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Home My WebLink AboutSWP273531 (6)SECTION 32, ri WP 24 N, R 5 E, W.M. coNSTRucnoN NOTES: T CO M RIGHT_OF_WAY- - - - - - - ,O GRAVEL ACCESS PAD. SEE DETAIL 2. SHEET 8. C? - - - - - - - - - - - - - - - - - O2 DEBRIS BARRIER. SEE STD. PLAN 223.00 IN SPECIFICATIONS. N - ------ REMOVE AND WASTEHAUL 20 LF OF EXISTING 12- DRAIN PIPE. CL ------------ DAYLIGH--- ---------------`---- � ..;_---.-,---'----'--mom---- G - - G CONTRACTOR EIISTING 12'VERIFY MAIN INTO NEW BI05WALE. � - - - - - ` - - - - - - - - r y G - G --._ C _- -C - p F- CONTRACTOR TO VERIFY INVERT OF NEW ENTRANCE INTO THE INGTON BLVD N. ,- _ d;, �/1LJ w BloswALE. ® ----------- LAKE WASH - - - - PROPOSED BIOSWALE. SEE DETAIL 3, SHEET 9. _-------`-------- ANGLE POINT STA 18+75 - ___ U OFFSET-1E' RT _-- - ® REMOVE AND WASTEHAUL EXISTING HEADWALL AND 60 lF OF - __. - CS 6-TYPE 2 LLI w EXISTING 24' ADS CULVERT. - 6 LFt 12" CPEP 8 7 -TYPE 1(D - = - -196688.82 E=1302773.55 U) © REMOVE AND WASTEHAUL EXISTING CULVERT (APPROXIMATELY o 35 LF) e 7 --- - 7 FIND T Q SHED CURB LINE SEE DETAIL 4, SHEET 9. ;. I CV 8 CONTRACTOR TO POTHOLE FIBER AND OTHER UTILITIES -: - ,• 88 LF 24' CPEP — ' 99 LF 24_P� _ - - _ _ - - - - - RIQiL QF ` - —fl- F LIYC PRIOR TO CONSTRUCTION FOR UTILITY CONFLICTS. . LF 247 CPEP - � - - I DEDICATED RIGHT-OF-WAY - _ F "' - _ - - N 9O OPEN CURB FACE SEE STD. PLAN 203.00 IN SPECIFICATIONS. 127 POLE TO BE RELOCATED 8Y PSE CONTRACTOR TO • FUTURE RIGHT-OF-WAY _ __ — _ _ — — _ — W ®UTILITY - - - - - - - - - :..�T'YP�Z — — — — — �S TYPE 2 =1 Nn544.�7 N=196629.7 13 LFf 78� CP 11 — -- — Z COORDINATE WITH PSE DURING CONSTRUCTION. _---- - --- - _ ` cr E-1.;02682.87 E=1302733.25 73 CPEP J 01 ROUTE 16' CPEP STORM STUB TO EXISTING LOW ELEVATION _- MATCH EXISTING =196358.14 30 a D� 1 18 LF 12' ---- 8 __-� 20 0 OANGLE FF5ETP22'TRTSTA 20+40 11 V OF DITCH. INSTALL CAP. CURB AND SIDEWALK (DIMENSIONS AND U 1` ^ CB TYPEREMOVE -196468.95r TEMPORARY Q EAST. REMOVE PIPE BETWEEN CBDANDUR. WS LINE. GRADE)' 1 m 'O 2 3,Q01FT/FT 1 E=1302637.4i 1 CONSTRUCTION EASEMENT CEMENT CONCRETE DRIVEWAY ENTRANCE, SEE DETAIL 2. ' 2 BIOSWALE EASEMENT LINE PIN PILES �S NEEDED SHEET 9. TEMPORARY + Z� _ i CONSTRUCTION (INSTALL E FORE S/W FILL) 04 PERVIOUS CONCRETE SIDEWALK. SEE DETAIL 1, SHEET 9. I_ 1 ______ EASEMENT `- _ - - - -�Bd "of-rAA _ ® FLOW SPUTTER MANHOLE, 72' DIAMETER W/SOLID LID. SEE -` STA. 17+39 61' RT 4 STA. 18+35 60' RT DETAIL 1, SHEET 8. �- I.E.-2fi.29 I.E.=26.19 © TEMPORARY ECOLOGY BLOCK WALL (OR EOUIVALENT AS APPROVED BY THE OWNER) W/BIKE PATH HANDRAIL, TWO 1 1 STA. 17+22, 72' RT BLOCKS HIGH OR AS NECESSARY TO MATCH GRADE (WALL 3224059M I I"E-27'57 ® 3224059043 MUST NOT EXCEED 4' HIGH). SEE SPECIFICATIONS. ASSUMED LOCATION OF UNDERLYING CONCRETE PANELS. CONTRACTOR TO POTHOLE/VERIFY ANY CONCRETE PANEL DISTURBANCE PRIOR TO CONSTRUCTION WITHOUT DAMAGING PANELS REMOVE AND RB .. ' . ........ o -.._. - .. .. .. . . ........ .................. .. ...................... ........ ..._.- ............ . -- -_. ._-..... -- - REQUIRED) FROM WASTEHAUL20+40 TO 244+138. AND PAVEMENT ! '�n®FI",XSIi^J CURB LINE ON BIZIDGL SLE DLIAIL 5. SHEE) 9. A S i!i- w LOW POINT STA 19+36.18 + I NON -PERVIOUS CEMENT CONCRETE SIDEWALK. SEE o > SPECIFICATIONS. rn 1 W PM STA-19+10.50 N PVI E-79.24 86.......... .. ......_. ............. ..__ ... .__. < W .... .... ..... ............ .. . .. VIBRATIONS MAY CAUSE SETTLEMENT AT EDGE OF EXISTING ..... :.. ......... ....... ....... -w -1.2 ,... ...N ®1 PROVIDE 12- STUB TO PROPERTY LINE. INSTALL CAP. - y r K=79.24 w 100' V.C. _ - a m w BUILDING'S FOOTINGS (SEE SPECIFICATIONS FOR STRUCTURAL REINFORCEMENT ALONG 58 LF OF BUILDING 35 o GRADE �T NEW w 35 ) ... _ .._.. ....... _ _ - CU ow E TO TH 0 �� - EASEMENT LINE REPLACE PER LANDSCAPING PLANS 0 96X EXISTING FENCE. RESTORE AREA PER SAWCUT AND REMOVE ASTEHAUL EXISTING ASPHALT E 0.31% 0.31X 30 ® LANDSCAPING HAN ......._...........E..................:..................'......._..,:;..,.:....,........_.......... ...... ............. .......... .. ... _.._._ ____ __ _.. _... __.._ _....... .....-.... ___.. ... _____.... .. -_. 3 LANDSCAPING PLANS. -. .. INSTALL CAP AT THE END OF 1B' STORM STUB. 68 LFt 24' CPEP 99 LFt 24' CPEP - -- - :71 LFt 24' CPEP - - --84 LFt 24' CPEP -""_ ---- Y S=0 00002 - - - - - - - - - s=o.0001 s=D.Doo, oom 5- . LANDSCAPING PLANS FOR LOCATION OF NEW CONDUITS - � .-. _ + ®SEE 25 _ 25 20 - - - - ELEVATION AT NEW 20x F4o .............................? ................... ............:...................................................................... ........... ........... ........... .......- . :------ IN » » �ir�i rNi X4 » » n n r4 » c4 15 .. 15 17+00 18+00 19+00 20+00 O 21+00 - o Dv1 U c=.T a �?v gv ROy NOM ~ UcONTar� sw.L CALL THE Lrurr LOCATION G m L Esr C LONE CALL F UTILITIES. 1-BOO-CONTSASS) FOR SHALL B W" W 3 UI w 3 w 3 U W 3 Lai 3 W UI ._ 3 W yI LOCATION OF IfNUIEA. THE CONTRACTOR SMALL BE !• Z W N • to N Z W 6 N Z Z Z 0 6 VI Z Ln - N Z y RESPONSIBLE FOR VERKYING THE LOCATION. DIMENSION. pp�, AND DEPTH OF ALL EXISM4 UTIUTIES WITHIN THE 0.a W W r �w} a w j� aJ� w K wa a d 0 a w PROJECT. WHETHER SHOWN ON THESE PLANS OR a a Wa a aW a w W POTHOLING THE UTILITIES AND SURVEYM THE Nor. U Lal Cal I Oc " U" U I m U U I U t o U L3 U e I N U VERTICAL AND HORIZONTAL LOCATION PRIOR TO cmi N N CONSTRUCTIOi. ALL POTENTAL UTILITY CONFLICTS SHALL N CN aD N W N N N N^ N N Y f `pp w ND BE POTHOLED A MINMAH OF FIVE OOWOFIG DAYS IN ¢,1 P. �.t AN(y f. W N N N^^ W n N^ N^ W N N^ W W N N N N^ ADVANCE OF ANY PIPELBE TRENCH EXCAVATION. THE 4' pt �AII,� .f L pi ��♦♦i 1 O ^ p O N Or N N Lo n n n m O as Y Y O N m 1O LL UTILITIES SHOW ON THE PLANS ARE BASED UPON 5 ++; ,t, e= c n m O^ m m m n m m m O+ r0 m m A m + N m m aD + m m to AVAILABLE INFORIMTTON AND ARE SUBJECT TO VMa.ATgN. �w vi e'iX Y mmr Nmn mM Nunn aD r r+mmu N`+m mm F 0OWLICTS OCCUR THE CONTRACTOR SHALL CONSULT ♦ I ^n NNN I ^nNN NN I ^nN NN nN nN NN I nN NN THE PI W Li W PR TO PROC WITH CONSTRUCTION. -4 Lq l0K 0 ♦ 37 X31I FE-- AAfpraTaf•�C�f 9+olAttto ♦; -JSfONAL s.ORAL ID 3 5 3 110 15 t.=ons ,eN: » ~a. CITY O F zi, 4/„ B.P.S. "'�'� LAKE WASHINGTON BLVD NORTH I� Ci>nap ac 40NsboruHe, Iola crx. -� REN TON STORM WATER & WATER MAIN CONSULTING ENGINEERS - as �� DATUM P IMPROVEMENTS Ns� stint NRo SAC. � Public Works Dept. rJ N0. REVISION BY BATE APPR STORM PLAN AND PROFILE SHEETS BP.B. , u see 27 I AWVML�ms Mm mf 17- F] Pli .......... ......... ..... NW %4 SELL �A� 1 0' 62'-0' BACK TO BACK OF PAVEMENT SEATS 32 T. 24N R. SE W. M. -~ 54'-0• BACK OF VAULT TO BACK OF VAULT WING WALL 7'-0'. _ 36_'-0• CLEAR SPAN CITY OF RENTON rYP. ALL CORNFRS 7fYP, PEDESTRIAN BRIDGE Jam. I G- - RM'-- yy 8,0' y�T -r- - le• D D I F SIDEWALK RAMP I TYP. ALL CORNERS.- �` I SEE SHT. S6 FOR DETAILS 'I TYP. ALL CONDUIT CASING FOR ^AS/NG ENDS GAS LINE o ----- - - -�-- . .... ..... ...... - -- - r , - " -- 4 I I �J ifl II i mJ IIIEXIS/. 12•-6' STEEL PIPET 1- III I II BH-1 - - EXIST. s PNY1FItt a EDGE PAV' T. - GRADE SAWCVT T XIS), WATER t�f 10 HE ABANLC)NLI) I I I GAS LINE UNDER I UNDER DECK I I DECK TO BE ABANDONED I I III I I I REROUTED I I III I I I I I I E CROWN I (BY OTHERS) 195.00 'TOE BEGIN SKIP 15'. A'GLC II - ROADWAY OF SLOlY I I III II EMD SKIP SINGLE 1.+ r "£LLOW TYPE ! E 11 I 2d LANE 11 I II I EXIST. BRIDGE I III TO BE REMOVED TOE OF RfPRM-� I`� I III I II YELLOW TYPE 1 E I I I _ x, d "' .'YPE MARKERS III SEE SPECIAL rypE'20 LANE I EDCf PAV'T. mom: I EDGE OF PVM'T. III PROVISIONS V til III III 4' WNl WHITE PAINT STRIPE (TYP. 1 I I III I I MARKERS- I I _ 10 2- 3•P RGS CONUUII 1 A w/ CAPPED ENDS I \ \ BOTH SIDES R «. -_ _ W 18' P D. STEEL CASH \ T+ W/ CAPPED ENDS FOR I .FUTURE WA1ERL4ME ----� 5'-0•. TYP.- �� d�pP� -25'-0' REINF. CONE. APPROACH SLAB. SEE $MT. S6. WSOOT STD. PLAN A-2 E �4 BACK OF TYP. FACH END, F VAULT £L J1. 08-, 54•-0' _ 7'-0. 36'-D' CLEAR SPAN PEDESTRIAN BRIDGE 11'-0' -BACK OF EL 31. 05 �, TEMPORARY / VAULT LL L9.0 MIN. EL 30. 51 ELEVATION FOR PER BRIDGE SOFFIT --� -- EL 30. 44 EL 25. -------------- -------------------- EL 25.42 -- - EXIST. CONCRETE EXIST. ✓ - VAULT CONCRETf 4 r ✓AULT -- CONCRETE APRON CONCRETE APRON .\n APPROX. CREEK ELEVATION a• Flu P 84• SM. SEWER -'mil 4T N ELEVATION AT TEMPORARY" O•'i g w FOR DETAILS PEDESTRIAN BRIDGE a APPROACH ��No o T.R SAT LAB, SHT. 56 -\ U�tnW m4W PATCH EXIST GRADE ------..-_._ - ,• GRADE PAVEMENT SHIM. FACH END TYP. ---' TYPE 2 RARRIFR NOT SHOWN FOR CLARITY REFERENCE ELEVATION 10. 0'--- VERTICAL DATUM: Nc3V0 1929 Y CONTROL BENCHMARK: USGS GAGING STATION REFERENCE MARK. 4' BRASS DISK IN CONCRETE APRON BELOW S W. CORNER OF MAY CREEK BRIDGE EL. 25.328 roe. fie • -.! »o SEE WSDOT STD. PLAN C-8C FOR EARTH BERM DETAIL TYP.' ALL CORNERS PLAN BEARING OF PIERS ARE NORMAL TO Q ROADWAY. 19 - DENOTES APPROXIMATE LOCATION OF SOIL BORINGS EMPORARY PEDESTRIAN PATH t '� SEE SHT. S4 -� 5. SAWCUT LAKE 1 N30' 5 1�1 - EXIST. EDGE PAV'T. MGTOM BLVD 196.00 --I--- F- = SUGGESTED WALKWAY EXIST. ALIGNMENT (BOTH SIDES). EDGE PAV'T. CONTRACTOR TO FIELD _.L LOCATE WALKWAY AROUND CONSTRUCTION STAGING AREA i� �', y SEE SPECIAL PROVISIONS \` 1. ROAOWAY. PAVEMENT SHIM. SEE SHT'. 5-6. TYP. BOTH - ENDS AS SHOWN - TERMINAL - SECTION CONrRETF RARRIFR TYPF 2 SEE WSOOT STD, PLAN C-8 f SHT. 54 TYP. ALL CORNERS !h el .� fiHll.G£ RAILING TYPF BP yl• TRAFFIC BARRIER <m� r MATCH EXIST GRADE GRADE BREAK Q,n GRADE BREAK; -I. 290X GRADE \+\ roily -1.761 = Uw -� GRADE \ I n_______________---------____ L �- EXISTING GROUND LIME AT E EL 19. 0' BOTTOM OF FOOTING, TYP. I00 YR FLOODINU-SETETYP. EL 25. 8' 55 7roNCONCRETE LIGHT LOOSE RIPRAP C. 1. P. PILES. TYP. WITH FILTER BLANKET) ELEVATION l; GRADE ELEVATIONS SHOWN ARE FINISH GRADES ON Q ROADWAY AT TOP OF ROADWAY AND ARE £DUAL TO PROFILE GRADE. 2. FOR EMBANKMENT DETAILS AT BRIDGE ENDS. SEE WSOOT -STANDARD PLAN H- 9. ROLL 174 BRM - 117 i (00.3) GENERAL NOTES 1. ALL MAr£nIAL AND WORKMANSHIP SHALL BE IN ACCORDANCE WITH THE REQUIREMENTS OF THE WASHINGTON STATE DEPARTMENT OF TRANSPORTATION STANDARD SPECIFICATIONS FOR ROAD. BRIDGE. AND WNICIPAL CONSTRUCTION DATED 1994 AND SUPPLEMENTAL SPECIFICATIONS, AS MODIFIED AMD ADOPTED BY THE CITY OF RENTON. 2. THIS STRUCTURE HAS BEEN DESIGNED IN ACCORDANCE WITH THE REQUIREMENTS OF TIIC AASHTO STANDARD SPECIFICATIONS FOR HIGHWAY BRIDGES FIFTEENTH EDITION - 1992 WITH INTERIM SPECIFICATIONS THROUGH !993. THE POST-TENSIONdD STRUCTURE HAS BEEN DESIGNED rOR SERVICE LOAD STRESSES AND CHECKED FOR THE REOUIREMENTS OF LOAD FACTOR DESIGN. ALL OTHER STRUCTURAL ELEMENTS HAVE BEEN DESIGNED IN ACCORDANCE W!TH THE Hf OUIIEMENTS FOR LOAD FArrOR DESIGN. SEISMIC DESIGN OF THIS STRUCTURE HAS BEEN COMPLLILU USING AN ACCELERATION COEFFICIENT OF 0.30 AND SOIL PROFILE TYPE I/. 3. FOOTING ELEVATIONS AND SUBSTRUCTURE DETAILS ARE SUBJECT TO CHANGE DEPENDING UPON THE FOUNDATION MATERIAL ENCOUNTERED. REINFORCING STEEL FOR THE FOOTINGS AND ABUTMENT WALLS SHALL NOT BE CUT UNTIL FINAL FOOTING ELEVATIONS HA✓t BEEN DETERMINED AND SUBSTRUCTURE DETAILS HAVE BEEN MODIFIED AS REWIRED. 4. FOOTING SEAS ARE DESIGNED FOR A WATER ELEVATION OF 23.0'. IF WATER ELEVATION IS GREATER THAN 23. 0'. COFFER DAYS MUST BE VENTED FOR THIS CONDI rION. SEE SPECIAL PROVISIONS. 5. THE CONCRETE IN THE ROADWAY SLAB AND ABUTMENT WALLS SHALL BE CLASS 5000. THE CONCRETE IN THE CAST - IN - PLACE PILES SHALL BE CLASS 4000P. ALL OTHER CAST - IN - PLACE CONCRETE SHALL BE CLASS 4000, 6. PILES SHALL BE DRIVEN TO A LOAD BEARING CAPACITY OF 55 TONS AT PIERS I E 2. TWO (2) TEST PILES SHALL BE DRIVEN IN LOCATIONS SHOWN ON THE r0(INDATION LAYOUT. SEE SPECIAL PROVISIONS FOR ESTIMATED PILE TIP ELEVATIONS AND TEST PILE SPECIFICATIONS.. ,7. FALSEWORK SHALL' NOT BE RELEASED UNTIL ALL OF THE POST- TENSIONING 15 COMPLETED. iFALSEWORK SHALL BE CAREFULL'+ RELEASED TO PREVENT IMPACT OR UNDUE -STRESS IN THE STRUCTURE. SIDEWALKS AND TRAFFIC BARRIERS SHALL NOT BE PCACEDI UNTIL THE FALSEWQRK HAS BEEN RELEASED. a. UNLESS OTHERWISE SHOWN ON THE PIANS. THE CONCRETE COVER MEASURED FROM THE FACE OF THE CONCRETE TO THE FACE OF ANY REINFORCING BAR SHALL BE 27r INCHES AT THE TOP OF THE ROADWAY SLAB. ONE INCH AT THE BOTTOM OF THE ROADWAY SLAB, 716r INCHES AT THE BOTTOM OF FOOTINGS. AND IV, INCHES AT ALL OTHER LOCATIONS. APPROXIMATE QUANTITIES ITEM UNIT ESTIMATED IXlANTITY SPEC. REFERENCE MOBILIZATION LS f - I-09_7 _ R£MW/NG EXISTING SIHUCIURE STRUCTURE EXCAVATION. CLASS A LS CY I 405 SPECIAL PROVISION Z-09 SPECIAL EXCAVATION _CY _ _85_ I _ _ SPECIAL 2-09 _- .__..... 2-03 2_09- _ SHORING OR EXTRA EXCAVATION. CLASS A LS GRAVCL BORROW CY GRAVEL BACKFILL FOR WALLS _ LIGHT LOOSE RIP RAP CY 90 TON /19 8-15 _ BLANKET CY 27 B-15 _ _FILTER FURNISHING E DRIVING CONCRETE TEST PILES EA 2 SPECIAL PROVISION _ rURNISHING CONCRETE PILING - 55 TON 900 _SPECIAL _PROVISION _ DRIVING CONCRETE PILE 55 TON CONCRETE CLASS 4000 FOR FOOTING E W/NGWALL _LF 'EA CY 30 47 SPECIAL_ PROVISION 6-02. _ CONCRETE CLASS 4000W FOR FOOTING SEAL CY _ 57 CONCRETE CLASS 5000 FOR ABUTMENT CY 48 6-02 £PoXY-COATED STffL 'R£INf. BARS FOR BR/DGE !-STEEL REINFORCING BARS FOR BRIDGE__ _ _ris- 8 ___15700 Li" 1'4 SUPERSTRUCTUR£'NAY CREEK BRIDGE I SPECIAL PROVISION CAST -IN -PLACE CONCRETE BARRIER PRECAST CONCRETE BARRIER TYPE 2 LF 164 _ ___ 6.10 6-10 LF 68 BRIDGE RAILING TYPE SP LF 164- BRIDGE APPROACH SLABS EA - 2 SPECIAL PROVISION SPECIAL PROVISION____ SPECIAL PROVISION SPECIAL PROVISION _SPECIAL PROVISION_ CASTNC PIPE - 18 IN. DIA. LF l27 _ _I ! f _ TRAFFIC CONTROL/DETOURING TEMPORARY WATER POLLUTIOA'/EPOSION CONTROL LS 1 LS ER0510N CONTROL LS _ TEMPORARY PEDE5TRIAN BRIDGE E PATH CONTRACTOR SUPPLIED SURVEY LS LS I 1 5PECIAL PROVISION 1-05.4 POST -TENSIONED CONCRETE RIGID FRAME LOADING HS- 25 FIR 012 R•2747004 0 e CITY OF RENTON �9F �pER 76 F CVBLIC WORKS SS1or..L E K „�. MAY CREEK BRIDGE c....cs ..,. LAYOUT +ttocs:BAR w+i� AKY nm 5- T-95 a[-6. N+A„cn sn+, S9 N. 71 ncrs,u.. n .na as C O , 4L - s 7 7.s o' SCAMED FEB 15 2aW 62'-0' BACK TO BACK OF PAVEMENT SEATS Q FOOTING _.... .. ' iN PIER 2a C FOOTING 0 PIER I I \ I II 00'00' I I I 4— TEST PILE '1 6" l'-6• 3'-IIr� Q Prtfi PILE 7'60 -490 lJFPO / � I APPROXIMATE Lt)rATION OF FILTER FABRIC FENCING. SEE SPECIAL PROVISIONS F CITY OF RENTON STD. / DRAWING SR 21 — - �� 9a'o0•ao _ �- li LAKf_WASHINGTDN BLVD i95 57 STA I95+24. y01 FOUNDATION LAYOUT 1l�LL 1,74 BATTER PILE 4Yz:12. TYP. l TEST PILE NOTE 6-0. I. — -" - INDICATES FIELD VERIFY. 2. EDGE OF WATER I W7ATFO PFR .VJRVFY COMPLETED IN THE MONTH OF AUGUST: LOCATION MAY CHANGE WITH SEASON. FR 013 BRAT / l71 (003) 1' 5' MIN. 1' 2 D. 02' /FT. MAX.— -C -- ASPHALT CONCRETE PAV'T. CLASS B. 2' MIN. COMPACTED DEPTH �— CHUSHEU 5URFAC ING TGP COURSE. 2' MIN. COMPACTED DEPTH -- -- GRAVEL BORROW. AS REDD. TYP. SECTION — TEMPORARY PEDESTRIAN PATH B ROADWAY �/> 2' - 0' II'-O• 5'-0' VARIES --L,._-.-1 — LANE "BIKE LANE 5'-0*. MIN., SHOULDER j EJOGE OF _ APPROACH St AB 0. 02' /IT. 2 r NOTE: `--- BRLAK Pr. rN I. GRAVEL BORROW SHALL BE USED TO CROSS SI OPE CONSTRUCT SHOULDER AND SIDE SLOPE TO SUBGRADE AS 'REOUIRED. TYP. SECTION — APPROACH BARRIER 100 YR. fLOOD EL. 25. 8' --. rot or TOE OF RIPRAP SLOPE-- 1 — APPROX.. ELEVATION i 2 OF STREAM BED ----- ! r- EL 2?- 0, i SLOPE PROTECTION PIER 2 EL. 27. 0' R-z"oos t o Q ] CITY OF RENTON f.r�� sTCa�O W B DEPARTMENT OF PUBLIC WORKS JSroNAL f' K ,..,.._ MAY CAmc BRDGE uvirKs ��i.i FOUNDATION LAYOUT o•*u 5-17-95 AKM ocoa� JJM sc.u. NO STALE rno m r.a� K„s,o„ n Nn arr�or[a nun S4 a. 11 62'-0' BACK TO RACK OF PAVEMENT SEATS 3'-0"407 "1.5f 1 TOP 0 !'-056'-0' g• ,05 rc SPA TO vs) h �IH JI q� ACMODATL 5J f S4 ;.ia . o SEE SHT 59. TRAFFIC w$ W x Il ;� \BARRIER ppx G I IT 7 o 0 s 0 I o I of of W O t N NI Ni O O A Q W I IL L � TOP RE/NF. STEEL U I� L L' n m _ _ _ I /—_2'-0' N/N. LAP N I 0 I t �. aW 12 a m I.w/ .6 m m m SEE SKI.57i FOR SLAB . 'ivlV eaQ N�a ,p DETAILS O 33' a /N TN15 AREA. > — _ �_- —_— .—. —��-__i - pZI` p T __ --�• I 13'-IO' O 4 n �� 06 OR •C M ' I r rl 25 ) fll OR a I 40l W; w WIw ti I 4� BOT. Rf I Nf. STEEL 0 o 400R 8 N N I � N II 1 �I i UWW ui o CL { O W w 4! _ —__ C, _�� ._____--_—______.—___—_—.—____—_—_—_—_+�—• T O _1__,_ h -_-_--_—�__- _--.—___T_—_—_______ ___�.�. f� �__._.—_—_—_�_— --___--4--- —_—__-_ —_ _l_ _ LyL 6k0 , r� g� 57 403)+5 LJ BOT. 0 I'-0- 56'-0- TRAFFIC BARRIER JOINT SPA - 6 SPA 0 8- -0- 48'-0- B3 S3 T•5 0 9' f 42 S4 •4 0 1' 6- AT EACH. BARRIER ROADWAY SLAB PLAN CURB n C INf-, ¢ J' CLR.. 42 EB77"+4 0 I'-6' 61'-6' £3' CLA T1 o 0 ^1/g a 2 - J'Q RIGID CALV, STEEL :SIDEWALK PLAN CONDUIT EACH SIDEWALK. EAST SIDEWALK SHOWN 7v,p-00-87?v WEST SIDEWALK S/M/LAR MULL 174 FIR 016 G et< m BRAT - l 17 / (003) SYMM. ABOUT C CLEAR SPAN !U SPAICfS O 5.1' • S/--U- CAMBER DIAGRAM DIAGRAM SHOWS DEAD LOAD - PRESTRESS CAUSER ONLY. CAMBER SHOULD BE MODIFIED BY THE AMOUNT OF TAKC-UP ANTICIPATED IN THE FALSEWORK 1404 v4 TOP CORNER BAR PLACED 0 J' EA Six OF ® +II 0 PIER I E �II O 254PIER 2 1 __- i 412 •5 PAV'T. SEAT TIES 2 T.l I OR 25 ©•1I � 51 •6 �) —�� CONSTA JT. R 277008 407 TI•5 f l I L .� �� .' 40J •5 LJ A7 `1 402 •8 -- - 57 N TIES (SEE TIE DETAIL SHF. Sy X CLR. NOTE: FYP. BOTH FACES I. POST TENSION ANCHOR DE/AILS NOT SHOWN FOR CLARITY. SECTION PILH I S'IMLLAR A. 4gHO` o- CITY OF RENTON f f�ISifF�W DEPAR-- ENT OF �UBLiC wok. s AL `F' K MAY CREED( EIDGE R_77iCoe? �rCANNROCci • S 200Z t SPAN PIER I BACK OF PAVEMENT SEAT 1/10 -DINTS CLEAR SPAN - 5 0.5_7' • 28_5' VERTICAL DISTANCE FROM SLAB SOFFIT r0 C. G. OF P. S. FORCE - C.G. OF PRESTRESSING FORCE N �I 3-- W .4n--J, 4 N 2 V1O a "i•..-CONSTR. jY3 a:4 U ~ "o JOINT ado4 TYP. I uo; 1'-6' k 6 -0' 5'-0' PIGMENTED SEALER. TYP. i / O. OI' IFT_ o ,Q 0 1 I ;J 1B' 0. D. CASING FOR ,2'O GAS LINE TG-0-(ta-s)70 U - PIER 2 / BACK OF PAVFM£NT SEAT - -- 9vM TOP -�7 254 vil l � 255�i11 � I CORNER BAR kI �+ GE OR 4G5 +6 i 4l2 v+5 PAV T • I 1 SEAT TIE 257 •4 TIES !0• �I 407 "•5 �1 (�f TIE D£TAI� �� %� 4/1 •5 o +a •B J7 1 Z_ �~ - 1 4!0 •4 SLAB TIES. TYP. I 40 s Lu 40 08 _ t0'-0' l0'-0' 252 •7 - NOTE:, 250 •5 C--) '•I. SLAB SOFFITS ARE PARABOLIC, y-0.00/23/xY(FT.).1 HORIZONLAL UFFSt IS 'x' ARE MEASURED FROM THE C OF THE SPAN ALONG LINES PARALLEL TO THE C OF ROADWAY. VERTICAL OFFSETS yy' ARE MEASURED DOWN FROM A LINE PARALLEL, TO ANIO 2'-0' BELOW THE! TOP OF THE SLAB. POST TENSION DETAILS SHOWN REINF. STEEL SHOWN' SYMM. ABOUT C SPAN PIER / REINF. SIMILAR LONGITUDINAL SECTION AT a ROADWAY POST -TENSIONED TENDON DUCTS -' - D. 02' IFT 32' - 0' I p ROADWAY 25+ V.l 1 I 25 �•ll '�j 0. 020 If T ' I • �i�i �{ > o 0 0 �I s rrYP., I 1 \ ? ORO+7 254 v.! 1 -� - 405 ®•5 \� 0 0 0 o S 1 O s ©• I Il0 45 SLAB TIES 0 A8T. 4'-0- (SPA I TO AVOID EXTERIOR � P/T TENDONS) - - - HALF SECTION AT MIDSPAN HALF SECTION NEAR PIER 2 ROADWAY SLAB SECTION. ROLL 174 POST —TENSION NOTESBACK OF PAVEMENT SEAT -- - 1. THE CONCRETE IN SUPERSTRUCTURE SHALL BE CLASS 5000 MIX. Fe' - --. s� 7 4l VM no 4' : 2'-0- 5000 PSI. THE MINIMUM COMPRESSIVE \F CI r _8• "--"-- STRENGrH OF THE CA57-IN-PLACE 40, +4 \ ��/ CONCRETE AT THE TIME OF POST- TENSIONING SHALL BE 4000 PSI. 5. T' 4O7 •5 �1 0 /'-0 2. DESIGN IS BASED ON A FRICTION O W CURVATURE COEFFICIENT. U - 0. 25. �\ A FRICTIONWOBBLE COEFFICIENT. -- 7 407 v•5 (-1P 4'-2-0- K - 0. 0002. AND A MAXIMUM ANCIIOR it SET OF '. tONG-TERM LOSSES AFTER ANCHOR SET ARE ESTIMATED TO BE 33. 30 KSI.----E- 3. DESIGN /S BASED ON 20 4 STRAND TENDONS WITH GRADE 270, 0. 6- I NCl1 -•A -- - - - O!A • SEVEN -MIRE. LOW RELAXATION - - -.- - - - -----; _ __ STRANDS. EACH STRAND SHALL BE • T `g STRESSED TO A JACKING FORCE OF -;- 1 43.5 KIPS 4. TENDONS SMALL OC SFRCSSCD BY ONEF- END JACKING OF ALTERNATE STRANDS FROM EACH END OF THE BRIDGE. - JACKING SEGUERCE SHALL BE SYMMETRIC ABOUT THE CENTERLINE OF ROADWAY. W: 5. THE CONTRACTOR SHALL SUBMIT THE NOTE: STRESSING 5COUCMCC. ELONGATION CALCULATIONS. ANCHOR SET. AND RC 1. TOP STEEL SHOWN. AFTER ANCHOR SET TO THE ENGINEERFOFOR APPROVAL. THE FORCE SHALL BE SHOWN FOR THE JACKING END. DEAD END AND THE CENTER Of THE TENDON. 5. THE TENDON DUCTS SHALL HAVE A PLAN AT: INTERIOR TENDON ANCHORAGE:. MAXIMUM HEIGHT OF I, INCH AND AREA AT LfAST.TWICE THE NET,AREA OF THE EXTERIOR TENDON ANCHORAGES SIMILAR ' 4 PRESTRESS! MG STRANDS., 7: TENDONS SHALL BE GROUTED. _ IERM/NATE 405 +6 AS REQUIRED TO ACCOMMODATE POST -TENSIONING ANCHORAGES - 1 R-277009 5'-0• 1pi?' 4! •S 7YP PAVEMENT SEAT TlF -- .� PEDESTRIAN RAILING CONSTR. Jr - i v �- 54 ,•4 407 +5 i-_l - - ¢ PIT TENDON -- 400 OR 462 08 --(40 •5 1 NOTE: !. WALL REINFORCEMENT NOT SHOWN FOR Cl ARITY, ELEVATION AT I TENDON EMBEDDED Z - 3'0 •-• -• HIGIU GALV. STEEL o - CONDUITS EACH SIDE n POST —TENSION ANCHORAGE DETAILS .� NOTE: 1. REINFORCING CAGE SPIRALS AT TENDON ANCHORAGE �l8' 0. D. CASING tTO BE PROVIDED BY POSF-TENSIONING SUPPLIER) NOT SHOWN FOR CLARITY. M, a Y 9 V W fsJ/MAL • CITY OF RENTON DEPARTMENT Ol PUBLIC WD�KS �� MAY cr3Eac BRIDGE txrius SLAB DETAILS arxa 3AI( A•¢. 5- 17-95 a[ •uc. ' o[utn V jjNO SCALE �.+� r•ou w ar••• n w.. o•+• rwoto aau S0 FR 017 C n ; R( ?;74>c q SCANNED FED / 5 MR ' BRM - f rT r (OOS) ( $,M POST —TENSION NOTES y r ) Pa.1CR % aMR OF I. flrf Carn[Tt Ix SWl,`STRYWYM Cj/ N PAvf1(Ni SEAT �~f_ PNDYfxr $fAr 9yI00µ0LBE P . C( lw Y• 1NVI.. caYRMsSIvf � \ (�-+-- L -� i if _ n • .'. -- L'_D• !I'•D' sr. 1. OI rM CAST I. KALE S T CONCRfrI Al III! IIYE W PoSr \` ,i•!"'—� ®nss r-�• r•t•-D' TfN51oIfNG SHALL •/ ED00 P51. lw- 4•PofYrS CLFM YM - ! • 3. T_ 10. 3' --F'N.TNK colffIcIMFROC�IFERTIHIM lgf f CDRIYR aAR f �Cr. [FFIEf1r,Io c.6. W P.5. 10 fI (/;emx�(-wor"Wrc.6. Df PMSTfss'. fart V Q SEAF I PM'r KffR AAF/A)R so AM E$lIYKfO1la'Ofs IDN IS aA5ED oN M 15raxxo�lf DD1AlIlI TENWNS YIINDNNXYrO D.a-IMW SI1IIWIRE. La• E[LMAI IDM-.STRAAD SHALL aE L \ SWSME D A JACXING IOICE W yY .1.�%'�-�—t L--------.— .----.--rEMWNS SHALL M SIR WD W ME I-- ®r �r C •i MI Y I cR J6 is IRpY fKM NDFW 14 Do" Gf.IA1W5 $�R El _� a I 1�l 4N SL I! rltS rrP I S`P.I JK'RINI SfleEK'f I. a of SYWFIRfC ICIw„ I 1 - x� Aaq'L) rxf CfM£RLIx[ W PoMYAv._r. VVV"' 1 ;y ` y�' �i,� ;28 ®•S t_I ®M--! _ ^ 3. tl/E COMRKIOR KE. L0fIV )xf Porf: CClY� J'vY i hi'.,, `-L'pNS)R. •' r0_-0_ _ IO_ �� .J $E. D II. tSEr. AIDN _ CALCOL AI (aNS. MCMM K MD favla 1. rOP SfffL 5 11M. K)EE AMCAGR Sfr ID /M EAGIMfN IfW pi �iyN ?$( •+'' AIYI 9 — - //� KIRWLL. IIIf !OECD sHXtl aE S.0 ' �dw 8^r--•,N 1 `� . lw IRE JA. r END. D.X. END MO d �dX s `�E33'' Ixf Cfxl[R W IM )(MM. .xDlf' sf� 1 vIf1. 6, INF rfNDON pICIS"IL MA ® PLAN AT INTERIOR TENDON AMCM7RAGE. ®• moil!!. wI6M Of IIAYI ADD WA $LAB SWlIIS MI PMAapt fC. Yy•0. aplfll+IlR.l. \ ®�I K LEMt MfCF lNf NEI MEAW IMF EMfRIDH TENDON MCAaRi1GF3 $IMLM c xfIMK Wf5El3 + All! f(ASUR(p'fRpY /ME \� E M[$lECs3fRD STRAxDi J. Y (OD )A[ YMi ALa1C LIws PMNAEL IO rM i Y W GOAD I v[ETECAI WESRs'EE'' ME YTAlla - '/ 1. If%WNs �I/Atl fl 6EWI(0. LxNrr IIpM A L INUm. (fl; ID AAW t lo• DEL. B iY rxE roP W rxt S5 -s• I'-•• 88 �arxMsioxEMOwlv*Rp(f s - v-D• POST TENSION DETAILS SHOWN REINF. STEEL SHOWN. I SYYY. A}Ll (YM PIER I KIMr. SIYILM (•3 M© M n LONGITUDINAL SECTION AT (t ROADWAY V%{PrrENmx R-?77009 w�OR� b PANEKM SEAT IE - PIWYRTfD i ' SfALER RI, I PM \— ® •3 t-1 �— RAIIIKIIfNi CpISTR jr K P051-TfN510NL0 OLCrS— � ®T II —1 �®K i � MI(, �.Al tlxa `�x' gOi •x I. ALL REIMDECEYfNT / aO,r_ ® \\ ®vH \DI'ffT wr SHOWN lW CLMIrY. \ aat, rl o, OY?L� f 9_4 �`-' _r...1—• m 'rr oW**r� srY n(rr-Y-a-r•.--r•-,(-r-Wr(Ts= -'� - IFil�FfpDscifv.-s3-0 ELEVATION AT Q TENDON LYYIDDIIS EACH slof POST —TENSION ANCHORAGE DETAILS AVIL ia•aa cAsla 0.0. C I. oMIEl�l'f0 ftXDa POS�'Isr(IsiFa 9iPPoLR rW It-* 6A3 LINE --' /I (II��M YM r,ts I ` •9 �•5 oZ la' XSI.r v, SIgWx ra* cLMlrr. •M: R'-a• fvi 11 1£MplW51 >� HALF SECTION AT MIDSPAN HALF SECTION NEAR PIER 2 • cIIYwT OF aErtN�ON xIGYAi d'y ®.�.� ww MAY CJ®C EROW ROADWAY SLAB SECTION S SLM CETALS • •aY IID SLALF 71�0-M�-i77a •rx M o 11 Cn;.�-: ii.:cY YDARIIEa iFa •s7! LL 174 FR 017 9a wE MWNRNs !K DArE PANEL) ON ftl N M AAPA0XllIW IAWIIC -A• 1— SEE DETAA wSLOT li Ta• Of 9DEYNN 5I0. A.w C-0 -- - !M'" EDN.. " "' �l W'w A� I—la]l1 � YIN. MICE \ } I• JJJ--YYY��--- S/IXYNR ,OIA'rs 11 s• W—D,o JOIYr 1� ruLEn 11-0• YAA'. s",01W. Aron 1— .. IAAN w,'f,CE S' -0' PRE ID Xf IYP. +Y1lYrs On flYNIEA. aElIDY wrC. ---� TPf P ONibER snME. 'WITT SEE Vlfr C i Wswt ��NM' I. Xr w.&DER caw. OnAN ""A' ca "11PEDX'W"(7 BAAAIEA .--• END VIEW SEE AON/MY EAWIseSLAB AAN- W. WI CJPANS.GI !r. �� PLAN - TRAFFIC BARRIER ar/r aYw Nr .roW CW IMfS FACE BAAAIEn CDNIINIADs aMfI LIP-1.A1NI1 CMSIAIKIIOM .tlII, III wZ ars AN AN0I5ilaf AT IYIYII/ JOINT LOCATIONS. Dql JOINTS arWEEN DENY) JO1NIs $NNL wI of PEm"11A —STA IIOn a IN I-11C IlAMIfA or X IA Fau'IK PILL Kr K A£NYI"Ea l 2 2 A I S JOINr I wEw wlns NaRYK ro sAAa�—� SECTION J SECTION B VIEW A N/. GIAYfEM i{' Ia• a Mrr. uA/- C W rMlFlc eMTIf. ON WIWR.AL F w- o fN — EM' bwnaE Il p5OACf 5 Sf[ lDE PLAN [4E—SDI r y I Jane — + — -- — - - if OATf NUYEflNS - TOP O! INIE— CWo F sIDEWNR. nNN rDP DP srDEWAI W M100f �—W/N ROPE LOOPS. SEE DETAIL Ns00/ STa AAx C / WP NyA / !'-G' 1".. _I_Si N -yA / I'-/• me. j - eu - vA / !• YIN. •B -SPA / YAI•! -yA / YRI. o- 1 .. SJ P! ' SRA / !• YAI, • - tcwrerroSTI OUTSIDE ELEVATION r SILLWI fto c YJ rfmAN -s. END OF TRAFFIC BARRIER, TRAFFIC BARRIER BAR LIST . Ndlp w SnALL a AASNIO Y A. GA.Ba YALT _ STf£ LEW KVIK 0— DKNSAWS AK-owr0 0VT1 s"' I r- srrt 1�1 j1/. STA :1R. 1. STIES M) /AR DEMOS �'I I rfal —, XE 611LGf BARLI5T 1-ffiIAI fwn COATED I[I x1ENY/a Im. PLANS Eb1 A IbAI YJ . Id N G td 05 s 1[1 (!6 I IY bA s Id USE I -Emil BRY -1171 10031 iLONKC^!PT I ,D• • I nWMpNKICx a a 2"ev KICR 4 1 N4!- ADOND wrcn _Ft, I.XC sra A. C-e !OR PIN DETAIL. VIEW C ' S'0' sICfYALA _� I OA M RA/L ANCwRK( 1 I\ vEArtK /J/ �—IK)V•1 / rC ITOa CASbO �— AJ•e RIGID GAL, EAM SKY— STEEL LVYpIII !KN SIRYNA — ----Y CMAWfA IIYA ---:8,1•e CON. J'-I• YIN.. MICE ICF MIS - IV— ... VP'-D• .1.. vlI f (811-50 - coxslN,Trrox n. rlrN AOOONKO SUNK'( ' l LEv[t IRMSV.1 FDAI'[0 DEC, fDK - -- EB NEIIrP. r Xf WE, X L— faWD S~. EON w.o la• as cas- wr swYN FOR clot 1. TYPICAL SECTION TRAFFIC BARRIER • —1— NIDIII. 'TANFIC BBRRIER -[FONT NY VAR) IF — D IO P 10* lVIrn PRDE ILE. IRKFIC BMAlfR I slot— SWII, a fAST sIK D! AD—ERA!!1C BAolm 151of— On " SIDE 5/1IILM. •• FIELD KK fBJ1N FO YAIMAIN L SIANI Woo(E Ill INSIDE FKf DE BARRIER AI END rRAN515110N SECrf"s. •'• UM FBIAI•s SPACIK AI !• EMI IIIW ID —WAIN COWof CLEMAKE rO IA IDW fXE M' eNglfR Al En rRANsfrION XCr10NS. R-"7WA MOLL 17 4 F R 018 ®� CITY OF R;NTON •rr ra"•• ru[•• pr • ic II MAY CFEEK VE"DQE TRAFFIC BAFff ClD. R.: •+unA sunneOF[R.SENE I'ee' PIKMOLLYO.IOIAT BRN -IITI IOOJI ( ROApIAI I rpa!lW Y•Vfx1. FYLI U.N OF -. OfI1lL !w MfAt[. lASIlN bKB/J COM. ^ ----� - - �Y[l(JN LIES Y/ 1' 0' I'.O'CIRS. YM.. YP(CS. - �Mi 7 } i -- -- XLICE. rP. sLf ":C LT"449 E00E Or ABOIYrNr YALL EDGE w ABYTYEA•I MALE $1 o �— - - ®I •Y L—> —__ ®N II[S 'ME a LE Y G L.E. StO- ( Pill f PI : :OOi ro B Y' I ) XA B 1'.0• I2'-0' � - l�rl g � w R.1TrFA lLr. I---- ii "IIEY[MUKSok x Loot, HINGE DETAIL •E T— ®A) [o.Nc NsECo Mor � -'E I ''� ttMln. sra now IY ff • , �_.....- _ oo •r a� LILLR� 1Ye O°iss iaroleoorlAO e �� roQi ro • rr J� ------ --J �' rncfRlw EKrrxo rO eurrwwPnfx �.. .. arw talc'. Pnr, rrP. .K• CI R: AW MW/OE •I /MK B S' CIRx I�N MIYGE 1M5 Cin. W rM MAAAI ILo pI B B _ «Go7rolwre0rBr-a••Is'-0•BPIERI J TIE BAR DETAIL 10©ro N1Wf BMS rc. SA . fl . So ro 1EIL E. aVE Nor[, IS[ FM. sr— E srLx PIER E. r. M.wsr XAC/Ac w IQ ro ro ArroYYroArc SECTION B IS[ Fo�Nv lw LArour sre[r s. rw :PLAN AT TOP Of FOOTING WfA'Of0 PILL ALIM` AEMT AS NECESSARY. _ LM'Y/w O! SEMRI � IICR Y JIYILM f,11 I SIQRI' NER E SIYILM fRCfPt M 71F0-N-A7H J�nl N�r.. rrn ELEVATION J J•I. f. F. IrP. PIER I Law IW saITN '06. rYP�•'',�^�T•'0' 32-0' A SS i'CLR I I' JJ II •S PA -I. TIES B I•-0' 1 RaAORb BACK OF PN-I. sear EL JI. Jo I JY-0' I IIr "- pm, I. SEAT POST-IENxIONl A41. C'm"G rB' CLR ClpJWle/IIIfl10Cx SIDE / 1B• 0. a CASING fw Il'I CAS Ll Nf CN I -®•I N.F. CUI /-®•) N./. r I -CEP•I F.r. Ill ACCOYW of le• cASIw Ex. slat ACCOnowl[ W CASIAC EX. SIM -� .If' 1. ABYIYEM YN $ AT PIE. I r Y —1 W sranaCD Ywa SLM /s &ACEO AMD rosrr- I[Ns/m1[a a �C•f arwus miry worn R[1xroRCIW eMx IfMY! lN5 �` •`w tl;/; F.F. 0• YIN.. WIRACII IT, lw. P. VV1I � SS [/ •I I f. F_ - e• 0. A CASINO ,w /Yrt," 12'0 ILK If Y to. SPA. ®N C� IEs • EYEM �•. •I - 1 1 y I t �Ifl_1Y. 0' 0' i, � YA ► e' J. Co.R � IB YA B el -- Jf''0' B [VERY PA/R /0®•B fega�.F. r N. f. K. IYP,' Ili' ClR !S •/ � B /'-0' N. l._ � i �e •I • t-o• f. r. J®•Tl RP., rrr. ELEVATION PIER 2 Kw -27,7006 LOOKIAO AwrM � CITY Of REN TON MAY VERDW CRm 0 F401 DETAILS ROLL 17 4 FIR 014 co;,p .: „06 sunned lFe tsEot ._ Mr-o• eAcr ro [ACM or PwENrMr sfArs __ .._� l�1 6l' -.6• . ��• • PIfR [ \1 — Amgr1MAT[ LacenoM o< I °-J I I . f II IER f.1691C fEMCINO. SEf SnCIAt IRp'I TIDY$ l Clif a R[n0Y SI6 p1AYlAR 69 [/ - I _ " - -64- I n 1P 0p 00• I W -4LL V Y — ss ____ Ms V'♦RAGEION llv0 _OO _ J_— FOUNDATION LAYOUT TII I I I I � ' MTI(R Nll II I I ndlt 1-� lFst Pllf I I I I MDT[, 1. ••• - IYD1C.fs "i'D VERIff. r EXE w DYER lwC lfO ff. w " CO EIED IM Fm YOM/M IV AO sr, LOCATION YAY O"t WIN SEASON. MOLL 174 FR 013 BRN -0/71 (OOJ1 _ 1' s' nM , f I � � ASPNAI T CtlMCAET£ PW'T. CL A55 B. 2' CD✓IK'TFD OFRH 2�Yl N� CDYPACffO L[I1�RY. GRAVEL sORROW. AS Rf00. TYP. SECTION TEMPORARY PEDESTRIAN PATH f ROADWAY r-D• u'-o• s-O• vARlls + LRYE ilRf LLwrt'�s'aR' �! mtv V-h s Ae i a ora or A, a Os' IT.� [ wrf, EIIFRf n. IR 1. ORwfL AYWEOW fMALL w YS(D TO CMSS #OPE COYSIRLCT S Af,N — slor if, Io weORADE Af irw ma TYP. SECT ION - APPROACH BARRIER Im rR. noo0 it l. EL. K s' — TDE Of )"6— ; IOE of RIPRN slot[ D AF $rAfAY K APnION W S/R SLOPE PROTECTION PIER 2 R-2, "OOs _CITY OF REINTON T..M.,+ w c .OM.s M my CFIM [DGE FOUDOATIM IAY40UT co R-"four [La�E�o[uf[at NW Vw SEC. 32 T. 24N R. 5E W. M. wIAG WALL CITY OF RENTON ALL coARENs 09. eo - PLf i f CIMIM-+ L S—L -LYItT. O ` \[WL PW'1. J1 y�y BRM •E171 (003) 0' 0•� Sir -a- BACa TO BrA OF PAVEYLNI VATS /0'•Dy 50• AWN OF .IT r0 Bra M VYN.l �)'-0•, %'-0' CLEAN S^M II a- ` SIGENHa ow- -rrv.- nMsrarAN Mraf I 1 IYP. ALL CCKFRS GENERAL NOTES sEE W. S6 IN CLIMES L wIERIAL AND ROANYANSNII LIALL M IN ACCRpwCF Wl/x IRE ------ - - I R(WIR(YENIS M ACM NASnIffl SIAIf DEPART&., Df rAMSPOMAIIM lalS1. STANDARD SPFCIFICAr1 DNS TM WALL MICG[. AN MANIC I PALCA ED CMSIRCCrIM - -. RIMAP w1H19WYAND SUML NLNxr4SPECIFICATIONS SM#)/f1fO MD A00HE0 z. IN1s srRiAl,im NAs BEE" MS GNEo IN AccomAME werN iM Tie IREYfMrs of TIR AASH 0 SrANDAAD SPECIFICAr Io"s roe HID~ mixes FlfrEf"r" . 9 ( - h EDI IIM - SSE WITH INFEAIY SPfCIFICAr IDNS rNA0A N ISSS INF GOMOIIf C`A5!,NL%pN / �T �' PDSI I["S10A,D SIANNew MAS BfEN DfSIDAED r0" 5(MICL LOAD "At'vS ASIMi [NOS LAS L ION t _ ` AYD CNf[aEo FW IMf R(OVIME[x15 OF LOAD irlpR p(SALM. 4L OTHER Sl_fUA4 elf -Is N.wE BEE" DESINE. Ix ACCCRWRCE w11N 'NI KMIKYENIS FM LOAD '.IN &SIGN. SEISMIC DESIG.NW 1N1511-IIMF NAS SEEN MM°L FrfD USING Yl ACCELERATION COfff ICIENT OF 0. M AND SOIL ~11f fvH 11 III 11! I I I -J III III lD M T I III -y I III II Bwr Eal Sl. w LIRE I GASSLINENt` LO NL OERFDfCAIKI AgANWx(p 1 1 111 I ADD 10 M MAMDDNEO 11 1 HI NIT IIIREAovTEo II ACM OTMrtSI-• I �WADwAY I I III 193+pp�__�III 1 171 III III __- MG1N Sa IP SIAGIf ILYIAfK I ( 1111 MN 1 IIIIII fYIST. BRIG( IOM KNED ION OF SLtY'f �1 I III /M AD III ,,fitIN fEYGKL RAKERS II 1 III CIS V V 111 YA lRR[ I IIA'A-AS— i f�0pf P ~ I. II I I' NnrTC PAIMI SIRIK IIYP. r 1 III I I I BOre 9C[S ar _ CAPPED ADS FILL WE WAICNE10 11 mr SNI. 56. NSW S 0. n E t R, SEE IISW1 P BNCN Ow P. Frx CHO YAMi EL SI.00 KM c1BCD !M EARfM MRY MEAfL lYP. ALL WRMaS' •w'-0' r'-D' %'-0• CLfAP YAN PEMSIRlAN MIOGf I' 0•� 6rA Or l [L S/.OS IEMCHARY r1. Ew.O N1N WLT FL 1o. SI I [LEN'AIIM FOR KD MIWf SMFIr .................... PL AN EL IS _ fL A IE ARMING III IIENS ARE NOIIYAL 10 B AOAN- �- - CNCA[rE - MWTES API1gYlYAI[ two TOR or wit NM1NG5. fNl31. COYCRErE fN�>•, v.WLI [ i ---_. CDNCREIF APRON CONCKI[ MKN —1 i ARYpI, R Se CKFItVAt/M SfW[ 'Iv tit XI ELEVATION AT TEMPORARY Y„ ACM Mrxrts Mr cr AA rNc rvK r PEDESTRIAN BRIDGEa �..� aA.a A'!, iD" -x Ell IRAIFIC BAMI[A MCAN �N yy�� IMAM YAICM (Di (YI SI GRAM MNX� AVERENI SMIY. frN Nor - E 9NLRI(R N01 SNMN fM CLM/Ir .__.. (lNvIONE 1C.0' V[KICAL DATUM MOVD 1929 CMIRJL MACnYMAi ' SGS GrinG STAIlM REf[RErf YARN. MASS CIS, 11 COKRE,E APRON Net S.N. COMA Of C11GEA Mllii( Lt. ES MN f�61-Y�•�770 ss FM CONCRETE I AGM L00SE "I_Ll C. I. P. PILES IYR. TIN rlt rLR MAMETJ ELEVATION I: LNAD( ELEVATIONS S # ME FINISH GRAMS UApAMAY I TOP M /A)AMAY AND AK Io PaM/Lf GRAM. L YM ION ANA III WAILS AT BRIDGE ENDS ME SWI ST.— ILAN MR. EUNLN- KLXSTRIAN PRIM -' k S. FWTIAG ttRArICP5 AND Sj85rPUCrufif DETAILS ARE SUNECT TO CNAN:L SMJ. N MPfM01 ML UPoN WALE iWN0A1ION MATERIAL fr01INFfKD. R(IREOrIMG SELLMf FM rRE FWT/AGS AND AMIIMNI FALLS SHALL NOr BE CUT UNTIL FINAL / FODIINO ELEVATIONS NMf BEEN MIERNIKD AND WASIAIICIUAE MIAILS NAY( SNICYI (Y Ise. TOM -'1- MEAN MMIIIEO AS REWIRED I WIIM SEALS AK MSILKD FO" A NAIER ELFYA110. OF E5. 0'. if WATER lANF Lit ASIM AVE 1 00 a AIIM 15 GAEAHA I- z! 0'. COFFER CANS MIST M vwED FOR IN/S M]0.5/'11'! II _ -�-- SuLDRSTED PALNW.IY CONDITION. Set SPECIAL PAOVISIOAS. 5. rH CONCR(rf IN rM Y SLAB AND ABIIMNI -15 SMALL If CLASS 5000. �fLGET/✓ .1 IIOrN SlfI THE CNCREFI IN IHf CAST IN -PLACE PILES SHALL M CLASS -0001. ALL DINE" _1 OR OCArf 0ALAINAT AROUAO CAST IN PEKE COKRET[ SNALI BE CLASS NW. CR CCNVNNAC rIM ST.IAG MIEN 6. PILES SMALL M MOA IV(x IO A END ARMING CAPACITY OT SS 1O 5 AI I/ERS INS SAOIN TM WE SPEC /K I f z. Iw0 121 TEST Pltfs SHALL M LINE. IN (OCAI M FOUMD.AT ION 1-1 SE£ SPECIAL PRWISIDNS ION ESIINAIEO PILL III AOAMAY. PW[MITT SHIM fLEYN/DNS APD TEST PILE SPEC/f/CATIONS • I. fKSfrtIM SHALL' NOT M ML(ASCD WAIL ALL M INE POST IrNS10NIK 15 t• SEF'Sla'. %, ION. NOIN CYP(ETED. FALSFwNK SHALL M CAREFULLY RELEASED To PRLY[NI FMrr ENDS AS SNNN OR UNDUE S�NESS IN rNE STPWrUK. S/MIALNI AND FRA"IC BARRIERS SNAL( NOI M PEACE&UNTIL TM FALMNORA HAS MEN RELEASED 1. UM[SS Orwmesf SAQIN MON IPLANS. TM CONLNErf C&'FR KASUKD fIN1W lllf FACE OJ IRE COMCKI1 IO 1. FACE w ANY P£IxfOr ING BAR -1 M TfRYINK & IACMS AI IRE rM Df ION ROAM& SLAB ONE I AT INC wrroN Cl, A�A010" (RSL A& Il, ISACH[S r INC 60IIM C• IWI fNO3, D IB 1rMS SfCFIDN WM.MTf NAMI[A rrrf z YE ISO01 STD PLAN C-N f SM. SI III, ALL C .5 11 it* r YATCM ENIST M.1M RAM am.a •R I -I TES gGW 6RA0C ENISTING CNOVN 'TO A f EL ryD' WrrMa faprrNG. rrr. EL�BCI7oY-Of-FWI/AETF.iiErYP._ APPROXIMATE QUANTITIES I1FY UNIT FSIIYAIEU MANrI I C. REIEREACf YMI[IlAIIM LSL IOS 1 SPECIAL PAGUISlON E OS --SI(C Al TRW iSiONN-�-- --. E - ... z-OS - 2-05 N-15 8-15 KKI ER/STING SIAVCTURE .. __ .A irwiii, A'CN Cl A55 A LS LV IDS . A'FCIAL (rWATfM wCIALf SIIORInO M EMA ENCM'AT/M• CLASS AA CY LS N} _ GEWEI BDNow - CY fl AVEI BMNEILL FM 0014£5 CAC _N So _ LIGHT LWSE RIP RM ACM TIE _ FILTER MAM[I - CY D FMMISNING I pa1Vl AG GDACMTE rf51 PILES EA E SPEC/AL PIgVISION FURNl6M1NC COAOKIECONCKq PIL/MC - 55 TM M/1IM: CONCW`E PILE 15 TOR LF rA _ 9W SD SPECIAL MOV-I510_M-_- SPCCIAL PRDY ISIM CLASS NOD IN lIfNIApYALI CY A -__n SI _ _. f: qE _CONC}EiE CBMCIAETL CLASS NWW Im" FM S[AL morarw CUM'REI( CLASS SWO JOR ABVIL(MI- STEEL KINFMCIAG BANK FM ANIOGf _ _ _ -£PONY-MATED STEEL 'MINE SANS fGR MIDW LB _ LB _I]IGO.. 11110O _ B Df ----- 0 A/PfIKrAVCYURE YAY CK(a MI06L CASI IN-Krf COMCKB I[ MRIfR PRECASr COACREIE SWIM IYK 2 LS LF I IN_ _SPECIAL PNOVIs10x 6 0 ----6-05 LF- MIME M/LIME IYRf M LF 16I _ 6f110 -1 NP VXWI 5(ASS EA E _ SPCCIAL Po01'IS C. 54C1AL N ,SIN - SPECIAL PNov1510H SI(CIAL PNI ISIOM _ SPEC/AL PR0VI5ION PM SPECI A( OVISIO" 1- 5.1 CASINO PIA[ - IN IN. DIA LJ _ iv -_-_ _ _ _ 1 IMfFIC LOxIRM/MTIXMIMG---- l5 TfYIGRARY WAi[F PM LUIIO 40110510Y CMI 05 f1105/M CIWTRM - LS TEA! KAt AN JIWE f PATM CMIRr%oRSUIFL I(0 SUINCY- - ---- IS Is POST -TENSIONED CONCRETE RIGID FRAME LOADING NS-25 ROLL 17 4 FR 012 R 277oo4 n•y 8 �` CITY OF 11-TON R*MAY 1Mu CIIEEKVELWO01111 —�1 LA1YplT co. 1:lToo A< i0MY1FD iFB'ISA@ BRY - [ rTr rood I 8u IO'-� 6r -0' 6KR !0 6KR w rwEW r sws rlo' l'-0' srlq��sr—t70P r I'-0' • 56'-0' !'-0• t R[M Aemr p p. a K Y/OOArf v r sr p p a y "y�/��T1 gf sNT s} Z. a � a"' 'r• -r-� I _-�^ 7 �'—=•— •�_-� —�—---�_'--- ---— — — -- _ — — — 7-�i -I -- � CAMBER DIAGRAM I € T T o 0 0® �; �� o� r r2/rfAw Jam! rM lbw rRtsrrss f.R![R oR r. YBfA swul6 fE w6lrlto er rw• ..awr rr Fi' p i' h h h h N hl NI� I II I A � I E-w •Ar rerrNt6 /n rlr rrserasR i (� ; W I I L L Li i e - �p� TOP REINF. STEEL —.I5$ --- —� sue= -- gafi "` \_ ®� pR J•-la' i ��ll lM 0 I ®vN IM COANEA w alx T T .w M v T TI M gla RIKEO 0 J• E. slcf OF ® 1---.' ®.niII I Bor. REINF. STEEL Y I II ` ®�ll6vlretl` a l Y I t @ I i q5" �.s rw'r. sE'RI IIEs n olY _4,q44if -.-__' — — _ _.----'-- —-------1•—'__.— . ®n np--snfs COAsrR. JT. — I w rIE WAIL vr.ss+ "lam m �, I WE, rrr. prR fKEs � AOSI IfR5f0A MCIM WAILS Mr SeOIA I06 amoM. room AAMIER Ale VA - 6 SPA f 6'-0• • M•-0• 6! 9 H • f' [ IL s1 N 6 I''r6• Ar EKR 6rM1[R _ SECTION ( a� r/tR I swuM ROADWAY SLAB PLAN _ c,,m I IRE-1 � s' CLA� .E Earl �N • f'-f' N'-6'� __ II i tl_ CITY OF R.N�TO. r . wweMAY a u „I --- --- ---- [AAV CR®c BPsOaE ROADWAY BLAB PLAN d wl SIDEWALK PLAN Fl l01DE141Fn fOAYWI KA s!!E6'ALR, AI•IMl1)Y KST s/IAtYNi is[M M] $CALf C 7:/E-e lv.,y tfJElRt0 r.l.f21K ILL 17 4 FR 016 PUBLIC WORKS DEPARTMENT p City of ��0� , M E M O R A N D U M DATE: December 28, 2010 TO: Jim Seitz, Transportation Planning Supervisor Bob Mahn, Transportation Engineer FROM: Steve Lee, Surface Water Engineer (ext. 7205) CC: Ron Straka, Surface Water Utility Supervisor (ext. 7248) SUBJECT: Response to Transportation System 90% Review of the Lake Washington Boulevard North Storm and Water System Improvement Project, SWP-27-3531 This memorandum is provided to address redlines and comments sent by the Transportation Systems Division on the 90% plan set for the Lake Washington Boulevard North Storm and Water System Improvement Project. Most of the redlines provided by Mr. Robert Mahn will be revised but some of the more significant comments, as provided in the December 9, 2010 email, are answered by the following: 1. A comment was provided in an email and Transportation plan redline regarding the need for a temporary 5-feet wide asphalt walk to be installed from the end of the proposed pervious concrete sidewalk to the intersection with Seahawk Way, approximately 500 feet further to the north. This is the first such comment provided by Transportation at the 90% plan set of the project and at a time that final minor comments are being finalized to prepare the bid documents. Including a 'temporary' 5-feet wide asphalt sidewalk in an existing ditch changes the fill volume and description within the SEPA permit as well as modifying the bottom ditch elevation immediately to the east. In addition, if such a width of sidewalk along with a 2:1 side slope was to be installed, then additional right-of- way would need to be obtained from the private property owner who has not currently heard of this request or provided any such right-of-way in a verbal or written agreement. R.O.W. dedication documents, or at least temporary construction agreements, would need to be obtained along with additional budget needed to construct such fill and sidewalk improvements for the remaining length of the frontage. This 'temporary' addition poses permitting challenges in modifying cut and fill volumes specified in the SEPA document and description. Revising the SEPA document and receiving comments will delay the project and lose the grant monies provided by the State. h:\file sys\swp - surface water projects\swp-27 - surface water projects (cip)\27-3531 lake washington blvd-hawks landing\1303 90pctplans\101228 Iwb resp to transportation 90pct.doc\STLtp Transportation Page 2 of 2 December 28, 2010 2. Transportation commented upon the need to provide a fence or handrail along the full length of the wet bio-Swale. Currently, Parks is working with the Landscape Architect, Cal Jordan, to determine the brush species to plant alongside the bio-Swale. The brush acts as a deterrent to prevent walkers from falling into the bio-swale slope. In addition, the bio-swale top of slope is setback approximately 8-feet from the back of the 12-feet sidewalk. Between the width of the sidewalk and the 8-feet of setback as well as the brush to be planted on the top of the slope, there is little chance that walkers will fall into the swale. Finally, the swale must be open in order for maintenance to clean out the length of the Swale therefore this comment is difficult to implement. 3. The future Hawks Landing Hotel, or whatever development proposed on the private adjoining property, plans on installing a south entrance with a wider asphalt width along portions of Lake Washington Boulevard. This schematic was provided by the HL developers to Transportation along with this project providing the curbline location during the planning, 30 percent and 60 percent plan set. The curbline location has not changed during the life of this project. The only portions of the landscape strip less than 8-feet is from the north end of the pervious concrete sidewalk to approximately 65-feet south of the north end (or from station 19+00 to 19+65). In addition, existing fibre optic conduits poses a problem with placement of the proposed type 1 inlet if the curb were to follow what was redlined within the plans. The existing curb alignment better provides avoidance to the existing fibre -optic conduits and provides the necessary entrance needs for the future south entrance. Thank you for your assistance in providing the detailed redlines on the 90% plan set. The project is back on track to be bidded out shortly due to the Shoreline Hearing Boards Summary Judgement in favor of the City of Renton. We anticipate redlines to be corrected as soon as possible by our consultant and the bid package to be ready for publishing in a few weeks. h:\file sys\swp - surface water projects\swp-27 - surface water projects (cip)\27-3531 lake washington blvd-hawks landing\1303 90pctplans\101228 Iwb resp to transportation 90pct.doc SECTION 32, T R 5 E, W.M. R STRAIN 12" MELDED STEEL ID PIPE FITTINGS PIPE IN EASTING 18" CASING 1 PIPE-ATTINGS STA 17+52. T RT- 12" 45' BEND, MJ W/MEGALUG AND TB C7 --- W -__------ ----------� 11 --- _--- - ,- o _ ; 4 STA 17+3, 18' RT STAr17+13, 18'sRl' f^ 12" 45' B131D MJ W W STA 16+03. 17'RT 12" TEE, (FLUt L) W/ W/MECALUG AND TB N 45- VERT BEND. - s 3-CV, (FLdA4) 17 (MJxMJ) W/MEGALUG C, + AND _ - STA 16+94. 18' RT + f8"-'STEEL - 12" 45' VERT. BEND, CASING PIPE MIJ */MEGALUG AND 1 T9 Q �— LJJ -- ST+06 18 RT A 17 Z ---- _ -_r 12� 45' VERT. BEND, --- - J '- --- /MEGALUG AND TB _ STA 16+14; 1T j45' VERT. 'IRE DETAIL- I (MJxMJ),W/MEGALUG FOR PIPE-- RES^TRAINTS AND TB" I 1 STA 20+57,-46RT J _ --_ r G' w ,r _ _ w 'LU G G-GG 'W �7=-G-_`_ -STA 20+55, 11' RT 12" TEE, (FLxFL) W/TR 6 3-1 GV-�2l+o0 W W + — _--22-- rn IF 1 O TT T ` T CD -_ - - T CV - —� F - - ll — 'IZ W J 2 F C x 7 .......... ........... ............... ...... .......... O a ao .. .. I. ......... ............... ... .................3 20 :. _ ..... __ .. ......... ............. 7 J' < J < - 15 :.. W _ W - W .. ..................... - .. _ __._......... . 16+0 ; 3 3 17r00 18+00 19+OC 20+00 21+00 2 i Z LL14 Z N _ I n S O Z _O ZOZ W > ZO 3 m m m m W m �0 47 m 2 3 O>'^v � W + + ¢ + +W1J +� + + + Y Y Y Ir D• Y F -m Y Y -C7 < <.N < <. < < I-N N H N O tiry RIT HN - N - Vf N - VI - 4�c P. 67 4 ANIV C a b O ♦ 3T73B o ` m0 ♦ ]ATM ♦♦II} ff \� AC ♦r'TATffA \� sa9'ONAL '99fONAL LTG UTILITY NOTE: THE CONTRACTOR SHALL CALL THE UTILITY LOCATION REQUEST CENTER (ONE CALL CENTER: 1-9OD-424-SSSS FOR i1E1D LOCATION OF U7ILm. THE CONTRACTOR SMALL BE FOR VERFYING THE LOCATION. DWEHSIOH. AND DEPTH OF AIL EXISTING LmUTIE3 WITHIN THE PROJEDi. WHETHER SHOWN ON THESE PLANS OR NOT. 9Y POFHOLM THE UILM AND SURV"NG THE VENIxCAL AND HORIZONTAL LOCATION PRIOR TO CDNSTRTCTIDN. ALL POTENTIAL UTURY ODNFLICIS SMALL BE POTHOLED A MINIMIM OF FIVE WORKM DAY N ADVANCE OF ANY PIPELINE TRENCH EXCAVATION. THE UTILITIES SHOWN ON THE PLAINS ARE BASED UPON AVAILABLE IMFXX%AAT1ON AND ARE SU6ECT TO VARIATION. 1F CONFLICTS OCCUR THE CONTRACTOR SMALL CONSULT THE PRl1TECT ENGINEER TO RESOLVE THE PROM" PRIOR TO PROCEEDING WITH CONSTRUCTION. 20' 10' 0 20' 40' 1" = 20' T-) I I --) I I-- I --) ..� :. i PRELIMINARY '"� � �"' � CITY OF LAKE WASHINGTON BLVD NORTH 7 20/t0 BP'& RENTON C7na��Qboaaae.I>uc� NOT FOR '� I `L STORM WATER AND WATER MAIN C.U.N. CONSULTING ENGINEERS - W�SAC. Planning/Building/Public Works Dept nTHmTl .vo.c lam+sR}E TIN CONSTRUCTION r NM IMPROVEMENTS TFATTIL VAW�91Wi AU1 ,... NSAaNA NO. REVISION BY DATE <PPR Bpa'01W'�'(i WATER MAIN PLAN AND PROFILE SHEETS 3 m 2 m Y J 00 O Ln OY g Z O Z Of EXISTING 12' DI WATER IHSI 24' _ - - RCP. CONTRACTOR SHALL P OLE TO STA 24+75. 22� RT VERIFY INVERT AND 0 REMOVE — f- G _ _ — I�'j''� I 12' TEE, (FL16L) W/TB ) / EYJ$T1NG 24' RCP C Nq` G i� G — — I m 3-12' CV. (FLxMJ) I - - 71 CONNECTION TT�EXISTINC WATELTMjLIN— — I 10 N _- - 8 "STA 22+58. 16• RT -= - - 24+00 - o 25+00 I 12- 45' VERT. BEND, / lSTA 2+19,-TS• RT __ ! ^ STA 24+14, 14' b 5 _(M1 ^ ^ - j _ _ _ ,� - 12' 22 )F BEND, MJ) W/TB W 2 CROSS. (FIxFL) W/TB _ _ 1J.I iy� 3-12" GV, (FL�d � ^~+ ->- - ~`PROPOSED CURB I } I TA 25+35. _ \ 12' 22-A-S T -W _ I 12-PIG VERT. POLLYGING N �STATION III_ ��.� - YL ;COUPIl/ r - _ —12- q CL 52 r 52 I PER STANDARD DETAIL 6714 uj p . • - .. ,-.. / % STA 24 _(AT-JxFL _ r x �� : �� ' oI 4r RT t2'x6' TEE. W 10 N _ `�- ? z'-T__�_ x �� . �` . ��/f - r 6- GV, (FLAMJ) 6 N -STA 22♦40, A5; RT. __ :� . — ' _ _-- -- - - - I 1-FIRE HYDRANT AS BLY 12' 45' VERT,. kli!0� • ��~ Q _ -- �� i,l I (25+11. 47'. RT) - \MJ _�,.�'�--�-- CLEARING LYAt1S PER STANDARD DET81 4 ^ - STA 22+74, 16' RT + ,- -' _ - -STA 24+86, 53' RT ILL g 12'x6' TEE, (MJxFL) W/TB . -- - - ( * ` I 12'CAP, (MJ) W/BLOWOFF 0- Z - - - ^ 6 GV, (FL.YJ) _ _ . - I _ _ _ - _ - _ - - - - - .... _ - 1 d ; �A_SSEMBLY AND TEI >y 1-FIRE- HYDRANT _ -ASSEMBLY_ _ (� PEFt:Si.A_ 102 1 1 •' 111 � I D $ 0 I 14 rr P. 6 ,; ANN C be�4 `�Am FlC� o•� S �O ♦ 3133E ` 10A, • 3011 I A ttl 7Ti�4 ♦ C ♦tN t}f.� \i SJONAL sSJONAL a aU_ Y a THnlKM E CO TRACTOR SNAL CAL THE UTUTY LDCATTON REQL*NT LENIER (ORE CALL CEMTER- 1-E00- 2s-5555) FOR FIELD LOGAnm OF WUTIES. THE CONTRACTOR SHALL BE NESPONABIE FOR VERIFYING THE LOCATM DRV45M AND DEPM OF ALL ENSW UTUTIES W11HLN THE PROJECT. WHETHER SHOWN ON MM PUNS OR NOT. B/ POTHOLING TIE UTILITIES AND SURVEYM TTE VERTICAL AND HORIZONTAL LOCATION PRIOR TO OORMLICRON. ALL POTETITML UfUTY CDONF ICTS SHALL BE POTHOLED A LIMIUW OF FIVE WO DAYS N ADVANCE OF ANY PFEU1E PERCH CH EACAVATM THE UTUnE5 SHOWN ON THE PLANS ARE BASED UPON AVAILABLE NFORMATON AND ARE SUBJECT TO VARIATION. F CONFLICTS OCCUR THE COHTRACIOR SAL CONSLi THE PROJECT DgNEER TO RESOLVE THE PROBLEM PROR TO PROCEEDNC WITH CONSnUCnOK 20' 10' 0 20' 4d 1"= 20' wa �. �t�� PRELIMINARY aPJR '" CITY OF LAKE WASHINGTON BLVD NORTH 7/20/10 C`..y & Va....., 16. NOT FOR - C.J,L REN TON STORM WATER AND WATER MAIN nC TAB i tug L .�� DATUM PlOnnin Buildin Public work. WATER MAIN PLAN AND PROFILE SHEETS CONSTRUCTION —SAC. g/ g/ Dept. IMPROVEMENTS TrArnc vAaer oN rover mP eHaet N0. REVISION BY MTE APPR � E B.Pe. W� :: 11 Gy H - � W G G r r� REMOVE E7 1 Y CAP AND } - - - — — W BLOWING ANDND CONNECT TO y^} - E%ISTINC 12' q WITH 12' SLEEVE. -- `�-----T2" F 0 �- - - --"-- --s--� r- J (MJ) AND SPOOLS _ _ D _ - - 15+00----------------------------------------- LAKE WASHINGTON BLVD _ --- - - > 16+' O ------ STA 11 +15, 11 L - � O p 12 - 22 V BEND. (MJ) - - W/18 - ._ __ ' .� f0 r4 n [L(. io Fob) - - — 14+0o T IZ. a ------ _ _ - STA 11+58, 5' RT �_ 13 _ — 2--_ -�- W 12-22-BNB - _ _ --- - _ \ --- ---�-- --- - -- _---- 11+00 Ill STA 15+55, 16 'RT p l D 11 G D - - _ ----- _ - - - - - - - - --Z =-- STA 15+25. 5' RT 22 /�— _ _- - Y=' BEND, MJ W�ECALUC AND TB © — - --- --- - W/MEGALUG AND TS Q Ya - - _ STA 13+10, 5' RT - - _ _ STA 15+09, 4' RT •. -_ '--�`i'"Q u�'"b To C. 12'z6' TEE. (MJ)FL) W/ 12"n6' TEE. (MJxFL /1H / + _ptumbuc II 7~~ 6' GV, ( 2 - 12- GV, (MJxMJ) 1 ANT ASSEMBLY (10' RT), 2 _ 6- GV, (FL)MJ) 3 G STA 11+10.11' L _ _ _ - _ - - ER STANDARD DETAIL 8102 6 1 FIRE HYDRANT AS3SjEEMBLY (15'RT), PER 12"%6' TEE, (MJxFL) W/TB _ - - - _ - STANDARD DETAIL ST02 6 i FIRE HYDRANT ASSEMBLY (221), (67) PER STANDARD DETAIL B102 35 ...................... 30 .. _ _ . . ........ 25._ 11 0 O>O �� W hK LLT �il O F O i N�O iO �7 Uri Try 1Anic + W + + } _ + _ + + + + = Q + = f THE CONTRACTOR SKLLL CALL THE UrL" LOCATION REQUEST CENTER z <YC <�' < G O <aC F THEECONTRAC�sIWL BE 24-5555) FOR FIELD LOCATION OF UTILITIES. FOR VEPoEYWf THE LOCATION, N� N N ti N N N N N N N DAETHER NO OEP111 ES ALL DUSTING UnUTIES WTIHN THE PROJECT. IIHEITIFH SEIOAl/ ON THESE PLANS OR NOT, BT POTHOLING THE UTILITIES AND SURVEYING THE VERTICAL AND HORIZONTAL LOCATION PRIOR TO CONSTRUCTION. ALL POTENTIAL UTILITY CONFUCI$ 94AU BE POTHOLED A DAYS IN ADVANCE OF ANY PIPEI-INE TRENCH P. pq AN. EX AA EXCAVATION. THE VrL RMUM OF FIVE wO ME SUBJECT THE ro PLANS ARIEVARIATION.00IFLILTs 174 of iAA!"G'ld�� h GF' i g CI AVAILABLE AILABLE I. THE UTION A ARE ON THE PLANS ARE BASED UPON �4+e t OCLLR THE CONTRACTOR SHALL CONSULT THE PROJECT ENGINEER TO RESOLVE THE PROBLEM PRIOR TO PROCEEDING, WITH CONSTRUCTION. 9 q; 'AO ! 3733B br AA !! YJ11 �p� "Q' ♦Q/ITi�� ♦r f �+AIAi ♦ 20' 10' 0 20' 40' 93UDNAL �G �'VUONAl. �G = 20' D-353 1 10 PRELIMINARY - "' "' CITY OF -1/20/10 �7��°i1. NOT FOR CIA. RENTON STORM WATER AND WATER e� CIA. "6 STORM WATER AND WATER MAIN CONSULTING ENGINEERSCONSTRUCTION sAc. �� DATUM Planning/Building/Public Works Dept. IMPROVEMENTS 10 vwmr, w�.mmi nTM� a.". n" "�'�' WATER MAIN PLAN AND PROFILE SHEETS NO. REVISION BY DATE APPRIIIB.P.B. 10 11 General Information I n I n r Montana Grey Northwest White Dupont Red 300 x 300 x 50mm (11.81 x 11.81 x 1.97in) 300 x 300 x 100mm (11.81 x 11.81 x 3.94in) 400 x 400 x 50mm (15.75 x 15.75 x 1.97in) Weight varies with type of aggregate and size of paver -average 7-8kg/.09sgm (15-17(bs/sqft). A typical pallet of 300 x 300 x 50mm pavers will contain approx. 18.6 sqm (200 sgft) and weigh 1600 kg (3520 lbs). Xeripave has a flow rate of over 1.0 gallons per second per square foot depending on the type and size of stone. The stone matrix has over 35% void space. P� I' Xeripave is unaffected by ultraviolet light, freeze/thaw and salt. The pavers are considered slip resistant and inert. Due to Xeripave's high porosity, it handles stormwater run off with greater efficiency than other pervious materials. In standard applications, only 15% coverage of total area is necessary. This allows the remaining area to be impervious, saving on initial costs and future maintenance requirements. Important considerations when installing: • Rock sub -base must create large enough resevoir to accomodate high flow through rate. • Bedding layer is typically 1 /4"� (6mm) clean crushed rock instead of sand. • Installation should follow complete manufacturer guidelines. Cl Xeripave is an effective filter and requires contaminants be removed periodically. The frequency will depend on the contaminant profile of the area. Typical cleaning is accomplished with pressure washer and mechanical vacuum. IN 77VE IOI.IfT1QIL� R TMI? 815 NE 172nd Ave all t P. Vancouver, WA 98684 office:360-334-4015 fax:360-713-6515 info@xeripave.com 877-694-0141 www.xeripave.com Innovative Water Solutions �r RtPAVE� permeable pavers www.xeripave.com XeripaveM Permeable Systems are designed to infiltrate storm water through the surface into the soil below where the water is naturally filtered and gross pollutants are removed. Xeripave is used for various applications in commercial and residential projects. The pavers are attractive and highly versatile making Xeripave a preferred solution. Permeable Pavers Xeripave porous segmental pavers are ideally suited as a practical long term alternative to impervious materials. Xeripave products integrate with the environment to perform the same core function as traditional hardscape products, yet provide additional pervious benefits. They allow rainfall to drain through the body of the paver and be absorbed by the underlayment, recharging groundwater supplies. k Tree Surrounds) Xeripave pervious pavers work exceptionally well in areas where cities need tree grates that get water to the roots and keep air flowing, but still provide a practical and trafficable surface. The pavers offer a hard surface that reduces hazards caused by standard grates. LEED Points Xeripave helps projects to gain Leadership in Energy and Environmental Design certification. The following credits may be available: *NC SS Credit 6.1 *NC SS Credit 6.2• ND GCT Credit 9 •NC SS Credit 7.1 • ND GCT Credit 10 Low Impact Design Et Development By stategica 15% of the t Xeripave, rL can be effei Large pavement areas create the most significant stormwater outfall pollution problems. Xeripave can be economically installed in any area in place of, or in conjunction with traditional paving materials such as asphalt, concrete or bricks. Storm Water Grates Xeripave's flexibility allows for diverse solutions in storm water grate applications. Grates may be infilled, separate lintel grates can be manufactured or pavers may be placed within the catch basin. Xeripave storm water grates can be made to customized sizes providing trafficable surfaces for vehicles and cyclists. In all cases gross pollutants are contained keeping waterwa free of harmful and potentially hazardous debris. Pavers have also succesfully been used with vector control in storm water catchments. �fil%^•7.5T�i: _ � 1 ;•T. �'t6fi"-�7,'�3�'}�''+Yh�fl��l��i inrCr. � , ii Yrr3 7 �.a Storm Grate InfilI • Driveways • Tree Grates • Parking Lots • Patios • Strip Drains • Dog Parks • Greenroofs • Storm Water Grates, Pathways, Water Harvesting Systems* Bioswales• Sidewalks StreetPave Online http://www.acpa.or�/StreetPave/Dei'aLlIt.aspx A C PA OW700 AMERICAN CONCRETE a o PAVEMENT ASSOCIATION d 1 StreetPave Online utilizes new engineering analyses to provide recommendations for existing concrete pavements and new concrete pavement designs for city, municipal, county, and state roadways. For both an existing and new pavement design, StreetPave will analyze your design constraints/requirements, pavement properties, and traffic characteristics. For existing concrete pavements, StreetPave will output the theoretical year in which the pavement will fail, along with the total erosion and fatigue that will occur over the user -specified design life. For a new concrete pavement analysis, StreetPave will output a design recommendation for concrete thickness, dowel bar use, and maximum transverse joint spacing. Terms of Use : The user accepts ALL responsibility for decisions made as a result of the use of this design tool. American Concrete Pavement Association, its Officers, Board of Directors and Staff are absolved of any responsibility for any decisions made as a result of your use. Use of this design tool implies acceptance of the terms of use. Step 1: Choose design/analysis type Recommend Design for New Concrete Pavement Analyze Existing Concrete Pavement Step 2: Enter project level design constraints/requirements Units English O Metric Percent of Concrete Slabs Cracked at End of Design Life 25% Help Design We _ 30 years Help Reliability - 85 % Help I of 5 07/02/2010 3:30 PM StreetPave Online http://www.acpa.org/StreetPave/Default.aspx Step 3: Input traffic characteristics Traffic Category o Residential a Collector C) Minor Arterial Major Arterial 0 User Defined (Enter Values Directly Below) Help Note: Based on your traffic category selection, StreetPave will automatically determine the likely axle load distribution scenario. If the actual axle load distribution differs. choose the user -defined notion and fill-in the table below. Axle load, kips Axles / 1000 trucks Axle load, kips Axles / 1000 trucks Axle load, kips Axles / 1000 trucks Single Axles Tandem Axles Tridem Axles 22 0.96 36 4.19 52 0 20 4.23 32 69.59 46 0 18 15.81 28 68.48 40 0 16 38.02 1 24 39.18 34 0 14 56.11 20 57.1 28 0 12 124 16 75.02 22 0 10 204.96 12 139.3 16 0 8 483.1 8 85.59 10 0 6 732.28 4 31.9 4 10 4 1693.31 0 0 0 0 Total Number of Lanes 2 Directional Distribution 50 % Help Design Lane Distribution 100 Rio Help Enter ADTT Only (average daily truck traffic, two-way) Help ........ l .... Enter ADT and % Trucks (average daily traffic, two-way) 2 of 5 07/02/2010 3:30 PM StreetPave Online http://www.acpa.org/StreetPave/Default.aspx A DTT 3 A DT 200 Percent Trucks 1 % Truck traffic growth 0 % per year Step 4: Input pavement properties Resilient Modulus Help NOTE: Always use the Resilient Modulus of the untreated subgrade soil. If the subgrade soil is to be treated (or stabilized), include the treated soil as a separate subbase layer in the pavement structure. It is inappropriate to start with a treated or stabilized soil as the pavement subgrade. You may either directly enter the MRSG value below, or use correlations to California Bearing Ratio (CBR) or Resistance Value (R-value) to estimate MRSG. StreetPave will calculate MRSG using your input. Calculate MRSG from California Bearing Ratio Calculate MRSG from R-Value C' Enter Resilient Modulus of the Subgrade MRSG CBR R MRSG 1 10.625 Calculate MRSG 1941 psi •• y•. • .. .. .i • 3 of 5 07/02/2010 3:30 PM StreetPave Online http://www.acpa.org/StreetPave/Default.aspx User -defined k value for existing subbase layer system Design subbase layer system and use calculated k value K value 100 pci 28-Day Flexural Strength (MR) 375 psi Help Modulus of Elasticity (E) 2531250 psi Help Select Load Transfer Dowels Yes Help No Select Edge Support (tied concrete shoulder, curb and gutter, or widened lane) Yes Help No Step 5: Run analysis and view results Run Calculation Excact Concrete Design Thickness: 7.42 in Concrete Recommendations: Concrete Thickness = 7.50 in Maximum Transverse Joint Spacing = 15 ft Dowel Bars: Dowel bars not chosen and not recommended. 4 of 5 07/02/2010 3:30 PM StreetPave Online http://www.acpa.org/StreetPave/Default.aspx 5 of 5 07/02/2010 3:30 PM Design of Pervious Portland Cement Concrete Pavement — How important is Strength? By Andrew E. Marks, PE Managing Director, Puget Sound Concrete Specification Council; 22223 7th Ave. S., Des Moines, WA 98198; Phone 253 590 6937; email andrew.marks a,comcast.net Abstract This article examines the relative importance of quantifying compressive and flexural strengths in the construction and structural design of pervious pavements. The hypothesis put forward is that conservative design procedure is cost effective and reliable without strength data as a control or acceptance parameter, and advocates use of ACI 522 specification. Paper Pervious Portland Cement Concrete (pervious concrete) pavement presents unique challenges for the pavement designer. There are yet no approved ASTM procedures for quantifying strength characteristics of pervious concrete. If the designer desires to "ignore" that fact, as many designers attempt to do, and apply conventional strength measurement procedures to pervious concrete as a control or acceptance test, there are also no values put forward against which to compare or evaluate the material. This situation presents a barrier to greater acceptance and use of pervious concrete as a main stream pavement material of choice. In the development of this article, there are some fundamental facts and assumptions identified which form the basis of both observations and the proposed procedure recommended herein. Among those are the following: 1. The function of a pavement is to distribute an applied load over an area sufficient to prevent failure of the underlying soil. 2. The utility of a rigid (concrete) pavement is to achieve this function within the structure of the pavement itself, with little or no benefit derived from enhanced base layers, and to do so over the entire design life without benefit of structural modification (overlays, sealcoats, etc.) 3. Rigid pavements fail in one or both of two modes: a. Fatigue — fatigue is the progressive, localized, and permanent structural damage that occurs when a material is subjected to cyclic strains at nominal stresses that have maximum values less than the static yield strength of the material. b. Erosion — Erosion damage in pavements is the loss of subgrade support caused by the movement of discrete slabs effecting the movement of water, causing mobilization and loss of fine grained materials in the zone immediately beneath the slab. Three necessary components of erosion damage are movement of the slab, water in the zone beneath the slab, and an erodible substrate. c. The design parameter that changes as load and subgrade quality assumptions vary is thickness. 4. Pavements do not fail in compression. Even the application of a single catastrophic point loading, such as a crane outrigger for example, causes a shear failure, which is a type of tensile failure. 5. The critical parameter in the design of a rigid pavement is the Modulus of Rupture, also referred to as flexural strength, or tensile strength. There are other critical elements, but those listed above define an initial position from which we may pursue the discussion of the hypothesis. It may not be apparent how these facts are useful in the context of pervious concrete, as pervious concrete is not mentioned in any of the 5 items above. Pervious Portland Cement Concrete is concrete. It is a mixture of Portland cement, water and coarse aggregate, but without the addition of the fine aggregate and the interstitial void spaces between the coarse aggregate particles are left unfilled. Those interstitial spaces are intentionally left open by creating insufficient paste volume to fill them. The mixture is optimized to affect the coating of all coarse aggregate particles in the mix with a uniform layer of high quality cement paste (w/c in the range of approximately 0.27 to 0.35). In normal or conventional concrete, the paste fraction performs the additional function of providing lubrication such that the mixture can flow from ready mixed delivery equipment and be placed without voids into formwork. In the case of pervious concrete, the goal is to maintain and protect a void system, and mechanical energy in the form of rollers or compaction equipment is relied upon to achieve the goal of placement within the desired line, grade and shape. It is difficult, if not impossible to use the same components and create a structure that is as strong with an intentionally induced void content as a structure that has no voids. Therefore, it must be realized and accepted that if voids are going to be intentionally created in the concrete, the concrete strength will be diminished. It must further be realized that there is value in creating that void system — if it were not, conventional concrete would be used. This leads to another fact: 6. The pervious nature of pervious concrete is a critical component necessary for the success of the structure, and must be protected and maintained. It logically follows that if voids are to be intentionally created in the structure, it will not be as strong as a structure made with conventional concrete of the same characteristics. Using the same components and equipment, we lack the ability to create the same strength characteristics in the pervious concrete as in the conventional concrete, without reducing the void content. Therefore, we must design, specify and evaluate pervious concrete paving materials appropriately to achieve the desired result of a strong, durable pavement that will allow water to pass unimpeded. And: 7. Void content is critical and necessary, so design and specification must accommodate lower strengths. In the design of rigid pavements, some critical observations are made. First and likely most important is the fact that conventional concrete pavements routinely outlive their anticipated design lives and design loadings. This is a result of the fact that low cost remedial strategies for failed concrete pavements do not exist. If a rigid pavement fails, the likely outcome is that it will be removed and replaced. During construction of utilities, lane additions, and other projects which allow us to observe current loading and actual thicknesses of old concrete pavements, we find almost without exception that concrete pavements continue to function above expectation well beyond their anticipated design life, and also beyond what pavement design procedures would lead us to expect. These observations illustrate that rigid pavement design procedures in place today are conservative. As an example, the StreetPave software, which uses the algorithms from PCA's PCAPAV program copyrighted in 1985, defaults to an 85% probability, which is to say that under the defined conditions, the pavement can be expected to last beyond its design life 85% of the time. The hypothesis examined in this discussion is that conservative design procedure is cost effective and reliable without strength data as a control or acceptance parameter for the design of pervious pavement structures. One additional fact favors this hypothesis. We know that the strength of the pavement section is proportionate to the square of the section thickness, but is linear with respect to the strength of the material. The result is that a large change in materials strength can be offset or compensated by a relatively small change in thickness. When we examine pervious pavements constructed in the region, we find that these pavements have exhibited structural adequacy under anticipated loading, and under extreme loading. These observations have been made on well constructed pavements as well as those constructed contrary to what we now believe to be acceptable procedures. In addition, we have anecdotal evidence of poorly and inconsistently consolidated pavements that have been ground to restore surface integrity, thus reducing the net section depth, yet carrying truck loadings in excess of design axle weights without structural failure. As stated earlier, this speaks not only to the structural integrity of pervious concrete as a paving material; it also speaks to the conservative nature of rigid pavement design procedures. StreetPave C is a software produced and distributed by the American Concrete Pavement Association (ACPA). There are a number of pieces of software that will characterize rigid pavements, and which also may be adequately applied. I am familiar with StreetPave and its antecedent program, PCAPAV, which I have found that to be accurate and conservative. It has the characteristic of being able to perform calculations using lower MR values anticipated with pervious concrete to design rigid pavement thicknesses. I feel comfortable recommending its use, and StreetPave is what I use to design pervious pavement thicknesses, and is also what I have used to generate the values referenced in this discussion. To use StreetPave, I make the following general assumptions: • MAAT = 45° F. • Terminal Serviceability = 2 • 25% cracked slabs • 85% reliability — generally higher than necessary, but conservative • Design life of 30 years. • CBR = either 1 or 2, to reflect an intentionally wetted and weakened subgrade. 9 CBR = 1, 2 is equivalent to a k = 100, 161 respectively MR = 375 — this is lower than measured values, and conservative. E = 2.5 million (calculated based on MR) No dowels When pervious concrete designs based on these values are compared to designs for conventional concrete pavements under the same traffic, we observe thickness recommendations typically in the range of 1" to 1-1/2" thicker than for conventional pavements. Observations of performance of these pervious pavements designed under these parameters in use today (recognizing that there is a limited performance history on which to compare), confirm that these pavements are performing, and do not exhibit early distress associated with structural compromise. We have had the opportunity to observe pavements that were intentionally or unintentionally constructed thinner than design that have received heavier than anticipated loading (trucks, construction traffic) and have also observed no early structural failures. The assumption of MR = 375 psi is a critical assumption. Although it is recognized that there are no accepted ASTM procedures to characterize the flexural strength of pervious concrete, there have been beams molded and broken using conventional concrete procedures. I do not have access to laboratory data, and lack the ability to create my own, so I have sought out this data from sources that I believe to be credible, including ACPA. I have found, and been told that the values of modulus of rupture (flexural strength) on competent pervious concrete specimens (permeability's from 200 to 1,000 in/hr) in the Puget Sound area range from the low- to mid- 400's. Because of the insensitivity of thickness to the strength of material, we are relatively free to consider lower MR values for design. I have found that the assumption of 375 psi is conservative, and return results in line with anecdotal observations and empirical analysis of existing installations and loadings. Thickness vs. MR 10 - - -- — i 9 — - c 8 c7 — --- ------ s 6 __ __ f Design Thickness, in. 5 Constructed thickness, in. 4 100 200 300 400 500 600 700 MR, psi Figure 1 Figure 1 shows the relationship between MR and thickness for a typical residential pavement thickness design. The case can be made for use of a higher value, with relatively little impact on recommended thickness. It is also recognize that there are valid arguments for use of lower MR values, and the thickness recommendation changes are greater as strengths diminish. One of the attributes of pervious concrete construction is that the use of mechanical methods to consolidate the concrete gives the inspector the ability to see what the finished product will look like and how it will likely perform, at the time of construction. Per NRMCA pervious contractor certification and ACI 522, any concrete of questionable quality should be corrected at the time of construction. Thus there is little reason that incompetent material should be placed. It has been observed that concrete which is insufficiently compacted, or allowed to dry is readily apparent on visual observation. Likewise, concrete that is plugged, and of low permeability due to construction is also readily apparent, and subject to correction at the time of construction. From this, it follows that competent concrete is more than an assumption - competency can be verified by visual observation of construction, and ensured by adherence to accepted construction and quality assurance procedures. The goal of a pervious pavement and the nature of a pervious concrete construction material dictate a different approach than commonly applied for conventional Portland cement concrete in structural or paving applications. The designer is unable to test for strength performance of the ready mixed concrete materials being placed. He can, however, ensure that specified construction procedures are adhered to. He can ensure that mix design submittal parameters are likewise met. He can perform critical observations during construction. He can use engineering judgment. There are ways to create a pervious pavement which meets the necessary criterion of passing storm water while also meeting the necessary criterion of carrying load without compromising either attribute. When typical acceptance test procedures are followed in the design and construction of pervious concrete pavements, it is observed that the measurement of strength acceptance criteria overrides, and results in lower permeability, and the desirable attribute, porosity, is lost. In order to meet both criteria, the pavement attributes must be designed conservatively and construction methods followed. This lesson has been learned on other low -strength and/or low cement content applications using Portland cement. For Example, strength of cement treated roadway base (CTB) or soil cement varies widely, and it has been found that performance issues arise when strength is too great. Control of soil cement or CTB is by verification of cement content, and field compaction relative to laboratory tests. Control of pervious concrete, per ACI 522, is by voids of plastic concrete, thickness and unit weight, which in combination will result in quality pervious concrete pavements. The consequences of not meeting minimum strengths of conventional concrete in a building structure, bridge or even highway pavement can be large; the consequences of not meeting strength in a low speed pavement that is intentionally overdesigned to accommodate strength variance is low. While this approach to design of pervious pavements is remarkable in its lack of sophistication, it is elegant in its simplicity, yet still returns economical, cost-effective thicknesses. It gives the designer freedom to accommodate a wide range of performance and construction conditions, and still have a high confidence interval for short and long term performance of the pavement structure. Once the pervious pavement structure is designed and decided, the hydrologic requirements of the project can then be accommodated using the void system of the pervious pavement and base as storage volume, and a greatly increased soil interface area as infiltration "trench", at the designer's election. The surface area of the paved area creates a great storage volume in a relatively thin section, and the large soil interface surface makes soils of even low permeability significant in terms of net infiltration volume during a storm or runoff event. Use of pervious pavements not only replicates a pre -development condition, it affords the designer great latitude in selection of stormwater solutions. Use of pervious concrete affords the high confidence interval of very conservative design assumptions, and a construction method that makes verification of long term performance more apparent than for conventional concrete placement methods, and does so cost effectively. Installations in the Greater Seattle and Puget Sound area have confirmed this approach and these assumptions. Appendix 7 Permeable Paving Research: Infiltration Performance Over Time and Maintenance Strategies REFERENCE STUDY SUMMARY FINDINGS COMMENTS SETTING Po Fwa, T.F., Tan, S.A.. & Guwe, Y.K. (1999). Laboratory Soil was washed into four different Mix I: initial K = 300.88 in/hr Analysis utilized falling head test that Laboratory evaluation of clogging potential porous asphalt mixtures. Permeability terminal K = 22.00 in/hr increases infiltration rates: however, rates for of porous asphalt mixtures (Paper No. 99- (K) was measured after each Mix 2: initial K = 820.22 in/hr optimum mixes far exceed any design storm 0087). In Transportation Research Record: clogging attempt until the change in terminal K = 457.20 in/hr infiltration need. All mixes currently used on Journal of the Transportation Research permeability was negligible. Singapore roadways are apparently used as a Board. No. 1681, pp. 43-49. topcoat application. Wei, I.W. (1986). Installation and Field evaluation of Various asphalt mixes were installed Best performing mixes: Test plots were exposed to traffic, but not the evaluation of permeable pavement at Walden Pond State in different locations in the new 1978 1980 1981 heaviest loads in the overall parking area. No Walden Pond State Reservation - Final Park parking lot in parking lot and evaluated for K mix: 40 in/hr 38 in/hr 37 in/hr maintenance program. report. Report to the Commonwealth of Massachusetts. infiltration rates using sprinkler J3 mix: 28 in/hr 4 in/hr 13 in/hr Massachusetts, Division of Water Pollution systems and collection wells Control (Research Project 77-12 & 60-22). Boston, MA: Northeastern University, Department of Civil Engineering. St. John. M.S.. & Horner, R.R. (1997). Field evaluation Three types of road shoulder After one year of use the porous During the year of monitoring approximately Effect of road shoulder treatments on of road shoulder treatments (conventional asphalt, asphalt shoulders showed no signs 4.2 ft' of sand was applied per test section highway runoff quality and quantity. treatments in gravel, and porous asphalt) were of clogging and had an average length for routine sanding operations. No Seattle, WA: Washington State Washington state. installed on a heavily traveled two- infiltration rate of 1750 in/hr. maintenance program reported for the porous Transportation Center (TRAC). lane road. Flow -weighted composite asphalt shoulders. samples were collected and runoff quality and quantity was evaluated. Cahill. Thomas, Cahill Associates. Interview Cahill Associates has installed Visual inspections indicate no Cahill stresses that proper installation and Personal communication. April, 2003. Tom Cahill approximately 80 porous asphalt failures of any installations and Cahill strict sediment control are critical. Cahill concerning their surfaces (mostly parking lots and estimates that oldest surfaces are installations use a perimeter infiltration porous asphalt recreation facilities) over the past functioning at 80% of initial capacity. gallery (hydrologically connected to storage installations 20 years. Visual inspections are under paved surface) as a backup if asphalt conducted during rain events. infiltration rate is degraded. Hossain, M.. Scofield, L.A.. & Meier, W.R. Field evaluation Structural integrity and permeability • Initial permeability (1986): The porous asphalt has performed well in a (1992). Porous pavement for control of near Phoenix, were evaluated for a 3,500 ft-long 100 in/hr. heavy traffic (highway) application with "no highway runoff in Arizona: Performance Arizona. porous pavement test section • After 5 years of service (1990): cracking or significant surface deformation to date. In Transportation Research installed on the three northbound 28 in/hr. having occurred during the 5 years of service.' Record No. 1354, Transportation Research lanes of Arizona State Route 87 near Board, National Research Council, Phoenix. Washington, D.C., pp. 45-54. IV O; REFERENCE STUDY SUMMARY FINDINGS COMMENTS SETTING Borgwardt, S. (1994). Expert Opinion. Field evaluation of Sprinklers applied simulated rainfall • 2-yr old lot: infiltration rate Higher infiltration rate for the older as Hannover. Germany: University of two train station on test section and measured = 2.84 in/hr after 6D-min compared to the newer installation likely due Hannover. Institute for Planning Green parking lots in infiltration utilizing infiltrometer sprinkling. to application of sand on top of gravel in Spaces and for Landscape Architecture. Europe. One lot (double ring method). Infiltration • 5-yr old lot: infiltration rate drainage openings and fines introduced from was two years old rates at 60 minutes are used to = 5.70 in/hr after 60-min. of inadequately washed aggregate base material and the other five represent saturated conditions. Grain sprinkling. in newer parking lot. No reported maintenance years old. size distribution was evaluated to program. correlate paver design with infiltration rate. Smith. D.R. (2000). Permeable Literature review. Design. construction. maintenance. Smith recommends I.I-in/hr interlocking concrete pavements: and infiltration capacity guidelines infiltration rate and a CN of 65 (all Selection, design, construction, developed by the Institute's technical soil types) for permeable interlocking maintenance. Washington. D.C.: committee from literature review. concrete pavements. Infiltration rate Interlocking Concrete Pavement Institute. is for a 20-year life span. Borgwardt. S. (1997 February). Field evaluation Several permeable driving surfaces of Reports a durable infiltration rate of No reported maintenance programs. Performance and fields of application of various driving various ages were evaluated using a 4.25 in/hr. for permeable paving systems. Concrete surfaces in Europe. drip infiltrometer. Precasting Plant and Technology, pp. 100-104. Pratt, C.J., Mantle, D.G.. 6 Schofield, P.A. Field evaluation of A 4.6m-wide by 40m-long by Three periods were measured during (1989). Urban stormwater reduction and experimental plots. 350mm-deep (on average) parking 30 days with a total rainfall of quality improvement through the use of area was excavated and divided 80.5mm. The 350mm of various permeable pavements. Water Science and into 4 trial areas. Each trial area sub -base stone and pavers reduced Technology. 2t, pp. 769-778. was filled with a different type base the following amounts of the total aggregate and water quality and precipitation: quantity measurements taken from • Granite: 25% under -drains. The wearing course • Limestone: 39% was cement paving blocks and plots • Blast furnace slag: 45% were lined with an impermeable • Gravel: 37% membrane. b 0 �o a X _N y REFERENCE STUDY SUMMARY FINDINGS COMMENTS SETTING Brattebo, B.O.. Booth, D.B. (2003. Field evaluation in Two plastic grid systems (I filled with Surface runoff was measured The permeable parking facility was monitored November). Long-term stormwater Puget Sound. soil and grass and I with gravel), a throughout Nov. 2001 and from for the first year following construction. This quantity and quality performance of concrete block lattice filled with soil Jan. to early March 2002. Total study is a follow up to that work. permeable pavement systems. Water and grass, and concrete blocks with rainfall during the collection period Research. 37, 4368-4376. gravel filled cells were installed in was 570mm delivered in 15 distinct The parking stalls were used constantly a parking lot in the city of Renton, precipitation events. The most during the 6 years previous to this monitoring WA. Each stall was evaluated for intense storm event delivered cycle. None of the permeable paving surfaces infiltration capability, infiltrate water 121 mm of rain in 72 hours. The showed signs of major wear. quality. and durability. Two parking permeable stalls infiltrated virtually all stalls with each type of permeable stormwater. Surface runoff occurred paving material and a conventional For 6 events (other measurable asphalt stall, for a control, were surface runoff was detected, but installed in 1996. attributed to leaks in the system). The most significant runoff volume of the 6 events was 4mm during the largest storm noted above (3% of total precipitation). Dierkes, C., Kuhlmann, L.. Kandasamy. Field evaluation. The infiltration rate of a parking stall The paving structure consisted of: J., & Angelis. G. (2002. September). in a 15-year old permeable paver pavers with 1-3 mm joints. 5-8 cm Pollution retention capability and installation in a shopping center thick bedding material (2-5 mm), and maintenance of permeable pavements. In was determined. The stall was then a 20-25 cm base of crushed stone "Global solutions for urban drainage-, excavated to examine contaminant (8-45 mm). Proceedings of the Ninth International levels in the underlying base Conference on Urban Drainage. Portland. aggregate and soil. Stall was selected Infiltration rate: 440 liters/second/ OR. with high content of spilled oil on hectare in the central region of the surface. A drip infiltrometer was used stall and 20001 iters/second/hectare at to measure infiltration rates. the edges of the stall. Clausen. J.C., & Gilbert. J.K. (2003. Field evaluation Two conventional asphalt, two Infiltration rates for the permeable No maintenance program reported. The Eco- September). Annual report: Jordan Cove in southeastern conventional crushed aggregate, and pavers: Stone driveways were two years old at the urban watershed section 319 national Connecticut. two permeable paver (UNI group • Infiltrometer 2002: 7.7 in/hr. time of the study. monitoring program project. Storrs- Eco-Stone) driveways were monitored • Infiltrometer 2003: 6.0 in/hr. Mansfield. CT: University of Connecticut. during a 12-month period for runoff. • Flowing infiltration 2003: 8.1 in/ College of Agriculture and Natural infiltration rate, and pollutant hr. Resources. discharge. Trench drains at the • Runoff coefficient for pavers bottom of the driveways with tipping (runoff depth/rainfall depth) _ buckets measured runoff volume. 24% Infiltration rates were assessed using 2 methods: a single ring infiltrometer and a perforated hose for a Flowing test. Contributing area for each driveway and land cover type (roof. lawn. etc.) was assessed. N 00 �o n ZT n a n c a n �o a C v 0 v C 0'o 0 0 c a REFERENCE STUDY SETTING SUMMARY FINDINGS COMMENTS Pervious. M Crete - Wmgerter, R., & Paine, J E (1989) Field Laboratory and Test slabs of pervious concrete were Laboratory core Analysis utilized falling head test that performance investigation. Portland field evaluation in poured, 18" cores removed. and • Pre -clogging infiltration rate = increases infiltration rates. however, rates far Cement Pervious Pavement. Orlando. FL: Florida. infiltration rates tested. Cores were 23.97 in/min exceed any design storm infiltration need. No Florida Concrete and Products Association. then clogged by adding 2" of sand • Post -clogging infiltration rate reported maintenance programs. and pressure washing for 1.5 hrs. with I " sand remaining on Existing porous concrete installations surface - 3 66 in/min and were also evaluated by coring and 10.22in/min with sand removed measuring infiltration rates and from surface percent of void space infiltrated by Field tests fines. • Naples FL restaurant parking lot 6.5 yrs. old: infiltration rate — 4 in/min. 3.4% infiltrated by fines. • Fort Myers parking area 8 yrs. old: infiltration rate = 7 in/min, 0.16% infiltrated by fines. Maintenance Balades. J.D.. Legret, M., & Madiec, H. Field evaluation in Various street cleaning techniques Sweeping followed by suction: The analysis does suggest that restoring a (1995). Permeable pavements. Pollution France. were applied to different permeable • Highly clogged surfaces (< 14 percentage or all of the initial infiltration management tools. Water Science and pavements. including parking lots and in/hr) no improvement. rate of a permeable pavement installation Technology. 32, 49-56. roads with heavy traffic. Infiltration • Partially clogged surfaces (112— is possible. However, the type of permeable rates measured before and after 140 in/hr) original infiltration surface and the cleaning technique applied to cleaning. rates (210.60-224.64 in/hr) were that specific surface was not reported. obtained after two passes. Suction only • 1" site: initial infiltration rate = 7.02 in/hr. after two passes infiltration rate = 28.08 in/hr. • 2' site: initial infiltration rate = 210.60 in/hr, after two passes infiltration rate = 280.80 in/hr. High pressure wash with suction • Shopping mall: initial infiltration rate = 9.83 inthr(parking area) and 28 in/hr (roadway), after two passes infiltration rates = 84.24 in/ hr for both parking and roadway. • Residential road: initial infiltration = approximately 0 in/hr, after treatment infiltration rate = 112 in/hr. REFERENCE STUDY SETTING SUMMARY FINDINGS COMMENTS Gerrits, C., & James. W. (2001). Field evaluation 110 9m x 9m plots in the parking • 3" gravel bed: Authors find that vacuuming upper 5-20 Restoration of infiltration capacity of of pervious paver lot were tested for infiltration rates. low traffic: initial = 5.85 in/hr mm of drainage cell material can regenerate permeable pacers. Master's thesis. (Eco-Stone) Material in the drainage cells was excavate 20 mm = 7.8 in/hr infiltration, and that amounts of material University of Guelph. Guelph. Ontario, parking lot surfaces excavated to various depths and tests med traffic: initial = 0.58 in/hr removed to improve infiltration rates can Canada. at University of repeated to evaluate regenerating excavate 20 mm = 7.90 in/hr be achieved by modern street sweeping Guelph in Ontario. infiltration capacity. Plots were equipment. Sand bed with high traffic most categorized by low, medium and • 4" sand bed: difficult to regenerate and medium traffic with high average daily traffic, and paver low traffic: initial = 0.35 in/hr gravel bed easiest to regenerate. Areas with bedding material. Parking lot was excavate 20 mm = 0.94 in/hr pine needles and vegetation on drainage cells approximately 8 years old at time of med traffic: initial = 0.12 in/hr had higher infiltration rates than plots without research. Lot is sanded and plowed excavate 20mm = no change vegetation material. for snow during winter. Dierkes. C., Kuhlmann. L., Kandasamy. Field evaluation. A high-pressure wash and vacuum • Infiltration rate before cleaning at J., & Angelis, G. (2002. September). street cleaning machine was used 3 selected points: less than I mm/ Pollution retention capability and to clean a school yard permeable second/hectare. maintenance of permeable pavements. In paver installation (approximately 4 yr • Infiltration rates after cleaning at "Global solutions for urban drainage". old). The pavers were 10 cm x 20 same 3 points: 1545-5276 liters/ Proceedings of the Ninth International cm x 8 cm installed on a 2-5 mm pea second/hectare. Conference on Urban Drainage. Portland, gravel leveling layer, and the joints OR. filled with 1-3 mm basalt aggregate. Infiltration rates before and after cleaning were evaluated using a drip infiltrometer. N_ 7 220 • LID Technical Guidance Manual for Puget Sound Concrete Placement -- Finished Concrete Sidewalk D� www.aesgeorom www.aesgeo.com Quality Control Porous Pavement Section Porous Surfacing 5/8 clean Crushed Choker Course 1114 Inch Crushed Storage Layer Clean Bank Run Native Subgrade 18' As Needed www.aesgeo_com www.aesgeo com NOTE: INSTAL P ESSI' REDUC►N ALVE AT DOMES C M RS. FA C Y K IL FOUND CONC. MON. IN CASE { VISITED 2/8/99 CONC. MON. IN CASE CITY OF RENTON CONTROL MON. NO. 1886 - REF. SURVEY IN VOL. 118, PG 232 (S.W. CORNER, SECTION 32) r& 1299.35' N89'03'53.5"W (NAD 83/91) K) Lq o^ N � � M wco oa N v Lo 0 1— � I4cgv,s. 1 2E 05 SITE 30 N 88'50 07 W � 20' N 8'43'45"W (HELD FOR BASIS OF BEARING FOUND CONC N. 38TH ST. N88'41 24AE (NAD 83/91) MON. IN CAS 664.08' (MEAS.) VISITED 2/8/ 664.15' (V. 118, PG. 232) 1334.24' 2633.59' CONC. MON. IN CASE CITY OF RENTON CONTROL MON. NO. 266 - REF. SURVEY IN V. 118, PG. 232 (S. 1 /4 CORNER, SECTION 32) >PHALT CONCRETE STREET PAVING SHALL BE SAWC O A MINIMUM DEPTH OF TWO INCHES. T STREET MAY BE SPADE CUT. ALL SURFACE NCRETE, PAVEMENT, SIDEWALKS, CURBS, S, AND D VEWAY APPROACHES SHALL BE CUT TO A MINIMUM DEPTH OF TWO INCHES LOVED TO A TING EXPANSION JOI . TEMPORARY COLD MIX ASPH I H SHALL BE PLACED ON THE DAY OF INITIAL JION WITH A PERMANENT, LED PATCH TO CITY OF RENTON POLICY, TEN DAYS. CALL FOR GRADE INSPECTION PRIOR TO PL T OF FINAL PATCH. IES WILL NOT BE LE F OPEN OVER NIGHT WITHOUT PRIOR WRITTEN VAL OF THE Ino o EXISTING FIRE HYDRANT N SHACKLE RODS TYPE A BLOCKING MR 11 i /a' k 99 i Po' VFRTICAI RFNf1C � S TvPE B �Y CONCRETE BLOCKING FOR VERTICAL STD. PLAN - 330.3 + PUBLIC WORKS FITTINGS �O� DEPARTMENT �NT� MARCH 2O10 florida_pervious_concrete—guide_schematic.jpg (JPEG Image, 450060 pixels) http://www.concretenetwork.com/pervious/florida_pervious_ concrete_guide_schemati c. j pg Perimolor Curb Seasonal High Water fliustrat©d V-4 0-0 I of, 1 07/14/2010 10:51 AM A3511 Drive -Over Silage Pile Construction John M. Roach and David W. Kammel This fact sheet provides management tips to enable farmers to properly locate, make, and manage a silage pile for short-term silage storage. Farmers have been making silage piles for years, but some methods have allowed huge storage losses. Typically, a pile is constructed by unloading silage into an elevator and piling up the silage, much as a quarry piles sand or gravel. This piling method miss- es the most important step — PACKING. Silage exposed to oxygen deteriorates rapidly. Packing forces air and oxygen from the silage. Excluding oxy- gen is essential to produce good fermentation and well preserved silage. Without proper packing, spoilage can exceed 30 percent of the ensiled dry mat- ter. To ensure proper packing, you will need a large - wheel tractor. This level of spoilage is unacceptable and unneces- sary. The following step-by-step technique produces an inexpensive and efficient short-term storage option that can limit dry matter losses to 15 to 25 percent. Site Location Before you begin, consider these location variables Drainage Select an elevated location that allows rain and snow melt to drain away from, rather than toward the pile. Don't locate the pile in a low area that may become inaccessible due to mud or ponded water. Well Locate the pile away from existing wells to minimize contamination danger from seepage. The pile should be at least 100 feet away and downslope from the well. This distance may increase on more permeable soils (sand, for example), or with shallow well depth. Snow Consider snow drift patterns at the selected site. Don't locate a pile where snow drifts might restrict access. Feeding Locate the pile as close to the feeding system or bunk as possible. Consider how you will move the silage to the cattle, and what feedbunk or feeding system mod- ifications or additions you'll need. While a feedgate or electric -wire may be used to feed off the pile, we don't recommend self -feeding directly from the pile due to excessive feeding losses. Silo Refilling Refilling a tower silo from a pile is an option for feed- ing systems that are not equipped to handle silage from a pile. For quickest refilling, site the pile so that you can efficiently move the silage to the tower silo. Refill the silo when the weather is cool and fill as rapidly as possible. Maneuvering Space Don't underestimate the space necessary to move equipment on and around the silage pile. If you ignore space requirements before construction, you may find it impossible to properly build and compact the pile. Fencing Fence livestock away from the silage pile. Animals can damage the plastic cover, exposing the silage to air and causing spoilage. Wild Animals Rodents, squirrels, and other small animals will gnaw holes in the plastic to seek food and shelter. Locate a silage pile away from woods, trash piles and other possible shelters. Keep weeds and grass cut around the pile to reduce damage from wild animals. Inspect the plastic cover frequently, and immediately repair any holes or cuts to minimize spoilage losses. Ground Preparation Equipment traffic needed to feed out the pile is high. This equipment often causes ruts and mud holes on unprepared sites. An improved surface will allow all- weather access to the pile. Rain and silage seepage can make pile access difficult on unimproved ground. If you wait until the ground is frozen before feeding from the pile, remember that the ground under the pile will not freeze and may become a problem. If possible, build a pile on an existing concrete slab. The next best alternative is to construct a macadam UNIVERSITY OF WISCONSIN-EXTENSION • COOPERATIVE EXTENSION COLLEGE OF AGRICULTURAL AND LIFE SCIENCES • UNIVERSITY OF WISCONSIN-MADISON surface (see Extension Bulletin A3405, Macadam All - Weather Surfaces for Livestock Yards, Building Floors and Driveways). Pile Sizing and Construction Size the pile so that you remove at least six inches of silage from the face of the pile each day. This helps to minimize spoilage due to exposure to air. A lesser amount may be removed if the silage pile is fed from during winter months. To properly size the pile, fol- low this step-by-step procedure: 1. Determine the number of pounds of silage that will be fed from the pile each day. For example, assume 3,000 lbs. 2. Divide the weight fed by 40 lbs/ft'. In our exam- ple, 3,000 lbs divided by 40 lbs / ft' = 75 ft'. This is the volume of silage removed from the pile each day. 3. Establish a daily removal rate from the face of the pile. Use 6 inches (0.5 ft) for our example. 4. Divide the volume removed (Step 2) by the removal rate (Step 3). This is the cross section of the pile: (Volume/day) / (Daily Removal Rate) = Area (sq ft) (75 ft'/day) / 0.5 ft/day =150 sq ft 5. Assume an average pile depth. The actual peak height will be more than the average depth due to pile rounding. For our example, we will use 5 ft. 6. Divide the cross section (Step 4) by the average depth (Step 5) to obtain the average width: 150 sq ft / 5 ft = 30 ft So for our example, the pile will have an average height of 5 feet and an average width of 30 feet. These are reasonable values, but if your calculations pro- duce an average width that is unrealistically narrow, assume a shorter average depth and return to Step 6. If this is still unrealistic, assume a smaller face removal rate (not less than 3 inches) and return to Step 4. Tables 1 and 2 calculate the silage needed and pile dimensions for various herd sizes, depending on the amount of silage dry matter fed per day per animal. Tables 3 and 4 show the capacities of several piles and the size of pile needed to refill an upright silo. -2- Table 1. Silage Dry Matter Needed per Day No. Cows Lbs Silage Dry Matter Fed / Cow / Day 5 10 15 20 25 _ Weight of Silage Fed / Day (lbs) _ 25 125 250 375 500 625 50 250 500 750 1000 1250 75 375 750 1125 1500 1875 100 500 1000 1500 2000 2500 125 625 1250 1875 2500 3125 150 750 1500 2250 3000 3750 No. Cows Lbs Silage DrvMatter Fed / Cow / Day_ 5 10 15 20 25 _Volume of SilageFed / Dom' (ft') 25 10.4 20.8 31.3 41.7 52.1 50 20.8 41.7 62.5 83.3 104.2 75 31.3 62.5 93.8 125.0 156.3 100 41.7 83.3 125.0 166.7 208.3 125 52.1 104.2 156.3 208.3 260.4 150 62.5 125.0 187.5 250.0 312.5 Assumption: 40 lb / ft' @ 3071, dry matter (D.M.)=121b D.M. / fe Table 2. Silage Pile Dimensions Pounds Silage DryMatter Fewer Cowper Day 5 10 15 20 25 Average Cow Maximum Depth of Silage Pile2 (ft) width Equiv. (ft) No. 24 30 NA NA NA 4 5 24 60 NA 4 6 6 6 24 120 4 6 6 6 6 28 50 NA NA 4 6 7 28 75 NA 4 7 8 8 28 100 NA 6 8 8 8 32 75 NA 4 6 8 8 32 100 NA 5 8 8 8 32 150 4 8 8 8 8 36 50 NA NA NA 5 6 36 100 NA 5 7 8 8 36 200 5 8 8 8 8 40 50 NA NA NA 4 5 40 100 NA 4 6 8 8 44 75 NA NA 4 6 7 44 100 NA 4 6 8 8 44 200 4 8 8 8 8 Z Assumption: 6 in. (0.5 ft) fed per day; maximum depth of 8 ft. Table 3. Dry Matter Cavacities of Silage Piles Width Depth Est. D.M. / ft Est. D.M. / 6 in. (ft) (ft) (Tons) (lbs) 24 4 0.58 580 24 6 0.86 860 28 4 0.67 670 28 6 1.01 1010 32 4 0.77 770 32 6 1.15 1150 36 4 0.86 860 36 6 1.30 1300 38 5 1.14 1140 38 7 1.60 1600 42 5 1.26 1260 42 7 1.76 1760 8-10ft. t -► tractor width Table 4. Size of Silage Pile Needed to Refill Tower Silos Width of Silage Pile (ft) _ 32 32 36 36 42 42 Tower Silo Depth of Silage Pile (ft) - Diameter Tons 4 6 4 6 5 7 and Height D.M. (ft) Length of Silage Pile, @ 207o loss' (ft) 14 x 30 29 47 31 42 28 29 21 14 x 40 44 72 48 64 42 44 31 14 x 50 60 98 65 87 58 60 43 16 x 30 38 62 41 55 37 38 27 16 x 40 57 93 62 82 55 57 40 16 x 50 78 127 85 113 75 77 55 18 x 30 47 76 51 68 45 47 33 18 x 45 85 138 92 123 82 84 60 18 x 60 129 210 140 187 124 128 91 20 x 30 59 96 64 85 57 59 42 20 x 45 105 171 114 152 101 104 74 20 x 60 159 259 173 230 153 158 113 'Assumption: 12 lb dry matter/ft, and 207o storage loss in silage pile one itic 12 - 15 ft. t macadam or concrete pile top width 30 - 36 ft. pile average width 48 - 60 ft. E pile base width Figure 1. Silage pile dimensions. -3- 3-6ft. pile height The base of the pile will be wider than the average pile width. (This is due to final pile grading, which will be discussed in more detail later in this publication.) The pile should be at least 12 to 15 feet wide at the top to allow proper packing and reduce rollover potential. The maximum pile height should be 6 to 8 feet to pre- vent sides from becoming too steep. See Figure 1. The tractor and wagon that deliver silage to the pile will also do most of the packing. Start at the center of the projected pile, with the tractor in low gear and the wagon unloading speed set on high. Unload the silage in a straight line (see Figure 2) until the chopper box is empty or you reach the desired pile length. The next load will be unloaded again from the center but in the opposite direction. Continue to unload alternating passes (see Figure 3) in this manner until you obtain the desired width (see Figure 1). Once you've reached the desired width, start from the middle of the pile again by driving over the silage that was unloaded in the first loads. base width ------------- ------------ silage I first load � I i � o � � I � � I � o I \ projected � / silage � � second i final pile load dimensions -------------------------- proposed center of pile Figure 2. Beginning the silage pile. Pulling the loads over the piled silage packs the pile as it is being built. As you add more layers to the pile, you may need a larger tractor or a four -wheel -drive tractor to pull the full wagons onto and over the pile. Be careful when unloading near the sides of the pile to prevent the tractor and chopper box from tipping over. Unloading toward the outside of the pile may help avoid risk of tipping the chopper box. base width -----------------------J i � I , a , consecutive loads projected final pile dimensions --- - - -- --------- proposed center of pile Figure 3. Silage pile progression. You'll need a large -wheel tractor for the final packing. A heavy four -wheel -drive, without dual wheels, is best. The packing tractor should have rollover protection and the operator should use a seat belt. The standard rule is that you cannot over -pack the pile. After all of the silage has been unloaded, slope the sides and crown the top of the pile and pack for the final time. The final pack should be done across the pile and then end to end. Be careful not to tip the packing tractor. Covering the Pile Immediately cover the pile with 6 mil black plastic when the final pack is completed. The plastic should be pulled tight and sealed along the sides by piling dirt or limestone along the edge. When held tightly against the pile, the plastic eliminates air spaces and reduces spoilage. Use tires to hold the plastic down on top of the pile as well (see Figure 4). Position the tires so that they touch one another. This seals the plastic to the silage and minimizes air spaces. Cutting the tires in half along the circumference has several advantages. You'll need half as many tires, they are lighter to handle, and rain water drains more easily from the tires. Dave Geister Sr. has developed an easy method of cutting tires along the circumference. Contact Dave at Dave's Service, P.O. Box 274, Prescott, WI 54021 (715) 262-5673. If you use uncut tires, drill holes in them to allow rain water to drain — otherwise you could end up with a mosquito hotel on your silage pile. es pile top width 12-15ft tires dirt or limes covering ed; dirt or limestone covering edge of plastic Figure 4. Covering the silage pile. 48-60ft Pile Cross Section average pile width 30 - 35 ft Pile Plan View 162 6-8ft. pile I height macadam or concrete preferred method: tires to hold plastic down alternate method: tires and twine to hold plastic down of pile remove small sections of plastic You can also tie string or twine between the tires and use fewer tires. The string, weighted by the tires, holds the plastic in place (see Figure 4). However, we recommend the tires -only method, because the tires hold the plastic tightly against the silage. Forage Moisture To increase packing effectiveness, forage for silage piles should be slightly wetter than forage going into upright silos. Forage for concrete stave upright silos typically contains 55 to 65 percent moisture (35 to 45 percent dry matter). For a drive -over pile, forage should contain 60 to 70 percent moisture (30 to 40 per- cent dry matter). Corn silage reaches this moisture level when the milk line is between one-fourth and one-half. For other forages, reduce the field drying time by about one-half day. For smaller piles, 65 to 72 percent moisture (28 to 35 percent dry matter) may help packing and sealing. Try for the wetter range in the top layer of silage. Summary Properly constructed, a drive -over silage pile can pro- vide efficient and economical short-term silage stor- age. Unpacked piles made by simply blowing or ele- vating the silage into piles suffer large spoilage losses and are not economical storage alternatives. References Beef Housing and Equipment Handbook, MWPS #6. Midwest Plan Service. Iowa State University, Ames, IA 50011. Authors: John M. Roach is dairy / livestock agent for Outagamie County, University of Wisconsin -Extension, Cooperative Extension. David W. Kammel is assistant professor and farm structures specialist, Department of Agricultural Engineering, College of Agricultural and Life Sciences, University of Wisconsin -Madison and University of Wisconsin -Extension, Cooperative Extension. This publication is available from your Wisconsin county Extension office or from: Agricultural Bulletin, Rm. 245, 30 N. Murray St., Madison, Wisconsin 53715, Phone 608-262-3346. Contact Agricultural Bulletin to determine availability before publicizing. University of Wisconsin -Extension, Cooperative Extension, in cooperation with the U.S. Department of Agriculture and Wisconsin counties, publishes this information to further the purpose of the May 8 and June 30,1914 Acts of Congress; and provides equal opportunities in employment and programming including Title IX requirements. A3511 Drive -Over Silage Pile Construction 1-11-90-2M-40-S StreetPave Pavement Design & Analysis Software American Concrete Pavement Association Fatigue & Erosion Calculations Traffic Category:Major Arterial Fatigue Analysis Erosion Analysis Axle Load, kips I Axles per 1000 Trucks Expected Repetitions Stress Ratio Allowable Re etitions Fatigue Consumed Power Allowable Repetitions Erosion Consumed Single Axles 34 0.19 1517 0.622 3737 40.58 21.987 539626 0.28 32 0.54 4310 0.587 11344 38 19.477 842740 0.51 30 0.63 5028 0.553 43640 11.52 17.118 1413268 0.36 28 1.78 14207 0.518 228608 6.21 14 912 2640334 0,54 26 3.52 28096 0.483 1804086 1.56 12.858 5944161 0.47 24 4.16 33204 0.448 24814830 0.13 10 956 20269333 0.16 22 9.69 77343 0.413 738708064 0.01 9.206 819787795 0.01 20 41.82 333794 0.378 unlimited 0 7.608 unlimited 0 18 68.27 544910 0.342 unlimited 0 6.163 unlimited 0.01 16 57.07 455515 0.306 unlimited 0 4.869 unlimited 0 Tandem Axles 60 0.57 4550 0.465 6400222 0.07 19.271 877660 0.52 56 1.07 8540 0.436 72648196 0.01 16.787 1535721 0.56 52 1.79 14287 0.407 unlimited 0 14.475 3062952 0,47 48 3.03 24185 0.377 unlimited 0 12.334 7787989 0.31 44 3.52 28096 0.348 unlimited 0 10.364 37773762 0.07 40 20.31 162108 0.318 unlimited 0 8.565 unlimited 0 36 78.19 624088 0.288 unlimited 0 6.938 unlimited 0.01 32 109.54 874314 0.258 unlimited 0 5.482 unlimited 0.01 28 95.79 764566 0.227 unlimited 0 4.197 unlimited 0.01 24 71.16 567977 0.197 unlimited 0 3.083 unlimited 0.01 Tridem Axles 78 0 0 0.381 unlimited 0 17.863 1184615 0 72 0 0 0.354 unlimited 0 15.221 2391438 0 66 0 0 0.326 unlimited 0 12.789 6144913 0 60 0 0 0.298 unlimited 0 10.57 29686616 0 54 0 0 0.27 unlimited 0 8.562 unlimited 0 48 0 0 0.241 1 unlimited 0 6.765 unlimited 0 42 0 0 0.213 unlimited 0 5.179 unlimited 0 36 0 0 0.184 unlimited 0 3.805 unlimited 0 30 0 0 0.155 unlimited 0 2.642 unlimited 0 24 0 0 0.126 unlimited 0 1.691 unlimited 0 Total Fatigue Used: 98.1 Total Erosion Used: 4.3 5/18/2007 11:28:46AM Engineer: Steve Walks Page 3 of 3 StreetPave Pavement Design & Analysis Software American Concrete Pavement Association Support Conditions Subgrade: CBR (California Bearing Ratio) Calculated Resilient Modulus of the Subgrade Subbase: Top Layer = Cement Stabilized Subgrade Modulus = 500,000 psi Thickness = 4 in Layer 2 = Not Selected Modulus = 0 psi Thickness = 0 in Layer 3 = Not Selected Modulus = 0 psi Thickness = 0 in Composite Modulus of Subgrade Reaction (K-value): k = 246 psi/in 2 3120 psi Concrete Properties Flexural Strength (Modulus of Rupture, MR) = 600 psi Modulus of Elasticity = 4050000 psi Modulus of Elasticity (E) = 6750 x MR Design Features Load Transfer Devices (Dowel Bars) Needed? Yes Diameter = 1.25 in. Edge Support? Yes (widened lane, tied concrete shoulder, or curb & gutter) 5/18/2007 11:28:46AM Engineer: Steve Walks Page 2 of 3 StreetPave Pavement Design & Analysis Software American Concrete Pavement Association Report for Concrete Pavement Design Project Name: Paving 94 Route: 94 Location: Chicago, IL Project Description: New Concrete Construction Owner/Agency: Paving USA Design Engineer: Steve Walks Recommended Concrete Pavement Design Thickness 8.00 in Joint Spacing 15 ft Dowel Bars Use dowel bars with 1.25 in. diameter Effect of Rounding on Thickness Exact design thickness = 7.59 in Theoretical Life of Rounded -Up Concrete Thickness 59 years @ 85% reliability Reliability of Rounded -Up Concrete Thickness 92.6% reliability for 20-year design Expected Life of Rounded -Down Concrete Thickness 15 years @ 85% reliability Reliability of Rounded -Down Concrete Thickness 82.5% reliability for 20-year design Inputs Design Life 20 years Reliability Specified Reliability = 85% Allowable Percent Cracked Slabs at End of Design Life = Traffic Traffic Category: Major Arterial Total Number of Lanes 4 Direction Distribution 50 Design Lane Distribution 90 ADTT 2000 per day (average daily truck traffic, two-way, all lanes) Truck Traffic Growth 2% per year 10% Cross -Section J PCC T subgrade Rounded -Up Thickness 8.00 in Rounded -Down Thickness 7.50 in 5/18/2007 11:28:45AM Engineer: Steve Walks Page 1 of 3 Design of Pervious Portland Cement Concrete Pavement — How important is Strength? By Andrew E. Marks, PE Managing Director, Puget Sound Concrete Specification Council; 22223 7`h Ave. S., Des Moines, WA 98198; Phone 253 590 6937; email andrew.marksgcomcast.net Abstract This article examines the relative importance of quantifying compressive and flexural strengths in the construction and structural design of pervious pavements. The hypothesis put forward is that conservative design procedure is cost effective and reliable without strength data as a control or acceptance parameter, and advocates use of ACI 522 specification. Paper Pervious Portland Cement Concrete (pervious concrete) pavement presents unique challenges for the pavement designer. There are yet no approved ASTM procedures for quantifying strength characteristics of pervious concrete. If the designer desires to "ignore" that fact, as many designers attempt to do, and apply conventional strength measurement procedures to pervious concrete as a control or acceptance test, there are also no values put forward against which to compare or evaluate the material. This situation presents a barrier to greater acceptance and use of pervious concrete as a main stream pavement material of choice. In the development of this article, there are some fundamental facts and assumptions identified which form the basis of both observations and the proposed procedure recommended herein. Among those are the following: 1. The function of a pavement is to distribute an applied load over an area sufficient to prevent failure of the underlying soil. 2. The utility of a rigid (concrete) pavement is to achieve this function within the structure of the pavement itself, with little or no benefit derived from enhanced base layers, and to do so over the entire design life without benefit of structural modification (overlays, sealcoats, etc.) 3. Rigid pavements fail in one or both of two modes: a. Fatigue — fatigue is the progressive, localized, and permanent structural damage that occurs when a material is subjected to cyclic strains at nominal stresses that have maximum values less than the static yield strength of the material. b. Erosion — Erosion damage in pavements is the loss of subgrade support caused by the movement of discrete slabs effecting the movement of water, causing mobilization and loss of fine grained materials in the zone immediately beneath the slab. Three necessary components of erosion damage are movement of the slab, water in the zone beneath the slab, and an erodible substrate. c. The design parameter that changes as load and subgrade quality assumptions vary is thickness. 4. Pavements do not fail in compression. Even the application of a single catastrophic point loading, such as a crane outrigger for example, causes a shear failure, which is a type of tensile failure. 5. The critical parameter in the design of a rigid pavement is the Modulus of Rupture, also referred to as flexural strength, or tensile strength. There are other critical elements, but those listed above define an initial position from which we may pursue the discussion of the hypothesis. It may not be apparent how these facts are useful in the context of pervious concrete, as pervious concrete is not mentioned in any of the 5 items above. Pervious Portland Cement Concrete is concrete. It is a mixture of Portland cement, water and coarse aggregate, but without the addition of the fine aggregate and the interstitial void spaces between the coarse aggregate particles are left unfilled. Those interstitial spaces are intentionally left open by creating insufficient paste volume to fill them. The mixture is optimized to affect the coating of all coarse aggregate particles in the mix with a uniform layer of high quality cement paste (w/c in the range of approximately 0.27 to 0.35). In normal or conventional concrete, the paste fraction performs the additional function of providing lubrication such that the mixture can flow from ready mixed delivery equipment and be placed without voids into formwork. In the case of pervious concrete, the goal is to maintain and protect a void system, and mechanical energy in the form of rollers or compaction equipment is relied upon to achieve the goal of placement within the desired line, grade and shape. It is difficult, if not impossible to use the same components and create a structure that is as strong with an intentionally induced void content as a structure that has no voids. Therefore, it must be realized and accepted that if voids are going to be intentionally created in the concrete, the concrete strength will be diminished. It must further be realized that there is value in creating that void system — if it were not, conventional concrete would be used. This leads to another fact: 6. The pervious nature of pervious concrete is a critical component necessary for the success of the structure, and must be protected and maintained. It logically follows that if voids are to be intentionally created in the structure, it will not be as strong as a structure made with conventional concrete of the same characteristics. Using the same components and equipment, we lack the ability to create the same strength characteristics in the pervious concrete as in the conventional concrete, without reducing the void content. Therefore, we must design, specify and evaluate pervious concrete paving materials appropriately to achieve the desired result of a strong, durable pavement that will allow water to pass unimpeded. And: 7. Void content is critical and necessary, so design and specification must accommodate lower strengths. In the design of rigid pavements, some critical observations are made. First and likely most important is the fact that conventional concrete pavements routinely outlive their anticipated design lives and design loadings. This is a result of the fact that low cost remedial strategies for failed concrete pavements do not exist. If a rigid pavement fails, the likely outcome is that it will be removed and replaced. During construction of utilities, lane additions, and other projects which allow us to observe current loading and actual thicknesses of old concrete pavements, we find almost without exception that concrete pavements continue to function above expectation well beyond their anticipated design life, and also beyond what pavement design procedures would lead us to expect. These observations illustrate that rigid pavement design procedures in place today are conservative. As an example, the StreetPave software, which uses the algorithms from PCA's PCAPAV program copyrighted in 1985, defaults to an 85% probability, which is to say that under the defined conditions, the pavement can be expected to last beyond its design life 85% of the time. The hypothesis examined in this discussion is that conservative design procedure is cost effective and reliable without strength data as a control or acceptance parameter for the design of pervious pavement structures. One additional fact favors this hypothesis. We know that the strength of the pavement section is proportionate to the square of the section thickness, but is linear with respect to the strength of the material. The result is that a large change in materials strength can be offset or compensated by a relatively small change in thickness. When we examine pervious pavements constructed in the region, we find that these pavements have exhibited structural adequacy under anticipated loading, and under extreme loading. These observations have been made on well constructed pavements as well as those constructed contrary to what we now believe to be acceptable procedures. In addition, we have anecdotal evidence of poorly and inconsistently consolidated pavements that have been ground to restore surface integrity, thus reducing the net section depth, yet carrying truck loadings in excess of design axle weights without structural failure. As stated earlier, this speaks not only to the structural integrity of pervious concrete as a paving material; it also speaks to the conservative nature of rigid pavement design procedures. StreetPave © is a software produced and distributed by the American Concrete Pavement Association (ACPA). There are a number of pieces of software that will characterize rigid pavements, and which also may be adequately applied. I am familiar with StreetPave and its antecedent program, PCAPAV, which I have found that to be accurate and conservative. It has the characteristic of being able to perform calculations using lower MR values anticipated with pervious concrete to design rigid pavement thicknesses. I feel comfortable recommending its use, and StreetPave is what I use to design pervious pavement thicknesses, and is also what I have used to generate the values referenced in this discussion. To use StreetPave, I make the following general assumptions: • MAAT = 45' F. • Terminal Serviceability = 2 • 25% cracked slabs 0 85% reliability — generally higher than necessary, but conservative • Design life of 30 years. • CBR = either 1 or 2, to reflect an intentionally wetted and weakened subgrade. • CBR = 1, 2 is equivalent to a k = 100, 161 respectively MR = 375 — this is lower than measured values, and conservative. E = 2.5 million (calculated based on MR) No dowels When pervious concrete designs based on these values are compared to designs for conventional concrete pavements under the same traffic, we observe thickness recommendations typically in the range of 1" to 1-1/2" thicker than for conventional pavements. Observations of performance of these pervious pavements designed under these parameters in use today (recognizing that there is a limited performance history on which to compare), confirm that these pavements are performing, and do not exhibit early distress associated with structural compromise. We have had the opportunity to observe pavements that were intentionally or unintentionally constructed thinner than design that have received heavier than anticipated loading (trucks, construction traffic) and have also observed no early structural failures. The assumption of MR = 375 psi is a critical assumption. Although it is recognized that there are no accepted ASTM procedures to characterize the flexural strength of pervious concrete, there have been beams molded and broken using conventional concrete procedures. I do not have access to laboratory data, and lack the ability to create my own, so I have sought out this data from sources that I believe to be credible, including ACPA. I have found, and been told that the values of modulus of rupture (flexural strength) on competent pervious concrete specimens (permeability's from 200 to 1,000 in/hr) in the Puget Sound area range from the low- to mid- 400's. Because of the insensitivity of thickness to the strength of material, we are relatively free to consider lower MR values for design. I have found that the assumption of 375 psi is conservative, and return results in line with anecdotal observations and empirical analysis of existing installations and loadings. Thickness vs. MR to - --- - - - - s- - - - -- - -- ---- - - - - Y Design Thickness, in. 5 • Constructed thickness, in. 4 100 200 300 400 500 600 700 MR, psi Figure 1 Figure 1 shows the relationship between MR and thickness for a typical residential pavement thickness design. The case can be made for use of a higher value, with relatively little impact on recommended thickness. It is also recognize that there are valid arguments for use of lower MR values, and the thickness recommendation changes are greater as strengths diminish. One of the attributes of pervious concrete construction is that the use of mechanical methods to consolidate the concrete gives the inspector the ability to see what the finished product will look like and how it will likely perform, at the time of construction. Per NRMCA pervious contractor certification and ACI 522, any concrete of questionable quality should be corrected at the time of construction. Thus there is little reason that incompetent material should be placed. It has been observed that concrete which is insufficiently compacted, or allowed to dry is readily apparent on visual observation. Likewise, concrete that is plugged, and of low permeability due to construction is also readily apparent, and subject to correction at the time of construction. From this, it follows that competent concrete is more than an assumption - competency can be verified by visual observation of construction, and ensured by adherence to accepted construction and quality assurance procedures. The goal of a pervious pavement and the nature of a pervious concrete construction material dictate a different approach than commonly applied for conventional Portland cement concrete in structural or paving applications. The designer is unable to test for strength performance of the ready mixed concrete materials being placed. He can, however, ensure that specified construction procedures are adhered to. He can ensure that mix design submittal parameters are likewise met. He can perform critical observations during construction. He can use engineering judgment. There are ways to create a pervious pavement which meets the necessary criterion of passing storm water while also meeting the necessary criterion of carrying load without compromising either attribute. When typical acceptance test procedures are followed in the design and construction of pervious concrete pavements, it is observed that the measurement of strength acceptance criteria overrides, and results in lower permeability, and the desirable attribute, porosity, is lost. In order to meet both criteria, the pavement attributes must be designed conservatively and construction methods followed. This lesson has been learned on other low -strength and/or low cement content applications using Portland cement. For Example, strength of cement treated roadway base (CTB) or soil cement varies widely, and it has been found that performance issues arise when strength is too great. Control of soil cement or CTB is by verification of cement content, and field compaction relative to laboratory tests. Control of pervious concrete, per ACI 522, is by voids of plastic concrete, thickness and unit weight, which in combination will result in quality pervious concrete pavements. The consequences of not meeting minimum strengths of conventional concrete in a building structure, bridge or even highway pavement can be large; the consequences of not meeting strength in a low speed pavement that is intentionally overdesigned to accommodate strength variance is low. While this approach to design of pervious pavements is remarkable in its lack of sophistication, it is elegant in its simplicity, yet still returns economical, cost-effective thicknesses. It gives the designer freedom to accommodate a wide range of performance and construction conditions, and still have a high confidence interval for short and long term performance of the pavement structure. Once the pervious pavement structure is designed and decided, the hydrologic requirements of the project can then be accommodated using the void system of the pervious pavement and base as storage volume, and a greatly increased soil interface area as infiltration "trench", at the designer's election. The surface area of the paved area creates a great storage volume in a relatively thin section, and the large soil interface surface makes soils of even low permeability significant in terms of net infiltration volume during a storm or runoff event. Use of pervious pavements not only replicates a pre -development condition, it affords the designer great latitude in selection of stormwater solutions. Use of pervious concrete affords the high confidence interval of very conservative design assumptions, and a construction method that makes verification of long term performance more apparent than for conventional concrete placement methods, and does so cost effectively. Installations in the Greater Seattle and Puget Sound area have confirmed this approach and these assumptions. 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BELLEVUE, WASHINGTON FEAslot4 MAY CREEK SEWER INTERCEPTOR "' PLAN a PROFILE J "AS BU/LT ` 'LJS - CrKr lufl(IDG 11/Af i APR Y.IIFUAIFi1V fNl I ` I I I, I I 1 I AL I t i I IAL I r e.-o CL( rA 102 5 c) Lo M r- N a U) SECTION 32, TWP 24 N, R 5 E, W.M. r LME WASHINGTON BLVD N. 224+DO 3+00 22+00 W W W Y 1 V W- -- ----.. _+-- — -- - 214LF24 av„ D D D- W P y—�—� W 4 Li 24 �£ _ .. \ Cl C8 2_.... N=1967S.i. F pSTING R�GHT_OF �yIfAY _ _ _ _ _ _ _ _ _ _ - N -- _ F Er13FElU' In 1T-_ RAdUS-111 r� W iw z W z W Z,ET' J 2 U Q 3224059043 lJ" w NW + W 'z "I m LSD o m U o � W � wa _ + N 0 o a z r w w CB 8-TYPE 2 196899.29 E_1302983.63 O Q ♦, "107 �RD � I Q �. 1 c,��4 1 1 STA. 24+63 1 1 CB 9-TYPE 2 -N=196915.48 i £=1303034.30 I SURVEY INFO BY BRH: -+ 1 RIM 45 55 � 1 1 dp 1 v 1 1 1 4 1 6 1 I� 1 i\ I CB 10-TYPE 2196855.72 1 E=1303038.31 1 I I 1 EX.I.E.-42.85 12' CMP (W) I.E.= 42.85 12' CPEP (S) STORM 2' VERTICALLY UNDER PROPOSED WATER CONSTRUCTION NOTES: 1OFINISHED CURB LINE. SEE DETAIL 4, SHEET 9. Q2 REMOVE AND WASTEHAUL EXISTING CURB AND PAVEMENT (AS REQUIRED) FROM STA. 20+40 TO 24+38. ©MATCH EXISTING CURB (END OF EXTRUDED CONC CURB). QCONTRACTOR SHALL PROTECT EXISTING CURB DURING CONSTRUCTION UNLESS SPECIFICALLY NOTED TO BE REPLACED ON THE PLANS. QS REMOVE 5 LF OF EXISTING 24' STORM PIPE PLUG AND ABANDON PER CITY STANDARDS. ©CONNECT TO EXISTING NORTHEAST 24' STORM PIPE. CONTRACTOR TO VERIFY INVERT PRIOR TO CONSTRUCTION. O7 PROVIDE TEMPORARY EXTRUDED ASPHALT CURB UNTIL PERMANENT CURB IS INSTALLED. QB GRADE ROAD TO DRAIN TO C8 9. Q9 ASSUMED LOCATION OF UNDERLYING CONCRETE PANELS. CONTRACTOR TO POTHCLE/VERIFY ANY CONCRETE PANEL DISTURBANCE PRIOR TO CONSTRUCTION. OCONNECT TO EXISTING 12' STORM PIPE. CONTRACTOR TO VERIFY INVERT PRIOR TO CONSTRUCTION. O1 CONTRACTOR SHALL FURNISH AND INSTALL EXTRUDED CONCRETE CURB PER CITY OF RENTON STANDARD PLANS. SEE SPECIFICATIONS. OCONTRACTOR SHALL FURNISH AND INSTALL NEW CURB. MATCH EXISTING ELEVATION AND CURB DIMENSIONS. ®SAWCUT EX CB AND PLUG 8' CMP TO THE EAST. BARGEE MILL CONTACTS King County Waste Water Treatment Div. Emily Muir 206-263-6071 PSE-High Pressure Gas Matt Courtney 425-766-1773 PSE Gas Locator 253-939-5442 offc 425-328-0690 cell PSE/Potelco Dave Hawthorne 253-405-7888 City of Renton Utility Inspector Pat Miller 425-430-7431 �= City of Renton Water/Sewer Locator 425-430-7400 Cr.�,Crk.W�tealSewer 425-235-9200 Connor Homes, Project Manager Paul 011estad 425-646- 431 offc 425-417-5849 cell Comcast Bill Walker 206-255-6975 w' 1` )�vn S c C?VJ 2 d( -3 S -S- 4,4 J2-._ CALL 2 DAYS BEFORE YOU DIG 1-800.424-5555 I w NW :, SEC32,T2y,kSE ' I, SW y SEC 291 T24, RS l 1 � BNSF RR 1 i F/0 — — — — rri K METRO SE.WE.P- —a+bJ �F= C10MCAS7 TO INSTALL I -q SEE NbTF * Y - PRINT IS E WASNINGTON I3LA PL 4(a& TA 114C PLAC A�= PL 311- 1-4" PVC 14C PLA(- I o_ W III —®I I� — --R1 NEW 2-4"PVC S E E PP-T- I Li jP-y3H0 'EX7EN#3C4NA. 28'UP PUCE ON STANA-OF< 8K Qwe st. 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GO1e17Y WAGSTER-SEW6P, LIFT STA 6ESIGN-425 W-W7 RAY SMAUING - OTAK ENK- L12S 'U2-44 46 — PROPERTY SOUTH OF SEAHAWKS —10 WGI01 / rFUCTU OWNERS CONTACT.'RO BERT CU CG I tJ l L115 Z1(a -3 9oa —W — — — B PL 4 6(o lTA FUTURE E.XT O I"�= w S W y SEC 2y T24NI K5E h'G Q W �o ` I PRoPoSEI� CITY X `, I E1�SFJ`1EN7 Fop LL; ti SEWER LIFT S7f3 I \ KEPLI-1LE P'1ENT \ /3S'X_SS' rl) Li o — Ply— —1---- — —�-o -- — _W_ 1 PL to T- W - 9 "10VC ` (C-4 59 31 ` NO WKG LINES l REPL PED WITH ` NEW A -WEST ci PLAL f CON U17 X1N� RR 45 ( PROEVY MUST 8E J STEEL _ a o� 1 — — F/0 — 1 -- - Y4" METRO SEWE2- M 1 � I j h — — — METRO — — — — — �— — — — — — — SEWEP. 4 n EXIS71-1" + p-LI593 w/BSW - _ P I P L E Y LANE N . LK WA 9LVO: SC Lo458 _)�- Ca,WY.117 A7 AENI3S TD 13E ENCASE/. IN -lobo PSI AGGREGATE CONWTEi MIX. MIN.'V ENV&LOPF W17H A77ENTIoN 7D INSia PAMUIS. i M1t1. V, CONDUIT 5EPA2I1710M. R�'R1rt-1 t PL I42'-1-4"C0AJl)UIT CON,OUIT ON AR PAW MU47 i3E- 57f,6C REMAIN CONA MIN 504 40 , pVC F/0 - - - - - - - - PLAL PL 15 TA W {I,4 C I -< /u A u Y < - - - - - - - GAS RENTON WC=W21nz26 T08-II WIP2C PRINT OF I SS 1 n/'T q ') nn7 Lake Wash Blvd - Hawks Landing Storm Water Improvements ' Facility Maps ® Plat Maps U Plat Grid Geographic Data - Highways Street t++ Railroads N Airports Geographic Data 2 City Algona Anaco Arlingt . Auburn Auburn Bainbr Beaux Bellevue Belling Black Blaine Bonne Bothell Bothell Breme Brier Buckley Bucoda Burlen Burlin Carbo. Carnat Centra ;Chehalis El Clyde Concr Coupe Covin _ Darrin Des M DuPont Duvall Eaton Edgew. - "' Edmo .. Ellens .. Enum.... Everett I 10 9 a r e a + a P1246 m r C6 q [mod 1'1=,1D'S L l ft £t gal 0C 1 d Ed SCALE 1 : 1,072 100 0 100 200 FEET http-./fpsemaps/maps/psemaps mwf U 1 300 "k Irk • \co •�•�� • i i y�c a� v !-e tjNftftwW INS! i*91 (N 44 SE 190 ! �! n� NSA foci?sties. If you hwc cuestions co,cerr g ' map, call I-888-•225-5773 Mans & Records s —Pis confidential information only for use in onfiict oidance on proposed construction activities and su e3,sf 1 land saleldevelopsnent. Recipient agrees to not disclose t,.;, ' c �rfidential infotma2iott to any other person or entity unless authorized in writing by Puget Sound Energy Puget Sow -id Energy tnalces no warranty, expresse c r I imp?ied, concerrsing the suitability of this infor^n_:'. fzr any F"rpose. The information on the attached r-, i; ' subject to chants u7thout notice i Befom starting ccn. :: c_ '1 assistance locz� i, . •,.. ; _.. t z` ct N Friday, April 30, 2010 5:03 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps ® Plat Maps _J Plat Grid Geographic Data Highways Street — Railroads ® Airports Geographic Data 2 City Algona Anaco . Arlingt Auburn Auburn Bainbr Beaux Bellevue Belling. Black Blaine Bonne Bothell Bothell Breme =' Brier Buckley Bucoda Burien Burlin. Carbo. . Carnat Centra Chehalis R-o" Cle El... - Clyde ... Concr Coupe. Covin... Darrin. Des M DuPont Duvall Eaton Edgew Edmo Ellens Enum.. Everett N SCALE 1 : 1.072 100 0 100 200 300 FEET httpJ/psemaps/maps/psemaps mwf Friday, April 30, 2010 5:04 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps Plat Maps I Plat Grid Geographic Data Highways Street Railroads Airports Geographic Data 2 city Algona Anaco Arlingt Auburn Auburn Bainbr., Beaux.. Bellevue Belling. Black. Blaine Bonne Bothell Bothell Breme... Buckley Bucoda Burien •:Burlin Carbo. Camat Centra r Chehalis - Cle El y Clyde ... Concr .. Coupe Covin Darrin Des M ;; DuPont Duvall Eaton _'Edgew.. Edmo.. Ellens -' Enum... Everett V SCALE 1 : 1,072 100 0 100 200 300 FEET ttp://psemaps/maps/psemaps mwf t< N I_J -4 ac a � t7 a �o PVT —11 AwMPE IP 1 c y � �� MPE 1E S _ 9704B I7 25 q- 4' r 4b• N 40th St N dOth St I This map is rot to be used for dcterrunirig the actual loci: on ' i cf arty PSE facilities. if you have questions concerning this t map, call 1••888-225-5773Ma s & Rec, rds.. a ` This map is confidential information only for r in conflict avoidance of proposed construction activities an JI surveys fc: 1--id sale/developmeot. Recipient agrees to not disclose this ' confidential information to any other person or entity, unless authorized in writing by Puget Sound Energy I Puget Sound Fnergy makes no warranty, ex�essed or implied, concerning the suitability of this info#=tion for any purpose. The information an the attached maps is I subject to change without notice Before starting cc ztruction call 1-800-424 555 icr rss5tan lccatir�; I-S -� tacRities to insure ycu e c_ •^vt 3 r� ;.�.....t ram.: -- .. __ V::�• � �i4� �1 N v Friday, April 30, 2010 5:05 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps ® Plat Maps ❑ Plat Grid Geographic Data Highways Street Railroads Airports Geographic Data 2 City Algona Anaco Arlingt Auburn Auburn Bainbr... Beaux Bellevue Belling Black Blaine Bonne. Bothell Bothell Breme R Brier Buckley Bucoda Burien Burlin Carbo. Carnat Centra :Chehalis Cie El ~Y Clyde . Concr Coupe Covin .. ':= Darrin Des M DuPont Duvall Eaton Edgew Edmo Ellens Enum.. Everett 202081 SCALE 1 : 1,072 100 0 100 200 300 FEET 'eys fc- se this UnIe;s ,ttp.-//psemaps/maps/psemaps mwf Friday, April 30, 2010 5:06 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps U Maps to e e�A�i U Map Grid \A Geographic Data _ Highways 2405EI15 i- - --- ----- ------------ Street -„ ,.___- r ---. Railroads Airports Geographic Data 2 city Algona Anacortes 319885 i Arlington ` Auburn 1—�- 4 Auburn FUT�M Bainbrid d T g 1I F Beaux Bellevue # Bellingh 350 350 350 350 1-3" 165259 Back Di # 1-3' 1-3` 1-30 1-3" #%Q %0 }%� 4 0 LIZ 188297 1:; Blaine 7-3' 1-3' 1—� 1-3• 2 Joe Bonney i Bothell i 1 t �% Renton j Bothell j j i j 186254 Bremert Brier Buckley Buckley +" Bucoda 1 j 0000 Burls n 210 4/1) 4/1D 4 J 41 155243 405E1261 i Burlington 319681 Carbon I ]!+ 75 74 7. Y 72 n 1 Carnation t e Centralia :� ;Chehalis � ``Cle Elum # Clyde Hill M MO 350 X093$ Concrete fiT 1-3 1 3' S� Cou evi 319664 , Covington '`% } Sx F Darringt ' �f t"�y CrEek ' i �:s map is not to 5a used fort decetr^i`- of any psE facilities. If you have u the ac:ua] Des Moi ttlap, call t 588-225.5173 9 a s & Re�ceming tilts +!his Duvall ter' Trl AOr 8 o'a 3 atioid �� in only for use in con atOnville Ix salddevaloppteaL amvides and surveys f ra Ed ewo . �° confidential inf to not disclose t!lis g !�# r authonz0° to emit unless i _.:Edmonds "<<`` �� wr,nrtgbyPu y' a =Ellenib 4/7. a` y� Puget Sound Fn Enumcl —`� my --" IS implied, concerning the warranty. -S is sed c 1 ayPu"PNse. !"he information otyrt the attached - , tfo. Everett ` subject to change . ~P- j v shout notice. 3 fnt c n, --- s SCALE 1 : 1,072 100 0 100 200 FEET http://psemaps/maps/psemaps mwf 300 a sta cel ocatinn ruc;:oa ca : I SQO-42� - r>: {; - -. - _ es f ��a insure }c t rv' i/ Friday, April 30, 2010 5:03 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps SEC TO LOT 1 fd IN 2' -� 4/0 4 - `♦ f 168�1# �' U Maps I UNLESS NOTED } ; � 1-3 1-3 ♦ ff May Creek a� s ❑ U Map Grid 85 4A) Geographic Data #/d s! r' 65 RACT B Highways AV 97 4f✓�3 Street 319844 # % 4 0 4/0 � 1 Railroads # 64 4A Airports Geographic Data 2 y ` ♦� 56 HXi��s City 319UI 57 Algona t SX Anacortes • e Arlington Auburn - A 319536 r� 'p 55 :- # :.is map 's rct to u,ed for Beterm nir. , t .a ac '� ^: Auburn � F ! cf any m facilities. (f you have questions conc�ming us, Bainbrid ,+1 } # rJ.3 map, call 1-888-225-5773 Ma s & Records. Beaux � 319825 f ! i --�-- -�- 'SX i' TTis map is confidential information only for use in conIlict Bellevue avoidance on pro(�ed constnrction activities and.surveys 17- Bel lingh nfidentiaall �opmeat Recipient agnxs to not disclose this i .# Black Di . ti r�# .J �►t # 1. orma°°ri to aRyother person or entity, unless Blaine r c i I authorized in writing by 1'uS� Sound Energy �� —� �('i 8 ! � my Puget Sound En Bonney laid tiS` 319615 �v makes no warms Bothell > ma +t HX r shed, concerni tyof this i eifa re seodt for iR�f C'�i ill # ff 24O5E72 Y Purpo bThe information n the attached taps is Bothell �. l J to change without notice. V~ _- Bremert 4 f Before starting Construction call 1 800-424-53P�s f r _ Brier l iA � insure you hz, scmce leg �s; c l 4es to -t ;- Buckley 4/l? � � i �ic:�ation_ -- i low 3193 ,C Bucoda HX 1 sc.:I F.7 __ L, ..,. +��' Burien 3■ r 1i1-----� Burlington r X202 A �� Carbon_ r ` 4sf0 __,. Carnation f�T _ ---------; Centralia " E �'$� 5X 229 Chehalis lam, � ea -` -CIe Elum 1186184 EPr ASAND Clyde Hill} 1dSOL Concrete AN f Covington mar r4+ 'f 7Zi7 Darringt o Itu .8 f fr Des Moi DuPont 31959� i Pit ;+ Duvall ! TS/ Elle Edgewgewo 4/0 Edmonds 1—r 15 e ... Ellensb} SCALE 1 : 1,072 100 0 100 200 300 FEET http://psemaps/maps/psemaps mwf N Friday, April 30, 2010 5:04 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps, SX 1 U Maps L l U Map Grid 47 Geographic Data 48 Highways Street #�4 } t + lR.4cr Railroads Airports Geographic Data 2 city Algona Anacortes Arlington Auburn Auburn Bainbrid M14 PV OFEW Beaux MZ M Bellevue Bellingh Black Di Blaine.�— Bonney Bothell Bothell Bremert.. , Brier Buckley Bucoda11 Burien Burlington► f+ RAM Carbon XN Carnation Centralia =Chehalis ..._Cie Elum RX 311 Clyde Hill TF, Concrete Coupevi MX Covington N% Darringt NX Des Moi DuPont J900 Duvall —� T Eatonville Edgewo Edmonds Ellensb.. Enumcl _— Everett SCALE 1 : 1,072 100 0 100 200 300 FEET ttp,//psemaps/maps/psemaps mwf W CT A SX 1�5184 Mv E ;/ . f \ R17 3r f c i f .319592 SX 1551b9 7PACr 6 ff r 2405E126 4/0 1 f 13 fj 1/0 319545 1-3 3,50' fJ (101011s24) 1-4' J f P)( A N 40th St N 40th St 0 t i his map is not to bz scd for determ.ninT the actual Joe t t r cf any PSE facilitie if you have questi Jns concemino his map, call l 88-225-5773 Mw;& Records, 1 i T his trap is tial information oni for use in con Jet avoidance on constriction acts es and surve f .r land sale/deve t Recipient agrees o not disclose 's confidential ' emotion to any other perm or entity, u ess auth in writing by Puget Saarid Energy aet oun ergy es no CC imph concerning the suitability of this information r -- Y p 7iic information on the ached maps i subject to change without a tice. efcm strrtir:g constriction call 1-800424-555i t,— l - stmlcelocatiz t"C; to i nswj yC:i 1, _'zt s Friday, April 30, 2010 5:05 PM Lake Wash Blvd - Hawks Landing Storm Water Improvements Facility Maps i ® U Maps U Map Grid Geographic Data y - Highways Street t i Railroads t ® Airports i Geographic Data 2 city Algona Anacortes r Arlington Auburn Auburn Bainbrid 4 Beaux i Bellevue + Bellingh Black Di Blaine Bonney Bothell 2405EI21 Bothell +_- 195000 --------_ . ��._-j Bremert --..�. 'Brier Buckley Bucoda� Burien Burlington Carbon U.> 1 Carnation 4— Centralia r Chehalis i =.;Cle Elum - ' Clyde Hill — Concrete` Coupevi . i =_= -Covington Darringt i Des Moi DuPont Duvall Eatonville i Edgewo Edmonds Ellensb Enumcl Everett SCALE 1 : 1,072 100 0 100 200 FEET http://psemaps/maps/psemaps mwt 300 LX 3900 ICemation only for use In con rt i dnu*txt activities and survey Cipient agrees to n, disC105e 3 any other person or entity, ur. by Puget Sound Energy kes no warranty, expressed c utability of this inf f ration on the attacith- h+^} b t :icn call I-StA,_4 <_. , _. mi.� CO insum 3^. _' l!--..!. A/ Friday, April 30, 2010 5:06 PM SECTION 32, TWP 24 N, R 5 E, W.M. LO— — ---- — r` — �— 40 - C 42EX 5UC14ANANI I a Y O.C. a — I Leather ear Sedge Sprit � �� 5 -TILIA CO�ATA 'HALKA' s 40' O.C. Summer Sprites Little Leaf Linden 1 -TILIA CORDATA 'HALKA' Summer. Sprite Little Lear Linden — — — 5 - SYMPI-IMCARPOS ALBUS a 4' O.C. — — -- 330 - FESTUGA OYMA 'G1 A1UCA' 111121 OZ. Common Snow err — --- — — Blue cue 9 — -- HYDROSEED — — -- — — — — 13 - VACCINIUM OVATUM a 4' Or— ,�1 _ w uj W — — — Evergreen eberry 1hi �V �— — — ROOTGUARD , 2' NT, _ 1,v W - 3 - _ �I _--- W — W 45 - CORNUS SERICERA'COLORADEN515' bV — — — — — -- Lu — — — I . .' - Colorado Red -Oder Redtwlg • 4' OG — 4V 1] — — C) Z b D — _----- — — I _ - - \ �--`> ��_. .�-�; — D..'•T.— � . — _ —-.y--•-- FROM STOW DRAiN � 8 - GAULTHERIA SNALLON a 3' O.C.00TGUARD 6 T HT: . . � FIRE \Salal 12' SIDEWALK 35 - PEN1,1I5ERN ALOPECUROIDE5 'Name ' Dwarf FoUNIT BLOCK RETAMMG WALL I }� untaln Grass a 2' OC. — I i tilxl PrsnsJ L 12 - GAULTI-ERIA SHALLON a V O.C. Sa a 5 - 5T1PHORIGARPO5 ALBUS • 4' O.G. 39 - MAHONIA AQUILIFOLL11 5 4' O-C. Oregon Grape 8 - ESCALLONIA X EXONIENSIS 'FRADE511' Pink Princess Escallonia a 5' O.C. 0 IM PLANT L15T a1W' 50rNdC & NAME i C01lta4 NNE stm I CoVr SPACIM REMAIKS TREES - I CORiu6 0.G�DA TiERA' 1 Rm D0511JO D b T1LLA COFmATA NAl-KA` SITER EPRIIE LIITL9..EAF LIDQI 7• - CAL 10 40' a I GAM FM STIR! TREE Mum 45 COFNZ SERLEA •COLORADENSC` - LOLORADO RID OWR FRIO AG 21' - 24• NT 7 GAL 4' OC 5us17f 16 ESCA L OMAX FR4 V PW PFUZ55 ESCALLUdA 24' - 30' Nr 5 GAL 5' oe ! BusNr tT GALTIVIU 6HALLGN 15" 2P - 24• Nr 2 GAL V OC I FILL 3S ADtIF0.111 O SUA GRADE - - - 24' - 30' NT 5 C.& or ' 3 CANES MN P3 REES SAIYAAETPI • RED FLCVERW. OJIW ff 24• - 30' NT 5 GAL I1-4' 1 W OC EACHY IV 5y"- 1 5 A DA I COITIW %%I5MFY 2P - 20NT i 2 GAL 4' Or MEW- b VACC#Or VAAN 1 EY1Hid2FQ4 NL>�t 2P- 24' Hr i 7 GAL 4. OC BUSHY GRMCCOAWMAMM 40 CAREX B1k:s1hNAId1 - LEATHER LESEDGE LEAF SEDGE S. - D' SP I GAL 2' OC RLL 330 P�iLrA GLAU^-d.' BLIE FESOE 1 Y - IY 5P I GAL IN U: HLL ..__ ALCPEOLVAOI S 94MELK ' DIIAIF FOTNTAN GRABS - Y - 12• SP I I GAL 2' OC RLL. 150 1 CAFEX OWPA j SLOX.14 Sax- R—O WATER LINE T50 ELOO4APoS M2VEYVENM COMMON SPM'E RC11 i SP 4 b' O0 PLM7I BELOW WATER LIE 4e0 JJIMB e6FOLL'S DAWIER LEAFED RCN i I SP 4 ! b' O0 FLN4r EF)-CRT W4Tei2 LIE 540 oeoxi E SARlENTOM I WATER PA_RRZY SP 4 I QOc PL*a ON PCTD BOTTOH 4W SCPMA ACM PAR7STE1 MLRCN ? -4 b• OC PLANT 5EL08 WATER LIE I ' AVALABLE AT FERm FAR*, RbGu:EID, WA ob0)'D7-55T5. 0IIII♦ rN�A•r��v r w�Il► 1w .� General Contractor) V r mow' _ i r } ► COINS FLORIDA- G- 5 Pis 1 Red Dogwood EXISTING METAL BUILDING i►�.wwwww �r vvvvv r�rvv�rv� -- V MIX THE FOLLOWING a W O-C- AR LLD THE POND EDGE 150 - CAREX OWVA -Sough Sedge 150 - ELOCHARIS MONTEVIDENSIS - Common Spike Rush LANDSCAPE NOTES. LEGEND: 480 - A NGUS ENSIFOLIUS - Dagger Leafed Rush -- 480 - SCIRPUS ACUTUS - Hardstem Bulmh L TVV LANDSCAPE COMPACTOR To M&:T Dr'B•Fike5 RAM FLAIR OCN)IT Ns . LOCAA" A natal r1E WOF3: 44T DCCREPANCES SHALL eE N01ED e6Ord: BIODIM O FBW'CRI16 THE LM. • TT�S 1_ANDSCAFE PLAN - South Se meet N L UT43f LM ° OVAL BY THE OKAU F1► R STALL '� hIADE sc F. ,• . O• • �RD� 3. &L SFIaB Axe WOUPV C 1M AFEA5 TO BE C01Vz , ", A 0 5 10 20 FEET FIE GRADE MS MALL) FIRE 5AW AW LUTEFW °.,F'.ED TO A 2 WA DEI M. - O SHMBS 4. COMACTOR TO LOCATE ALL TR ES, WFEW, GRA5S_; AND CfUJAXOVERS FOR AF'FROVAL By aW7t PRIOR TC FLA4T1Ya S OR u.ETLAND 5 A ROOT U RO SAFd M Is W-=u ED ALUM THE So ILWx Alm OFB (Patta Varfm) EDGES OF 1HE LAIN AREA W T1E PLAWW STRIP, Mr, EPROOT 58 24-2) .. . A BE EXCAVATED DEPM O S' b. LAINBUO A M1114 - E C r B60IZE PLACAYa A TCPSOL 8KK FLL N Ft.AI1TIM S RIP. F ILAW TO BE PROND� I�IQ INJECT NET R'eKGFCT'ENT LAUN lNo Nat) 1?23L .O TUF OR EaNL 0. GENERAL CONIRAf.'TOR TO EXCAVATE 510RclBtflCN F >m TO TO DOO 14YDROGFED DCAVAI OTTOSCAPE F TO 1 EST EXCAVATE R'W BOTTOM Alm LP TO THE ESTABLISNB, WATER r LW AV ADDITIUUL IS' TH34 5ACK FILL IM A SOL 1' K of 60 % uTLRT SAND AND 4M CUMT BY VOUM AS - FECa tBmED BY M DM0104 FOR 5I0FINT O SOL M K FOR A MAX" @FLTRATICN RATE OF 14 NGES F" ILIA - -- -- ROOT &JAODI a Root tM -24-2) '�-20•,MP'Iia,., DATULI CITY OF �t RENTON Public Worlm Dept. 'P' fix' �• REYMON Ef DATE APPR Calvin Jordan Associates. Inc. ' STATE OF - AROHITEOTURE WASHINGTON - REGISTEACD ECT URBAN PLANNINO LANDOd►PE ARCHITEdTURE L AN maizvux *A Dam trs ({Ya2 bIJ �.07 'ht ({sue 6tf 91L1 >r CERTr%-JUTE Nw LY ..eWlsq.ep-me.00m D-3531 2/02/11 LAKE WASHINGTON BLVD NORTH STORMWATER AND WATER MAIN IMPROVEMENTS 23 '. O VA I I N , I�w hs, iwNiM N s 9? Sy q � al� • � "�' � �-I � a 9•� iWt 307 7078 y ti n1 1 252 291 3a- 1� --- { � 252 29 359 AT 59 - 2a !� ! 25T 306 808- `J _ I— 5 rP; r 10 Ak MF,4iCEFj'I7�wr is A FIN + ra -- --- - ' 17 Is, <9F o _..4-0 W. �= /1'C,T SHUFFLETON- r . . / '. LAKESIDE 115kV Wo 1164� 4 N J 19 PI.aF,ne1 NO ` ' 21 22 s 1n 3,;BELL E Y N -1 IT —FLOOD \ 514 ' rr! CABLE 29 SiS+, r` �2 p ' r a Y7 30 . C STA. ti ' M, HAZE Q06 ' S \27 :ONSTRUCT,'LON AR EA UENDA E BLE , 27e T � • �,� j 1 3/ i # NEWCA— * r h •b .1 J1 T?i: SHUFFLETON- LAKESIDE 115kV 32 I J3 . s,en 7 MbY Clek T 24 N .-I ____a_____..1.. _.�k WC. �-�- ♦ �T23N _ • W jj No 1 ^y S W i Y� w 9 R �i 1R ' � I 263 907 1308 10 ♦s \, 909 1309 K, F SAID it 910 1310 :4 911 1321 913 1 1 k' td n ar NE v qP i RM _ sHUFF p =�1 7 ' 10 A IT IN 900 a ® VICINITY MAP LAKESIDE SUBSTATION 3 2 1 PHASING DIAGRAM ® PRnjFCT SPECIFIC NOTE GENERAL 1. ENGINEER: LAWANA Di1AYLE PHONE EXT: 425-456-2175 2. ALL CONSTRUCTION SHALL BE IN ACCORDANCE WITH THE STANDARD NOTES FOR WOOD POLES CONSTRUCTION. DWG -12842 SH 1 OF 1. 3. EROSION CONTROL PROCEOURE5 SHALL E USED IN ACCORDANCE WITH THE MINIMAL REOU IREMENTS SPECIFIE IN PSE STD 0150.3200 'TECHNI DUES FOR TEMPORARY EROSION AND SEDIMENT CONTROL'. 4. WORK SHALL NOT BEGIN UNTIL ALL EA EMENTS AND STREET USE PERMITS HAVE BEEN SECURED. FINAL NOTIF ICA ION TO PROCEED SHALL BE GIVEN BY THE PROJECT MANAGER. 5. THE ENGINEER SHALL BE CONTACTED W TH REGARDS TO ALL TECHNICAL INFORMATION. THE ENGINEER SHALL H VE SOLE AUTHORITY TO APPROVE ANY AND ALL CONSTRUCTION CHANGES. A KATCN IME A + r, 2—}-3 111 1 SnD { x N HAZLEWOOD TO OUENDALL ,�'11� I SUBSTATION CABLE STATION 1 z 2 ! 3.1 2/11 2n] , 1 J-yy1l 7 2 3 2 ! S/] 210 2110 3/, q2 2/T T n DRAWING IF SUBJECT: STATION: TWR: '� D-5649 D-5650 CAGE O-TWR 6t77 0/3 y,2J0A,1 y� L CAGE 0-TWR 6+77 0/3 DISTRIBUT ON DRAWINGS: SEE 101059284 SHEETS 1-7 1 x ] THIS DRAM NO SET IT-1446, SH1-171 SUPERSEDE THE FOLLOWING DRAWINGS: wl D/4 T-0777 T-1012 A40740 0427869 r3 TRtJ15MIssiow CONSTRUCTION 111018490 ANNANGE1ENTs - OTNER UTIL. S T0PAAIE: --- TROISM1SSION REIOYAL 108070136 EAS NT: PERMIT A FRAN.: 1' //, T ISSIOI EXPENSE DIS ICT DPER: T 2]R MESect E - - - r1 3 01 TRIBUTIOI EXPENSE ', WE O CEMTRLL Y: XINO PSE Mop 235E0I, - W o: TSG wP oTc - v+4 1 � FOREMAN'S RESPONSIBR]TY (a.en 9- it Cp ieto; »lol 9Esalln lur S H U F F L E T O N LAKESIDE 1 1 5 K V LINE C PSE EOL I1NIENT LOCKED/SECI.WED A NDRN AKA 1ErT IN UPDATED CONSTRUCTION NOTES AND VICINITY 3/1S ❑ DING. ST AF2' CON CABLE A W)OFIED SRAICNRE, CABLE AND SA,ia NCLUDE P A YATO LIE A 1-1 FIELD REASON CE PEA50N FOR CH HGC ❑ FELD CHANGES RED-IAED AS BUTT. ACTED ❑ MAIQbu T£PoFYD MID OMAIIfS N0TE0 ON a.KR110R1K 8 7 6 5 ❑ EACESS MATERIALS NEtURNED TO 5,OREROCM. ❑ TOTAL PM1IIARYCARE LISTED. DATE (M/D/Y) PI/GET ELECTRIC DRAWING NO REV Al ❑ Q'11PANY R) Y'I RECORDED ti coroEci LouRaN. CAD N. TISHKOV 09/ 20/ 11 SOUND SYSTEM T-1 446 2 ❑ INDICATE FUSE SIZE USED AND A VERIFY PROPER PHASE ENGINEER L. DUAYLE / tA/ I ENERGY ENGINEERING SHEET 1 OF 1T SCALE: AM" V: D N:2 R: 1:100 0.A y PPF ILE ME: D-93 CHKD/APRVD /Q.( CAGE, NO: T0144601 V2. E9rT DODE'TLN-0122 4 3 2 - ; 795 KCMIL 45/7 ACSR TERN NES: MED EST 3400#. t50--------------------------- f------------------------------------------------------------------------------------------------------------ .------- Mal, o_3 DO•_C._RSc334'_ _____ _ ;795 KCMIL 45/7 ACSR TERN; ' 795 KCMIL 45/7 ACSR TeRN POLE TABLE - 211 NESC MED. 4000=. MOT = 100•C. RS=335' f_ NESC MED EST 3400 MDT = 100•C. RS=3371 POLE HPA - 85/HI Hpp _ ///��''336 KCMIL t8/1 ACSR TREE MIRE OR SUKE STATION ACTION PDLE ;ENOTH POLE C:ASS DRILLING SPECIFICATIONS 1025.uoD TYPE STANDARD - 707+J5 85 /H1 2/3 ; / NESC MED EST 2600rr No RE rIS1d 10 PRACTICE +39 VT - 75/1 ;2/4 'HPD 2/5 II`[�--_ 2/2 111 +3g EXIST 85 H1 FIG. 11 HPD 6085.101 - 113+45 :75/1 HPA _ 2/3 113+45 EXIST 75 1 FIG. 13 HPO 6085.101 _ 1;15+40 75/1 118*27 2/8 2/9 HPA v5W - 2/4 115w0 EXIS7 75 7 FIG.It nPD SOBS. 701 -D 75/1 80/H2 _ 127+9 137+13 1 2/5 118+27 EXIST 75 1 FIG.70 HPA 6085.10C 2/6 76/1 - 2/6 121+44 EXIST 65 1 FIG.10 HPA 6085.10C ___..' _. ... HPA �______________ R1TN __________________ ._ _-__-;-_____ ___._____ 100 _/6 SET NEW 35 1 STAB - 121-44 ; _ 2R 12440S SET NEW 70 1 F10.11 HPD '... .... .... --- 404,....... _ 2/8 127+91 REFRAE 75 1 FIG-10 HPA ------287'---- - 2/9 131+13 EXIST 80 H2 FIG.9 VSW 6060. 100 _ 52 /9 EXIST STUB - - GUYING TABLE --- 206 ----- ---195' 194'--- 92' 100' SD--- __________ _____ ______ __________ _____ ____ ___ �� _..._.___ ______ _.__ 296, 322,. ]51' ------ ------ -- --•----- - _ PRDFILE SCALE I �, — VERT 1'= 20' - Q Q HDRIZ 1"- 200' o - _ 9 . PET POLE AS STAKED f-T PET POLE A STAKED 2 INSLA VEST POLE GUYS ANCH 5 OR STAKE NO ACTION LEAD OR SPAN OTY CONS TNIIT ON URIT STD.PRAC. 6073..N.. FIG ACTION OTY CONSTRUCTION STD.PRAC. 6072.1000 REMARKS DESCRIPTION UNIT DESCRIPTION fIC DET 2/3 EXIST 15' 2 GUY 3/8" SIDE DOWN 8' EXIST -EXISTING 2/4 EXIST 15' 2 GUY 3/6' SIDE DOWN 8' EXIST E%i571NG EAST 2/6 INSTALL 50 1 GUY 7/16' SPAN GUY 8' 6073.0170 1 INSTALL 1 ANCH. SINGLE, 10 1 EAST 12/6 INSTALL 25' 1 GUY 7/16, 0E DOWN 8' -71.0100 4 A 2R INSTALL 20' 2 GUY T/16' SIDE DOWN 8' 6073.0100 1 INSTAL L 1 0 ANCSlIG I TSTINeSPxA-o 2/8 EXIST 30' 1 GUY 7/16" SIDE SPAN B' EXIST EXI A 2/8 INSTALL 35' 1 IX1Y T/16' SIDE 00WN 8' 607]. 0100 2 INSTALL 1 0 wEST 10 DISFR POLE 2/10 EXIST 35' 2 GUY 3/8" SIDE DOwH 8' 1 A WEST ON ANGLE BISECT EAST __ ---- _----------------- ______________________________-____-_-_____.-.__I_-._____--____-10 PEN F R T1RF uc uT r401 r o-Z-I--- PLAN SCALE O� ,#-' is ' \\ / 1 6 - < SITE POLES NO. GRID NUMBER �-T NEAR IRST. PqE CI ASS REMARKS 2/7 319678-166264 70 i ® CONSTRUCTION 90TES: I. SLEEVE OUT E% STING DEADEND AT 2/7 2. ADD WIRE IF N CESSARY 3. SPLICES MUST E A MINIMUM OF 25 FEET FROM CONDUCT ATTACHMENT POINTS C PSEC E�IT LEtOKO/3CURm A'AORN AREA .ET' FLDOKD/gCURIED i WORN AREA .£T' w C4EM G GRAD, SIRU ❑ FIE D COCOAKXY_ E. CAME AND SwT01 NWBLRS AISTA / M q, CNN O MA IERIK S RED-1/!y AS BOLT. wOLUDE REASON 'OR CnuN(,4 REED ANO CHANCES NO'CD ON PAPERWDRN ❑ EXCESS MA WALS RETURNED TO STOREROOM ❑ TOTAL YCA&E LISTED Ct CONPANY Ws RECORDED w CORRECT LOCATION. ❑ wm.7 AS USED ANC, A VEWY PROPER AW,, JOINT FAITIES CLI AARAROENERTS - OTNEII UtIL. MIDI NNE NA1EI CONSTADCTI ON t1tO/M50 to0101AEIOVAL SURVEY FASEYF /DAN T: PEAMIFA. EXPENSE REGI C"TT TN.. 23RDISTNI EttEVENR aTOoSA2 310 SED RING •,. - - NAPPED TSG Mm OTC • 0101067259 17 SHUFFLETON - LAKESIDE 115KV LINE A FOR DEVELOPMENT. REFRAME 2/8. NUB FOR 2/6 DATE (M/D/Y) ® SOUND ENERGY EN31NEERING SYSTEM DRAWING NO REV NO T-1446 2 SHEET 5 N. TISHEor 09/20/ 11 L. OUAYLE / / SCALE: Y:20 N:2 PIAw: i:10p GLASSi PF IL NO: D-93 - ' /1// / CADD NO: T0144605V2. dot :TIN-0122 PLAN SCALE t' 100' 8 8 8 7 2,113 145+46 Lt•20'21' R �.. OIST 'O 46 60 LO. 43'09" L 2/15 152+88 LO'S6'S9" R — 111TN PL SE DIST L— 155-53 FFF� F-7i F 795 KCMIL 45/7:ACSR TERN NESC MED EST: 3600-, 17, MOT = 100'C.;RS=396' { __ ------------------------------------------ 2/75 B5/N2 __ _ �250 152+88 68 -�ROX 0�5 zaz 200------- ------------------ '-----------------------------^------------------- ---------- -- ---------------------------'-------- -= 200 795 KCMIL; 45/7 ACSR TERN NESC MCD EST 4500W. MOT = 1P0•C. RS=315' i 795 KCMIL 45/7 ACSR TERN 2/7q + NESC MEO EST '3400. MOT = t00'C. FS=30B' 795 K(45/7 ACSR TERN : HPA 80/H2 795 KCMIL 45/7 NESC MED EST ACSR TERN 3400.1 NES�MIL MED EST 30009. MOT. 100-C. RS-176' 148-68 _ ______________ ____._._..____.._____- z ------- _. ._. _____ __ _ __ ___________ _______________ IS 0 .L-420---- ------ T- 336 KCMIL 18/1 ACSR ;TREE WIRE •"W NESC MED EST 2$004 111 2/10 VSW O 134+47 2/11 : VD1E ;2/13 :75/1 SO/H2 v5W B5/H2 i45 +46 131-13 80/H2 137+55 ;t40+70 t00T-____- _ -.-___. ._ -: ._ 22-------- -- o 1 : ----- 259------ S 2w1___ __.___308'__-_-_ _137'_ __1iQ__ _.________476'__._.__..L_ 6 j" _ . Sol W------------- _______._._ __:._..__.____.._ _..____ ------ --_ ________________________w_ F3 _. _..._._._.__. . j j �j PROFILE SCALE �; VERT 20' Y Y Y o HORI2 1"= 200' g g _ 0 0 8 8 _ O-L-------------_--- -------1'-'---------'----------------3-------•---•------------------I--- ---" ----------- ---- --L-'--...-----------'-------LO GUYING TABLE GUYS ANCHORS POLE ON STAKE LEAD CONSTRUCTION $iD. PflAC. CDNSTRUCTIOi STD.PRAC. 6072.1ON REMARKS ACTION OR SPAN DTY UNIT DESCRIPTION fiO T.,. xzxX FIG ACTION DTI LN!i DESCRIPTION FIG DEi 2/10 EXIST 35' 2 GUY 3/8" SIDE DOWN B' EXIST EXISTING EAST 2/12 EXIST 50' 3 GUY 7/16" DE DOWN 8' 6073.0100 4 EXIST EXISTING NORTH 2/12 EXIST 42' 3 GUY 3/8" SIDE SPAN 8' 6073.0170 1 30' GUY STUB WEST TO s2/12 s2/12 EXIST 104' 2 GUY 7/16" STUB DOWN EXIST EXISTING WEST 2/13 EXIST 40• W 2 GUY 7/-16" DE DOWN 8' EXIST EXISTING WEST 2/13 EXIST 40' E 2 GUY 7/16" OE DOWN 8' EXIST EXISTING EAST POLE TABLE POLE STALE NO STATION ACTION POLE LENGTH POLE CLASS DRILLING SPE025 1 TI ONS OIS.t400 NEV:510: 10 TYPE STANDARD PRACTICE DIST. FRLMINC FROM POLE TCP GRID NUMBER REMARKS 2/{O 134+47 EXIST 1,90 VTO 6085.1050 319763-166318 137+55 EXIST 80 �&g v5W 6080. 1ODD 319789-166334 140+70 EXIST 95 vOE 6085.1040 29. 5' 319816-166350 s2/12 EXIST STUB 2/13 145.4611EXIST 85 H4 TOE 7t9815-t6fiJ97 2/14 148+68 EXIST 80 H2 FIG.10 HPA 6085.1000 27.5' 319815-166427 2/15 1 152+68 IEXIST 85 H2 FIG.10 HPA 6085.1000 30.5' 1Jt 9814-166468 5 0 D -- 8 TUHLMm � SI+L WUTY ((>— BA. '-1 Comm:., ❑ PSE EQ,F C M AENT LOCRED/SECUED a'WORN AREA LEFT IN CONOiTiON ❑ GRID, s TUNE. CAkE AND SWTCN N BERS NSTALW A E-0 ❑ FELD CN CL 4E5 RED-OdD AS BULT. NUDE REASON FOR CHANGE. ❑ NAT MAL ❑ EXCESS N WED AND C GIES -TED ON RAPE1WRX. TER:ALS RETURNED TO STOREROOM. ❑ TO-N Y CASL_ LISTED ❑ COMPANY 0'I REDORCED �N CORRECT LOCAnON. ❑ RW TE SIZE USED AHO L IERF'Y PNOPER g TRANSMISSION CONSTRUCTION TRfRSMISSION REMOVAL 11,01e490 t0e0T0136 - sl8 EAS DIS YOR/DATE: WNT: PERMIT A FRAM.: RICT OPER: T 23R OSES-1 e - TRANSINISSIOM EXPENSE DI TRIBUTE0N EXPENSE NiO' PA,M IK. RED ON: PI M- 23SE030 ITY: KING .1 ED- TSG Nc OTC N —1.:•T a: SEE DISTRIBUTION NX 101067259 RFCONDUCTOR DISTRIBUTION TO TREE WIRE SHUFFLETON LAKESIDE 1 15KV LINE DATE (M/D/Y) PST SOUND R ENBZGY ELECTRIC SYSTEM ENGINEERING DRAWING NO T —1 4 4 6 SHEET 6 REV ND 2 CAD N. TISHKOV 09/20/ 11 ENGINEER L. OUAYLE / iI pR V. SCALE: H. PLAN, 1:1W ClA s: PPF IL N0: D-93 C�E'TLN-0122 CHKD/APRVD 21"/ 2 / CADO NO: T0144606v2.Cgn 3 2 1 ow " 1.0 GENERAL CONSTRUCTION REGIREMEWS PRESENTED HEREIN SHALL BE STRICTLY ADHERED 70 BY THE CONTRACTOR. REQUIREMENTS PRESENTED SHALL OF USED IN CONJUNCTION WITH THOSE PRESENTED ON THE PROJECT DRAWINGS AM SPECIFICATIONS. AND MAY ONLY BE SUPERSEDED BY ANY DESCRIBED PROJECT REQUIREMENTS. 1.2 ALL POLES. STUBS. AND ANCHORS WILL BE STAKED BY OTHERS PRIOR TO CONSTRUCTION. UNLESS OTHERWISE NOTED IN THE CONSTRUCTION DOCUMENTS. THE CONTRACTOR SHALL BE RESPONSIBLE FOR VERIFICATIONS THAT ALL STAKED STRUCTURE AND GUY LOCATIONS ARE IN ACCORDANCE WITH THE CONSTRUCTION DRAWINGS AND THAT ALL STAKING WILL BE PROTECTED DURING ALL CONSTRUCTION ACTIVITIES. 1.3 PRIOR TO CONSTRUCTION. PSE WILL MAKE A REASONABLE EFFORT TO COMPLETE ALL REQUIRED TREE CLEARING IN ACCORDANCE WITH ALL EASEMENT AGREEMENTS AND PSE'S VEGETATION MANAGEMENT SPECIFICATIONS. THE CONTRACTOR MAY PROCEED WITH THE WORK IF CLEARING REQUIREMENTS HAVE NOT BEEN COMPLETED AND IF CLEARING OPERATIONS DO NOT INTERFERE WITH THE CONTRACTOR'S OPERATIONS. 1.4 SALVAGE AND RETURN TO PSE'S STOREROOM ALL MATERIALS REMOVED IN 'RE COURSE O THE WORK. ALL COPPER CONDUCTOR SMALL BE RETURNED WITHIN 24 HOURS OF REMOVAL. 1.5 UPON COMPLETION OF WORK. PRINT'S STAMPED WITH 'FOREMAN'S COPY' SMALL BE SENT TO THE RESPONSIBLE PSE ENGINEER WITH ALL AS BUILT CHANGES NOTED. 1 6 THE CONTRACTOR PRIOR TO START OF ANY EXCAVATION SHALL LOCATE UNDERGROUND UTILITIES. THE CONTRACTOR SHALL BE SOLELY RESPONSIBLE FOR DAMAGE TO BURIED UTILITIES CAUSED BY HIS CONSTRUCTION ACTIVITIES. EXTRA CHARGE5 DUE THE CONTRACTOR AS A RESULT OF CONFLICTS CAUSED BY UNKNOWN UNDERGROUND UTILITIES SHALL BE LIMITED TO DIRECT LABOR CHARGES ONLY (EXCLUDES EWIPMENT) AT THE IMPACTED SITE. 1.7 THE TYPE O WOOD POLE CONSTRUCTION ACTIVITY SHALL BE INDICATED ON ME POLE TABLE UNDER ACTION. THE TYPE OF ACTIONS SMALL FALL INTO ONE OF TOE FOLLOWING CATEGORIES: A. 'SET NEW' INDICATES A COMPLETELY NEW POLE INSTALLATION INVOLVING EXCAVATION. SETTING. FRAMING. AND EITHER TRANSFER OF EXISTING CONDUCTOR OR INSTALLATION OF NEW CONDUCTOR. S. 'REPLACE' NORMALLY INDICATES SETTING OF A NEW POLE IMMEDIATELY ADJACENT TO AN EXISTING POLE WITH INSTALLATION OF NEW OR TRANSFER OF EXISTING CONDUCTOR AND INSULATORS. SPECIAL CONDITIONS MAY ME Y REQUIRE THE NEW POLE TO OF PLACED IN THE SA LOCATION AS THE EXISTING POLE. C. 'RE=RAMS' REQUIRES RECONFIGURATION OF THE POLE IN THE AIR AND TRANSFER O EXISTING CONDUCTOR. FIELD DRILLING OF THE POLES FOR NEW ATTACHMENTS MAY BE REQUIRED. 'EXIST' INDICATES NO ACTION ON THE POLE IS REQUIRED ALTHOUGH INSTALLATION OF STRINGING SHEAVES MAY BE REWIRED IF RESAGGING OF CONDUCTOR IS REQUIRED BY THE ENGINEER OR THE SCOPE OF WORK OF THE PROJECT. 1.8 POLE MO REVALS SHALL BE MARKED WITH AN 'X' ON THE PLAN VIE. OF THE DESIGN/CONSTRUCTION DRAWINGS. 1.9 IT SHALL BE THE RESPONSIBILITY OF THE CONTRACTOR TO HAVE ALL DRAWINGS. SPECIFICATIONS. CONSTRUCTION STANDARDS. PERMITS. ETC.. AT THE JOBSITE AT ALL TIMES. FIELD OUESTIONS CONCERNING ALL INFORMATION PRESENTED ON THE DRAWINGS OR CONTA INEO IN THE SPEC lFtUT1ONS AND/OR STANDARDSSHALL BE REFERRED TO AND DISCUSSED WITH THE ENGINEER. IT SHALL BE THE RESPONSIBILITY OF THE ENGINEER TO APPROVE ANY OR ALL PROPOSED MOJIFICATDNS TO THE DESIGN. IT SHALL BE THE CONTRACTOR'S RESPONSIBILITY TO NOTE ANY APPROVED CHANGES ON THE AS BUILT COPY OF THE DRAWINGS. IF THE CONTRACTOR ELECTS TO ACCEPT INSTRUCTIONS OR INTERPRETATIONS OF DESIGN DRAWINGS AND SPECIFICATIONS BY PERSONS OTHER THAN THE ENGNEER. HE SHALL BE RESPONSIBLE FOR ANY REWORK CAUSED BY THE ACCEPTANCE OF ANY EW43KOLM INSTRUCTIONS. I.10 INSTALL MILE/POLE NUMBER BOARDS ON TRANSMISSION STRUCTURES PER PSE STD 0900.1030. IF AN EXISTING STRUCTURE IS BEING MR.OIF(D AS PART OF THE WORK AND THERE ARE NO EXISTING POLE NUMBERS. THEN INSTALLATION O NUMBERS SMALL BE CONSIDERED AS PART OF THE WORS. 1.11 TRANSMISSION LINE IDENTIFICATION SHALL BE INSTALLED ON NEW STRUCTURES PER PSE STD 0900.1020. 1.12 GRID NUMBERS SHALL BE INSTALLED PER PSE STO. 6010.1000. 2.0 EXCAVATIONS FOR WOOD POLES 2.1 SAFETY - POLE EXCAVATIONS SMALL BE MAINTAINED IN A SAFE CONDITION AT ALL TIMES TO PROTECT THE WORKERS AND THE PUBLIC. EXCAVATIONS SHALL REMAIN OPEN NO LONGER THAN 24 HOURS. WHILE OPEN. EXCAVATIONS SMALL BE COVERED TO PREVENT COLLECTION O STORM WATER OR OTHER RUNOFF. OPEN EXCAVATIONS LEFT OVERNIGHT OR ON NON -WORKING DAYS SHALL BE COVERED OR SECURED BY MEANS ACCEPTABLE TO PSE TO PROTECT THE PUBLIC AND ANIMALS. THE CONTRACTOR SHALL BE SOLELY RESPONSIBLE FOR OAAGES. 2.2 THE BOTTOM OF ALL EXCAVATIONS IN EARTH SHALL HAVE CLEAN. LEVEL SURFACES OF UNDISTURBED MATERIAL WITH ADEQUATE BEARING CAPACITY. WHEN SUITABLE BEARING MATERIAL IS NOT ENCOUNTERED. THE HOLE SHALL BE CLEARED OF THE UNSUITABLE MATERIAL AND REPLACED WITH COMCOMPACTEDACT SELECT BORROW. 2.3 THE STAOILITT O THE EXCAVATION SHALL BE MAINT4INED UNTIL BACXFILLING IS SATISFACTORILY COMPLETED. IF SLOUGHING. RAVELING OR CAVING BECOMES A PROBLEM. EXCAVATION STABILIZATION METHODS SHALL BE USED. IF STEEL CASING 15 USED. THE CASING SMALL BE OF SUFFICIENT STRENGTH TO WITHSTAND THE STRESSES AND VIBRATIONS O EXCAVATION AND BACKFILL. A. THE INSIDE DIAMETER O THE CASING SHALL BE LARGE ENOUGH TO ACCOMMODATE THE POLE ANO/OR POLE BEARING PLATES AND SMALL ALLOW SUFFICIENT ROOM FOR TAMPING OPERATIONS. B. IF REWIRED BY THE ENGINEER, THE CASING SHOULD BE REMOVED GORING BACKF(LLPS AM TAMPING SO THAT VOIDS ARE NOT FORMED BETWEEN SHE POLE AND THE NATURAL EARTH. IF A PERMANENT STEEL CASING IS USED IN A HOLE WHERE THE CASING SHALL HAVE SUBSTANTIAL CONTACT WITH THE SURROUNDING STRATUM WHEN I HSTAL7.D. THE AREAOUTSIDEO THE CASING TO A DISTANCE OF NO LESS THAN _ EIGHTEEN 14CHES FROM THE CASING FACE SHALL BE EXCAVATED TO A MINIMUM DEPTH OF THREE FEETANDRECDMPACTED TO ELIMINATE VOIDS ♦ MEM TE CASING AND THE SOIL AO TO PROVIDE AN ADEQUATE LATERAL BEARING CAPACITY. IF THE. ORIGINAL EXCAVATION WAS OVERSIZED TO ALLOW FOR THE LOOSE INSTALLATION Of THE CASING, THE OUTSIDE ANNULUS BIALL K FfLLFD AM CONTACTED THE 'ENTIRE DEPTH O THE CASING. VIBRATED STEEL CASINGS ARE NOT SUBJECTED TO THE THESE REQUIREMENTS AND CRITERIA FOR THE INSTALLATION O THE VIBRATED CASING SHALL BE ADDRESSED ON PROJECT BY PROJECT BASIS. CORRUG4TD METAL PIPE SMALL NOT BE USED UNLESS THE = ENGINEER WAS APPROVED THE INSTALLATION METHOD. THE CONTRACTOR SHALL BE RESPONSIBLE FOR FURNISHING THE CASING FOR THE PROJECT UNLESS OTHERWISE NOTED tit -THE PROJECT DRAWINGS. 2.4 EXCAVATION O ROCI'FMW POLE HOLES SHALL BE ACCOMPLISHED USING AUGERS HYORAULIC ROCK SPLITTERS. DRILL AND SHOOT TECHINIOIES ON ANY OTHER APPROVED METHOD. 2.5 EXCAVATION FOR IIQOD POLE STRUCTURES SHALL ONLY BE TO TW_,pEPTNS SPECIFIED ON THE PROJECT DRAWINGS OR TO THE SETTING DEPTHS PROVIDED IN TABLE ONE. THE MLNIMWI SIZE OF THE ANNULUS BETWEEN THE VpOL,.E AT GROUND LINE AND THE EDGE OF THE EXCAVATION SHALL BE BETOM 6 AND 12 INCHES MNIMUM DEPENDING UPON THE MATERIAL BEING EXCAVATED. HOLES SHALL BEE XCAV;rED USING AN AUGER. EXCAVATION WITH A BACXHO WILL NOT BE ALLOWED. UNLESS APPROVED BY THE ENGINEER. 7 2.5 CONTINUED... TABLE ONE LENGTH O POLE MINIMUM SETTING DEPTH (FEETI IFEET) 1N EARTH IN ROCK 40 6.0 5.0 45 6.5 5.0 50 7.0 5.0 55 7.5 5.5 60 6.0 6.0 65 0.5 6.5 70 75 so 10.0 9.0 as 10.5 8.5 90 11.0 9.0 95 11.0 9.0 100 11.5 9.S 105 ILLS 9.5 110 12.0 10.0 n 5 12.0 10.0 THE DEPTHS OF THE HOLE SMALL BE MEASURED AT THE LOW SIDE OF THE HOLE. POLES SET PARTLY IN EARTH AND PARRY IN ROCK SHALL BE SET TO THE DEPTHS SHOWN FOR EARTH. 2.6 POLES LOCATED IN POOR SOIL. SUBJECT TO NORMAL LOADS. SHALL BE OVER - EXCAVATED BY TWO FEET OR AS SPECIFIED ON THE DESIGN DRAWINGS. POLES LOCATED IN POOR SOIL AND WHICH HAVE LONG SPANS OR ARE SUPPORTING HEAVY EOUIPMENT SMALL BE OVER -EXCAVATED BY THREE FEET OR AS SPECIFIED ON THE DESIGN DRAWINGS. 2.T EXCAVATION SMALL OF CONDUCTED AND COOK INATED IN SUCH A WAY THAT EXCAVATED MATERIAL SUITABLE FOR BACKFILL MAY BE REUSED FOR BACKFILL AND FOR MINOR GRADING AROUND POLES. 2.8 THE CONTRACTOR SHALL BE RESPONSIBLE FOR INSTALLATION OF EROSION CONTROL IN ACCORDANCE WITH THE MINIMUM REQUIREMENTS AS SPECIFIED IN PSE STANDARD NO. 0150.3200. 'TECHNIQUES FOR TEMPORARY EROSION AND SEDIMENT CONTROL'. UNLESS SPECIFIC REQUIREMENTS ARE IDENTIFIED ON THE PROJECT DRAWINGS. THESE REQUIREMENTS MAY BE SUPPLEMENTED OR SUPERSEDED BY PROJECT SPECIFIC REQUIREMENTS AND/OR CONDITIONS OF THE COISTRUCTI ON PERMITS. CITATIONS AND FINES RESULTING FROM THE FAILURE OF THE CONTRACTOR TO ADEQUATELY INSTALL AND FOLLOW THE EROSION AND SEDIMENT CONTROL REQUIREMENTS SHALL BE BORNE BY THE CONTRACTOR. MINT" REQUIREMENTS SHOULD BE AS SHOWN IN DETAIL 1. MATERIALS FOR EROSION CONTROL ARE AVAILABLE IN PSE GENERAL STORES AMC SHALL BE OBTAINED BY THE CONTRACTCR ON AN AS NEED BASIS. - PLACE $TARN MACH M I AUGENED MOLE DISTURBED AREA PLACE PEA GRAVEL POLE SAGS (YID 99956921 FOR SEDIMENT TR4>' DITCU OR SEIKITIVE AIEA�� N 1 TYPICAL AUGERED WORK SITE `J PSE STO 0150.3200 TECHNIQUES FOR TEMPORARY EROSION No SCALE AND SEDIMENT CONTROL SCALE - NONE 3.0 STRUCTURE SETTING REQUIREMENTS 3.1 POLE EASEMENTS SHALL BE SET TO THE DEPTHS SHOWN IN TABLE ONE OR TIE DEPTHS AS SHOWN ON THE DRAWINGS. PLIES SMALL BE SET IN ACCORDANCE WITH THE FOLLOWING: A. STRUCTURES SMALL BE LOCATED AND INSTALLED AT THE STATION SPECIFIED ON THE DRAWINGS. B. ALL POLES WHEU RE A RAKE IS NOT SPECIFIED SHALL BE SET PLUMB PLUS/MINUS 4 INCHES WHEN MEASURED FROM THE CENTER OF THE GROUND LINE TO THE CENTER O THE POLE TOP. C. THE VERTICAL CENTERLINE O EACH POLE SHALL BE SET WITHIN SIX INCHES OF THE DIMENSIONS SHOWN ON THE DRAWINGS. D. THE AMOUNT O RAKE ON EACH POLE SHALL BE AS INDICATED ON THE DRAWINGS. THE AMOUNT O RAKE SHALL BE MEASURED AFTER THE CONDUCTORS HAVE BEEN SAGGED AND SMALL BE WITHIN THREE INCHES O THE AMOUNT INDICATED. E. GUYED ANGLE STRUCTURES SHALL BE SET WITH A RAKE O NOT LESS THAN ONE FOOT OR AS DICTATED BY THE DESIGN DRAWINGS. MEN RIGHT-OF- WAY CONDITIONS PERMIT. POLES MAY BE RAKED BY SETTING THE BUTT O THE POLE AWAY FROM THE TRUE POSITION BY THE AMOUNT O THE RAKE. UNGUYED ANGLE POLES SHALL BE BRACED IN ACCORDANCE WITH DESIGN DRAWING OR. MAY BE OVERSET BY AN AMOUNT SPECIFIED IN THE DESIGN DRAWING, F. WHEN POLES ARE SET WITMWT GUYS AT ANGLES IN THE LINE. THEY SHALL BE SET TO THE AMOUNT OF RAKE SPECIFIED ON THE DESIGN DRAWINGS. THE ENGINEER SMALL CALCULATE RAKE, USING FINAL DESIGN CONDITIONS. G. MILT I -POLE STACTUES NAY HAVE DIFFERENT LENGTH POLLS AND MAY HAVE DIFFERENT SETTING REQUIREMENTS. THESE REQUIREMENTS SMALL BE IDENTIFIED AND GIVEN ON THE PROJECT DRAWINGS. 3.2 GROUND PLATES 1288 50. 1N.1 SHALL BE INSTALLED ON THE BOTTOM O ALL NEW PRIMARY LINES AND CONNECTED TO THE NEUTRAL PER PSE STD. $275.3000. 3.3 POLES SHALL BE HANDLED IN SUCH A MANLIER AS TO LIMIT DAMAGE TO ITS PRESERVATIVE COATING. POLES SMALL NOT BE BRAGGED. WVEW94T OF POLES OVER EXTREME DTSTAMCES SHALL BE ACCOAPISHED WITH SKIDS. CANT MOM OR ANY OTHER SURFACE PENETRATING EQUIPPNM�ENT SHALL NOT BE USED WITHIN 1 FOOT ABOVE OR 5 FEET BELOW GROUNC LINMi. 3.0 STRUCTURE SETTING REQUIREMENTS CONTINUED... 3.4 ANY STRUCTURE OR PORTION THEREOF MAY BE ASSEMBLED ON THE GROUND PRIOR TO ERECTION. PROVIDED THAT, THE METHOD WILL NCT PERMANENTLY DEFORM OR DAMAGE THE STRUCTURE. AND THAT ALL MATERIAL ON THE STRUCTURE WILL BE PROTECTED DURING ERECTION. 3.5 ALL HOLES AND CUTS REQUIRED FOR STRUCTURAL ASSEMBLY WHICH ARE NOT BORED DR CUT BY THE POLE MANUFACTURER PRIOR TO TREATMENT SHALL BE BORED OR CUT IN AN APPROVED MANNER. THE EXPOSED AREA SHALL BE IMMEDIATELY TREATED WITH TENINO GREEN IN ACCORDANCE WITH THE MANUFACTURER'S RECOMMENDED PROCEDURES. 3.6 ALL FIELD DRILLED IDLES SHALL BE TREATED. MIS -DRILLED HOLES OR HOLES LEFT AFTER REFRAMiNG SHALL BE PLUGGED. HOLES MIS-0RILLEO BY THE POLE MANUFACTURER SMALL BE REPORTED TO THE STANDARDS ENGINEER AND SHALL BE PLUGGED. THE HOURS SPENT ON CORRECTING HOLES MIS -DRILLED SHALL BE REPORTED TO THE STANDARDS ENGINEER. 3.7 AFTER SETTING AND ALIGNING THE WOOD STRUCTURES. THE BACKFILL SHALL BE MECHANICALLY TAMPED FOR THE FULL DEPTH OF THE EXCAVATION IN LATER$ NOT MORE THAN EIGHT INCHES THICK. BACKFILL SHALL CONSIST OF SUITABLE MATERIAL FROM THE EXCAVATION. IF INSUFFICIENT MATERIAL IS AVAILABLE. SELECT BORROW SHALL BE USED. DENSITY CIF THE COMPLETED BACKFILL SMALL EQUAL OR EXCEED THAT OF THE SURROUNDING UNDISTURBED EARTH. FOR LOCATIONS IN POOR SOIL AND WET EARTH. SACKFILLING SMALL BE AS FOLLOWS: A. INHERE THE POLES ARE SUBJECT TO NORMAL LOADS AND LINE ANGLES OF TEN DEGREES OR LESS. THE BOTTOM AND TOP TWO FEET OF BACKFILL SHALL CONSIST OF EITHER CRUSHED ROCK OR SELECT BORROW MIXED WITH DRY CEMENT. B. WHERE POLES ARE IN EXCESS OF BO FEET. ARE HEAVILY GUYED, ARE USED FOR LONG SPANS OR SUPPORT O HEAVY EQUIPMENT, THE BOTTOM 12 INCHES OF THE OVER -EXCAVATED HOLE SHALL BE FILLED WITH CRUSHED ROCK OR SELECT BORROW MIXED WITH DRY CEMENT. THE BACKFILL FOR THESE POLES SMALL BE EITHER CRUSHED ROCK OR SELECT BORROW MIXFD WITH DRY CEMENT. EXTRA CARE SHALL BE USED IN TAMPING THE BACKFILL FOR POOR SOIL CONDITIONS AND LIFTS SHALL BE THOROUGHLY TAMPED BEFORE ADDITIONAL BACKFILL IS ADDED. 3.8 CROSSARMS. X-ORACES. VEE-DRACES. AND KNEE -BRACES SHALL BE ASSEMBLED AND ATTACHED IN ACCORDANCF WITH THE DRAWINGS. THE TIMBER CONNECTOR$ AND GRID GAINS SHALL BE FULLY SEATED AND ALL BOLTS SHALL BE ADEQUATELY. BUT NOT EXCESSIVELY. TIGHTENED AFTER THE STRUCTURE HAS BEEN ERECTED AND ALL LOCK NUTS OR EQUIVALENT HAVE BEEN INSTALLED. 4.0 BACKFILL MATERIAL 4.1 MATERIAL PRODUCED FROM EXCAVATION FOR TRANSMISSION STRUCTURES SHALL NOT BE REUSED AS BACKFILL MATERIALS. MATERIALS USED FOR aAD FILLING SHALL BE CRUSHED ROCK COW CORNING TO THE REOIREMENTS OF SECTION 4.2. 4.2 BORROW FOR SACKFILLING SHALL BE WELL -GRADED CRUSHED STONE HAVING A MAXIMUM PARTICLE SIZE OF I- IN DIAMETER AND FREE FROM DEBRIS. ORGANIC MATTER. OR OTHER DELETERIOUS MATERIALS. RIVER RUIN A UAL IS NOT ACCEPTABLE AS BACKFILL MATERIAL. THE CRUSHED STONE SHALL MEET THE FOLLOWING REQUIREMENTS 1WSDOT 9-03.9131H: U.S. STANDARD SIEVE SIZE S PASSING BY DRY WEIGHT 1/4' 100 80-100 5/B' so -So NO. 4 25-45 NO. 40 1-18 NO.200 7.5 MAX 4.3 PRIOR TO THE START OF CONSTRUCTION. A SCREEN ANALYSIS FROM THE AGGREGATE PROMNOEIR-SHALL RE SUBMITTED TO THE ENGINEER FOR REVIEW OF THE PROMO I BACKFLL HATER 14. IF THE SOURCE OF AGGREGATE CHANGES DURING CONSTRUCTION. ADO (TDNAL ANALYSIS SHALL BE SUBMITTED. THE ENGINEER SHALL HAVE THE OPTION OF WAVING SUBMITTAL OF AN ANALYSIS. 4.4 SHOULD COND IT! oft WARRANT AS DETERMINED BY THE ENGINEER. ALTERNATE MATERIAL MAY BE RECOMMENDED BY THE ENGINEER. 5.0 GUYS AND ANCHORS 5.1 INSTALLATION O MICH VOLTAGE GUY STRAIN INSULATORS SMALL BE IN ACCORDANCE WITH PSE 570. 6500.1DO8. 15.000R FIBERGLASS INSULATORS SHALL BE USED ON LV' GUTS AND 30.000N F(BERGLASS iNSUAATM SMALL BE USED ON T.Hj AND "j GUYS. ALL GUY STRAIN INSULATORS SHALL BE EIGHT FEET LONG UNLESS OTHERWISE NOTED. 5.2 GUYS SHALL BE INSTALLED WHERE REQUIRED AND AS SHOWN ON THE DRAWINGS. SPLICING O GUYS SHALL NOT BE PERMITTED. ALL GUYS SHALL BE TIGHTENED TO TAKE OUT THE SLACK IN THE GUY STRANDS AND TO HOLD THE POLES IN THEIR PROPER POSITION AFTER CONDUCTORS HAVE BEEN SAGGED. IF AFTER INSTALLATION DF CUCTN-RAKD US POLES ARE OUT OF PLOW BY ONE Up MORE POLE TOP 0IODOR NO AMETERS. THE CONTRACTOR SHALL RE -TENSION ALL GUYS TO BRING THE POLE TO A PLUMB POSITION. ALL NUTS ON POLE BANDS. CLAMPS AND OTHER FITTINGS SHALL BE TIGHTENED IN ACCORDANCE WITH THE MANUFACTURER'S RECOMMENDATIONS. 5.3 POLE TO POLE TIES SHALL BE INSTALLED AS SHOWN ON THE DRAWINGS. PRIOR TO THE INSTALLATION OF CONDUCTORS. THE POLE TO POLE TIES SMALL BE SUFFICIENTLY. BUT NOT EXCESSIVELY. TIGHTENED AND SHALL NOT CAUSE DEFLECTION IN THE POLE TOPS. 5.4 HELIX ANCHORS SHALL BE INSTALLED PER PSE STD, 6500.6000. HELIX ANCHORS SHALL BE PROVIDED HAVING A SINGLE 10-FOOT EXTENSION ROD. THE CONTRACTOR SHALL OBTAIN AND INSTALL ADDITIONAL ANCHOR RODS AS REQUIRED TO ENSURE PROPER ANCHOR INSTALLATION. OF AFTER INSTALLATION OF THE SCREW ANCHOR. REQUIRED COVER IS NOT ACHIEVED, THE ENGINEER SMALL BE CONTACTED FOR APPROVAL AND ACCEPTANCE OF THE ANCHOR. IF REWIRED By THE ENGINEER.. LOAD TESTING MAY BE REWIRED FOR VALIDATION PURPOSES. 5.5 PLATE ANCHORS SHALL BE INSTALLED IN ACCORDANCE WITH PSE STO. 65100.6000. PLATE AVCNORS FOR DEAD END AND LARGE ANGLE STRUCTURES SMALL BE SACKF ILLD USING A LEAN CONCRETE MIXTURE HAVING A MINIMUM 78 DAY COMPRESSIVE STRENGTH OF2500 PSI. PLATE ANCHORS SMALL HAVE A SINGLE 10 FOOT ROD. APPROXIMATELY 1 TO 7-"a CUBIC YARDS O REDI-VIX CONCRETE SHALL BE USED WITH EACH ANCHOR. PLATE ANCHORS FOR SMALL ANGLE STRUCTURES SMALL BE BACKFILLD WITH SELECT BORROW OR NATIVE MATERIALS MIXED ■ITH DRY CEMENT. INSTALLED AM CONTACTED IN EIGHT INCH LIFTS. 5.6 LOG ANCHORS SHALL BE INSTALLED IN ACCORDANCE WITH PSE STD. 6600.60G0. ROCK ANCHORS SMALL BE INSTALLED IN ACCORDANCE WITH PSE STD. 6500.6000. MANUFACTURER'S INSTRUCTIONS OR PROJECT REQUIREMENTS MAY SuPfRSEDE THESE STANDARDS. 5.0 GUYS AND ANCHORS CONTINUED... 5.7 ALL SCREW. PLATE, AND LW ANCHORS SO iL HAVE A MINIMUM COVER O AT LEAST 40 INCHES. ANCHORS SHALL BE 1 ISTALLED SO AS TO BE IN LINE III THE GUY. VERTICAL INSTALLATION OF A CHORS 15 NDT ACCEPTABLE. ANCHOR TYPE SHALL BE SPECIFIED ON TH DESIGN DRAWINGS, BUT FINAL SELECTION WILL BE PER AGREEMENT BET EM THE ON SITE FOREMAN AND ENGINEER AND SHALL BE BASED UPON EXI TING FIELD CONDITIONS. IF RED 5•8 TENSION TTESTBON SPECIFIEDNIFER. THEANCHORS� HECCONTRACTORRATOR SHALLPSHALERFLLLMA FULL PROVIDE THE TESTING PROCEEDORES. EQUIPMENT, AND ETUP TO THE ENGINEER FOR HIS REVIEW AND APPROVAL. TENSION MEASURI MENTS MAY BE MADE BY STRAIN GAGES OR PROPERLY SIZED DYNAMOMETER. THE CONTRACTOR SHALL PROVIDE CERTIFICATION OF DYNAMOMETER CALIBRA ION. CERTIFICATION DOCUMENTS SHALL NOT BE MORE THAN SIX MONTHS 0. . THE ENGINEER SHALL PROVIDE LOAD LIMITS FOR THE ANCHOR TEST. 6.0 CONDUCTORS 6.1 CONDUCTORS SHALL BE SHOWN ON THE DESIGN DRAWINGS USING ONE OF THE FOLLOWING SYMBOLS: INSTALL -- ----- REMOVE NO ACTION/TRANSFER/RESAG 6.2 CONDUCTORS SHALL BE INSTALLED USING P E STD. 6550-6075 AND/GR TAD CONSTRUCTION SPECIFICATION N406 'CONO CTORS. OHGW. INSULATORS. AND ACCESSORIES". AS NON I NATED BY THE END NEER. CONDUCTORS SHALL NOT TOUCH THE GROUND OR ANY OBSTRUCTIONS URING INSTALLATION. CONDUCTOR SHALL BE INSTALLED OR RENDV 0 PER THE 'DESIGN DRAWINGS STRINGING NOTES. WHEN CONDUCTOR IS T ANSFERRED AND THE TRANSFER CAUSES A CHANGE OF TENSION O 10% OR REATES A CLEARANCE VIOLATION. OR IN THE OPINION OF THE ENGINEER 0 RESULT IN STRUCTURE OR ANCHOR OVERLOAD. THE CONDUCTOR SMALL BE PLAC D IN STRINGING SHEAVES AND RESAOGED PER THE SAG TABLES. THE TEN ION APPLIED TO ALL CONDUCTORS IS SUBJECT TO ACCEPTANCE BY THE ENGINEER AFTER FINAL SAGS HAVE BEEN APPLIED AND tNE C IONDUCTOR CLIPPED IN. TENSION WHICH. AT THE TIME. IS OUTS OF OF ACCEPTABLE TOLERANCE SHALL BE CORRECTED BY THE CONTRACTOR AT HIS EXPENSE. 6.3 COMPRESSION CONDUCTOR FITTINGS. INCLUI ING FILL TENSION SPLICES AND TERMINAL LUGS. SHALL BE INSTALLED PER THE MANUFACTURER'S INSTRUCTIONS. COMPRESSION SLEEVES SHALL BE USED ON JUMPERS IN LIEJ O AM.PACT CONNECTORS ON I`RANSNISS IGN LIMIS OPERATING AT 230KY OR ABOVE. COMPRESSION FITTINGS ARE PREFERRED F DEAOENDING CONDUCTORS. IF OUAORANT CLAMPS ARE SPECIFIED. SPECIA CORONA FREE ACORN" NUFS MUST BE USED AT 230KV AND ABOVE. 6.4 HIGH ANGLE SUSPENSION CLAPS SHALL BE SED ■;TO ARMOR ROD ON ALL VERTICAL TURNS WHERE THE LINE ANGLE E EDS 40 DEGREES. TRUNNION ANGLE CLAMPS SHALL BE USED WITH HORIZ TAL POST INSULA'ORS WHERE TUE LINE DEFLECTION ANGLE EXCEEDS 5 FEES. COPO A -FREE SUSPENSION CLAMPS SHALL BE USED FOR 230KV CONSTR TION. CONVENTIONAL SUSPENSION CLAMPS MAY BE SUBSTITUTED 'ACORN' NUTS ARE ADDED. ALL BURRS AND ROUGH EDGES ON CLAMPS, C SS!ON FITTINGS_. AND CONDUCTORS SHALL BE FILED OR SANDED S TH. DIRTY HARDWARE AND CONDUCTOR SHALL BE CLEANED BEFORE INS ILATION. 6.5 PHASING OF THE LINE SHALL BE SHOWN THI DESIGN DRAWINGS, BUT SHOULD ALSO BE FIELD VERIFIED BEFORE BEING Ci WPLETED. 6.6 FOR HIGH VOLTAGE TRANSM1551DN CONDJCTt Z. SPLICES SHALL NCT BE iNSTALLED IN CROSSING SPANS. WITHIN 25' OF A $ 'ING STR_Y TUNE OR WITHIN 100' O A COMPRESSION OEADEND Fi TT ING. AUT TIC SPI ICES SMALL NCT BE USE.^. IN HIGH VOLTAGE TRANSMISSION LINES. MORE THAN TWO SPLICES MAY BE MADE IN ONE SPAN AND ALL SPLICES SHALL BE SEPARATED BY A MINIMUM OF 3C' 5.7 EXISTING DAMAGED CONDUCTOR FOUND DURI CONSTRUCTION OPERATIONS SHALL BE REPORTED TO THE ENGINEER AN'O REPAI 0 IN ACCORDANCE WITH PSE STD. 6575.1Soo . 7.0 INSULATORS 7.1 INSULATORS MUST BE INSPECTED FOR DAMAO AND CONTAMINATION PRIOR TO INSTALLATION OR RE USE, ALL DAMAGED INSULATORS MUST BE REPLACED AND GORTT INSULATORS CLEANED. 7.2 CORONA RINGS SHALL BE INSTALLED ON ALL 2309V SINGLE HORIZONTAL POSTS AND SUSPENSION INSULATORS. FOR BRACED POST AND HORIZONTAL VEE ASSEMBLIES. THE CORONA RING SHALL BE 11 STALLED ON THE SUSPENSION INSULATOR OILY. ON ALL INSULATORS. C ONA RINGS SHALL OF INSTALLED ON LINE ENDS. AS CLOSE AS POSSIBLE TO HE FIRST INSULATOR SHED OR IN ACCORDANCE WITH. THE MANUFACTURER'S REC NDATITN. CORONA RINGS ARE NOT INTERCHANGEABLE BETWEEN THE VAI IOUS MANUFACTURERS' INSULATORS. 7.3 HORIZONTAL POST INSULATORS WITH TRUNNION END FITTINGS SHALL HAVE 7RUNNION BOLT CORONA - FREE WASHERS OH TAILED AT THE LINE ENDS AT ?3OC1 OR ABOVE. HORIZONTAL POST INSULATORS i NTH TWO - HOLE ENO FITTINGS NEED NO SPECIAL HARDWARE. 7.4 ON ALL STRUCTURES FRAMED AS HPA. TWO ULATORS WILL BF ORIENTED TOWARD THE ROAD, UNLESS OTHERWISE NOTE ON THE CONSTFILCTi ON DRAWINGS. ON ALL STRUCTURES FRAMED AS 4PD. ALL THREE iNSU'LA-ORS 101" BE ORIENTED TOWARD THE ROAD. UNLESS CT gWISE NOTED ON THE CONSTRUCTION DRAWING. ALTERNATE ORIE ATION SMALL SE NOTED IN THE POLE TABLES ON THE DESIGN DRAWINGS. 7.5 BOLTS FOR INSULATOR ATTACHMENTS SHALL O PROPER LENGTH. THREADS SHALL PROJECT A MINIMUM O TWO HREAOS BEYOND THE NUT OR LOC4INC NUT AND A MAXIMUM O TWO INCHES THREADS WHICH EXTEND MORE THAN TWO INCHES SHALL BE CUT AND NE END O THE BOLT TREATED WITH COLD GALVANIZING COPGUND. IMPROP R USE O BOLTS PROVIDED WHICH LEADS TO SHORTAGES O SOME BOLT ENGTHS SHALL BE THE RESPONSIBILITY OF THE CONTRACTOR TO REPLACE. NOTE: DRAWING SHALL NOT BE CHANGED WITHOUT APPROVAL OF TM UNDERSIGNED ENGINEER. SUBMIT ALL PROPOSED CHANGES TO HIM FOR REVIEW. PSE STANDARD NUMBERS STAND R D NOTES F O R WOOD POL1jE CONSTRUCTION DATE (MUD/Y) ® PIKET ELECTRIC DRAWING NO RE`J N NA. WIEGAND 12/ IS/ 09 SOUND S STEM D-12842 4 I D. EASLEY / / ENERGY END INEERING SHEET SCALE: AS NOTED CLASS: T ANS L ° D-74 CARD SSNO: DI 284201 V4. COOOTLN - 1j VICINITY MAP LAKESIDE SUBSTATION 3 2 1 z I IT yy11��x y1�x 1r� 6II/1 6IH 7/14 2 1�3 c/c I-90 A/3 CCCCrr2 1 13 1 T/10 I' 2 jC3 1 2 [n 3 f 3 Oy T III•• 2J S/17 1 TTTtt7 3/-i+ 1 j� 3 + yy t�l � v+6 sn4 �s tfz 2 7 � s 7�3 tin 6/75 S/13 PHASING DIAGRAM v10 1 s �2 611, 2.•.•11TT�� 1.-i-'a J sn . vs S/4 Bn [11.�2 t[223 Sn S/2 4/1T 1t 4ns +n t 11 4110 3 �z 1 4/5 �2 3 1 4n 1 PROJECT SPECIFIC NOTE GFNFRAL 1. ENGINEER: LAWANA OUAYLE P ONE EXT: 425-456-2175 2. ALL CONSTRUCTION SHALL BE IN ACCORDANCE WITH THE STANDARD NOTES FOR WOOD POLES CONSTRUCTION. DWG -12842 SH 1 OF 1. 3. EROSION CONTROL PROCEDURES SHALL E USED IN ACCORDANCE WITH THE MINIMAL REOUIREMENTS SPECIFIE IN PSE STO 0150.3200 "TECHNIQUES FOR TEMPORARY EROSION AND SEDIMENT CONTROL". 4. WORK SHALL NOT BEGIN UNTIL ALL EA EMENTS AND STREET USE PERMITS HAVE BEEN SECURED. FINAL NOTIFICA ION TO PROCEED SHALL BE GIVEN BY THE PROJECT MANAGER. S. THE ENGINEER SHALL BE CONTACTED W TH REGARDS TO ALL TECHNICAL INFORMATION. THE ENGINEER SHALL HOE SOLE AUTHORITY TO APPROVE ANY AND ALL CONSTRUCTION CHANCES.I A WTCM INF A 1 I1'�t 3/it 7•y-3 1 3/Ito HAZLEWOOD TO OUENDALL I 1 SUBSTATION CABLE STATION 23 3/6 2/13 2s12 2}xt{1 J 2 3/3215 2'to 3/1 2/T DRAWING a SUBJECT: STATION-- TWR: D-5649 CAGE 0-TWR 6+77 0/3 D-5650 CAGE O-TWR 6+77 0/3 DISTRIBUT ON DRAWINGS: SEE 101059284 SHEETS 1-7 THIS DRAWING SET (T-1446• SH1-17) SUPERSEDE THE FOLLOWING DRAWINGS: T-0777 T-1012 A40740 0427869 F c 2.1 3 .�.�..c .•ca.•.:r •:w TRANSMISSION CONSTRIICTIOR 1110//490 JDINT FAC IL IT IFS 'NRAROEIEWS - OTRER UTIL. LIRE .M . _— OR/D.TE: 2 4/1 1 �3 TRANSMISSION REMOVAL 109070136 JDIICT _ NT: IPER:IT a FR.- - ISSION EXPENSE------ MEN: T 23R OSESWT B : CENTNAL �PSE Map 235EO30 : RING - -- ----- DI TRIBUTION EXPENSE � .... D: iTSG Map OTC v:sla xscx;.r,a� SHUFFLETON r LAKESIDE 1 15KV LINE y FOREWAM'S RESPOIISIBAJTY (0w Bo. it Cp pl.t.i ,PSE EOIPMENT LOaED/SEpWm A qiM IAIEA LEFT N Sns fifAR/SAFE coROTIOM ZI GRID, STRUCTURE. CABLE AND SNITCH NUMBER` INSTALLED A NERVED UPDATED CONSTRUCTION NOTES AND VICINITY mop I A WiO1 LINE Fi A Z3 FIELD CHANGES RED-Ilm AS BXT, I UDE REASON FOR CHANGE. p MATERIAL VFRKIEO AND CHARMS NOTED ON PAPERYApI(. E; EXCESS MATERIALS RETURNED TO STOREROOM. p TOTAL PRAr4RY CABLE LISTED. ❑=ANvw w. AECOWED IN CORRECT LOCAnn;. k1OCATE N3[ SIZE USED AND A v£RIFY PROPER PHASE DATE IM/D/Y1 ALPLArFF SWND ENERGY ELECTRIC SYSTEM ENGINEERING ORAMING NO -REV NC T-1446 � 2 SHEET- 1 O< 1 CAD N. TISHKOV 09/20/11 ENGINEER L. OUAYLE /20/ I SCALE: : V1 4: PLAN: 1:,00 CL + PPF FILE 40: C-53 CHKD/APRVD 104/ CARD NO: T0144601 v2. Cqn �E`TLN-0122 5 4 3 ? 55 PN A MAT&bNEA ,l ' -- --- _.. .--------------'-' --- ----- ----------------- - - P 4 10' / 198C1 6?/=1Aba MI�LI ✓ F 11276 lee3,: y■■1 ____,/-ABAND. 7 ~ �/, 0177 I HE Sa -> 1.655' 250MCM CU Ckt Fig. Removed 1,400' #6 CU Ckt Fig. Removed 31e7B5 1,110' #2ACSR Tree Wire Ckt. Fig. Install tsazes 19n �_ 3t97:it % E8306 7y 1,789 #336ACSR Tree Wire Ckt Fig. Install `� 2ACsa"\_ r z 1653C0 ` Ct� �i%'°8'`d e I ]t9753 "/ ®PON TO BE DEEP SET I' PER TRANSMISSION 15 ENGINEER LAWANA FAST QUAYLE Vy/ X117Nf TI1T3• �^ 311717 166300 663W® f5/71 2, T: / I-L IHE 5M 0174 I r / f 11 i 11i t61275 T51i1i1!1! M�F+14f � p' �\ X117q T5,1D r� X55227 a 7T0T j 1f c �s > — 9moo PER BILL FOSTER 52011: - - -------- - - - EXISTB'1C2MMCMCONDUCTORS t FROM POI TO NL TO REMAIN UNTIL TRANSMISSION -__ POLE POI 1S KNOWN. ! 319505 1X1276 iiT aI55 J f 15T 1ft701 RX jay �27—..'G'9 -ems — — e -J T`_Q4 T �O/ �: 126 76C /o J Ltar_rL(WA NOF 319677 U2 fro {� 330 >SYI 350 < Tj0 Oro {/O 15 :E62 -9 y, ,T, .NSAOSSI POLE 166297 120/208 ''-`i ,_a• t-J-;_y ,I.TO BE DFTF ED AV) V 7"E NFI AiI' i:il - f NOTE: 1 nDL{YI IA I�}1DLR l ), F E AIND SPAN 111t NC! 9 L 0 N _ _ — - GUY DO NOT �' PER BILL FOSTER S.26/ll H J ��$ 1 1 / If1THE FIE 0,7� RECONDUCTOR FROM Pei ID P06 F • - I( li TO BE CONSTRUCTED WHEN ' I ?Y 4/0 4/0 {/O a/OI 16 4 Sl 310681 LOCATION OF TRANSMISSIOWL_ i 1062C9 176 - -- POLE POS IS KNOWN-2WMCM - I 166310 P L_7_7 -72 7i `^ n FEEDER TO REMAIN. Pal AND P16 Il {}t ✓rA �' TO BE CONSTRUCTED WITH f ., ^` \A['i Val A 111 Y� o9 : DEADENDS FOR 336ACSR 7REEW'IRE. •{ro Bp 350 AN5571.4510-N " A-N - -a- /0'\ �� 1_ ��aE7ILEANT MIN'N X0935- ---REMOVE GANG 4i Mi a-,( ;L O'UE DE7ERBILSED 3zE3+9 OPERATED SWITCH - 319604 SX a=lI•179P'CACED tTl)EA Job ® f 166234 � �j ITBTR IIlnil4l. , 1 •. 66--� . RIE.i fRl NAY �� /' nP.Q[QFERS10N1.1 cl'R\ LD °j.•-\J OR 4/T1., 64 y- �- TREE TRUYIMING REQUIRED , 16 X 62 \,% 7 PB7 TO BE DEEP SET �'it)1p x W -- _ll'' I' PER TRA.'vS.SSION 311E?• ENGINEER LAWANA NX`1Ee-:H, QUAYLE If r, R---MAPPBVG NOTE: HX TRF DOES NOT G jT _7 INSTALL EXIST LN THE FIELD 96 E®120/240V EXISTING 12 TPX 17N7 4'OVE �6 cti 156224 319003 HI %2027 F n \not —� -- OVERHEAD CONSTRUCTION NOTES - _ r� PIXEEt RE TO BEEN _ • POLES ARE TO BE WSTAOM1 OR ROAD F AS fTAR0i0 VlEif OTIIERMSE NOTED.All POLE LOCATION BEIISUREIFENi3 ARE FROM TIE ROAD ADS FACE _ CLASS NEW POLES EET SWLLL BE TIE LU155 MDICIITED ON 11E SMETCH, OR 6ETTE0. DO MOT SET A LOYFER INN/ W INIITAPOLOUNDISPECIf1ED. .! IB6300 NX��-eRTALL 6RO1ID PLATE ASSEMBLY ON ALL NEW POLES. INSTALL SW1iCH GROUND ASSEMKYPER .A� '� I STAN04D aPECI1CAiDN{NAI WO AT NEW GAMG OPERATED SYITCN LOGiDNS. 311104 4 T 7• TRPBL16NG-NSTALL ORD NLIMBERa aN ALL NEW AND EASLIMG POLES AS SHown ON SKETCH. r 166763 )1190{ - STWGMEN FASTING POLES AS INDICATED OR AS NECESSARY - R1 LANE - tff]a -TREAT ALL FTFLO UHILLED POLES WITH COPPER NAFTHEMTE woaO PRESERVATIVE. 4, OLD POLESIIFTER COMMUNICATN>II COMPAMES HAVE TRANSF ERRED OFF AND NE TUNN TO PSE aay � ---Ep9q) 6TOREROOM.fLLW A10 CRONPOLNOLE E E AND RFSiONE AREA SIMILAR TOAOJM R ACELANDECANO. - , {,vim9 ti DZ AMNSFER ALL OVENI ES SU. UNDERGROUND PRIMARY, SECONDARYNTKSAND SMSEKVM:E CONIXNCTOq! _1 AMID GUYS TO NEW POLES SET. LMLEST ON" INNLE IHDKATSO ON THIS EINVI L NIX !,` 'AMID.. TRANSFER FASTING TRANSFORMATO NEW DO UNLESS THER RYTIDN:ATWTO NSSSFFTCH. �166T 711X {} 117)) Rcc'�+ •ABOWUSESE Kv—s O ATALL SITE BEADANDLMDERGRONH FSCOPE OF THEANDTM YvHEFEE H 3 XI47924 2 b @ � AROV UNRENT I al-m. ALL RATES BEING Wp RED MTHW THE SCOPE OF THE MO ECT WHERE THEY �,•.1yj �y•F@ _ U E CURA C AN MIEEMG. -O•T \� 7' `tr-SWITCHMC RI 5—TATCONNECTORa NOUCT RFO DORDUCYONAU.POLEST AT ANO NAMP OLHILE SNITCH JUMPERS. WETALL TREE WIINECOIpNCTOR FOR JUMPERS ON ALL POLES TINT APE DOUBLE 1. 6245 N AL 1 SB345 --CRRECT MBYTOROM ALL AMPAR RHASTSTIRRUSAMEPND PHASE ASCONNECTIONS.—STING �� CORRECT ORAWIN IY TAPS AND TRANSFORMERS TD LIME PHASE AS EASTMG UNITES OTHERWISE SHOWN �1/JL ?•1\ ON, THE rJMYNIG. ' q'. .ALL IEVTRAL C0INECT10N6 i0 eE MADE MTH SOLO COMPIE55101N CONNECTORS.CONNECT ALL POLE / F:WT ` -USE LOADNRERRIIPFER TSIWTTH NRC SMELDSI ON ILLL PWMARr OVERHEAD ANO UNOERGROIMD A ® X11791/ TAPS WMH FUSED PROTECTNxN ABOVE NOT. -G - IMTALL WMDLIFE PROTECTORS ON ALL TRANSFORMERS. REMOVE RILL SECONDARY CROSSARM3 AND REPLACE ANY OPEN FINE SECONDARY WITH TRIFLER x 1� 16 277/450V MAPPING NOTE '`CS QWESE OWNED SAFETY �\ DGS AND ANCS �sNP'11 POLE•QWEST '\ DO NOT EXIST IN \IP9 TO REPLACE • REFER TO PSE STANDARDS 9275.3000 AND 6275.6000 FOR SYSTEM GROUND REOWREMENT3. / THE FIELD AT PIS �/ \JL THISPoLE ' REFER TO PSE STANDARDS 6275.WSO FOR PERSONAL PROTECTIVE GROUNDING REQUIREMENTS. • REFER TO PSE STANDARDS 6275.9150 FOR VEHICLE GROUNDING AND BARRICADING REQUIREMENTS. \ SEAHAWKS \ • PROPER LINE CLEARANCES SMALL BE TAKEN AT THE BEGINNING, AND RELEASED -\ RTRAINIIVGFAC7LITY %•U�y., AT THE END, OF EACH WORK MY, OR AS OTHERWISE INSTRUCTED BY THE SYSTEM OPERATOR \ / MAPPING NOTE: REMOVE f/ C/O'$ - PROVIDE SK;NS, BARRICADES, AND TRAFFIC CONTROL IN CONFORMANCE WITH PERMIT REGULATIONS. POLE AND SPAN AND FUSES • UTILIZE FLAGGING AND OTHER VEHICLE TRAFFIC CONTROL AS NECESSARY GUY DO NOT / - --_ AND IN CONFORMANCE WITH LOCAL TRAFFIC REGULATIONS. EXIST IN THE FIELD / 14 ' MAINTAIN TRAFFIC FLOW AS REQUIRED BY PERMITTING AGENCY FOR UNDERGROUND CONSTRUCTION TRENCHING. ar •- 319823 1 I F,�� EROSION b: SEDIMENT CONTROL REQUIREMENTS 1663y�5.7e EROSION d SEDIMENT CONTROL SHALL BE PER PSE STANDARD PRACTICE F:100T l�u� 0150.3200 TECHNIQUES FOR TEMPORARY EROSION A SEDIMENT CONTROL FAVOT r./ ,•� I e26 A ANY ADDITIONAL LOCAL JURISDICTION REQUIREMENTS. it q-� t6E5/2 (LOCAL JURISDICTIONS MAY HAVE ADDITIONAL REQUIREMENTS INCLUDING NOTES DETAILING WHERE EROSION OR SEDIMENT CONTROL STRUCTURES ARE TO BE INSTALLED, CROSS SECTION DETAILS OF THE TYPICAL EROSION 7419et 5� - STRUCTURES. 6 SPECIAL REQUIREMENTS FOR WORK IN SENSITIVE AREAS.) 72 711Bu FOREMAN (CHECK BOX WHEN COMPLETED) .'a�WQ�r! X�" ]19ef5 Chq, . f p PSE Ewwr.nl LOCNtEO'SECi1RED S WaL.NF IF. n C{ENVSKE CaWun. I ❑ GM. eMw. NM swNn P,na.e PNSTALLEo A vEaPIEo D F.M rn.,s« REOUNEo m A.ar. X11157 +e 319795 I - ]'3� 1 p Mr.n.I A_Eo-cvNNDEs w.e., P„..Rw. 166334 I _ is 3c3 P71 p C PR IRA REcC AFnr. X6226 ❑ cNro.r, lorF REcono6oaaa..a louNmmA.a,.A Th tyMNp 1 0 0 T ❑ II14aIF wma FUSE SIZE m Aaatl, L°pw PINGE. A. 198000 n 1tf1 p D.F.aaNe.Hb en 1,. A..wR A.e m«W..ea. `� .E ------------------- <lcuro_- _ _ m.,ll,..AwP.n«W.a ,r..F PSE.ww.,e..ne - s PE p g. � 11233d �� fsRn�FEq-Ix. . SITE PLAN B PROJECT PHASE NOTIFN ORDERP O 1 1 SCALE: t' - 100' Removal NIA t o263 O POTELCO DESIGN AND QUALITY ASSURANCE ❑ This design complies with PSE DeslgrVEngineenng Standards. Any/al variations have been pre-approved1documemed by the appropriate PSE Representative. S,grM1uW PW NAme DAN Trar11— OMRC OMRC Trfmmioian SU,A i ER R.1-st—ebeatiwl RernPlRl OMRC OMRC Jab o'", WA WA WA i NI WA , ,33 591078163 11101 90 11101 Ba91 101 29 F OB SITE ""' ` ("ti fJ - % �.t.` Ul f / 1i •; 0 S '. - _ • ,. y'A Owner / Developer Contact Info Pu N SOMM EmF WA WA 108070136 59312DO46 5931 A WA _ Him HP Man HP SV SA WA IA WA WA WA CABLE TV PHONE Pro . __ Camel YllamAaon: —11M Are HE Y _aN,y BeaNe Beb,ve. WA 90001 PLACE STRAW MULCH ON '�"B"B'e CiF OA01e ATTN Bill Fa ,2SB1T-T, 19 Pm e wAP.g. DISTURBED AREA FN eoraatlA beta dW 1J9BBCAlL PSE Q26ST73) AUGERED HOLE CALL FM)42"S53 PLACE PEA GRAVEL Y« a PSE 2 BUSINESS DAYS BEFORE YOU M 58 BAGS (MID 99992) .FRaw-c N.,HsaEio•w.a.ENeuEowaFaRE,I,..ac.,ANOF F POLE LP..-ON4A9eF Replied Y« NP REAL ESTATE/EASEMENT PERMIT FOR SEDIMENT TRAP-F1.awBR,w.ac Y„ Na RaRNwed • RW4)78371 CAl of RMfm 3 32TD1 SaMN elV To a cea on Tr nF 2 mOION PHONE ND DATE CT J(M 9141BAMDeal NeDePN PNCT 2533957073 11010 1 I WTM1 INAii. Trent. RpenmN2 CIMMN PtA Loc. ENGR- POWER JemnY Bolaml 25 395JU23 111411 REVI I DATE B7 DESCRIPTION ENGR-GAS WA WA WA DITCH OR SENSITIVE AREA SITE PLAN A SCALE: V a I TECHNIQUES FOR EROSION AND SEDIMENT CONTROL / FP75. P% C 3198C4 /1f �arse �� `\.. H f ti I HE S'4 ✓+F i127B \ � \ A3:9794 �A3AND. 1,655' 250MCM CU Ckt Ftg. Removed 1.400' #6 CU Ckt. Ftg. Removed a 1,110' #2ACSR Tree Wre Ckt. Ftg. Inslalle� 1,785' #336ACSR Tree Wire Ckt. Ftg. Installed I I I nnu (;' xxjAss � - 10 ' 166731 �rAJTa P/Afi 166334 N]Ja HI-17LINE SW 07 _``X 319J7I 1� ci/ ,rk? e<� f.T+® N;si"s°E y/ n .Ta-e Y xU'3 311i38 v-^ 1 a630 / I k 62 ]120 +6a27A y Z�V I It FltT aypp '' 1f6275 Nt'! � � F1MT ,Cj', 77.• XI17MM vr5n2 0 31971 149)D i I _________________________ ------ --- -•-I- ---- ---- --- PER HILL FOSTER Sf2G7l: EXISTING 250MCM CONDUCTORS FROM PO4 TO Poi TO REMAIN UNTIL TRANSMISSION POLE PIK IS KNOWN. UI�T a 360 360 350 �350 1BB259 4/0 j4]'h `.f i-3'I��Y*/3. ��y \ NOTE: /=I EIINID SPAN 4 GUY DO NOTI IN THE 1`11 0 y ro SX f� 1 � m N 3196 4/6;� 6243 1662 76 �S II 7J L72 7r A? PIT IS, ANAA N)(ATUJDrv'ot yLE AI SPA.N B 350a POLE DON , XQ9.3&- 57 -GUI DETERBILYED-419163 3116015 ?�AWPI tC ED UNDER JOB / 6aMe r '1 R/111R W% 66,' RII:I Ili t+t v4AY 1'I � 65: ]F.(:RQI'LS�lONg 1,3 SLR\£D („ 4 T 61: Gt I TREE TRADdBVG REQUIRED P03 TO BE DEEP SET FIRER TRANSMISSION HX`3'!!34 QUA INEER LAWANA IS YLE / `MAPPING NOTE: FLY TRY DOES NOT TS/7 INSTALL EXIST IN THE FIELD 3se62' N-X 120/240V '-EXISTING #2 TPX }[REMOVE PON TO BE DEEP SET ^?^t PPER TRANSMISSION D P ENGINEER LAWANA / RF:46T QUAYLE X11789 111737® 1a67a4 TS/11 2,72 I{INE =N 74 J79685 16529T NX1it3 � ,p _ X1276 156jN85 NX . r CXACT LO4 A N OF fRaYSY11e510 POLE 319677 UZ 146297 120J206 AND DON\" l'TO RE DETE TD ANTI RF14 r FI) Y I ND 108 :1I pIDll. y F 1110fLIJ VA ` L PER BILE FOSTER 5126111: RECONDUCTOR FROM PO4 TO PIG . TO BE CONSTRUCTED WHEN ;,'� 1 ' LOCATION OF TRANSMISSION- POLE P05 Is "OWN -250MCM j (I 166310 FEEDER TO REMAIN. PS4 AND P`NUCT TO BE CONSTRUCTED WITH 11 j ' DEADENDS FOR 336ACSR TREEIA TRE. 1 ' REMOVE GANG "•�--1r' ( �� OPERATED SWITCH �t TX �F z Bob. '.47000 ZHZ 277/480V '5-15' SEAHAWKS TRAINING FACILITY I I 319B90 YX lee3a0 19"65 1, ACSR Iz N-X 1113 F792 � _ 4� I� S \ F:6 P15 N\ xtt MAPPING OTE / \ DC'S AYD ANCS DO NOT EXIST IN \ THE FIELD AT P15 I // . 11791 4J 2 4 T cr THE TRIMMING ]11104 +a63e ?REQUIRED 19$ 961R _ ___ ________ 37 Qz JQ � �A /1 QWEST OWNED -_-_; POLE-QWEST y TO REPLACE �L THIS POLE MAPPING NOTE: _x POLE AND SPAN { CIfY NOT EXIST INTHEE FIELD -' 166j6? REMOVE CIO'S AND FUSES /66357 T 9 FA60T �~ X11790 / j 16823 -��-- -1f EI_ i1,903 CI— y.I 3195 P71 { - '6p63 X11157� 79166334 X6226,�L 109T i 199000 )„799 -_ ,.-______ _____ ____ _ _____ ___ ____________ _____ ____ 1s61»_ _____ __ ______ YT r. 'Te 10 I 16{ZS SITE PLAN B SCALE: 1— 100' POTELCO DESIGN AND QUALITY ASSURANCE O This design complies With PSE Deagn/Eng neering Standards. Any/al variations have been pre approred'documented by the appropriate PSE Representative. 5 —t— PMIt Name D.fe PLACE STRAW MULCH ON FQA AUGERED HOLE DISTURBED AR PLACE PEA GRAVEL POLE BAGS (MID 9995892) /jrvr/�1` FOR SEDIMENT TRAP ��) DD DITCH OR SENSITIVE AREA —D DD OVERHEAD CONSTRUCTION NOTES -FOLES ARE TO SHE NSTALLED OR RELOCATED AS STATED UNLESS OTHERWISE NOTED. ALL ALL FEW POLES SET SHALL BE THE CLASS BDNi.LTED ON THE SIETCH. OR BETTER DO NOT SET A LOW CLASS MOLE THAN KWED. -E TKLGMIIIRDPLATEASSEMBLYMALLNEWPOLE&NSYALLSWRCH OMUDASSEMBLYPER STAFq\M SPECFIGU .E 4.1000 AT FEW W OPERATED SYIITCH LOCATIONS. . IMTKL Gai NUMBERS ON ALL FEW AND ENST1Nc POLES Af SIDWFN oN SIETLH. - STRAIDHTEN ENSTNG POLES AS NUCAIED W AS NECESSARY. -TREATALLFIELDDRILLEDROLESWITHCOPPERNA WT TEW000PRESERVATNE. - REMOVE OLD POLES AFTER COMMUMCATON COMPAMES RAVE TRANSFERRED OFF AND RETURN TO PS STORERs— FILL AMID CROWN POLE HOLES AND RESTORE AREA SIMILAR TO A —ENT LANDSCAPING - TRANSFER ALL OVERHEAD AND UNDEMROUND RRIMAR Y. SECONDARY AND SERVICE CONDUCTORS AND GUYS TO NEW POLES SET, UNLESS OTHEMASE IDICATED ON TH5 Sli • TRANSFER E]JSTNG TRANSFORMERS TO NEW IDLES UNLESS OTHER WISE INDICATED OH THIS SNETCK - USE STIR— TO CONKER ALL OVERHEAD AM UNDERGROUND FRINUAY TAUS AND TRANSFORMERS ABOVE 2f NVA. NIT— AT ALL SITES MNG WORMED WITHIN THE SCOPE Of THE PMJECT WHERE THEY ARE CURRENTLY aassaD. - USE 227 MC AND AMPACT CONNECTORS FOR ALL BARE CONDl1CTOR FEEDER JUMPERS AND SOD AMP !WITCH JUMPERS. INSTALL TREE WORE CONDUCTOR FOR JUMPERS ON ALL POLES THAT ARE DOUBLE DEADENDED "TH TREE FARE. -APPLYGMINAFIYT SKLAMPAR MERE PAIDEEAPEMCONNECTIONS, -CONKER P NSING. TAPS AID TRANSFORMERS TO SAME PIMSE AS EAJSTING UNLESS OTHERWSE SHOWN ON MELY AFYING. ALL NEUTRAL COIaECTONS TO Y MADE I'aT+l SOLp COMFRESSION CONNECTORS. CONNECT ALL MILE GROUNDS TO COMS101r .— USE NUSEDFI IERCUTOUTS VE NAMSHELDl1 ON ALL PRMNRY OVERHEAD AND UNDERGROUND TAPSLLY FUSED FMTECTDNABOVE A#T. • INSTALL ALL SEC NDARYFIROTECORf LNI ALL TMMSfORMEAN -REMOVE ALL SECONDARY CROSSARM! AID REPLACE ANY OPEN WIRE SECONDARY WITH TPIPLEA SAFETY • REFER TO PSE STANDARDS GZTS,0000 AND 62T5.60D0 FOR SYSTEM GROUND REQUIREMENTS. • REFER TO PSE STANDARDS 6275.90SD FOR PERSONAL PROTECTIVE GROUNDING REQUIREMENTS. REFER TO PSE STANDARDS $275.9150 FOR VEHICLE GROUNDING AND BARRICADING REQUIREMENTS. .1 ER LINE CLEARANCES SHALL BETAKEN AT THE BEGINNING, AND RELEASED AT THE END. OF EACH WORK MY, ORA9 OTHERWISE INSTRUCTED BY THE SYSTEM OPERATOR • PROVIDE SIGNS, BARRICADES, AND TRAFFIC CONTROL IN CONFORMANCE WITH PERMIT REGULATIONS. • LTDLIZE FLAGGING AND OTHER VEHICLE TRAFFIC CONTROL AS NECESSARY AND IN CONFORMANCE WITH LOCAL TRAFFIC REGULATIONS, MAINTAIN TRAFFIC FLOW AS REQUIRED BY PERMITTING AGENCY FOR UNDERGROUND CONSTRUCTION TRENCHING EROSION & SEDIMENT CONTROL REQUIREMENTS EROSION d SEDIMENT CONTROL SHALL BE PER PSE STANDARD PRACTICE 0150,3200 TECHNIQUES FOR TEMPORARY EROSION 8 SEDIMENT CONTROL 6 ANY ADDITIONAL LOCAL JURISDICTION REQUIREMENTS. (LOCAL JURISDICTIONS MAY HAVE ADDITIONAL REQUIREMENTS INCLUDING NOTES DETAILING WHERE EROSION OR SEDIMENT CONTROL STRUCTURES ARE TO BE INSTALLED, CROSS SECTION DETAILS OF THE TYPICAL EROSION STRUCTURES. 6 SPECIAL REQUIREMENTS FOR WORK IN SENSITIVE AREAS.) FOREMAN (CHECK BOX WHEN COMPLETED) kOCnEDCURED f WwLM. MIn4EAN5AFE ❑ PSE ES SE Con9ien. ElG. CeW. MH S—N R+RMMe INSTA LED6 vERFIED. ❑ F— cI+eRFe6 RE24INEDm Aalva. �] MKmM VERFIED MM LISAF�CES MNan PepnvE. TqM PRR1ARY CeM naNO R+AR4�. El ED. bnw�mA� �. —w FUSIS —M '] E+4gN FUSE SIZ Ar4J 6 VEPoFv p FmASE. FNwnRi. SRRetwe PrW Nerve O.I. PROJECT PRASE NOTIF# ORDER# PWR sz—w 1 R.—W WA 10007 T.Miab eA 5B OMRC NA 5931201 DMRC WA 544D781D3 Transco — SUPerlor 111 1 Engmeedr+p WA 111D18491 RRbrnian WA 1010894 Remora! WA Immix OMRC WA 593120046 OMRC WA 593120047 JDD Drder W GAS— Om+waon WA WA HP MAn WA WA HP SvWSA WA WA I'l itF Map Thomas Ek.. Map. Pg. 626 D-2 ABLE Owner / Developer Contact Info PHONE P Ef ProMet MM+p W CanMR MlwmNion: A E 3511tor.t Ave NE J425 BPMM l2Sea4 6679 CFI PIIPrM Be6 S WA 9 S. ATTN. FOel11 A,—,-,,, PFfce WA PApr FW —01 Oebn d1l 1-0aBL.ALL PSE (225-S7T3) CALL (MI 424-5555 •LerRlW 0.relowr YW a-- . PSE 2 BUSINESS DAYS BEFORE YOU DIG THIS--Nm TO1 No rYnH RR4e4RuweKef ryoe REAL ESTATE/EASEMENT1 PERMITDWmRRGFed-RVJ-07B37 •'OA+IIBAyOe+ea Nao city A SCALE: I"- tar TYPICAL AUGERED WORK SITE — 0150.3200 TECHNIQUES FOR EROSION AND SEDIMENT CONTROL POLE CONTROL FL EP O 4' 1, 4' �1 LK. WA. BLVD BIKE LANE 3' CULVERT/TURNOUT LOOKING NORTH PROPOSED CULVERT / TURNOUT DETAIL SCALE: 1" = 5' Cn D U O it O d') 4 N) Ul CALL (800) 424-5555 2 BUSINESS DAYS BEFORE YOU DIG THIS SKETCH NOT TO BE RELIED UPON FOR EXACT LOCATION OF EXISTING FACILITIES REAL ESTATE/EASEMENT Required - RW-078371 PERMIT City of Renton 3 FUNCTION CONTACT PHONE NO DATE 2 PROJECT MGR Jeremy Boland 253-395-7023 11/9/10 1 ENGR - POWER Jeremy Boland 253-395-7023 1/14/11 REV# DATE BY DESCRIPTION ENGR - GAS N/A N/A N/A COUNTY King Emer Sect N/A �GasWkCtr NIA POWER WK CTR QCSOKE DRAWN BY Jeremy Boland 253-395-7023 1 1/14/11 CHECKED BY 1/4 SEC SW29 - NW32 T24 R05E OP MAP N/A PLAT MAP N/A APPROVED BY FOREMAN #1 U-MAP NO (POWER) 2405E115 & 126 OH CKT MAP 2405E136 JUG CKT MAP 24051 & 126 CIRCUIT NO HAZ-15 FOREMAN #2 MAPPING JOINT FACILITIES ARRANGEMENTS UTILITIES Qwest Comcast Potelco / PSE N/A CONTACT Kim Gray Jerry Steele Jeremy Boland N/A PHONE# 206-345-2572 253-288-7532 253-395-7023 N/A PUGET 2405E115 HAZ-15 Feeder Tree Wire Reconductor SOUND Reliability Project - Tree Wire Reconductor - Rem. GOP - Inst Recloser * ENERGY SOUND Lake Washington Blvd Btwn NE 41st St & Ripley Ln. Apts. Renton, WA 98055 DESIGNED BY Potelco INCIDENT MAOP N/A N/A Gas Order Elect Order N/A 101067259 SCALE PAGE AS NOTED 3/3