HI_SR_200(3)_FINAL_HYDRAULIC_DESIGN_REPORT.pdf

SADDLE ROAD – EX-4A ALIGNMENT

MILEPOST 6 - 11

FINAL HYDRAULIC DESIGN REPORT

UNITED STATES DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

TASK ORDER NO. DTFH68-06-T-00001

PROJECT NO.: HI SR 200(3)

SOUTH HILO, ISLAND OF HAWAI’I, HAWAI’I

TMK: 2-6-018:004,

2-5-001:002 through 004, 2-5-001:006 through 008, 2-5-001:010 through 013, 2-5-002:001, 2-5-002:008, 2-5-002:014, 2-5-002:017, 2-5-043:007 through 009, 2-5-043:015, 2-5-043:016, 2-5-044:001, 2-5-044:002, 2-5-044:009, 2-5-045:001

Prepared For: United States Department of Transportation Federal Highway Administration

Central Federal Lands Highway Division

Prepared By: Okahara and Associates, Inc.

October 1, 2010 (revised August 2015)

Final Hydraulic Report - 2

TABLE OF CONTENTS

INTRODUCTION

BACKGROUND

PURPOSE AND SCOPE

METHODOLOGY

Hydrology Culvert Sizing and Placement Roadside Ditch Sizing Ditch and Culvert Outlet Erosion Control

ANALYSIS

Hydrology Culverts Roadside Ditches Ditch and Culvert Outlet Erosion Control

SUMMARY AND RECOMMENDATION

Final Hydraulic Report - 3

APPENDIX A

Figure 1: Project Location - Island of Hawaii Figure 2: Overall Saddle Road Plan Figure 3: Overall Site Plan Figure 4: Saddle Road Typical Sections Figure 5: USGS Offsite Drainage Area Map

APPENDIX B

Hydrology Meeting Minutes & Correspondence

APPENDIX C

TR55 Calculations Summary CulvertMaster Calculation Reports

APPENDIX D

Culvert Plan Sheets Culvert Inlet/Outlet Protection Details

APPENDIX E

Roadside Ditch Drainage Calculations Ditch Tributary Areas Tc Calculations Table 1: Roadside Ditch Flow Spreadsheet Table 2: Ditch Tributary Areas Weighted C Values Spreadsheet Fill Tributary Area Calculations Fill Tributary Areas Tc Calculations Table 3: Fill Tributary Areas Spreadsheet Table 4: Fill Tributary Areas Weighted C Values Spreadsheet FlowMaster Results – 25 Year Storm Table 5: FlowMaster Results – 25 Year Storm Rip-Rap Spreadsheet, Basalt Rock Area Roadside Ditches Table 5A: Volcanic Ash Area Roadside Ditches

APPENDIX F

Onsite Drainage Area Maps

Final Hydraulic Report - 4

FINAL HYDRAULIC DESIGN REPORT

INTRODUCTION

Saddle Road is a two-lane road approximately 50 miles in length, and is the only improved arterial serving the U.S. Army’s Pōhakuloa Training Area (PTA) and the astronomy complexes on Mauna Kea. Over the years, Saddle Road has become an important cross-island link between Hilo on the east and Kailua-Kona on the west side of the island of Hawaiʻi. See Appendix A – Figures 1 through 3 for the island, overall Saddle Road, and site maps. The original alignment was constructed in 1942 by the U.S.

Army to provide access to the Pōhakuloa Army Base. It was turned over to the Territory of Hawaiʻi in 1945. A lack of territorial funds necessitated the transfer of road maintenance to the County of Hawai’i in 1957. In 1968, the State Highway System agreed to accept jurisdiction of Saddle Road, but the agreement was never implemented due to lack of state funds. As a result, the County of Hawaiʻi has continued to maintain that original Saddle Road alignment.

Reconstruction and realignment of Saddle Road started at the Mauna Kea State Park/PTA area in 2004 and continues to move eastward at the present time. Except for the completed reconstruction sections between milepost 42 and 19 and the segment in construction from milepost 19 to 11, the route has received only minimal upgrading since it was first built. Today, the west (milepost 42 to State Route 190) and east (milepost 11 to 6) ends remain inadequate in terms of most aspects of current roadway design standards. The State Department of Transportation (HDOT) has jurisdiction over all the newly constructed segments of Saddle Road.

The environmental impact statement (EIS) for the improved Saddle Road project proposed various realignment options reviewed and discussed by the public in the professional and environmental studies. The new alignment from milepost 6 in Kaumana on the east end to State Route 190 on the west end was divided into four sections (I through IV from west to east respectively). Section IV consists of 6 miles of roadway also referred to as the EX-4A alignment. This section being designed ties into the reconstructed Saddle Road alignment at milepost 11 on the west end and the Puainako Street extension at milepost 6 on the east end. The improved Saddle Road will be a paved highway with two 12-foot lanes and 8-foot shoulders with a 12-foot climbing lane heading westward. Figure 4 in Appendix A shows the typical sections for the EX-4A alignment.

BACKGROUND

The island of Hawaiʻi covers an area of approximately 4,030 square miles, and is made up of five volcanoes: Kohala, Mauna Kea, Hualālai, Mauna Loa, and Kīlauea. The two highest points on the Big Island are the peaks of Mauna Kea at elevation 13,796 feet, and Mauna Loa at elevation 13,049 feet. Nearly 76 percent of the land has a slope less than 10 percent, but much of it is only slightly less than 10 percent. Saddle Road traverses the

Final Hydraulic Report - 5 saddle between Mauna Kea and Mauna Loa. The steepest watersheds within the Saddle Road study area are located on the slopes of Mauna Kea and are in excess of 40 percent.

The flattest slopes occur at the saddle and can be less than 1 percent.

According to the “Soil Survey of the Island of Hawaiʻi” by the United States Department of Agriculture, Soil Conservation Service, dated 1972, thirty of the island’s sixty soil types are located within the Saddle Road watersheds. Soil types vary from barren ʻaʻā and pāhoehoe lava flows to deep fine sandy loam and silty clay loam. The erosion hazards vary with soil type. Based on results from the preliminary field exploration, the majority of the EX-4A alignment is underlain by Pahoehoe Basalt Rock. From approximately station 1729+50 to station 1855+00, the EX-4A alignment is underlain by volcanic ash.

PURPOSE AND SCOPE

The objectives of this study are to determine the locations, if any, of where the new highway will intercept runoff, and to document the methods chosen to safely and efficiently direct the runoff to the other side of the roadway for continuation in its natural flow path, and to analyze the drainage improvements associated with this project.

METHODOLOGY

Hydrology Off-site: The TR-55 software was used to calculate the off-site surface runoff for a 50-year storm. TR-55 was chosen because it can incorporate the existing soil absorption and surface vegetation with its curve numbers (CN), utilize the current rainfall maps, and be used for small and larger watersheds typical of this project. This program is based on the Soil Conservation Service’s Technical Release 55, published in June 1986.

On-site: For calculating runoff from the roadway surface, the Rational Method was used:

Q=CiA

Where Q = flow (cubic feet per second) C = runoff coefficient i = rainfall intensity (in/hr) A = drainage area (acre)

The runoff coefficient value, C, for asphalt concrete pavement is 0.95. The rainfall intensity at any given roadway segment is based on a 25-year storm at one hour of rainfall in that particular area (from Figure 19, U.S. Department of Commerce, Weather Bureau, Technical Paper No. 43 “Rainfall-Frequency Atlas of the Hawaiʻi Islands,” Washington D.C., 1962). Time of concentration, Tc (min) and rainfall intensity, i (in/hr) are found using the County of Hawaiʻi, Department of Public Works, “Storm Drainage

Final Hydraulic Report - 6

Standards”, October, 1970. Per the Hawaiʻi State Department of Transportation’s Design Criteria for Highway Drainage, the minimum Tc to use is 10 min.

Culvert Sizing and Placement The culverts in this project are to allow for runoff to cross the main line of the new roadway safely and efficiently. HDOT allows minimum size culverts of 24”under the main line. The project culverts were sized using principles of the FHWA’s “Hydraulic Design of Highways Culvert,” dated September 1985, and with the computer program CulvertMaster (by Haestad Methods). This program allows the user to enter the inlet and outlet invert elevations, headwater allowance elevation, culvert size, shape, and material to find the maximum discharge. This program also allows adjustments of other design factors such as the culvert slope, material, and end treatment to see the effect on culvert sizing and design.

The placing of the culverts were based on:

Clear location of streams and waterways, Low points where ponding would be problematic, Relief along stretches of road where the above two did not occur.

Relief culverts are a minimum 24-inch in diameter if the slope is 2% or greater and 30-inch if the slope is less than 2%. The main, non-relief culverts were sized to take all the drainage across the road. Many of the culvert inlets were depressed enough to create a bowl to gather flow into them. After initial analysis and field visits, nine (9) culverts were made part of the drainage design of the new alignment. These main culverts are at stations 1771+25, 1776+43, 1794+69, 1811+28, 1819+00, 1829+00, 1841+62, 1847+25, and 1849+98, while the relief culvert is at station 1734+70.

In a field trip dated November 16, 2009 the FHWA CFLHD identified eight additional locations along this new alignment that should be evaluated as potential culvert locations.

These locations are identified by stations 1713+30, 1740+60, 1753+40, 1778+10, 1780+10, 1793+00, 1804+50, and 1808+00.

After investigating these potential culvert locations, it has been determined that only station 1740+60 (now station 1743+35) would require a culvert. Thus, a total of nine culverts crossing the main line of the new roadway will be required for this project. A culvert at STA 1713+30 would not be required because the offsite contours are such that water will flow away from this station and will not cross the roadway. A site visit to this location on April 8, 2010 confirmed this finding. A culvert at STA 1753+40 would not be required because the offsite contours are such that water will flow parallel to the road at this station and will not cross the roadway.

For station 1778+10, a culvert would not be required here because the offsite contours are such that water will flow away from this station and will not cross the roadway. For station 1780+10, although the offsite contours are such that water will flow towards the roadway, there is a ditch section from approximately STA 1777+00 to STA 1782+00.

Final Hydraulic Report - 7

Therefore, offsite water will enter the ditch section, flow downstream through the ditch section, and exit at the outlet of the ditch section. FlowMaster was used to determine if this ditch’s capacity would be able to handle this offsite flow and it has been determined that its capacity is adequate. This offsite flow has been taken into account in sizing the culvert at STA 1794+69 (Culvert No. 3). No culvert is required at STA 1780+10.

A culvert at STA 1793+00 would not be required because offsite water at this location will be allowed to travel along the toe of the fill slope and enter Culvert No. 3 at STA 1794+69. This offsite flow has been taken into account in sizing Culvert No. 3.

For station 1804+50, although the offsite contours are such that water will flow towards the roadway, there is a ditch section from approximately STA 1795+00 to STA 1808+00.

Therefore, offsite water will enter the ditch section, flow downstream through the ditch section, and exit at the outlet of the ditch section. The offsite flow entering this ditch section was calculated to be about 333 cfs, and the onsite flow entering this ditch section was calculated to be about 6 cfs. In order for this ditch section to be able to handle a total capacity of 339 cfs, the ditch fore slope was increased from a width of 6 ft to a width of 15 ft while maintaining a 1:6 slope and the bottom width of the ditch was increased from 4 ft to 10 ft. For a flow of 339 cfs, the water level was calculated to rise to a level of 1.32 ft from the bottom of the ditch. The ditch fore slope, with a width of 15 ft and a slope of 1:6 will have a height of 2.5 ft. Since 1.32 ft < 2.5 ft, this ditch section is adequately sized and water will not overflow onto the roadway. When this discharge of 339 cfs exits at the outlet of this ditch section, it will enter Culvert No. 4 at STA 1811+28. This flow has been taken into account in sizing Culvert No. 4.

A culvert at STA 1808+00 would not be required because the offsite contours are such that water will flow away from this station and will not cross the roadway.

Roadside Ditch Sizing The roadside ditches were analyzed using the computer program FlowMaster (by Haestad Methods). FlowMaster utilizes different theories, such as Manning’s and Darcy- Weisbech equations in different hydraulic conditions. This program allows the user to vary channel characteristics such as shape, friction factor, and slopes, as well as channel dimensions, to find the optimum type of channel to accommodate a certain amount of discharge. All the cut ditches along the new alignment will be designed as trapezoidal with a 4-foot or 8-foot wide base. The ditch fore slope is 1:6 (vertical:horizontal) and the back slopes vary from 1:6 to 1:2 at maximum steepness.

Ditch and Culvert Outlet Erosion Control According to the County of Hawaiʻi, Department of Public Works, “Storm Drainage Standards”, October, 1970, the maximum design velocity for channels cut in earth shall not exceed 5 ft/sec. The HDOT Highways Division Design Criteria for Highway Drainage does not specify a maximum design velocity for channels cut in earth.

Therefore, the County of Hawaiʻi’s standard of a maximum design velocity of 5 ft/sec was used to determine whether erosion control measures were needed for any of the roadside ditches located in the Basalt Rock Area. The Basalt Rock Area occurs from the

Final Hydraulic Report - 8 beginning of the project at STA 1545+00 to STA 1729+50. From STA 1729+50 to the end of the project at STA 1864+00, the project area is underlain by volcanic ash. Since the underlying soil within the Volcanic Ash Area of the project site is not as stable as the Basalt Rock Area, all of the roadside ditches within the Volcanic Ash Area of the project site will be lined with rip-rap for their entire lengths.

The Hydraulic Engineering Circulars (HEC) 11 and 14 were the guides to designing the outlet erosion control measures where estimated post construction velocities exceeded those of corresponding natural streams’. HEC 11 was used to estimate the rock size and gradation for riprap treatment to protect the immediate outlet area from scouring. HEC 14 was used to determine dissipation measures including roughness requirements and the needed length of surface treatment to return the culvert outlet velocities to that of the natural streams’.

ANALYSIS

Hydrology The TR-55 option was used to calculate the off-site surface runoff for a 50-year storm.

See Appendix C for the TR55 Calculations Summary. The Soil Conservation Service (SCS) method, with a curve (CN) number of 40 was used for the previous (easterly) Saddle Road projects (milepost 11 to 19 and milepost 19 to 28). It was the designer’s choice to use a CN of 40 for the entire EX-4A alignment, even though a CN of 60 was suggested for consideration by others for the MP 6 to 9 section. A CN of 60 was not used because it would produce unrealistically high quantities of runoff that are not substantiated by historical account, or physical evidence in the field. Also, it was determined no hydrology would be needed from MP 9 to MP 19. See Appendix B for the Hydrology Meeting Minutes & Correspondence.

Culverts The culverts are placed at the respective alignment stationing, and skewed to simulate the natural flow path of water at that crossing. This is determined through the topography map used to establish the drainage areas. In cases where the natural flow path is greatly skewed to the road alignment, culverts are placed less skewed and the inlet is graded to direct flow into the culvert. Culverts are either circular- or box-shaped. CulvertMaster was used to appropriately size each proposed culvert within the project site. Runoff values obtained for each culvert using the TR-55 software, and a Manning’s n value of

0.024 (for aluminum corrugated metal storm drain) was used. This represents the highest n value for pipes, and a “worse case” scenario in culvert sizing. In box culvert sizing, an n value of 0.013 (for concrete) was applied. See Appendix C for the CulvertMaster calculation reports.

Culverts are designed in accordance to FHWA-CFLHD and state of Hawaiʻi standards in end treatment and materials. Placed riprap is designed at all culvert outlets. In most areas, culvert lengths are designed longer than normal so that the headwalls are located outside the “clear zone” as described in the AASHTO “Roadside Design Guide”

Final Hydraulic Report - 9

(AASHTO, 1996). In these areas, the road berm is widened and/or the fill slopes are flattened to meet the clear zone requirements, thereby eliminating the need for guardrails.

Culvert plan details and longitudinal sections, as well as pertinent culvert details for the culvert end treatments and erosion protection are included in Appendix D.

Roadside Ditches Roadside ditches are incorporated into the roadway typical section and are used primarily in cut conditions. See Figure 4 of Appendix A for the road typical sections. The ditch holds and transports water from offsite runoff as well as from the road itself along the roadway and disposes it off-site in the fill section. If the existing contours at the outlet of cut ditches and along subsequent fill slopes slope towards the road, this runoff is added to the flow of the next receiving cut ditch. All of the 40 ditches were analyzed using FlowMaster and are sufficiently sized to accommodate the intended runoff, except for one. Ditch 34 was resized to accommodate a runoff 339 cfs (mostly from offsite). In this case, the 1:6 ditch fore slope increased from a width of 6 feet to 15 feet, and the ditch bottom increased from 4 feet to 10 feet.

Ditch and Culvert Outlet Erosion Control Each stream or waterway’s velocity was determined using Flow Master with its irregular section routine and utilizing the required variables to simulate the existing stream conditions. Once each culvert was designed and the velocities were calculated, they were compared to the existing velocities and the differences then became the basis for evaluating the mitigation measures for each culvert outlet. It should be noted that design culvert flow velocities are assumed to be right at the end of the culvert pipe or box and not at the end of the end section apron. The permanent erosion control treatment will start from the end of the end section apron. The velocities decrease somewhat across the apron particularly on the standard HDOT end sections that have energy dissipater elements. Riprap for outlet erosion control of all nine culverts was designed using HEC 14, Chapter 10 and results are shown on their respective plan, profile, and detail sheets in Appendix D.

For the roadside ditches located within the Basalt Rock Area, if the outlet velocities exceeded 5 ft/sec, scouring could be an issue. Of the total of 25 roadside ditch sections located within the Basalt Rock Area from STA 1545+00 to STA 1729+50, nine of these ditch sections had outlet velocities exceeding 5 ft/sec. For the roadside ditches located within the Volcanic Ash Area, all 15 ditches will be lined with rip-rap for their entire lengths. In these cases, riprap is used to protect the ditches from erosion and as energy dissipaters. See Appendix E for supporting calculations in each ditch section and fill section. Table 5: FlowMaster Results – 25-Year Storm Riprap Spreadsheet, Basalt Rock Area Roadside Ditches and Table 5A: Volcanic Ash Area Roadside Ditches in Appendix E present a summary of the complete analysis of each of the 24 ditch sections needing rip-rap.

Final Hydraulic Report - 10

SUMMARY AND RECOMMENDATION

Based on topographical map and field observations, 10 culverts and 1 relief culvert (shown in Appendix D) are recommended along construction of the EX-4A alignment.

Water flow into these culverts is calculated using the TR-55 tabular method, and size based on principles of culvert design from the FHWA and HDOT. Culvert outlet velocities are evaluated and reduced to prevent scour and erosion. Lastly, the roadside ditches implemented in roadway cut situations are sufficiently sized to accommodate roadway runoff and in preventing inundation on the roadway, except for Ditch 34, which was widened to accommodate a large offsite runoff. Riprap was used for erosion control and energy dissipation in a total of 24 ditch sections and for all nine culverts.

Saddle Road – East Alignment Federal Highway Administration Milepost 6 to 11 Task Order No. DTFH68-06-T-00001

Project No. HI SR 200(3)

Final Hydraulic Design Report - 11

APPENDIX A

FIGURE 1: PROJECT LOCATION - ISLAND OF HAWAII

FIGURE 2: OVERALL SADDLE ROAD PLAN

FIGURE 3: OVERALL SITE PLAN

FIGURE 4: SADDLE ROAD TYPICAL SECTIONS

FIGURE 5: USGS OFFSITE DRAINAGE AREA MAP

Hilo Bay

Upolu Point

Kawaihae Bay

Waimea

Honokahau

Kailua

Kainaliu

Milolii

Kalae (South Point)

Punaluu

Naalehu

Pahala

Volcano

Kalapana

Pahoa

Kapoho

Keaau

Mauna Loa

Hawi

Hilo

H A AW I I

FEDERAL AID PROJECTS PREVIOUSLY CONSTRUCTED

OR UNDER CONSTRUCTION

SOUTH KOHALA

N O

R T

H

H I

L O

H A

M A

K U

A

Mauna

Kea

SO U T H

HILO

S O

U T

H K

O N

A

K A U

P U N A

N O R T H K O N A

NORTH OK HALA

FIGURE 1

PROJECT LOCATION

ISLAND OF HAWAI’I

East Alignment

MP 6 to MP 11

Final Hydraulic Design Report

FIGURE 2

OVERALL SADDLE ROAD PLAN

Final Hydraulic Design Report

T R

U E

N O

R T

H

LEGEND:

S C

A L E

1" =3

1 1

B1

B1

OVERALL SITE PLAN

Scale: 1"=3000’

S ta

EAST ALIGNMENT

EAST ALIGNMENT ROW

EXISTING ROADS

MILES

INCHES

0 2

H I

S

R

(3

E n d

P r o j e c t

H I

S

R

(3

B e g in

P r o j e c t s h tb

1.

d g n

5 Miles

To Hilo

Puainako Street

51 Miles

To Waimea

(Clemontia Peleana)

Habitat Boundary

Plant Critical

REFER TO SHEETS D9 & D10

PLANT CRITICAL HABITAT BOUNDARY

PROPERTY LINE

Existing Saddle Road

S ta

10/08 - 8/09

MP 34-42 DAR HI A-AD 6(5)

6/06 - 6/07

MP 28-34 DAR HI A-AD 6(3)

3/07 - 9/08

MP 19-28 HI SR 200(1)

10/09 - 11/12

MP 11-19 HI SR 200(2)

Saddle Road Projects

Connector Road

Puainako

Connector Road

Saddle

See Sheets D9 & D10

(Cyanea Platyphylia)

Habitat Boundary

Plant Critical

(See H1 & H2)

29 Miles

To PTA Quarry

Exist. MP11

(Sta 1558‘)

Exist. MP10

(Sta 1615‘)

Exist. MP9

(Sta 1671‘)

New MP8

(Sta 1741‘)

New MP7

(Sta 1793‘)

New MP6

(Sta 1846‘)

Project HI SR 200(3)

SHEET No. OF

U.S DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

CENTRAL FEDERAL LANDS HIGHWAY DIVISION

STATE

HI

PROJECT

SADDLE ROAD

S

REYEM.KECU

R

B

No.8336-C

Licensed

Professional

Engineer

HAWAII,U.S.

A.

be under my observation.

construction of this project will or under my supervision and

The work was prepared by me

Expiration Date of License

NO.

SHEET

SHEETS

TOTAL

4/16

HI SR 200(3)

M

M p r o j/

L e n n ie

S a d d le

E a s t

-6 s h e e ts

Date: August 21, 2015

B11

Scale: N.T.S.

Shoulder

Paved

Foreslope

Ditch

SADDLE ROAD

0:1

7’

L im it s

S lo p e

S ta k in g

B2

B2

L im it s

R o u n d in g

L im it s

R o u n d in g

F=5’ B=5’

TYPICAL SECTIONS

s h tb

.d g n

5’

B=5’2’ L im it s

C o n s tr u c ti o n

C le a r in g

1:6

1:50 1:50 1:50 1:50 L im it s

C o n s tr u c ti o n

C le a r in g

2’

Fill Slope

Rounded

(2" Above)

Profile Grade

Bottom

Ditch

1545+00 to 1795+00

1808+50 to 1864+00

Ditch Bottom

Left Right

Ditch Foreslope

6’

6’

6’

Left Right

8’

4’

4’

8’

4’

6’

6’

15’ 10’

Station**

Item No. 30101-0000 (typ.)

6" Aggregate Base

OPTION X ONLY

Item No. 40101-0500 (typ.)

Concrete Pavement

2" Superpave Asphalt

Item No. 41101-3000 (typ.)

(apply above aggregate base)

Prime Coat

1795+00 to 1808+50

OPTION X ONLY

Item No. 41201-1000 (typ.)

(apply between asphalt lift)

Tack Coat Item No. 40920-1000 (typ.)

(apply to top of HACP - Sch. A) superpave asphalt - OPTION X)

Fog Seal (apply to top of

Item No. 40201-1300 (typ.)

Pavement, Class A

3" Hot Asphalt Concrete

Traveled Way

Ground Exist.

Climbing Lane

Fill Slope

1:6

Shoulder

Rounded

Ground Exist.

Cut Slope

Rounded

Point

Hinge

Hinge Point

L im it s

S ta k in g

S lo p e

Asphalt Concrete Pavement

Future 2" Superpave

21’

32’ Clear Zone

0’-20’

See sht. L19 for riprap ditch lining detail and schedule of locations.

Shoulder

Paved

3’8’12’0’-12’12’12’0’-14’8’3’6’-15’**10’-4’**

(See Shts. P1-P16)

Decel/Accel Lane

P1-P16)

(See Shts.

Median

(See Shts. P1-P16)

Decel/Accel Lane

(See Shts. P1-P16)

Traveled Way

OPTION X ONLY

Item No. 63313-1000 (typ.)

Rumble Strip, ShoulderOPTION X ONLY

Rumble Strip, Shoulder

Mainline Sta. 1545+00 to 1729+00

Typical Section

5’7’Fill Slope

1:2

Backslope Ditch

F=5’

OPTION X ONLY

Centerline

Rumble Strip, Edge

30° Safety

Edge

30° Safety

Shoulder

Paved

Foreslope

Ditch

0:1

7’

L im it s

S lo p e

S ta k in g

L im it s

R o u n d in g

5’

B=5’2’

L im it s

C o n s tr u c ti o n

C le a r in g

1:6

1:50 1:50 1:50

1:50

Fill Slope

Rounded

(2" Above)

Profile Grade

Bottom

Ditch

Item No. 30101-0000 (typ.)

6" Aggregate Base

OPTION X ONLY

Item No. 40101-0500 (typ.)

Concrete Pavement

2" Superpave Asphalt

Item No. 41101-3000 (typ.)

(apply above aggregate base)

Prime Coat

OPTION X ONLY

Item No. 41201-1000 (typ.)

(apply between asphalt lift)

Tack Coat Item No. 40920-1000 (typ.)

(apply to top of HACP - Sch. A) superpave asphalt - OPTION X)

Fog Seal (apply to top of

Item No. 40201-1300 (typ.)

Pavement, Class A

3" Hot Asphalt Concrete

Traveled Way

Ground Exist.

Climbing Lane

Shoulder

Rounded

Ground Exist.

Cut Slope

Rounded

Point

Hinge

Asphalt Concrete Pavement

Future 2" Superpave

0’-20’

Shoulder

Paved

3’8’12’0’-12’12’12’0’-14’8’3’6’-15’**10’-4’**

(See Shts. P1-P16)

Decel/Accel Lane

P1-P16)

(See Shts.

Median

(See Shts. P1-P16)

Decel/Accel Lane

(See Shts. P1-P16)

Traveled Way

OPTION X ONLY

Item No. 63313-1000 (typ.)

Rumble Strip, ShoulderOPTION X ONLY

Rumble Strip, Shoulder

Mainline Sta. 1729+00 to 1813+00

Typical Section

Backslope Ditch

F=5’

OPTION X ONLY

Centerline

Rumble Strip, Edge

30° Safety

Edge

30° Safety

Variable Slope

5’

1:2

1:2 Max.

B6-B7 for excavation and embankment details for stations 1729+00 to 1864+00.

stations 1545+00 to 1729+00 (see detail on sheet B4). See sheets

3. Over excavate pavement sections in cut 6" before constructing for actual cut distance.

and F dimensions for cut slope distance less than 7 feet to the

2. Round all earth slopes and all rippable rock slopes. Reduce B officer to assure adequate drainage and stability.

and embankment slope ratios may be adjusted by the contracting

1. The gradient and width of roadway ditches and the excavation

Notes:

actual cut distance.

and F dimensions for cut slope distance less than 7 feet to the

2. Round all earth slopes and all rippable rock slopes. Reduce B officer to assure adequate drainage and stability.

and embankment slope ratios may be adjusted by the contracting

1. The gradient and width of roadway ditches and the excavation

Notes:

1:4 Max. Sta. 1795+00 to 1813+00

1:2 Max. Sta. 1729+00 to 1795+00

Fill Slope

L im it s

S ta k in g

S lo p e

C o n s tr u c ti o n

L im it s

C le a r in g

R o u n d in g on Sht. B5

See option details

Ash Embankment

OPTION X ONLY

Item No. 30301-2000 (typ.)

Shoulder Reconditioning

OPTION X ONLY

Shoulder Reconditioning

OPTION X ONLY

Shoulder Reconditioning

OPTION X ONLY

Item No. 30301-2000 (typ.)

Shoulder Reconditioning

SHEET No. OF

U.S DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

CENTRAL FEDERAL LANDS HIGHWAY DIVISION

STATE

HI

PROJECT

SADDLE ROAD

S

REYEM.KECU

R

B

No.8336-C

Licensed

Professional

Engineer

HAWAII,U.S.

A.

be under my observation.

construction of this project will or under my supervision and

The work was prepared by me

Expiration Date of License

NO.

SHEET

SHEETS

TOTAL

4/16

HI SR 200(3)

M

M p r o j/

L e n n ie

S a d d le

E a s t

-6 s h e e ts

B3

B3

0:1

7’

L im it s

S lo p e

S ta k in g

L im it s

R o u n d in g

L im it s

R o u n d in g

F=5’

F=5’ B=5’

5’

B=5’2’

L im it s

C o n s tr u c ti o n

C le a r in g

1:6 1:50 1:50 1:50

1:50

L im it s

C o n s tr u c ti o n

C le a r in g

2’

Fill Slope

Rounded

(2" Above)

Profile Grade

Bottom

Ditch

Clear Zone

Item No. 30101-0000 (typ.)

6" Aggregate Base

OPTION X ONLY

Item No. 40101-0500 (typ.)

Concrete Pavement

2" Superpave Asphalt

Item No. 41101-3000 (typ.)

(apply above aggregate base)

Prime Coat

OPTION X ONLY

Item No. 41201-1000 (typ.)

(apply between asphalt lift)

Tack Coat

Item No. 40920-1000 (typ.)

(apply to top of HACP - Sch. A) superpave asphalt - OPTION X)

Fog Seal (apply to top of

Item No. 40201-1300 (typ.)

Pavement, Class A

3" Hot Asphalt Concrete

21’ Min. to 36’ Max.

Ground Exist.

Fill Slope

1:6

Shoulder

Rounded

Ground Exist.

Cut Slope

Rounded

Point

Hinge

Hinge Point

L im it s

S ta k in g

S lo p e

5’7’Slope

Asphalt Concrete Pavement

Future 2" Superpave

21’

32’ Clear Zone{

Slope

Puainako Street Connector Road

Existing Saddle Connector Road

Typical Section

3’6’4’ 3’ 8’-0’ 18’-12’ 18’-12’ 8’-0’

P1-P16)

(See Shts.

Shoulder

Paved

(See Shts. P1-P16)

Traveled Way

(See Shts. P1-P16)

Traveled Way

P1-P16)

(See Shts.

Shoulder

Paved

Foreslope

Ditch

SADDLE ROAD

TYPICAL SECTIONS

Edge

30° Safety

Sta. 1813+00 to 1864+00

Typical Section

1:6

Hinge Point

Bottom

Ditch

Foreslope

Ditch Traveled Way Traveled Way

0:1

Existing Ground

Shoulder

Paved

Swale

Paved

Swale

Paved

6’4’

1:16 1:16

3’

Shoulder

Rounded

3’

1:50 1:50 1:501:50

F=5’

B=5’2’

7’5’

L im it s

S lo p e

S ta k in g

L im it s

R o u n d in g

L im it s

C o n s tr u c ti o n

C le a r in g

Shoulder

Paved

(2" Above)

Profile Grade

0’ to 9’*** 8’ to 9’*** 12’ 12’ 8’ to 9’*** 0’ to 9’***

Asphalt Concrete Pavement

Future 2" Superpave

Concrete Pavement

2" Hot Asphalt

OPTION X ONLY

Rumble Strip, Shoulder

1857+50 to 1864+00 right. See sheets M4-M6 for details.

1819+50 to 1823+00 right, 1827+50 to 1831+00 left, and

***Install guardrails at edge of shoulder/paved swale from station to smaller dimension.

1:6 fill slope width within clear zone transitions dimension from station 1861+00 to 1864+00.

***Shoulder and swale widths transition to larger

Ditch Backslope

Cut Slope

Rounded

30° Safety Edge

Fill Slope

Rounded

Variable Slope1:2

Ground Exist.

5’

Edge

30° Safety

1:4 Max.

OPTION X ONLY

Centerline

Rumble Strip, Fill Slope

L im it s

S ta k in g

S lo p e

C o n s tr u c ti o n

L im it s

C le a r in g

R o u n d in g on Sht. B5

See option details

Ash Embankment

Street Connector Road.

sheets B6-B7 for excavation and embankment details for Puainako

Existing Saddle Connector Road (see detail on sheet B4). See

3. Over excavate pavement sections in cut 6" before constructing actual distance.

and F dimensions for cut slope distance less than 7 feet to the

2. Round all earth slopes and all rippable rock slopes. Reduce B officer to assure adequate drainage and stability.

and embankment slope ratios may be adjusted by the contracting

1. The gradient and width of roadway ditches and the excavation

Notes:

1:2 Max. 2 1:2 Max.

Edge

30° Safety

Item No. 41101-3000 (typ.)

(apply above aggregate base)

Prime Coat

OPTION X ONLY

Item No. 41201-1000 (typ.)

(apply between asphalt lift)

Tack Coat

OPTION X ONLY

Item No. 63313-1000 (typ.)

Rumble Strip, Shoulder OPTION X ONLY

Item No. 40101-0500 (typ.)

Concrete Pavement

2" Superpave Asphalt

Item No. 40920-1000 (typ.)

HACP - Sch. A)

(apply to top of asphalt - OPTION X) top of superpave

Fog Seal (apply to

Item No. 40201-1300 (typ.)

Pavement, Class A

3" Hot Asphalt Concrete

Item No. 30101-0000 (typ.)

6" Aggregate Base

OPTION X ONLY

Item No. 30301-2000 (typ.)

Shoulder Reconditioning

SHEET No. OF

U.S DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

CENTRAL FEDERAL LANDS HIGHWAY DIVISION

STATE

HI

PROJECT

SADDLE ROAD

S

REYEM.KECU

R

B

No.8336-C

Licensed

Professional

Engineer

HAWAII,U.S.

A.

be under my observation.

construction of this project will or under my supervision and

The work was prepared by me

Expiration Date of License

NO.

SHEET

SHEETS

TOTAL

4/16

HI SR 200(3)

M

M p r o j

L e n n ie

S a d d le

E a s t

-6 s h e e ts

Final Hydraulic Design Report - 18

APPENDIX B

HYDROLOGY MEETING MINTUES & CORRESPONDENCE

FORM PR-33 (REV. 5-70) EDITION OF 7-67 MAY BE USED GPO 197

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

INSPECTION REPORT

REGION NO.

REPORT ON:

Saddle Road East Side from MP 6 to 19

DIVISION:

CFLHD

DATE OF INSPECTION:

August 23, 2006

INSPECTION MADE BY:

Okahara & Associates, Inc.

PROJECT NO.:

None assigned to date

IN COMPANY WITH:

SEE BELOW

REMARKS:

The following are minutes for the meeting held with Federal Highway Administration (FHWA), Hawaii Department of Transportation (HDOT), and Okahara & Associates, Inc. (OA) on general hydrology and hydraulic design criteria for the lower East Side of the Saddle Road project development. This meeting began at 9 a.m. and was held at OA’s office and in the field.

The attendees were:

Thiet Nguyen FHWA CFLHD Ph:(720) 963-3756 Curtis Matsuda HDOT Hydraulics Ph: 692-7561 Bruce Meyers Okahara & Associates, Inc. Ph: 961-5527

Thiet stated that the purpose of this meeting was to determine the hydrologic method to use, examine existing culverts, and observe the accessible length of the project for possible offsite water crossings where culverts are to be installed. The section from MP 6 to 9 will not be observed since we do not have the necessary right-of-entries.

1. The hydrologic method used for the previous Saddle Road (SR) projects has been the SCS method using the TR-55 program. It was agreed that OA should continue to use this method.

The CN number used in the lava fields for the upper East Side (MP 19 to 28) was the lowest allowable which is 40 and should be used from MP 9 to 19. MP 6 to 9 should be around 60 but further field examination is necessary to confirm this. Aerial photos of this section show areas that look like pasture land and dense forest.

2. We examined aerial photos of the MP 6 to 9 section. Bruce pointed out that there are several obvious drainage crossings but that only field inspection could determine exactly how many culverts would be necessary. Thiet did a quick WMS run previously and determined that there were at least ten tributaries crossing the new alignment from MP 6 to 9.

3. In the field we observed the large box culvert just above Wilder Avenue on the Puainako Street Extension. Curtis commented that culvert inlet aprons can continue to be of mortared riprap. However, all culvert outlets should include energy dissipators to minimize erosion.

Installing riprap without mortar is the preferred design. Curtis suggested referring to HEC- 11 for examples and design methodology

Outlet aprons need to remain flexible so that if there is any undermining, the riprap bed can conform to the undermining voids. Gabian baskets could be used also although HWY-H has expressed reservations to their use for maintenance reasons (i.e. heavy equipment snagging the basket wires). Curtis also mentioned that installing riprap without mortar might not be appropriate to dissipate energy at steep culvert outlets. Curtis suggested that in these

FORM PR-33 (REV. 5-70) EDITION OF 7-67 MAY BE USED GPO 197

situations, a concrete impact-type outlet structure might be a better design.

4. We observed one multi-barrel culvert between MP 6 and 7 on the existing SR. It included three steel arched barrels that had been coated with asphalt on the bottoms which has worn away. This has resulted in rusted bottoms. The tributary to this culvert will be crossed by the new SR upstream.

5. The section from MP 9 to 19 appears to have no crossings. It was determined that no hydrology would be needed in this section and that this should be stated in the drainage report citing this meeting. However, Curtis recommended that the County DPW personnel be interviewed for any observed crossings since they are often up on the SR for maintenance.

Also, OA need to check available data and in the field to see if culverts should be installed at existing ground low points to be safe.

6. OA to report to CFLHD all the crossings observed in the field between MP 6 and 9 and how many culverts will be necessary. Design for these culverts will be added by modification to the first task order.

The meeting concluded at about 11:00 a.m.

Additional comments by email from Thiet on 8/31/06:

• Design exceptions are going to apply for this project.

• All roadway drainage structures shall be designed and constructed to efficiently and safety collect and discharge all surface and subsurface runoff affecting safe travel along Federal Lands Highways in accordance with Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects, FP-03, the Federal Land Highway Project Development and Design Manual, chapter 7-Hydrology/Hydraulics, the Highway Drainage Guidelines, AASHTO, 2005.

• Drainage is poor and pavement distress is very great all the way up to MP 19.

• Very wet, much water being intercepted and crossing roadway on the right.

• Need additional cross drainage for ditch relief throughout the project.

• Rise grade throughout project for cover over additional culverts.

• A low road grade and surface water contribute to the problem, pavement breakup in this area.

• Item 3- Wire enclosed riprap is preferred design.

These minutes are considered final.

Bruce Meyers

From: Curtis.Matsuda@hawaii.gov Sent: Saturday, August 26, 2006 8:32 AM To: bmeyers@okahara.com Cc: Thiet Nguyen (E-mail); Administration_Requests%HIDOT@hawaii.gov Subject: Re: Draft Meeting Minutes (204-757)

3/19/2008

Bruce, Below are my comments:

In your attendees listign, revise my phone number to 692-7561.

Item 3 – revise second sentence to read:

“ Curtis commented that culvert ……..mortared riprap. However, all culvert outlets should include energy dissipators to minimize erosion. Installing riprap without mortar is the preferred design. Curtis suggested referring to HEC-11 for examples and design methodology.”

Item 3 – revise last sentence to read:

“Curtis also mentioned that installing riprap without mortar might not be appropriate to dissipate energy at steep culvert outlets. Curtis suggested that in these situations, a concrete impact-type outlet structure might be a better design.”

If you have any questions, please call me at 692-7561 or email me. FYI, I will not be in the office all next week.

Will be returning to work on 9/5/06.

Curtis

Please review and comment on the attached minutes by 9/6/06.

Bruce K. Meyers, P.E.

Okahara & Associates, Inc.

200 Kohola Street Hilo, Hawaii 96720 Phone: (808) 961-5527 Fax: (808) 961-5529 email: bmeyers@okahara.com

"Bruce Meyers" <bmeyers@okahara.com>

08/23/2006 04:09 PM

To "Thiet Nguyen \(E-mail\)" <Thiet.Nguyen@fhwa.dot.gov>, "Curtis. Matsuda \(E-mail\)" <Curtis.Matsuda@hawaii.gov> cc "'Hilo Admin'" Subject Draft Meeting Minutes (204-757)

Bruce Meyers

From: Nguyen, Thiet [Thiet.Nguyen@fhwa.dot.gov] Sent: Thursday, August 31, 2006 3:44 AM To: Bruce Meyers; Curtis. Matsuda (E-mail) Cc: "'Hilo Admin'" Subject: RE: Draft Meeting Minutes (204-757)

Page 1 of 2RE: Draft Meeting Minutes (204-757)

3/19/2008

Good morning Bruce, Please add:

Design exceptions are going to apply for this project.

All roadway drainage structures shall be designed and constructed to efficiently and safety collect and discharge all surface and subsurface runoff affecting safe travel along Federal Lands Highways in accordance with Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects, FP-03, the Federal Land Highway Project Development and Design Manual, chapter 7- Hydrology/Hydraulics, the Highway Drainage Guidelines, AASHTO, 2005.

Drainage is poor and pavement distress is very great all the way up to MP 19.

Very wet, much water being intercepted and crossing roadway on the right.

Need additional cross drainage for ditch relief throughout the project.

Rise grade throughout project for cover over additional culverts.

A low road grade and surface water contribute to the problem, pavement breakup in this area.

Item 3- Wire enclosed riprap is preferred design.

Thanks, Thiet Nguyen, Ph.D.

Hydraulic Engineer Federal Highway Administration Central Federal Lands Highway Division 12300 W. Dakota Ave., Suite 210 Lakewood, CO 80228 (720)-963-3756 (720)-963-3752 (Fax) thiet.nguyen@fhwa.dot.gov

From: Bruce Meyers Sent: Wednesday, August 23, 2006 8:10 PM To: Nguyen, Thiet; Curtis. Matsuda (E-mail) Cc: "'Hilo Admin'" Subject: Draft Meeting Minutes (204-757)

Please review and comment on the attached minutes by 9/6/06.

Bruce K. Meyers, P.E.

Okahara & Associates, Inc.

200 Kohola Street Hilo, Hawaii 96720 Phone: (808) 961-5527 Fax: (808) 961-5529 email: bmeyers@okahara.com

<< File: hydrology meeting minutes 08232006.pdf >>

Page 2 of 2RE: Draft Meeting Minutes (204-757)

3/19/2008

Final Hydraulic Design Report - 24

APPENDIX C

TR55 CALCULATIONS SUMMARY

CULVERTMASTER CALCULATION REPORTS

Appendix C TR55 Calcuations Summary

Tributary Area/Culvert

No.

Station Area, sq ft Area, acre Area, sq miles Tc, hr Runoff, in Peak Flow, cfs

1 1743+35 5978661.34 137.25 0.21 0.68 11.4 1062 2 1771+25 28468052.91 393.78 0.62 1.04 11.4 1477 3 1776+43 1925376.10 44.20 0.07 0.40 11.4 234 4 1794+69 1668250.18 38.30 0.06 0.25 11.4 258 5 1811+28 506991.14 11.64 0.02 0.09 11.4 104

Ditch Flow 2439976.34 56.01 0.09 0.30 11.4 333 6 1821+75 579206.84 13.30 0.02 0.20 11.4 93 7 1841+62 438586.39 10.07 0.02 0.14 11.4 79 8 1847+56 1425152.22 32.72 0.05 0.26 11.4 206

Ditch Flow 2439976.34 56.01 0.09 0.30 11.4 333 Ditch Flow 506991.14 11.64 0.02 0.09 11.4 104

9 1849+98 889807.64 20.43 0.03 0.20 11.4 141

Note: A CN value of 40 was used for each culvert calculation. A 50-year, 24-hr storm produces a rainfall of 24 in.

Culvert Calculator Report Culv 1 1743+35

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:25:55 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 1,946.01 ft Headwater Depth/ Height 1.15 Computed Headwater Elevation 1,944.87 ft Discharge 582 cfs Inlet Control HW Elev 1,944.71 ft Tailwater Elevation 1,935.48 ft Outlet Control HW Elev 1,944.87 ft Control Type Outlet Control

Grades

Upstream Invert 1,940.26 ft Downstream Invert 1,934.66 ft Length 182.86 ft Constructed Slope 0.0306 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 1.37 ft Slope Type Steep Normal Depth 1.30 ft Flow Regime Supercritical Critical Depth 2.63 ft Velocity Downstream 17.72 ft/s Critical Slope 0.0041 ft/ft

Section

Section Shape Box Mannings Coefficient 0.013 Section Material Concrete Span 6.00 ft Section Size 6 x 4 ft Rise 4.00 ft Number Sections 4

Outlet Control Properties

Outlet Control HW Elev 1,944.87 ft Upstream Velocity Head 1.32 ft Ke 0.50 Entrance Loss 0.66 ft

Inlet Control Properties

Inlet Control HW Elev 1,944.71 ft Flow Control N/A Inlet Type 90 and 15 ° wingwall flares Area Full 96.0 ft² K 0.06100 HDS 5 Chart 8 M 0.75000 HDS 5 Scale 2 C 0.04000 Equation Form 1 Y 0.80000

Culv 2 1771+25

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:26:35 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 0.00 ft Headwater Depth/ Height 1.20 Computed Headwater Elevation 1,773.44 ft Discharge 2,391 cfs Inlet Control HW Elev 1,773.23 ft Tailwater Elevation 0.00 ft Outlet Control HW Elev 1,773.44 ft Control Type Outlet Control

Grades

Upstream Invert 1,765.03 ft Downstream Invert 1,763.23 ft Length 177.76 ft Constructed Slope 0.0101 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 3.69 ft Slope Type Steep Normal Depth 3.45 ft Flow Regime Supercritical Critical Depth 4.81 ft Velocity Downstream 16.18 ft/s Critical Slope 0.0042 ft/ft

Section

Section Shape Box Mannings Coefficient 0.013 Section Material Concrete Span 8.00 ft Section Size 8 x 7 ft Rise 7.00 ft Number Sections 5

Outlet Control Properties

Outlet Control HW Elev 1,773.44 ft Upstream Velocity Head 2.40 ft Ke 0.50 Entrance Loss 1.20 ft

Inlet Control Properties

Inlet Control HW Elev 1,773.23 ft Flow Control N/A Inlet Type 90 and 15 ° wingwall flares Area Full 280.0 ft² K 0.06100 HDS 5 Chart 8 M 0.75000 HDS 5 Scale 2

Culv 3 1776+43

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:26:57 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 0.00 ft Headwater Depth/ Height 1.00 Computed Headwater Elevation 1,761.84 ft Discharge 234 cfs Inlet Control HW Elev 1,761.73 ft Tailwater Elevation 0.00 ft Outlet Control HW Elev 1,761.84 ft Control Type Outlet Control

Grades

Upstream Invert 1,757.85 ft Downstream Invert 1,756.59 ft Length 126.89 ft Constructed Slope 0.0100 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 1.71 ft Slope Type Steep Normal Depth 1.64 ft Flow Regime Supercritical Critical Depth 2.28 ft Velocity Downstream 11.44 ft/s Critical Slope 0.0040 ft/ft

Section

Section Shape Box Mannings Coefficient 0.013 Section Material Concrete Span 6.00 ft Section Size 6 x 4 ft Rise 4.00 ft Number Sections 2

Outlet Control Properties

Outlet Control HW Elev 1,761.84 ft Upstream Velocity Head 1.14 ft Ke 0.50 Entrance Loss 0.57 ft

Inlet Control Properties

Inlet Control HW Elev 1,761.73 ft Flow Control N/A Inlet Type 90 and 15 ° wingwall flares Area Full 48.0 ft² K 0.06100 HDS 5 Chart 8 M 0.75000 HDS 5 Scale 2

Culv 4 1794+69

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:27:21 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 1,710.72 ft Headwater Depth/ Height 1.06 Computed Headwater Elevation 1,697.61 ft Discharge 258 cfs Inlet Control HW Elev 1,697.42 ft Tailwater Elevation 0.00 ft Outlet Control HW Elev 1,697.61 ft Control Type Outlet Control

Grades

Upstream Invert 1,693.36 ft Downstream Invert 1,684.74 ft Length 170.87 ft Constructed Slope 0.0504 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 1.06 ft Slope Type Steep Normal Depth 1.01 ft Flow Regime Supercritical Critical Depth 2.43 ft Velocity Downstream 20.32 ft/s Critical Slope 0.0040 ft/ft

Section

Section Shape Box Mannings Coefficient 0.013 Section Material Concrete Span 6.00 ft Section Size 6 x 4 ft Rise 4.00 ft Number Sections 2

Outlet Control Properties

Outlet Control HW Elev 1,697.61 ft Upstream Velocity Head 1.22 ft Ke 0.50 Entrance Loss 0.61 ft

Inlet Control Properties

Inlet Control HW Elev 1,697.42 ft Flow Control N/A Inlet Type 90 and 15 ° wingwall flares Area Full 48.0 ft² K 0.06100 HDS 5 Chart 8 M 0.75000 HDS 5 Scale 2

Culv 5 1811+28 (Includes Ditch Flow)

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:27:39 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 0.00 ft Headwater Depth/ Height 1.13 Computed Headwater Elevation 1,604.51 ft Discharge 437 cfs Inlet Control HW Elev 1,604.09 ft Tailwater Elevation 0.00 ft Outlet Control HW Elev 1,604.51 ft Control Type Outlet Control

Grades

Upstream Invert 1,596.59 ft Downstream Invert 1,587.21 ft Length 132.00 ft Constructed Slope 0.0711 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 2.04 ft Slope Type Steep Normal Depth 1.63 ft Flow Regime Supercritical Critical Depth 4.53 ft Velocity Downstream 26.80 ft/s Critical Slope 0.0041 ft/ft

Section

Section Shape Box Mannings Coefficient 0.013 Section Material Concrete Span 8.00 ft Section Size 8 x 7 ft Rise 7.00 ft Number Sections 1

Outlet Control Properties

Outlet Control HW Elev 1,604.51 ft Upstream Velocity Head 2.26 ft Ke 0.50 Entrance Loss 1.13 ft

Inlet Control Properties

Inlet Control HW Elev 1,604.09 ft Flow Control N/A Inlet Type 90 and 15 ° wingwall flares Area Full 56.0 ft² K 0.06100 HDS 5 Chart 8 M 0.75000 HDS 5 Scale 2

Culv 6 1821+75

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:27:56 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 0.00 ft Headwater Depth/ Height 1.03 Computed Headwater Elevation 1,524.88 ft Discharge 93 cfs Inlet Control HW Elev 1,524.43 ft Tailwater Elevation 0.00 ft Outlet Control HW Elev 1,524.88 ft Control Type Outlet Control

Grades

Upstream Invert 1,520.23 ft Downstream Invert 1,512.27 ft Length 170.00 ft Constructed Slope 0.0468 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 1.99 ft Slope Type Steep Normal Depth 1.99 ft Flow Regime Supercritical Critical Depth 2.83 ft Velocity Downstream 13.72 ft/s Critical Slope 0.0147 ft/ft

Section

Section Shape Circular Mannings Coefficient 0.024 Section Material CMP Span 4.50 ft Section Size 54 inch Rise 4.50 ft Number Sections 1

Outlet Control Properties

Outlet Control HW Elev 1,524.88 ft Upstream Velocity Head 1.21 ft Ke 0.50 Entrance Loss 0.61 ft

Inlet Control Properties

Inlet Control HW Elev 1,524.43 ft Flow Control N/A Inlet Type Headwall Area Full 15.9 ft² K 0.00780 HDS 5 Chart 2 M 2.00000 HDS 5 Scale 1 C 0.03790 Equation Form 1 Y 0.69000

Culv 7 1841+62

Project Title: Turkey Hills subdivision: Phase Two m:\...\culverts.cvm

04/28/10 01:28:12 PM

Okahara & Associates Inc © Haestad Methods, Inc. 37 Brookside Road Waterbury, CT 06708 USA (203) 755-1666

Project Engineer: Robert Johnson, P.E.

CulvertMaster v1.0

Solve For: Headwater Elevation

Culvert Summary

Allowable HW Elevation 0.00 ft Headwater Depth/ Height 1.12 Computed Headwater Elevation 1,405.16 ft Discharge 79 cfs Inlet Control HW Elev 1,404.70 ft Tailwater Elevation 0.00 ft Outlet Control HW Elev 1,405.16 ft Control Type Outlet Control

Grades

Upstream Invert 1,400.67 ft Downstream Invert 1,387.28 ft Length 163.00 ft Constructed Slope 0.0821 ft/ft

Hydraulic Profile

Profile S2 Depth, Downstream 1.64 ft Slope Type Steep Normal Depth 1.64 ft Flow Regime Supercritical Critical Depth 2.69 ft Velocity Downstream 16.23 ft/s Critical Slope 0.0163 ft/ft

Section

Section Shape Circular Mannings Coefficient 0.024 Section Material CMP Span 4.00 ft Section Size 48 inch Rise 4.00 ft Number Sections 1

Outlet Control Properties

Outlet Control HW Elev 1,405.16 ft Upstream Velocity Head 1.20 ft Ke 0.50 Entrance Loss 0.60 ft

Inlet Control Properties

Inlet Control HW Elev 1,404.70 ft Flow Control N/A Inlet Type Headwall Area…