highway Project Development and Design Manual”, U.S. Department of Transportation, Washington, DC. December.

Appendix A Existing Culvert Inventory

Appendix A-1

Inventory Information & Condition Assessment

The attached inventory information was compiled based on field observations during the 70% Field Review site visit on July 13-14, 2016 for Cascade Springs Road.

Mile Post/ Station

ID

Feature Side Condition Assessment

DRAINAGE FEATURES INVENTORY

Route Begin Cascade Springs Parking Lot 114+59 28”x20” CMP Fair Condition. ½ to ¾ full of sediment. REPLACE.

121+46 28”x20” CMP Badly damaged with a puncture in middle of pipe run. REPLACE.

124+15 28”x20” CMP Good condition.

128+07 28”x20” CMP Good condition. Half full of sediment. REPLACE.

132+89 28”x20” CMP Good condition.

282+61 24” Plastic Fair condition with settled end. REPLACE.

371+50 18” CMP Nearly full of sediment. REPLACE.

Appendix A-2

Inventory Information & Condition Assessment

The attached inventory information was compiled based on field observations during the 70% Field Review site visit on October 24-26, 2017 for Cascade Scenic Drive.

ID

Feature Side Condition Assessment

DRAINAGE FEATURES INVENTORY

Route Begin Cascade Springs Parking Lot 97+33 C-1 24” arch CMP Inlet half full of sediment. REPLACE.

86+25 C-2 54” arch CMP Clear

731+45 C-3 18” CMP Some Sediment at outlet.

720+31 C-4 18” CMP Some Sediment at outlet.

711+12 C-5 48” CMP Clear 704+44 C-6 18” CMP Sediment at inlet. REPLACE 685+95 C-6(2) 15” CMP Some rock at inlet; OK.

680+51 C-7 16” CMP Clear and grub both ends of culvert.

676+54 C-8 16” CMP Outlet needs cleared of brush.

673+04 C-9 16” CMP Clear.

665+29 C-10 18” CMP Outlet needs cleaned; Rusty on bottom. Possible replacement.

657+66 C-11 18” CMP Clear.

654+19 C-12 NA Inlet collapsed. REPLACE.

645+67 C-13 NA Inlet collapsed. REPLACE.

642+21 C-14 NA Inlet collapsed. REPLACE.

639+20 C-15 16” Inlet collapsed. REPLACE.

634+86 C-16 18” CMP All of pipe is rusty. REPLACE.

628+31 C-17 16” CMP Full of sediment and inlet damaged. REPLACE.

624+33 C-18 16” CMP Full of sediment and inlet damaged. REPLACE.

617+05 C-19 18” CMP Clear.

607+86 C-20 18” CMP Clear. Rusty on bottom. Possible replacement.

604+14 C-21 16” CMP Inlet damaged, poor condition. REPLACE.

595+23 C-22 18” CMP Clear, but rusty on bottom. Possible replacment.

582+74 C-23 16” CMP Cannot see through pipe. REPLACE.

573+34 C-24 16” CMP Some sediment in pipe near outlet. Clean pipe; add F.E.S.

563+90 C-25 15” CMP Clear.

557+80 C-26 15” CMP Remove dead tree at inlet. Rusty. REPLACE. (NO SURVEY) 553+02 C-27 48” CMP Clear. Some rust on bottom.

549+36 C-28 24” CMP Clear. Some rust on bottom.

542+18 C-29 15” CMP

Dead trees at inlet. Rusty on bottom. Possible replacement. (NO

SURVEY)

538+55 C-30 15” CMP REPLACE. (NO SURVEY)

531+67 C-31 18” CMP Culvert plugged. REPLACE.

527+78 C-32 18” CMP Some rust on bottom. Clean Culvert.

523+50 C-33 48” CMP Remove tree at inlet.

519+50 C-34 18” CMP Some rock, but otherwise ok. Clean Culvert.

515+43 C-35 18” CMP Some rock, but otherwise ok. Clean Culvert 511+97 C-36 16” CMP Sediment in pipe. REPLACE PIPE. REMOVE TREE @ INLET

ID

Feature Side Condition Assessment

DRAINAGE FEATURES INVENTORY

508+95 C-37 16” CMP Clear. Some rust on bottom.

503+47 C-38 18” CMP Sediment @ outlet. Add F.E.S. Grade to drain.

~496+00 C-39 15” CMP

Sediment @ outlet; damaged inlet. Add (2) F.E.S. Clean Culvert. (NO

SURVEY)

~491+57 C-40 55” CMP Clear. Rusty on bottom.

~484+02 C-41 15” CMP Whole pipe rusty; sediment @ outlet. REPLACE. (NO SURVEY) 480+28 C-42 55” CMP Clear. Some rust on bottom.

~473-91 C-43 15” CMP Clear. Some rust on bottom.

~464+86 C-44 15” CMP Whole pipe Rusty. Possible replacement. (NO SURVEY ON OUTLET)

~457+70 C-45 24” CMP

Clear, but rusty on bottom. Possible replacement. (NO SURVEY ON

OUTLET)

~453+08 C-46 18” CMP

Clear, but rusty on bottom. Possible replacement. (NO SURVEY ON

OUTLET)

~445+89 C-47 18” CMP Clear, but rusty on bottom. Possible replacement. (NO SURVEY)

~440+48 C-48 18” CMP

Clear, but rusty on bottom. Possible replacement. (NO SURVEY ON

OUTLET)

~438+81 C-49 18” CMP Clear, but rusty on bottom. Possible replacement. (NO SURVEY)

~430+86 C-50 18” CMP

Clear, Inlet damaged, rusty. Possible replacement. (NO SURVEY ON

OUTLET)

~425+24 C-51 19”x17” CMP Clear, but rusty on bottom. Possible replacement. (NO SURVEY ON

OUTLET)

~420+23 C-52 18” CMP Clear. Rusty on bottom.

~415+75 C-53 18” CMP Clear. Rusty on bottom.

~411+61 C-54 18” CMP Clear. Rusty on bottom.

407+61 C-55 15” CMP Full of sediment. REPLACE.

~403+17 C-56 18” CMP Clear. Rusty on bottom.

711+43 DD-1 12” CMP RT Clear. May be removed if curb is installed.

721+39 DD-2 12” CMP RT Clear. May replace asphalt apron.

Appendix B FEMA Floodplain Mapping

Cascade Springs Road

Cascade Scenic Drive

End Phase 2 Begin Phase1

Begin Phase 2

End Phase 1

Cascade Springs Road

SECTION 7 – REFERENCES

7-2 TR1011161141BOI

Appendix C Onsite Hydrology Calculations

Date: March-18

Calculated by: MS

V Tc

10-YR

FLOW

VELOCITY Ti+Tt Q = CiA

FT^2 AC Feet % Min Feet % FPS Min Min Feet Min Min Min in/hr cfs

(1) (2) (3a) (3b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (15)

D-ON144+10 0.90 5971.00 0.1371 58 8.52 0.6 120 6.97 5.4 0.4 1.0 178.0 11.0 1.0 5.0 3.47 0.43 D-ON150+59 0.90 7450.00 0.1710 6 30.83 0.1 648 5.91 5.0 2.2 2.2 654.0 13.6 2.2 5.0 3.47 0.53 D-ON153+42 0.90 6594.00 0.1514 58 9.45 0.6 131 6.37 5.2 0.4 1.0 189.0 11.1 1.0 5.0 3.47 0.47 D-ON156+40 0.90 4896.50 0.1124 6 30.67 0.1 312 5.57 4.8 1.1 1.1 318.0 11.8 1.1 5.0 3.47 0.35 ON160+37 0.90 9775.00 0.2244 44 7.48 0.5 386 5.26 4.7 1.4 1.9 430.0 12.4 1.9 5.0 3.47 0.70

D-ON173+50 0.90 22983.00 0.5276 62 10.35 0.6 813 8.02 5.8 2.3 2.9 875.0 14.9 2.9 5.0 3.47 1.65 D-ON176+50 0.90 1185.00 0.0272 5.3 32.83 0.1 170 1.18 2.2 1.3 1.3 175.0 11.0 1.3 5.0 3.47 0.08 D-ON189+00 0.90 20203.00 0.4638 35 4.94 0.5 762 3.82 4.0 3.2 3.7 797.0 14.4 3.7 5.0 3.47 1.45 D-ON192+20 0.90 5872.00 0.1348 18 14.17 0.2 115 5.83 4.9 0.4 0.6 133.0 10.7 0.6 5.0 3.47 0.42 D-ON200+64 0.90 20038.00 0.4600 72 6.50 0.8 649 4.65 4.4 2.5 3.2 721.0 14.0 3.2 5.0 3.47 1.44 ON203+33 0.90 5128.00 0.1177 36 9.14 0.4 194 10.47 6.6 0.5 0.9 230.0 11.3 0.9 5.0 3.47 0.37

D-ON217+00 0.90 10391.20 0.2385 100 3.85 1.2 303 4.17 4.2 1.2 2.5 403.0 12.2 2.5 5.0 3.47 0.74 D-ON218+39 0.90 3388.00 0.0778 36 10.83 0.4 76 4.87 4.5 0.3 0.6 112.0 10.6 0.6 5.0 3.47 0.24 ON219+40 0.90 1998.60 0.0459 30.8 6.85 0.4 99 2.89 3.5 0.5 0.9 129.5 10.7 0.9 5.0 3.47 0.14 ON223+48 0.90 4876.40 0.1119 59 4.78 0.7 164 4.98 4.6 0.6 1.3 223.0 11.2 1.3 5.0 3.47 0.35 ON234+32 0.90 9581.50 0.2200 91.6 7.23 0.9 286 5.23 4.7 1.0 1.9 377.5 12.1 1.9 5.0 3.47 0.69 ON238+25 0.90 6786.00 0.1558 58 4.62 0.7 204 3.85 4.0 0.8 1.6 262.0 11.5 1.6 5.0 3.47 0.49 ON242+50 0.90 4758.00 0.1092 51 6.02 0.6 145 5.94 5.0 0.5 1.1 196.0 11.1 1.1 5.0 3.47 0.34

D-ON253+85 0.90 7980.00 0.1832 76 9.29 0.7 391 9.40 6.3 1.0 1.7 467.0 12.6 1.7 5.0 3.47 0.57 ON255+02 0.90 3895.00 0.0894 49 8.53 0.5 98 5.87 4.9 0.3 0.8 147.0 10.8 0.8 5.0 3.47 0.28 ON260+07 0.90 6566.00 0.1507 59 5.61 0.7 157 5.48 4.8 0.5 1.2 216.0 11.2 1.2 10.0 2.67 0.36

D-ON274+68 0.90 24005.00 0.5511 77 9.92 0.7 947 6.12 5.1 3.1 3.8 1024.0 15.7 3.8 10.0 2.67 1.32 D-ON277+50 0.90 7315.00 0.1679 59 8.29 0.6 158 5.20 4.7 0.6 1.2 217.0 11.2 1.2 10.0 2.67 0.40 ON285+47 0.90 13846.00 0.3179 48 3.63 0.7 455 2.76 3.4 2.2 2.9 503.0 12.8 2.9 10.0 2.67 0.76 ON288+80 0.90 2036.00 0.0467 26 3.96 0.4 92 0.27 1.1 1.4 1.9 118.0 10.7 1.9 10.0 2.67 0.11 ON290+86 0.90 2485.00 0.0570 26 3.96 0.4 109 0.99 2.0 0.9 1.3 135.0 10.8 1.3 10.0 2.67 0.14 ON296+61 0.90 3490.00 0.0801 30 4.27 0.5 268 1.59 2.6 1.7 2.2 298.0 11.7 2.2 10.0 2.67 0.19

D-ON301+01 0.90 5748.00 0.1320 31 1.74 0.7 127 2.45 3.2 0.7 1.3 158.0 10.9 1.3 10.0 2.67 0.32 D-ON301+75 0.90 4184.00 0.0961 12 0.08 1.1 127 1.72 2.7 0.8 1.8 139.0 10.8 1.8 10.0 2.67 0.23

UT FLAP 3108(1)

10-YEAR DESIGN FLOWS

CASCADE SPRINGS ROAD

RATIONAL METHOD

INITIAL

LENGTH

(L1)

SUB-BASIN INITIAL / OVERLAND TRAVEL TIME

DATA TIME (Ti) (Tt)

SLOPE

(S1) FINAL Tc FINAL Tc

INTENSITY

(i)Ti

TRAVEL

LENGTH

(L2)

SLOPE

(S2) Tt

TOTAL

LENGTH

(L3) Tc Check

Basin ID C

AREA AREA

V Tc

10-YR

FLOW

VELOCITY Ti+Tt Q = CiA

FT^2 AC Feet % Min Feet % FPS Min Min Feet Min Min Min in/hr cfs

(1) (2) (3a) (3b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (15)

INITIAL

LENGTH

(L1)

SUB-BASIN INITIAL / OVERLAND TRAVEL TIME

DATA TIME (Ti) (Tt)

SLOPE

(S1) FINAL Tc FINAL Tc

INTENSITY

(i)Ti

TRAVEL

LENGTH

(L2)

SLOPE

(S2) Tt

TOTAL

LENGTH

(L3) Tc Check

Basin ID C

AREA AREA

ON305+84 0.90 4423.00 0.1015 34 1.44 0.8 63 1.06 2.1 0.5 1.3 97.0 10.5 1.3 10.0 2.67 0.24 D-ON312+00 0.90 8928.00 0.2050 40 2.80 0.7 264 1.59 2.6 1.7 2.4 304.0 11.7 2.4 10.0 2.67 0.49 D-ON316+00 0.90 13017.00 0.2988 32 7.41 0.4 368 1.05 2.1 2.9 3.3 400.0 12.2 3.3 10.0 2.67 0.72 ON316+34 0.90 3300.00 0.0758 39 2.13 0.7 62 1.65 2.6 0.4 1.1 101.0 10.6 1.1 10.0 2.67 0.18

D-ON329+46 0.90 18352.00 0.4213 46 4.04 0.7 767 8.09 5.8 2.2 2.9 813.0 14.5 2.9 10.0 2.67 1.01 D-ON337+45 0.90 19907.00 0.4570 54 9.87 0.5 648 9.82 6.4 1.7 2.2 702.0 13.9 2.2 10.0 2.67 1.10 D-ON350+45 0.90 32200.00 0.7392 93 10.67 0.8 1041 9.99 6.5 2.7 3.5 1134.0 16.3 3.5 10.0 2.67 1.78

NOTE:

(1) Subbasin Name - "D" for ditch flow (7) Travel Length (13) Tc Check = L3/180+10 (select smaller Tc)

(2) Runoff coefficient from HDS Table 2.1 (8) Slope (14) Choose smaller Tc (3a) & (3b) Area (9) V = αkS20.5 (15) Rainfall Intensity from NOAA Atlas 14 IDF Curve

(4) Initial Length (L1) (10) Tt = Travel Length/(V1*60) (16) Flow in cfs

(5) Initial Slope (S1) (11) Tc = Ti + Tt

(6) Ti = (α/P2)*((n*L)/S10.5)0.8 α=0.42, n=0.11 (12) Total Length P2= 1.81 in. (2-year precipitation)

REFERENCE: Federal Highway Administration - HDS No. 2, Highway Hydrology

Appendix D Inlet Capacity Calculations n = 0.015 Splash-over velocity 'V0 = 8.00 ft/s (CHART 7) unit system = English (metric or English)

Q Lgrate Lcurb SL Sx LT 2 Leff

3 E4 T5 Qs 6 Qx

7 Eo 8 V9 Rf

10 Rs 11 Qgrate

12 Qcurb 13 Interception Bypass Pipe Size Head Capacity14 Interception Bypass cfs ft ft ft/ft ft/ft ft ft ft cfs cfs ft/s cfs cfs cfs cfs in ft cfs cfs cfs

Type B Grate "CSR" 160+35.67, 12.75' LT 0.70 3.3 0.0 3.90% 1.26% 33.46 0.00 0.00 6.39 0.70 0.34 0.51 2.73 1.00 0.17 0.42 0.00 0% 0.42 0.28 24 4.00 28.37 0.42 0.28 0.28

Type B Grate "CSR" 203+34.78, 12.75' LT 0.37 3.3 0.0 3.05% 1.24% 24.01 0.00 0.00 5.32 0.37 0.15 0.59 2.11 1.00 0.24 0.25 0.00 0% 0.25 0.12 24 4.00 28.37 0.25 0.12 0.12

Type B Grate "CSR" 219+38.46, 12.72' LT 1.13 3.3 0.0 4.44% 1.45% 39.10 0.00 0.00 6.83 1.13 0.58 0.48 3.34 1.00 0.14 0.63 0.00 0% 0.63 0.50 24 4.00 28.37 0.63 0.50 0.50

Type B Grate "CSR" 223+14.93, 12.75' LT 0.35 3.3 0.0 5.15% 1.82% 21.80 0.00 0.00 3.71 0.35 0.09 0.75 2.79 1.00 0.22 0.28 0.00 0% 0.28 0.07 24 4.00 28.37 0.28 0.07 0.07

Type B Grate "CSR" 234+31.68, 12.75' LT 0.69 3.3 0.0 4.91% 2.53% 23.46 0.00 0.00 3.93 0.69 0.19 0.72 3.53 1.00 0.21 0.54 0.00 0% 0.54 0.15 24 4.00 28.37 0.54 0.15 0.15

Type B Grate "CSR" 238+23.34, 12.75' LT 0.49 3.3 0.0 4.91% 1.15% 32.61 0.00 0.00 5.67 0.49 0.22 0.56 2.65 1.00 0.17 0.31 0.00 0% 0.31 0.18 24 4.00 28.37 0.31 0.18 0.18

Type B Grate "CSR" 242+48.11, 12.75' LT 0.34 3.3 0.0 8.90% 1.66% 26.82 0.00 0.00 3.51 0.34 0.08 0.77 3.32 1.00 0.16 0.28 0.00 0% 0.28 0.06 24 4.00 28.37 0.28 0.06 0.06

Type B Grate "CSR" 255+02.02, 12.75' LT 0.28 3.3 0.0 8.40% 1.84% 22.84 0.00 0.00 3.10 0.28 0.05 0.83 3.17 1.00 0.19 0.24 0.00 0% 0.24 0.04 24 4.00 28.37 0.24 0.04 0.04

Type B Grate "CSR" 260+05.28, 12.76' LT 0.36 3.3 0.0 4.83% 1.92% 20.96 0.00 0.00 3.67 0.36 0.09 0.75 2.78 1.00 0.23 0.29 0.00 0% 0.29 0.07 24 4.00 28.37 0.29 0.07 0.07

Type B Grate "CSR" 285+45.88, 12.75' LT 0.76 3.3 0.0 2.92% 1.09% 34.64 0.00 0.00 7.61 0.