ST9401-CS 950420Coppell, Texas 75019
P.O. Box 478
Coppell, Texas 75019
214-462-0022
July 28, 1995
Wier and Associates, Inc.
4300 Beltway Place, Suite 130
Arlington, Texas 76018-1097
RE: Denton Tap Road ST 94-01
Dear Sir:
The City of Coppell has received and reviewed the plans submitted for the referenced project.
I apologize in the delay in getting the plans returned with our review comments, but I have been
trying to secure funding for this project so that it can be constructed in 1996 along with the
Lewisville section and the S.H. 121 Bypass. I have also been working out the agreement with
Vista Properties on the drainage solution. Up until approximately two weeks ago it was
anticipated that this project would be funded and construction could start in 1996. However,
the Council Finance Committee has recommended that this project not be funded for construction
at this time. Therefore, it is my recommendation that we proceed with the completion of the
final construction plans and start working on any utility relocations that may be needed so that
when the project is funded we can start immediately. One item I would like to explore with you
is the possibility of breaking out the water line in Denton Tap Road as a separate project and
constructing it today. I currently have funding to do that project, but I am not sure if it would
greatly increase the cost by doing that project early. I know the proposed water line would be
constructed within future right-of-way. However, because it would be a benefit to the adjacent
properties, it is quite likely that an easement could be acquired at this time and overlaid at a
future date with right-of-way when the property is platted adjacent to Denton Tap Road. We
need to discuss the concept for breaking out the water line.
The following represents the comments associated with the construction plans:
In response to your question, the City also prefers Alignment A.
At approximately Sta. 203+00 you should begin widening the pavement with three
additional feet on the outside lanes. It appears that Council is interested in having the on-
street hike and bike lane constructed. I realize that will impact the construction of the
bridge and is not what we had anticipated.
,
,
,
,
10.
11.
12.
13.
14.
15.
The f'mal plans should show that all drive way entrances, street intersections, and median
noses will be required to have brick pavers.
Valves should be provided on either side of any creek crossings for the 16' water line and
also air release valves should be provided where necessary.
The future street shown at approximately Sta. 215 +00 will have a grade differential from
the proposed roadway. Will that differential prevent a safe street connection? Also, with
the proposed optional retaining wall will there be a visibility problem in the future?
On Sheet 12, will the proposed bridge rails create a visibility problem for the driveway into
Andrew Brown Park?
A driveway tumout should be provided on the east side of Denton Tap Road at the median
opening at approximately Sta. 202+66.
Water line stub outs should be provided for property that could be developed on the east
side of Denton Tap Road.
Ten foot inlets and 21" laterals should be used at all low points.
The drainage should be revised based upon the agreements being worked out between
Coppell, Vista Properties and TxDOT to route water east at Spur 533.
The future median opening shown at approximately Sta. 215 +00 shows a retaining wall on
the west side of Denton Tap Road. Will this interfere with the future street in that location?
The median opening at approximately Sta. 220+00 should be eliminated.
The Master Plan shows a future 12" water line proceeding west from Denton Tap Road
along the future alignment of S.H. 121 Bypass. It is anticipated that the property north of
that bypass in the City of Coppell would take water from that system. Therefore, the water
line that transitions west to east at Sta. 223 +00 should continue northward until at least the
S.H. 121 right-of-way.
The inlet at Sta. 237 + 16 should be relocated further south so that it will not interfere with
a future curb return radius if a street is constructed at the median opening.
A banded section of brick pavers should be provided around the intersection of Highland
Drive with Denton Tap Road.
In regards to the bridge pathway shown on Page 27, please note the comment about whether
or not there will be additional bridge cost if we made both sides of the driving lanes 37 feet
and acquired the additional 3 feet for each side up from the proposed 16 foot bike lane on
the east side of the Denton Tap Road bridge. Continuing with the bridge pathway
comments on Page 28, please note that based upon direction from Council, we should
pursue constructing the bridge crossing for the bike path at this time as part of this design.
Again, note the comment about whether or not we can narrow that bike path to 10 feet on
the east side and use the additional 6 feet to put 3 additional feet on both the south and
north bound lanes to come up with 37 feet of roadway.
There are various other comments located throughout the plans that are of a minor nature that
should also be noted and corrected as necessary. I would recommend that after you have had
time to review these, at your convenience we schedule a time to meet and go over the
comments. Also, included with the plans are copies of the report that includes various
comments.
I would like to say that I have never received a set of preliminary plans in color. Once I
became accustom to the color it made for an easier review and easier recognition of the various
components of the design. Overall, I was quite pleased with the quality and the effort put forth
in the preliminary construction plans. I look forward to a successful completion of this project.
If you should have any comments prior to our scheduled meeting please feel free to call me.
Sincerely,
Kenneth~M. Griff'm, P.E.
Assistant City Manager/City Engineer
WIER & ASSEIE:IATES, INE:.
April 21, 1995
Mr. Kenneth Griffin, P.E.
City Engineer
Engineering Department
City of Coppell
255 Parkway Boulevard
Post Office Box 478
Coppell, TX 75019
214/462-0022
Dear Ken:
RE:
W&A # - 94093, DENTON TAP ROAD;
Coppell, Texas
Please find attached two copies of the Conceptual Plans and Report for your
review. We did not forward copies of these plans to Public Utilities since the horizontal
alignment has not been selected. We will forward copies of the selected alignment to
the public utilities after you review the plans.
We have determined that the fill embankment and import will be much higher
than we estimated in our first cost opinion. We would like to discuss possible options
to reduce the fill embankment after some additional hydraulic studies are completed.
After you and your staff have reviewed the Conceptual Plans, please call me at
metro 8171467-7700 so we may meet and go over the results of your review. We have
enjoyed working with you and your staff on this project.
Very truly yours,
ULYS LANE III, P.E., R.P.L.S.
Executive Vice President
WIER & ASSOCIATES, INC.
UTL:ckw
CONCEPTUAL PIANI Ii:PORT
lPOit ~-C)~
DENTON TAP
Wier &
ENGINEERING
Prepared by:
Associates, InD.
· SURVEYING · LAND PLANNING
4300 BELTWAY H,A~, 8LII'E 130
TABLE OF CONTENTS
I. INTRODUCTION & PURPOSE .......................................................................................1
II. EXISTING CONDITIONS AND STATUS OF AREA WIDE ROADWAY
IMPROVEMENTS ..........................................................................................................3
III. TYPICAL ROADWAY SECTION ....................................................................................4
IV. ALTERNATE HORIZONTAL ALIGNMENTS ...................................................................5
V. BRIDGE SECTION AND DETAIL ...................................................................................8
VI. VERTICAL ALIGNMENT ................................................................................................9
VII. DRAINAGE IMPROVEMENTS .....................................................................................10
VIII. PEDESTRIAN WALKWAYS .........................................................................................10
IX. WATERLINE DESIGN ..................................................................................................12
X. LANDSCAPE DESIGNS ...............................................................................................13
XI. CONDUITS ...................................................................................................................13
XII. OPINIONS OF PROBABLE COST ...............................................................................14
XIII. SUMMARY ...................................................................................................................15
EXHIBITS
A
B
C
D
CONCEPTUAL PLANS TO ACCOMPANY REPORT (Attached separately))
OPINION OF PROBABLE CONSTRUCTION COST
WATERSHED STUDY LETTER REPORT (03/28/95) & EXHIBITS
BIKE PATH LETTER REPORT (03/29/95)
I. INTRODUCTION & PURPOSE
I=,
This report is being submitted along with the Concept Plans for proposed
Denton Tap Road re-construction from Cottonwood Creek to the north
City Limits Line. It is assumed that individuals reviewing this report are
familiar with the general specifics of the project and existing conditions.
The Concept Plans and report are intended to generally address the
items listed below:
Establish basic project pavement section dimensions,
Denton Creek Bridge section and bridge details.
Define and explain available horizontal and vertical roadway
D.
E.
F.
G.
alignment options and identify the recommended option
along with right-of-way requirements.
Establish alignment, size, and limits for the extension of
public water improvements along the roadway.
Address pedestrian walkway alignment options and hike and
bike trail options.
Identify methods and options for saving and/or reducing loss
of trees along the alignment.
Identify public utilities impacted by the proposed design and
coordination issues to be addressed with public utilities.
Indicate the approximate size and location of storm drain
improvements along with preliminary drainage calculations.
The information provided in the Conceptual Plans far exceed information
typically provided at the conceptual phase, The plans and profiles
indicate complete field located and measured property locations, existing
topographic information including underground utility locations and tree
locations. The proposed roadway horizontal alignment must align
W&A ~94093 - 1 - Apdl 20, 1995
Denbin Tap lb~l
generally along the existing roadway location. Since the general roadway
alignment is established, we felt the field design survey information could
be collected and compiled into the Conceptual Plans without creating any
duplication of work in the future when preliminary plans are prepared.
The additional information will hopefully improve decisions made at the
conceptual phase.
Prior to submittal of the Conceptual Plans, we prepared a letter report
with accompanying exhibits which studied the watershed west of the
roadway and north of Denton Creek. Diversion of the creek in this
watershed occurred on private properties on both sides of the roadway.
The watershed is disrupted by the proposed Spur 553 alignment west of
Denton Tap Road and the Texas Department of Transportation (TxDOT)
must address how the watershed will be enclosed and drained from the
roadway. A copy of this watershed study and letter report is included at
the back of this report. The watershed study was prepared ahead of the
conceptual phase due to the Texas Department of Transportation needing
direction from the city regarding design of the enclosed system related to
Spur 553 design. The method for conveying the watershed to Denton
Creek is not clear at this time. Presently the city is negotiating options
with the property owners and the Texas Department of Transportation
(TxDOT) to resolve the drainage system location and design. The
drainage of this watershed is therefore not addressed in the Conceptual
Plans.
A letter report and exhibits were also previously submitted which
addressed possible bike path options. This letter report is included at the
beck of this report and the exhibits have been added to the Conceptual
Plans. The hike and bike options are discussed latter on in this report.
W&A #94093 - 2 - Apdl 20, 1995
Deut~ Tap Rod
EXISTING CONDITIONS AND STATUS OF AREA WIDE
ROADWAY IMPROVEMENTS
Denton Tap Road presently is a six-lane divided roadway south of the
entrance to Andrew Brown Junior Park. North of the park entrance the
roadway transitions to a two-lane county road section which extends north
to existing S.H. 121. Spur 553 frontage roads and drainage
improvements have been constructed west of Denton Creek. Existing
underground facilities are indicated on the Conceptual Plans. There is an
existing 30" waterline owned by the City of Dallas along the east side of
the roadway which would be expensive and difficult to relocate.
Attempting to avoid this water line will directly impact proposed
alignments and design of facilities. There is a multiple duct underground
GTE conduit system along the west side of the existing roadway which is
also expensive to relocate. This facility will also directly impact proposed
designs. The other existing facilities are of substantially less importance
and can be relocated as needed to avoid proposed facilities. There are
existing trees that impact possible alignments which are discussed latter
on in this report.
The existing bridge on Denton Tap Road consists of steel beams and
concrete beams set on concrete piers. The center span is about 66 feet.
It appears this bridge was widened at some point which resulted in the
different beam types. We have performed preliminary hydraulics and
believe the existing span must be widened and the bridge lengthen to
avoid a rise in upstream water levels for the proposed widened roadway.
It is our opinion at this time that the existing bridge will need to be
replaced.
TxDOT is currently designing the frontage roads for Spur 553 west of
Denton Tap Road. The project is currently scheduled for letting in July of
W&A#94093 -3- Apd120,1995
1996 with construction beginning in September of 1996. The project is
anticipated to be in construction for two and half to three years. The city
of Lewisville has designed Denton Tap Road north from S.H. 121 south to
the City of Coppell. The improvements planned by the city of Coppell are
indicated as dashed lines on the Conceptual Plans. It is anticipated that
the City of Lewisville improvements will occur ahead of or with the City of
Coppell project. The proposed designs and cost estimates will assume
that construction of the city of Lewisville portion of Denton Tap Road and
Spur 553 either precede or occur concurrent to this project.
III.
TYPICAL ROADWAY SECTION
The proposed crossection for the roadway is indicated on sheet 2 of the
Conceptual Plans. The crossections are identical to the city's standard
details except for the median width and the pavement out to out lane
widths. The city of Lewisville plans for Denton Tap Road propose a six-
lane divided roadway with a 23' wide median and 37° back to back divided
pavement section. The plans prepared by TxDOT reflect construction of
Denton Tap Road as a portion of the frontage mad project with the same
section dimensions as the city of Lewisville. Existing Denton Tap Road
south of the Brown Park West entrance consists of a 24° wide median with
34° back to back divided pavement section. The city's typical pavement
section indicates a 16' wide median with 37' wide divided pavement
sections. We balieve 16' is a narrow canter median width which should
only be used when right-of-way is limited. We recommend the pavement
section at the south be extended through the bridge section. The
narrower width pavement sections will reduce the bridge width and save
bridge costs. After crossing the bridge, we recommend the section be
transitioned to the same dimensions as the city of Lewisville and TxDOT
plan dimensions. The section dimensions north of Spur 553 are
W&A 194093 - 4 - Apdl 20, 1995
substantially dictated by existing designs. South of Spur 553 the section
can be the dimensioned as desired by the city. The city may choose to
select dimensions different than those recommended in the Concept
Plans; however, we recommend the center median remain at least 18'
wide. Negotiations with property owners for right-of-way may enter into
the decision regarding the median width.
IV.
ALTERNATE HORIZONTAL ALIGNMENTS
The horizontal alignment north of proposed Spur 553 is substantially
dictated by existing and current designs by the City of Lewisville and
TxDOT. The Conceptual Plans indicate the alignment set by the city of
Lewisviii. which is approximately the center of the existing roadway.
South of Spur 553 to the end of the reclaimed area on the Coppell 200
J.V. tract, the alignment should also remain basically at the center of the
existing roadway. South of this location the alignment may be shifted
somewhat either east or west based on existing physical conditions.
Major items to consider in selecting roadway alignment options are listed
B.
C.
D.
E.
Impact to existing utilities and cost to relocate facilities.
Impact to existing trees and loss of trees.
Maintaining existing traffic during construction.
Right-of-way acquisition costs.
Roadway improvement costs.
The main utilities which impact alignment considerations are the existing
30" City of Dallas water line and the GTE multiple duct system. These
facilities are indicated on the attached Conceptual Plans. We have
reviewed the existing bridge crossing and believe it will need to be
- 5 - April 20, 1995
Deulo~ Tap Rod
replaced. The median separation supports construction of two separate
bridges with three lanes per bridge. The separate bridges are referred to
as the east lanes bridge and the west lanes bridge. We believe one
bridge should be installed prior to removing the existing bridge to keep
traffic in service during construction. It will be costly and time consuming
to relocated the existing 30" water line located along the east side of the
existing roadway. We believe it would be preferred to install the west
lanes bridge west of the existing bridge section to avoid impacting the 30"
waterline on the east side of the existing bridge. Once the west lanes
bridge is in place the roadway could be temporarily routed to the west
lanes bridge while the existing bridge is removed and replaced by the
east lanes bridge. This recommended alignment is indicated as
Alignment 'W' on the Conceptual Plans. Alignment 'W' requires removal
of all the trees along the old fence line along the west side of Denton Tap
Road both north and south of Denton Creek, The existing trees are
located generally along the back of curb line and can not be saved
without major offsetting of the roadway east of the current center line. A
total of four separate alignment options are provided in the Conceptual
Plans and are discussed later on in this report. We doubt any alignment
will save trees along the west side of the roadway in the old fence line
south of Denton Creek. North of the creek several options save more
trees then Alignment "A" by shifting the roadway center line to the east,
This will result in more right-of-way being required from Vista Properties.
We anticipate Vista Properties to be difficult to negotiate with and moving
the right-of-way to the east may not be the best solution.
Alignment "A" as discussed, is the recommended alignment and was
used for the plan and profile 1" = 20° scale plan and profile sheets
following the alignment plans. Individual tree locations are more easily
read on the larger plan and profile sheets. We indicate the benefits of
- 6 - Apdl 20, 1995
De~o~ Tal~ Road
installing a retaining wall along portions of the west line of the proposed
roadway and the trees that could be saved in lieu of constructing a fill
slope. Refer to sheets 14 and 15 which indicate the tree types and wall
location. Many of the trees are rough trees which would not justify wall
costs. Where mature quality hard wood trees can be saved, a proposed
wall is indicated. We suggest the wall design be a rock face gravity wall
or interlocking block design. The maximum wall height will be less than 6'
and generally about 4' high. Structural walls would not be necessary for
low height walls. We find the rock faced walls to be substantially less
costly (under $10 per square foot of surface area) and equally attractive
to brick faced structural walls.
Alignment "B" is identical to "A" south of Denton Creek, but curves more
to the east north of Denton Creek. This alignment requires an additional
20' strip of right-of-way from the Vista Properties tract over Alignment 'W'.
It would require a retaining wall along the west right-of-way to save trees
in the existing fence line. It would be difficult to install the wall without
impacting the existing GTE duct system.
Alignment "C" places the east bridge east of the existing bridge then
curves north of Denton Creek to align with the center of the existing road.
This alignment would require relocating the existing 30" water line.
Alignment "D" places the bridge to the east of the existing bridge as in
"C". The alignment then remains approximately 20' more to the east north
of Denton Creek similar to Alignment "B".
After studying the Alignment Options and reviewing the impacts to trees,
utilities, etc. we believe Alignment Option "A" is the best solution.
W&A #94093
- 7 - Apdl 20, 1995
DeBlo~ ~Fap Boad
BRIDGE SECTION AND DETAIL
The bridge section utilized depends on provisions provided for hike and
bike trails. Options and recommendations are discussed in the March 28,
1995 letter report attached to the back of this report. Bridge and path
plans and sections are provided in the Conceptual Plans. We
recommend a 10' wide walkway on the west side of the west lanes bridge
since city parks will be located on beth sides of Denton Creek west of
Denton Tap Road. If a high speed bike path is provided, we recommend
it be on the east side of the east lanes bridge as shown in the Conceptual
Plans. If the bike path crossing is not required, we recommend a 6' wide
walkway on the east side of the east lanes bridge.
We have been previously directed to provide a trail beneath both sides of
the bridge, We anticipate that the south crossing under the bridge will
serve as a high speed bike crossing and will be 16' wide. The north
crossing beneath the bridge is assumed at this time to be 10' wide. We
understand that the actual path widths will depend on future decisions
made by the city council. We have begun preliminary hydraulic studies
and evaluation of the main span of the proposed bridge. We anticipate a
80' center span which will span beyond the normal water depth in the
creek. This will allow pier construction to occur on typically dry bank
slopes. The typical profile of the bridge is indicted in the profile on sheet
13 of the Conceptual Plans.
We anticipate the east and west lanes to be separate bridges as
previously discussed. The west lanes bridge would be constructed first
and traffic shifted to this bridge while the east lanes bridge is constructed.
We have not attempted to develop a sequence of construction plan in this
phase of the project. Sequence plans and recommendations will be
included in the Preliminary plans.
W&A t94093 - 8 - Apdl 20, 1995
Tap Rod
Several 'existing and proposed utilities will need to cross Denton Creek
attached on the bridge structure above the low cord. Sheet 3 of the
Conceptual Plans indicate the crossing locations. We will coordinate with
the public utilities at each phase of the plan preparation to gain their input
regarding accommodating public utilities. We will ask that the public
utilities coordinate directly with the City Engineer to confirm costs for
providing provisions for connecting to the bridge. The proposed water
line in Denton Tap Road will need to added to the bridge.
VI.
VERTICAL ALIGNMENT
The vertical alignment is dictated largely by existing restraints and plans
by the city of Lewisville and TxDOT. A preliminary vertical alignment is
ini:licated on sheets 12 through 22 of the Conceptual Plans. The bridge
crossing low cord and low points will need to be set two feet above the
improved condition 100 year flood level. This level requires several local
low points north of Denton Creek up to Spur 553. The low points indicate
a maximum 1' difference in the low point and high point before positive
overflow will bypass flow to Denton Creek. Since the roadway will be
designed for a 100 year flood event, positive overflow will occur if partial
dogging of the system occurs or storms in excess of the design. The
majority of the roadway will be in fill embankments to accomplish grades
two feet minimum above the 100 year flood plain. We anticipate more fill
material will be needed than predicted initially, The city should consider
locating and stock pilling fill material near the site if feasible.
W&A #94093 - 9 - Apdl 20, 1995
De~,~ T~p ib~ul
construction phase additional sidewalk could be installed. Cross walks at
Spur 553 and walkways along the roadway will need to be coordinated
with TxDOT. We obtained copies of preliminary plans from TxDOT which
indicated locations for handicap ramps but did not include walkway
locations. It is not clear whether TxDOT plans to build ramps only and
leave walkways for the city. The Conceptual Plans indicate the ramp
locations proposed by TxDOT. The ramp locations shown imply that
walkways will be provided on the west side of the roadway under the
future main lanes bridge crossing and not on the east side. If pavestone
crossings are installed at the frontage road intersections, we anticipate
TxDOT will ask to be paid additional costs over stripped crossings. There
is limited space along the roadway on both sides for walkways and the
pedestrian crossings need to be clearly identified. TxDOT plans do not
identify where walkways will be located along the roadway. There is a 16'
wide island between the through lanes and the future free turn lane
located under the future main lanes bridge crossing. Bridge columns will
be located in this island and the location of the columns and which side of
the column the walkway will be located needs to be coordinated with
TxDOT. If the city wishes to pavestone the entire islands or landscape
portions of the islands under the future bridges, this will need to be
worked out with TxDOT. Once the through lane bridges are installed,
direct sunlight will be blocked under the bridge limiting landscape planting
options. We need your direction regarding design of walkways and
landscaping at the Spur 553 intersection. We suggest you bring up these
issues and advise TxDOT of your preferences in your review comments
on the current review plans provided recently to the city from TxDOT.
W&A t94093 - 11 - Apdi 20, 1995
De~to~ Tap Road
WATERLINE DESIGN
We understand from meetings with city staff that the city water system
study proposes a 16" water line along Denton Tap from Parkway
Boulevard up to Spur 553 and a 12" water line north of Spur 553. We
understand the city wishes to design and build a 16" water line from
Parkway Boulevard north of Denton Creek. The city wishes to extend the
design of the 16" water line up to Spur 553 but may choose not to build
the line with this project. We performed detailed infield ties along the east
and west sides of the improved section of Denton Tap Road north of
Parte, vay Boulevard. The field tied topography is shown on the alignment
options sheets of the Conceptual plans (refer to sheet 4). We evaluated
existing conditions and physical restraints and believe the west parkway
will be the best location to install the 16" water line. The proposed
alignment is indicated on the Conceptual Plan Alternate Sheets and the
1"= 20' scale Alignment 'W' plans. We have not been able to obtain
accurate plans on the existing 12" water line constructed along the east
side of Denton Tap Road south of Highland Drive to the south side of
Spur 553. This water line we understand was installed as a city of
Lewisville line prior to adjustments in the common city limits line which
now place the property south of Highland Drive in the City of Coppell. We
are not familiar with the history of this situation and agreements with the
city of Lewisville to place water service for this area into the City of
Coppeil. We are indicating on the Conceptual plans to end the 16" water
line at the south side of Spur 553 and connecting to the 12" water line by
a 12" water line crossing. Refer to sheet 16 of the Conceptual Plans. A
connection at this location needs to be coordinated with TxDOT to be laid
ahead of roadway improvements to avoid a bored crossing. We also
indicate a 12" water line connection to the existing 12" waterline South of
Highland Drive. The existing 12" line would need to be severed north of
the connection to separate the lines between the two cities. We are not
W&A #94093 - 12 - Apdl 20, 1995
Deuto~t Tap Road
clear on the ultimate arrangement of the water system between the two
cities and need direction regarding where to severe the two systems.
LANDSCAPE DESIGNS
The Conceptual Plans do not indicate landscape design and this will be
addressed at the Preliminary Plan submittal. We understand the city
wishes to save costs at this time and the entire roadway will not be
landscaped. Our understanding is that islands, and parkways, south of
Denton Creek will be fully landscaped and irrigated. North of Denton
Creek up to Spur 553 the center island only will be landscaped and
irrigated. North of Spur 553 no landscaping or irrigation will be
constructed or designed. We will provide designs for conduits for future
extension of irrigation to the island north of Spur 553. You may wish to
accomplish design of landscaping and irrigation systems in the slopes
south of Denton Creek at this time. Please advise us if this Will be the
case. Decisions also need to be made regarding landscaping and pavers
in the islands within Spur 553 as previously discussed. We ask that the
review of the Conceptual Plans indicate specific limits for design of
landscape improvements and irrigation systems.
CONDUITS
The Concept Plans do not indicate locations for conduits for traffic
signals, street lights and irrigation systems. These issues will be
addressed in the Preliminary plans.
W&A #94093 - 13 - Apdl 20, 1995
Xll.
OPINIONS OF PROBABLE COST
We have updated our cost opinion for the project based on numerous
assumptions. Many decisions that will impact costs will be addressed by
the Concept Plan Review. The cost opinion is included at the rear of the
report. Assumptions made are as follows:
1. The bridge crossing does not include widening for a high
speed bike path crossing.
2. it is assumed that the improvements by the City of
Lewisville and TxDOT will precede or occur concurrent to
the City of Coppell improvements.
A budget is provided for the city to participate in the culvert
extension which will relieve the watershed west of Denton
Tap Road in the amount of $150,000. We have no clear
idea what the actual cost will be.
The water line improvements will be as indicated on the
Conceptual Plans.
The Landscaping and irrigation will be as indicated on the
Conceptual Plans.
Alignment Option "A" will be utilized and a retaining wall
will be constructed on the west side of the roadway as
indicated in the Conceptual Plans.
There are numerous issues still unresolved and we suggest the cost
opinion not be directed to the City Council until the west watershed
drainage system and the hike and bike trail issues are resolved.
W&A t94093 - 14 - Apdl 20, 1995
XIII.
Tap Road
SUMMARY
There are numerous decisions to be made by city staff before the
Preliminary Plans can be completed. We hope the Conceptual Plans
provided will aid in the decisions to be made by the city. Considerable
items will need to be coordinate with TxDOT on the Spur 553 design.
Additional coordination will be needed with the City of Lewisville to
resolve water system alterations. We would ask that staff attempt to
determine which horizontal alignment will be selected first. If an
alignment can be selected, we can proceed with final plans design.
Please contact us if you have any questions or wish to meet to review the
Conceptual Plans.
W&A 1ffi4093 - 15 - Apdl 20, 1995
A'ITACHMENT A
CONCEPTUAL PLANS
(Attached Separately)
A~FACHMENT B
OPINION OF PROBABLE
CONSTRUCTION COST
WIER & ASSOCIATES, INC.
ENGINEER'S OPINION OF PROBABLE CONSTRUCTION COST
DATE:
April 21, 1995 JOB NO.: 94-093
CLIENT:
City of Coppell
PROJECT:
ITEM
I.
1
2
3
4
5
6
8
9
10
11
12
13
14
15
16
17
18
19
20
22
23
24
25
26
27
28
29
30
32
33
34
35
36
Denton Tapp Road from Park Entrance North to City Limits Line
(4,720-feet West Lanes; 3,220-feet East Lanes)
TOTAL
QUANTITY
DESCRIPTION OF ITEM UNIT
PAVING, BRIDGE, AND STORM DRAINAGE
R.O.W. Preparation &Clearing 1 LS
Roadway Excavation 8,000 CY
Roadway Embankment 6,800 CY
Import Embankment 47,200 CY
Channel Excavation 3,000 CY
Revegetate Channel 0.35 AC
Remove Exist. Conc. Pvm't 1,955 SY
Remove Exist. Bddge Crossing 1 LS
Remove Exist. Conc. Culvert ' 1 LS
Remove Temporary Asphalt Transition Pvm't 4,842 SY
Lime Stabilized Subgrade] 30,835 SY
Lime @27~S.Y. 416 TON
6" Reinforced Pavement 150 SY
8" Reinforced Pavement 29,100 SY
Temporary Signage &Barricade 1 LS
Traffic Buttons &Jiggle Bars 1,900 EA
5' Wide Sidewalk 1,100 LF
Special Guard Rail @ Bddge 400 LF
Erosion Control Facilities 1 LS
Manhole Adjustments Sanitary Sewer 2 EA
Manhole Adjustments Storm Drain 3 EA
Adjust Water Valves 5 EA
Adjust 30" W.L.M.H. 2 EA
Gravity Retaining Wall 2,000 SF
18" R.C.P. 570 LF
21" R.C.P. 390 LF
24" R.C.P. 35 LF
27" R.C.P. 490 LF
30" R.C.P. 70 LF
33" R.C.P. 420 LF
36" R.C.P. 490 LF
42" R.C.P. 40 LF
Inlets 15 EA
36" Type "B" Headwall 1 EA
2" P.V.C. Conduit for Street Lights 1,240 LF
Conduit for future Traffic Signals 440 LF
UNIT
PRICE COST
60,000.00
3.50
1.25
7.00
5.00
4,000.00
5.00
30,000.00
6,000.00
4.50
1.50
90.00
24.00
20.00
12,000.00
8.00
12.00
70.00
20,000.00
350.00
800.00
200.00
500.00
12.00
26.00
30.00
38.00
41.00
46.00
49.00
52.00
58.00
2,500.00
1,300.00
3.00
3.00
60,000
28,000
8,500
330,400
15,000
1,400
9,775
30,000
6,000
21,789
46,253
37,440
3,600
582,000
12,000
15,200
13,200
28,000
20,000
700
2,400
1,000
1,000
24,000
14,820
11,700
1,330
20,090
3,220
20,580
25,480
2,320
37,500
1,300
3,720
1,320
W&A 94-093 PAGE 1 OF 3 OPN0495.WK4
37
38
39+
40
41
42
43
44
45
46
47
48-
+
Pull Boxes
1%" W.L. Se~ce for Irrigation
Bddge Crossing Denton Creek
Approach Slabs
Decorative Guard Rail
Rip-rap & Hike & Bike Trail Under Bddge
Concrete Toe Wall along Creek
Additional Piers @ Toe Wall Base
Lighting on Bridge
Handrail Beneath Bddge
Budget for Culverts Participation
Irrigation & Landscaping Budget
4
5
13,064
257
704
980
120
840
1
240
1
1
EA
EA
SF
SY
LF
SY
CY
LF
LS
LF
LS
LS
400.00
900.00
45.00
40.00
150.00
28.00
400.00
30.00
4,000.00
40.00
150,000.00
120,000.00
1,600
4,500
587,880
10,280
105,600
27,440
48,000
25,200
4,000
9,600
150,000
120,000
SUBTOTAL I - PAVING, BRIDGE, & STORM DRAINAGE
$2,535,137
Detailed Structural Cost Opinion to establish L nit price.
Detailed Landscape Cost Opinion Prepared to establish lump sum price which includes pavestone.
I1.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
WATER
Abandon 8" W.L. North of Parkways
Dry Connection to End Exist. 16" W.L.
16"W.L. ;
16" W.L. Connected to Bridge
12" W.L. ~
8"W.L.
16" G.V.
12" G.V.
8" G .V.
6"G.V. & F.H.
Exist. F.H. Relocation
12"xl 2" W.L. Tap
8"x8" W.L. Tap
Sever & Plug Exist. 12" W.L.
Firings
I LS 1,200.00
I EA 175.00
3,262 LF 40.00
185 LF 80.00
350 LF 32.00
30 LF 20.00
3 EA 1,800.00
3 EA 900.00
2 EA 500.00
14 EA 1,800.00
2 EA 1,800.00
2 EA 3,175.00
I EA 1,272.00
I LS 200.00
1.5 TON 2,800.00
1,200
175
130,480
14,800
11,200
600
5,400
2,700
1,000
25,200
3,600
6,350
1,272
200
4,200
SUBTOTALII-WATER
$208,377 Z~};I 5
TOTAL CONSTRUCTION
10% CONTINGENCY
TOTALPROJECT COST
Since the design professional has no control over the cost of
labor, materials. or equipment, or over the contractors
method of determining prices, or over competitive bidding or
markat conditions, his opinions of probable construction cost
provided for herein are to be made on the basis of his expe-
rience and qualifications. These opinions rapresent his best
judgment as a design professional familiar with the construc-
$2,743,514
$274,400
$3,017,914
W&A 94-093
PAGE 2 OF 3
OPN049~.WK4
tion industry. However, the design professional cannot and
does not guarantee that proposals, bids, or the construction
cost will not van/from opinions of probable cost prepared by
him. If the owner w~'.~hes greater assurance as to the construc-
tion cost, he shall employ an independent cost estimator.
Prpd. by PLG
Chkd. by UTL
W&A 94-093
|
PAGE 3 OF 3
OPN0495.WK4
A'rFACHMENT C
WATERSHED STUDY LE'PFER
REPORT & F, XHIBIT8
,%
WIER & ASSEli:lATE,S, IND.
March 28, 1995
Mr. Kenneth Griffin, P.E.
City Engineer
Engineering Department
City of Coppell
255 Parkway Boulevard
Post Office Box 478
Coppell, TX 75019
214/462-0022
Dear:
RE:
W&A # - 94093, DENTON TAP ROAD;
Coppell, Texas
In our meeting last Friday we reviewed the drainage patterns and possible
culvert construction options for proposed Denton Tap Road north of Denton Creek.
The improvement options were based on extending the proposed 3-6' x 5' culvert,
preliminarily planned for construction by the Texas Department of Transportation. In
that meeting we indicated that extending the culvert along Denton Tap Road to Denton
Creek would involve the following: .,
There is limited horizontal space available between the existing r~adway surface
and existing utilities on both sides of the roadway. A wide structure (20' out to
out for culvert) would be difficult to install while keeping traffic in .service and
only one lane of the road would be open at the point of installation. A typical
storm drain pipe could more easily be installed and would not require closing
lanes.
The culvert would take up considerable space limiting opportunities for
installation of other utilities.
The culvert extension improvements'would be extremely expensive due to the
construction difficulty, and large size caused by a high downstream tailwater.
We estimated the cost to be on the order of $600,000.
De
The outlet of the structure would be near or at the Denton Creek bridge crossing,
which would increase erosion potential at this critical location.
In our meeting, I reminded you that we were of the opinion that the water course
has been diverted by adjacent property owner reclamation activities. The diversion if ·
honored potentially transfers substantial drainage improvement costs to the city. In our
r'
Mr. Kenneth Griffin, P.E.
W&A #94-093
March 28, 1995
Page 2 of 4
meeting you directed us to research and document as best we could the history of
alterations to the drainage patterns. Also, you asked that we provide our opinion of
responsibilities for drainage costs and recommendations. The remainder of this letter
will provide our findings, opinions, and recommendations. The watershed of main
consideration is referred to as Watershed "A" on the attached exhibits and in the
discussion as follows:
PRE-RECLAMATION WATERSHED PATTERNS:
We obtained several topographic maps applicable at different points in time on
the tract. We have copied portions of maps at previous points in time which are
attached and are described as follows:
A. Portion of 1959 USGS map marked Exhibit "A".
B. Portion of February 9, 1987 Vista Ridge Area Plan by Carter and
Burgess, Inc. provided by the city arid marked as Exhibit "C".
C. Portion of cities topographic mapping dated February 29, 1992 and
marked as Exhibit "E".
For purposes of discussion, the property west of Denton Tap Road will be
referred to as the ¢oppell 200 JV tract and the east property as Vista Ridge.
The February 9, 1987 Vista Ridge Area Plan is the most revealing map. One
foot interval contouring is shown on this map which appears to be the effective
condition prior to reclamation activities by the property owners east and west of
Denton Tap Road (refer to Exhibits "C" & "D"). This map also indicates the
proposed reclamation contours on the Vista Ridge tract. This map indicates the
area west of Denton Tap Road indicated as Watershed "A" to drain south within
the Coppell 200 JV tract in generally a well defined channel to the south side of
proposed Spur 553. The channel becomes less defined south of Spur 553, but
clearly flows southeast through the Coppell 200 JV tract to the two existing
culvert crossings on Denton Tap Road. The flow crosses under Denton Tap
Road then drains east within the Vista Ridge. tract approximately 2400' to an
existing creek. The creek then drains south to Denton Creek. The 1959 USGS
map (refer to Exhibits "A" & "B") indicates most of the creek channel east of
Denton Tap Road.
Our conclusion of the pre-reclamation drainage pattern is that Watershed "A"
drained through the Coppell 200 JV tract to Denton Tap Road at the existing
culverts then drained east through the Vista Ridge tract. The existing culverts
on Denton Tap Road provided cross drainage (only) between the Coppell 200
JV tract and the Vista Ridge tract.
It is apparent from the 1987 topography indicated on Exhibit "C" (prior to
reclamation), the ridge along the west side of Watershed "A" on the Coppell 200
JV tract was low vertically in relationship to the channel low and is close to the
channel. Due to the shallow channel depth, we believe in a flood event a large
portion of Watershed "A" would in fact have bypassed and drained to the south
across the watershed divide thence directly into Denton Creek. In one location
the difference in the top of the divide and the low channel is only 0.8' according ·
to the spot elevation shots indicated on the map. We made a rough calculation.
Mr. Kenneth Griffin, P.E':--'
W&A #94-093
March 28, 1995
Page 3 of 4
II.
!11.
assuming inlet flow control on the culverts with the head on the culvert at the
divide elevation (459.5) and estimated the most capacity the culvert could have
passed before bypassing to be 372 cfs approximately. The culverts would
probably not be discharging under inlet control and much of the flow would have
bypassed across the ridge upstream of the culverts.
POST RECLAMATION WATERSHED PATTERNS:
In the late 1980's reclamation was performed on portions of the Coppell 200 JV
tract and the Vista Ridge Property. Exhibits "E" & "F" are duplicated from the
cities current topographic map which reflect the results of the reclamation
projects. Exhibit "E" is a copy without comments and Exhibit "F" reflects
information added to demonstrate the impacts of the reclamation. Reclamation
activities on both the Coppell 200 JV tract and the Vista Ridge Tract diverted the
channel. On the Coppell 200 JV tract the drainage channel was diverted at point
I to drain to Denton Tap Road at point 2. The flow then drains south to the two
culverts and crosses under the roadway to point 5. From point 5 the channel
was diverted by construction of a new channel to Point 6 where a riprap
structure was constructed at the drop into Denton Creek. The existing channel
was filled on both propefi:ies. Also, the filling on the Vista Ridge tract directed
some area east of the roadway to drain toward the roadway. On the Coppell 200
JV tract, the reclar~ation and filling extends to the south culvert crossing on
Denton Tap Road (Culvert B). West of Denton Tap Road Downstream of the
culvert storm runoff will divert from the watershed over the drainage divide once
the flow depth exceeds 459.5 The impacts by the Coppell 200 JV tract include
diversion of the channel, directing additional watershed area to Denton Tap
Road and altering the bypass flow conditions. The impacts by the Vista Ridge
reclamation include diversion of the channel, directing additional watershed area
to Denton Tap Road and probably increasing the'downstream tailwater elevation
at Denton Tap Road. The tailwater condition results from the filling of the wide
flat lower downstream channel which was replaced by a narrow ditch redirected
to Denton Creek.
_OPINION OF CHANNEL MODIFICATIONS:
We believe the channel modifications substantially benefit both of the adjacent
tracts by creating more usable property less hindered by cross drainage ways by
directing the drainage channels to Denton Tap Road. We are not aware of any
previous agreements made between the property owners and the city which
placed cost responsibility for the diversion of the channels on the city. We
cannot see why the city would be a party to a diversion agreement without
commitments by the property owners to participate in the additional drainage
improvement costs. If the diverted drainage channels are honored in the
proposed improvements to Spur 553 and Denton Tap Road, substantial
additional drainage improvement costs will be bore by the city of Coppell. It is
our opinion that the city and the state should not bare any additional costs
caused by the diversion of the channels. The city and the state should only be
willing to install the drainage in the diverted locations if the net cost difference is
bore by the two adjacent property owners.
Mr. Kenneth Griffin, P.E.
W&A #94-093
March 28, 1995
Page 4 of 4
IV. RECOMMENDATION:
We suggest the city inform the TxDOT, and the two adjacent properly owners of
our findings and arrange a meeting to discuss possible solutions. We believe a
solution that considers the drainage along the pre-reclamation alignment of the
channel and the bypass of part of Watershed "A" to Denton Creek would be a
reasonable solution. Another solution could include directing the runoff through
the Coppell 200 JV tract to the Denton Creek flood plain. The watershed
partially bypassed to this route prior to reclamation activities and this is the
shortest most direct method to direct the runoff to Denton Creek. The diverted
watershed '"B" is insignificant in comparison to the total watershed of Denton
Creek. If a solution cannot be reached satisfactory to the parties, we suggest
the city take the action as follows:
Direct the TXDOT in their design of Spur 553 to design systems that
convey the watershed to at least point 3 at an elevation at the existing
culvert flow line of 455.3. If the state wishes to direct the runoff along
Denton Tap Road, it would be in an enclosed system meeting the 100
year design criter, ia and would need to be below subgrade line of the
proposed pavement. The city would provide a proposed pavement
profile. Based on the 100 year flood plain upstream of Denton Creek at
elevation 460.31, low points along Denton Tap Road will be at elevation
462.31. The profile of the roadway will need to contain a series of local
low points and high points to maintain the minimum low point elevation at
462.31.
Advise the adjacent property owners that. the city will design cross
drainage at Denton Tap Road from points '3 & 4 to point 5 and will release
the flow at this location at the existing culvert flow line. The city will also
design parallel drainage along Denton Tap Road north of Culvert A to
collect a short distance off the roadway. The adjacent property owners
will be responsible for improved condition cross drainage through their
tracts when developed.
We are available to meet with you or others as you direct to resolve the drainage
design concept. Please call me if you have any comments or questions.
ULYS LANE Ill, P.E., R;P.L.S.
Executive Vice President
WIER & ASSOCIATES, INC.
UTL:ckw
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ATI'ACHMENT D
BIKE PATH LETI'ER REPORT
March 29, 1995
Mr. Kenneth Griffin, P.E.
City Engineer
Engineering Department
City of Coppell
255 Parkway Boulevard
Post Office Box 478
Coppell, TX, 75019
2141462-0022
RE: W&A # - 94093, DENTON TAP ROAD;
Coppell, Texas
Dear Ken:
We met on March 20th with yourself, Mike Martin, Rick Wieland and Michael
Carr regarding criteria for providing for a continuous high speed bicycle path system
along Denton Creek to the proposed Denton Tap Road design. The bike path concept
discussed consisted of a high speed path along the south ~side of Denton Creek from
the west up to Denton Tap Road then crossing over the proposed bridge to the north
and proceeding to the east along the north side of D~nton Creek. The original cost
studies we performed at the contract phase included pedestrian crossings over the
bridge and a ten foot wide path under the bridge on both sides of the creek. You asked
that we prepare a preliminary bike path plan layout which demonstrates a bike path
plan, bridge layout, pavement lanes, pedestrian walkways, hike and bike trail. and
pedestrian crossing locations. You also asked us to determine the additional cost over
our original cost opinion to allow for future addition of a high speed bike path crossing
under and over the proposed roadway bridge at Denton Creek.
The plan, costs, and comments are discussed below. !n the discussion that
follows, the existing parks south of Denton Creek are referred to as, Brown east and
Brown west. The future park nodh of Denton Creek and west of the roadway is referred
to as future Magnolia Park. The private property located north of the creek and east of
Denton Creek is referred to as the Vista Ridge tract. The comments we make in the
following are not intended to encourage or discourage addition of bike trail facilities, but
are intended to provide cost, impact, and visual aids to assist the city in the decision
process:
Mr. Ken Griffin, P.E.
W&A #94-093
March 29, 1995
Page 2 of 5
PLAN INDICATING PHYSICAL CONDITIONS
We reviewed the existing topography, vegetation, park locations, and other
physical conditions to arrive at a layout for the bicycle and walkway locations
indicated on the attached preliminary plan. The plan indicates a continuous high
speed bike path along the south side of Denton Creek crossing under the
proposed bridge then curving within Brown East Park terminating at a stop
location at the future park entrance at Denton Tap Road. The bike path then
traverses north along the east side of Denton Tap Road over the future bridge to
the north side of Denton Creek. The bike path then curves away from the
roadway and traverses to the east along the north side of Denton Creek. The
trail system shown on the plan and exhibits meets the recommended AASHTO
design criteria as follows:
A. 12' typical paved width with 2' fiat clear space.
B. 16' paved width at bridge overpass and under bridge.
C. Maximum 5% vertical grade.
D. Minimum 155' horiz. curve radii.
E. "10' vertical clearance beneath bridge.
F. 10' safety barrier over bridge.
G. Separated from pedestrian paths (non multi-use path).
The above criteria is recommended but can be re uced if situations and
d
restraints dictate lesser design criteria. The plar~ also indicates the location of
pedestrian walkways which are separated+from {he bicycle path. Also attached
are typical sections indicating the path system at the bridge and at the roadway
embankment. The sections and plans do not attempt to indicate landscaping
and other ascetic features.
Several items we would wish to bring to your attention regarding the attached
plan are discussed below:
Path Impacts on Parks: The alignment as indicated will substantially
impact the layout of Brown Park East. The alignment could be altered by
stop and turns to illuminate Iooping well into the park. The existing creek
bank is steep on each side and the path elevation at 10' below the bridge
low cord will be in an approximately 8' deep cut exiting the bridge. The
maximum 5% vertical grade on the path and 155 horizontal curve radii will
cause the cut into the bank to extend into treed bank for about 90'
upstream and downstream of the bridge. This will require substantial
removal of trees along the creek bank on the west side of the bridge..
Also expensive retaining walls and barrier fence will be required on the
outside creek side of the path. The path system outside of the bridge
Mr. Ken Griffin, P.E.
W&A #94-093
March 29, 1995
Page 3 of 5
tt
I1
location will not be a part of the Roadway Construction and we
understand the city will attempt to fund this work by an ISTEA grant. The
creek is erosive and unstable where trees are removed and the retaining
wall foundation along the outside creek side of the path will probably
need to be supported by piers for some of the length.
Path Impacts on Private Property: The path system if crossed to the north
side of Denton Creek will traverse along the Vista Ridge tract. The path
will need to be in the overbank area which is above the 100 year flood
plain. The right-of-way will therefore be within useable property which we
anticipate will be acquired by purchase. The path right-of-way may be
quite expensive to purchase in this location. Consideration may be given
to keeping the bike path along the south side of Denton Creek to .another
crossing location further to the east. A bridge crossing will ultimately be
needed, however the right-of-way costs may be substantially less for an
alternate alignmegt.
II.
Pedestrian Walkways: The attached plans and sections indicate a 5' to 6'
walkway in all locations except the bridge crossing on the west side of
Denton Tap Road. Since this path will connect pedestrian and slow bike
traffic between two parks, we recommend the crossing over the bridge be
widened to 10' for increased safety. As inld. icated before, pedestrian
traffic is separated from the high speed bike~ path. If a under bridge
crossing is required from Brown Park East and Brown Park West, a
separate path. approximately 5' wide would be recommended with a
barrier between. This would increase the total bridge length another 6'.
Our original anticipated bridge span length was 160'. Adding one bike
trail would increase the length to 166' and adding one bike trail and a
'pedestrian path would increase the length to 172'. ..
ADDITIONAL COSTS
The path systems extended beyond the underpass beneath the bridge and the
overpass at the bridge are not included in the costs provided. Costs for the
path, retaining walls beyond the bridge, excavation, and widened roadway
embankment are not included. 'You had asked us if there was a way to design
the bridge so the path could be added to the side of the bridge in the future as a
cantilevered situation. We looked at this option and a method can be
accomplished by adding a triangular thickened section to the outside edge of the
outside column and internal cross members between columns. This option
would look gaudy and another method with similar costs can be accomplished.
We would suggest installing two additional columns with the main bridge
construction and widening the interior bridge bents as shown on the attached
Mr. Ken Griffin, P.E.
W&A #94-093
March 29, 1995
Page 4 of 5
bridge section. The "1" beams, deck, and barrier for the bike path could be
added in the future. Our cost estimates are provided below which include a
phased path crossing at the bridge and the cost to install the bike path with the
roadway bridge.
Option "A" provide for path crossing over bridge in future:
1. Extend bridge length 6' for bike path ...... $23,000
2. Barrier rail vs pedestrian trail- 2,400
3. Wider trail beneath bridge -- .... 1,600
4. Extra piers and bent for future trail .... 18,200
$45,200
Option "B" provide path crossing with roadway bridge in current
construction:
1. Extend bridge length 6' for bike path $23,000
2. Barriser rail vs pedestrian trail 2,400
3. Wider trail beneath bridge. - 1,600
4. Widen bridge 17' for bike path ...... 93,600
$120,600
The above costs exclude extending the bridge length an additional 6' in
length to allow for a pedestrian walkway along the edge' of the bike path
which would cost an additional $23,000. Also, the above costs do not
include widening the roadway embankment for the bike path for either
option. The embankment widening will require import of offsite material
which we estimate will cost approximately $8.00 per cubic yard. We
estimate the additional embankment to cost $20,500. This cost can be
delayed however the slope should not be landscaped in this area since it
would be removed in the future to add the embankment.
Mr. Ken Griffin, P.E.
W&A #94-093
March 29, 1995
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Ken we hope this information will help the city make decisions regarding bike
path location and design. Please contact us if you have any comments or questions
regarding this letter report.
Very truly yours,
UTL:ckw
CC:
Rick Wieland
Mike Martin
ULYS LANE Ill, P.E., R.P.L.S.
Executive Vice President
WIER & ASSOCIATES, INC.