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Schematic Design Report
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WEST SANDY LAKE ROAD
Paving, Bridge, Drainage, and Landscaping
Improvements
(S.H. 121 to Denton Tap Road)
Prepared For:
THE.CITY.OF
COPPELL
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TEAGUE NALL AND PERKINS, INC.
Civil Engineer
NEWMAN, JACKSON, BIEBERSTEIN, INC.
Landscape Architect
December 2001
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TABLE OF CONTENTS
I. . INTRODUCTION.................................................................................................1
II. SCOPE OF PROJECT........................................................................................1
III. EXISTING CONDITIONS
A. Existing Right-of-Way.............. ............................... ................. .................2
B. Development......... ......................... ............... .................. ............... .......... 3
C. Drainage................................................................................................... 3
D. Roadway/Pavement Section and Other Roadway Improvements............4
E. Utilities... .............. .............................................. ................... ......... ...........4
IV. PROPOSED IMPROVEMENTS
A. Acquisition of Right-of-way.......................................................................5
B. Roadway Section ......................................................................................6
C. Roadway Alignment ..................................................................................7
D. Median Openings ......................................................................................9
E. Curb Return Radii at Street Intersections & Driveways...........................10
F. Retaining Walls .......................................................................................10
G. Cottonwood Creek Bridge .......................................................................10
H. Drainage..................................................................................................11
I. Signalization.. ................ ............ ...... ................. ..... ..................... .............13
J. Illumination..... ........ ..... ......... .............. ...................... ...... ................... ......13
K. Landscaping /Irrigation ...........................................................................13
L. Utility Conflicts/Adjustments ............,.......................................................15
V. OTHER ISSUES/CONSIDERATIONS ..............................................................18
APPENDIX
A. Geotechnical Engineering Study
B. Traffic Engineering Study
C. Schematic Drainage Area Calculations
D. Opinion of Probable Cost
E. Existing Utilities Map
Pi
SCHEMATIC DESIGN REPORT
FOR
WEST SANDY LAKE ROAD PAVING, BRIDGE, DRAINAGE,
AND LANDSCAPING IMPROVEMENTS
(S.H. 121 to Denton Tap Road)
I. INTRODUCTION
Teague Nail and Perkins, Inc. (TNP) Consulting Engineers is privileged to have
been chosen as the engineering consultant for the design of the West Sandy Lake
Road project. West Sandy Lake Road functions as an arterial roadway through a
rapidly developing industrial & residential area in the City of Cop pel I. It is also a
major access point for S.H. 121 and development centered near Grapevine Mills
Mall. The proposed improvements will provide improved mobility and safety for all
citizens and business customers traveling along this major thoroughfare within the
City.
The 2-mile section of Sandy Lake Road from S.H. 121 to Denton Tap Road is one
ofthree projects underway along the Sandy Lake Road corridor. The improvement
of Sandy Lake Road from Denton Tap Road to Kimbel Kourt is nearing completion.
Another section from Kimbel Kourt to the City's eastern city limits has been
designed and construction will begin soon. The West Sandy Lake Road project will
complete the entire corridor improvements from S.H. 121 to the City's eastern city
limits and will provide greater east-west mobility through the City.
This design report and the associated schematic plans are intended to highlight the
various design issues that must be addressed in the preparation of detailed
construction plans, as well as to establish the basis for decisions regarding the
design and construction of this project.
II. SCOPE OF PROJECT
The project scope consists of the following improvements:
1. Reconstruction and widening of West Sandy Lake Road (approximately
11,000 lineal feet). West Sandy Lake Road is currently a 2-lane roadway
from S.H. 121 to Denton Tap Road and will be widened to a 6-lane divided
roadway from S.H. 121 to Freeport Parkway and a 4-lane roadway from
Freeport Parkway to Denton Tap Road. Additionally, Royal Lane will be
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completed as a 4-lane divided roadway by constructing the two southbound
lanes between West Sandy Lake Road and the existing 4-lane divided
section to the south (approximately 1,300 lineal feet). Construction plans for
the West Sandy Lake Road and Royal Lane roadway improvements will be
organized such that the project may be constructed in two (2) separate
phases, as described below:
Phase A _ Consists of the construction of West Sandy Lake Road from
S.H. 121 to Freeport Parkway. Also, includes the proposed
Royal Lane construction.
Phase B _ Consists of the construction of West Sandy Lake Road from
Freeport Parkway to Denton Tap Road.
Construction of underground longitudinal drainage improvements along
West Sandy Lake Road and Royal Lane.
Installation of traffic signals at major intersections along West Sandy Lake
Road. These intersections include Royal Lane, Freeport Parkway, Coppell
Road North and Coppell Road South. In certain cases where signals are
not warranted at this time, conduit will be placed to accommodate future
signalization.
4. Construction of a new bridge for West Sandy Lake Road over Cottonwood
Creek. The new bridge will be wide enough to facilitate four (4) lanes of
divided traffic and pedestrian travel with the continuation of a hike and bike
trail on the southwest side of the bridge.
5. Construction / installation of streetscape improvements for the entire length
ofthe project including landscaping, irrigation, sidewalks, hike and bike trail,
street lighting, retaining walls, and enhanced pavement features at
intersections.
6. Continuation of a hike and bike trail from Cop pel! Road North east along the
south side of West Sandy Lake Road to Denton Tap Road.
7. Identification of utility conflicts and coordination for utility relocations.
III. EXISTING CONDITIONS
A. Existing Right-of-Way
. The existing right-of-way for West Sandy Lake Road is varied
throughout the limits of the project, ranging from 55 feet to 120 feet.
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. Many of the newer residential developments have dedicated right-of-
way to accommodate the roadway widening. In addition, they have
utility, landscape, and open space easements established beyond
the right-of-way dedication.
. In the case of most of the older subdivisions, individual properties,
and undeveloped tracts the existing right-of-way is not sufficient for
the proposed widening.
. TXU has a 40-foot utility easement and/or overhead transmission line
along most of West Sandy Lake Road. The presence of this
easement and overhead transmission line have a major impact on
the alignment for the proposed widening of the roadway.
B.
Development
The east half of the West Sandy Lake Road corridor from Freeport Parkway
to Denton Tap Road is almost completely developed with the exception of a
few tracts near the intersections of Denton Tap Road, Coppell Road North
and Freeport Parkway. This existing development consists largely of
residential subdivisions.
From Freeport Parkway to S.H. 121 and along Royal Lane, the area is
zoned industrial/ commercial, although it remains primarily undeveloped.
C. Drainage
The existing drainage system along Sandy Lake Road consists of open
ditches along both sides of the roadway with outfalls into existing
underground systems or open channels. There are five major drainage
basins within the project limits. A brief description of each is presented
below:
. Drainage Basin "A" (approximately 80 acres) includes the area
between S.H. 121 and 1,200 feet east of Royal Lane. There is an
existing double-barrel 9'x3' box culvert under Royal Lane near the
intersection with Sandy Lake Road. The area ultimately drains to the
north through an 8' x 3.5' box culvert under Sandy Lake Road where
it outfalls into an existing pond.
. Drainage Basin "B" (approximately 8 acres) lies between Royal Lane
and Freeport Parkway. An existing 30" CMP culvert conveys the
runoff across Sandy Lake Road into an open ditch.
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. Drainage Basin "C" (approximately 20 acres) begins at Freeport
Parkway and ends near Bricknell Lane. This area includes a portion
of the Oakbend Addition subdivision as well as other areas to the
south of West Sandy Lake Road. An existing storm drainage
system, from the Oakbend Addtion, discharges into an open ditch
along the east side of Coppell Road North. The discharge pipe is a
48" RCP. There is approximately 220' of open ditch flow before the
storm drainage enters another closed 48" RCP system.
. Drainage Basin "D" (approximately 5 acres) consists of the area
draining to Cottonwood Creek from the northwest and southeast,
where it discharges into Cottonwood Creek and continues to the
north.
. Drainage Basin "E" (approximately 93 acres) includes the area from
just east of Coppell Road South to Denton Tap Road. Portions ofthe
subdivisions to the south of the roadway drain into the roadside ditch
along Sandy Lake Road. These ditches flow to an existing 24" RCP
and 2-48" RCP pipe system under Sandy Lake Road that discharge
into an existing 10'x8' RCB on the north side of Sandy Lake Road.
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D.
Roadway/Pavement Section and Other Roadway Improvements
The existing road is a typical rural-roadway section consisting of a thin layer
of asphalt and/or asphalt/aggregate surface treatment over a flexible base
or compacted subgrade. No curb and gutter improvements have been
constructed along West Sandy Lake Road.
Royal Lane consists of a concrete pavement, curb and gutter roadway
section on the northbound lanes. The southbound lanes are unimproved.
E. Utilities
All utility companies were contacted prior to completing field surveys and
were asked to mark their existing facilities along West Sandy Lake Road
and Royal Lane on-the-ground and/or provide accurate information on the
location of their lines/facilities. The various utilities are reflected on the
schematic plans to the extent information or field locates were provided.
The most significant utilities, (Le. those which have the most potential for
costly adjustments) are:
1. The TXU overhead transmission line;
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2. The TXU / Lone Star Pipe Line 24-inch high-pressure gas line
crossing Sandy Lake Road between Forest Bend and Summer
Place;
3. The fiber optic cables along West Sandy Lake Road between SH 121
and Royal Lane; and
4. The 24-inch City water line.
Other utilities along West Sandy Lake Road include TXU Electric and Gas
(distribution lines), Southwestern Bell Telephone, Verizon, AT&T Broadband
and the City of Coppell's water and sanitary sewer lines at various locations.
PROPOSED IMPROVEMENTS
A. Acquisition of Right-of-Way
The acquisition of right-of-way will be necessary to accommodate the
proposed roadway widening improvements. The minimum right-of-way
requirements are 110 feet of width from S. H. 121 to Freeport Parkway (6-
lane, divided section) and 90 feet of width from Freeport Parkway to Denton
Tap Road. (See R.OW. Dedication in the schematic plans).
Right-of-way from S.H. 121 to Coppell Road North will be required only on
the south side of West Sandy Lake Road. The alignment of the proposed
roadway was established based upon the location of the existing TXU
transmission towers along the north side of the roadway, which resulted in
all roadway widening to the south.
From Coppell Road North to Denton Tap Road, right-of-way will be required
on both sides of the existing roadway. Within these limits the following
factors were considered in setting the alignment:
. The roadway was generally aligned north of the existing TXU
transmission poles. The poles and towers are located within a TXU
easement and are very costly to the City to relocate.
. The alignment through the Coppell Road North and Coppell Road
South intersections was set to achieve the highest design speed
practical, given the constraints created by improvements on adjoining
developments.
A 5-foot strip of additional right-of-way is needed along the west side of
Royal Lane to provide a 1 O-foot minimum parkway for future sidewalks and
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utilities. The roadway can be constructed within the existing right-of-way,
therefore, the City has the option of obtaining this additional right-of-way at a
future date when the property is platted, if desired.
Additional right-of-way will also be needed at Freeport Parkway both for the
construction of a temporary asphalt transition and for future construction of
the ultimate roadway section.
B.
Roadway Section
The roadway design for this project followed the City of Coppell's Design
Criteria as well as MSHTO's Design Criteria.
West SandY Lake Road:
The proposed roadway section for West Sandy Lake Road includes two
different roadway sections, as described below:
Six-Lane Divided Roadwa Section - S.H. 121 to Free ort Parkwa - This
section of Sandy Lake Road connects with three major north-south
thoroughfares: S.H. 121, Royal Lane and Freeport Parkway. In addition, it
serves a commercial/ industrial area which will generate significant truck
traffic.
The six-lane section (as depicted in the Typical Sections of the Schematic
Plans) includes 39-foot back-of-curb to back-of-curb (b-b) roadway sections
on both sides of a 16-foot raised median.
The proposed pavement section consists of an eight (8) inch reinforced
concrete pavement with six (6) inch curbs on an eight (8) inch stabilized
subgrade. The roadway cross slope will be typically 'j,."/ ft., except in those
areas where superelevation is required, and parkway slopes will generally
be graded to fall towards the curbs at approximately 1j,." / ft. grade.
Four-Lane Divided Roadwa Section ree ort Parkwa to Denton Ta
Road) _ The segment of roadway east of Freeport Parkway will have less
traffic volume and less trucks due to the nature of the development along
the roadway. The four-lane divided section consists of 27 -foot (b-b) roadway
sections on both sides of a 16' median with the same pavement section as
described above.
Alternate _ Four-Lane Undivided Roadwa Section - Co ell Road South
to Denton Tap Road) - As indicated by the City staff, a major consideration
in the construction of West Sandy Lake Road is the preservation of trees.
Therefore, as an alternate to the four-lane divided section, a four lane
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undivided roadway section has also been considered. This undivided
section consists of a 54-foot (b-b) roadway section. Implementation of this
alternative results in the saving of approximately 50 trees, but will present
other issues related to roadway mobility and safety that must be considered
in the final decision of which alternate to construct.
Undivided vs. Divided Roadway Section - We recommend that the divided
roadway section alternative be implemented. A four-lane undivided roadway
section does not provide the safety and operational benefits of a divided
roadway section. For example, an undivided roadway does not separate left
turn movements from the through traffic. Forcing vehicles to turn left from a
through lane will impede the flow of through traffic and presents the
unexpected situation of a vehicle stopped in the left through lane of traffic.
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Roval Lane:
Four-Lane Divided Roadway Section (wlfuture expansion to Six Lanes)
The project includes the completion of the Royal Lane four-lane divided
roadway section between Northpoint Road and Sandy Lake Road. The
controlling factor in the proposed alignment is the median width of 36 feet
that exists at the project's southern limit. Our schematic plans match the
existing median, however when the facility is widened to six lanes, the
median width will be 12 feet. The 12-foot median is not conducive to
median openings with turn lanes.
Freeport Parkway:
Four-Lane Divided Roadway Section (wlfuture expansion to Six Lanes)
According to the City's Master Thoroughfare Plan, Freeport Parkway is also
to initially be constructed as a four-lane divided roadway section and
expanded to six lanes in the future.
This project includes construction of the full Freeport Parkway intersection,
with the exception of the stub-out for the future extension to the north (not
included at the direction of the City). A temporary asphalt transition will be
constructed to transition traffic from the divided roadway configuration at the
intersection to the existing undivided section of Freeport Parkway.
The roadway section is setup for a 40-foot median, which will allow for the
two additional lanes and a 16-foot median.
c. Roadway Alignment
Numerous factors were considered in the development of the proposed
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Sandy Lake Road alignment. A discussion of the significant alignment
issues is included below:
. Alignment with future S.H. 121 Interchange. TxDOT is currently
conducting a Major Investment Study (MIS) of this section of S.H. 121.
We have discussed the interchange at Sandy Lake Road with TxDOT
and the consultant preparing the MIS. They have provided preliminary
geometrics for S.H. 121. In return, we have provided information to
them on the alignment of Sandy Lake Road, which they are incorporating
into their schematic and study. Based on the information gathered to
date, we are proposing to begin the Sandy Lake Road improvements a
sufficient distance east of S.H. 121 such that permanent improvements
will not be needlessly constructed only to be removed when the
interchange is built. TNP will continue to coordinate with TxDOT on this
issue.
. TXU Overhead Electric Transmission Line. The towers and poles are
a significant factor in the alignment of the proposed roadway. They are
located in an exclusive TXU easement and based upon past history the
City is responsible for all relocation costs. The proposed alignment
avoids all of the large towers to the west of Coppell Road North.
However, we are proposing that four of the smaller poles between
Coppell Road North and Denton Tap Road be relocated in order that an
adequate design speed be maintained.
. Configuration of Coppell Road North and Coppell Road South
Intersections. The City asked TNP to consider various configurations
for these two intersections: 1) A Roundabout - this option was
eliminated because of the large area needed to implement this type of
intersection. The significant impact to adjacent properties made a
roundabout impractical. 2) A 3-Wav Stop Intersection - this option was
eliminated because it did not achieve one of the major functions of an
arterial roadway, which is mobility. Mandatory stop conditions are not
conducive to the efficient movement of large traffic volumes. 3) A
Curvilinear Roadwav Aliqnment - with the use of superelevation, we
were able to provide a curvilinear alignment meeting a minimum 40-45
mph design speed. The intersections will be signalized either with this
project or in the future to safely and efficiently move traffic.
. Cottonwood Creek Bridge. From Coppell Road North to the
intersection with Coppell Road South the alignment was set to allow for
the phased construction of the new bridge while leaving the existing
bridge in place for vehicular traffic. One disadvantage of this alignment
is the need to remove two TXU transmission poles on the southwest side
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of the road.
e Design Speed. The roadway alignment and profile were set based
upon a design speed of 50 mph per the City of Coppell's Design Criteria
for a major and minor arterial roadway section. The design speed was
met in the design of the roadway, except at the intersections of Coppell
Road North and Coppell Road South. As discussed, both of these
intersections are at bends in the road and have many horizontal
constraints. The alignment through the intersections required horizontal
curves with superelevation to achieve a 40 mph and 45 mph design
speed, respectfully.
Intersection With Radius
Sand Lake Road
Co ell Road North 565'
Co ell Road South 800'
D.
Median Openings
Median openings were set in accordance with the City's criteria of 420'
minimum and 1,300' maximum spacing. The median openings were
established with major intersections being the highest priority. Collector
streets, local roads with high turning movement counts, and the large
commercial developments were also a priority for median openings.
Storage lengths for the left turn bays were determined using the following
City Design Criteria:
. Low volume driveway or local street - 60' minimum
. High volume driveway & collector or minor arterial street -1 00' minimum
. Signalized intersection - 150' minimum
There are cases, however, where the left-turn lane storage length has been
extended based on traffic volumes, which indicated the minimum lengths
provided would not be adequate. Conversely, in two cases less than
desired storage lengths are proposed due to geometric constraints
(Oakbend Dr. and Coppell Road North). The table below summaries where
left turn lanes are proposed and the storage lengths used.
ths
Westbound
250*
200*
50**
200*
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Coppell Road North 135** -
Bricknell Drive 60 -
Windina Hollow 60 90
Coppell Road South - 150
Cottonwood Drive 60 -
Forest Bend - 60
Summer Place 60 -
Whisperinq Hills Drive - 150
Shadvdale Lane 60 -
Verizon Service Center - 60
Albertson's Retail 100 -
Center
Denton Tap Road 150 -
* Storage extended beyond the minimum based on traffic counts.
** Storage less than desired because of geometric constraints.
E.
Curb Return Radii at Street Intersections and Driveways
Curb returns at street intersections are proposed to be 35 feet (minimum) for
major streets and 25 feet (minimum) at minor street intersections and
commercial driveways. Residential driveways will be designed with 10-foot
minimum radii.
F.
Retaining Walls
Retaining walls will be required for portions of this project as indicated in the
schematic plans. With the proposed vertical roadway alignment meeting a
design speed of 50 mph, the proposed walls are necessary in order to limit
the impact to adjacent properties and existing trees. Wall heights vary from
1-foot to 11 feet.
A decorative modular or "one-step" stacked-block retaining wall system is
proposed for this project. For this phase of the project we have assumed
that walls above 4' will have a mechanical earth system and will have the
same block surface as the shorter walls. Different block system alternatives
will be explored during the preliminary phases of this project. Public input on
the aesthetics of the retaining walls will be an important factor in determining
the ultimate design of these wall structures.
G. Cottonwood Creek Bridge
Based on the proposed four-lane divided roadway section and the desirable
design speeds for the project a new bridge structure is required. The bridge
cross section will allow for a standard sidewalk on the north side and the
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wider hike and bike trail on the south side of the bridge. The bridge design
will include a safety rail between the roadway lanes and the trail to separate
vehicular and pedestrian activities (see Cottonwood Creek Bridge - Typical
Cross Section).
The bridge will be designed to utilize a slotted rail similar to the rail on the
Denton Tap Road Bridge over Denton Creek. The proposed bridge is a
three-span structure with a trapezoidal channel section. The use of a two-
span bridge was explored but it was felt that the hydraulics and maintenance
related to having a center bent in the streambed would be less desirable.
The cost for a three-span bridge, with shorter span lengths. is not
significantly more than the two-span option. The use of enhancements for
the bridge abutments and other visible areas of the bridge will be explored
during the preliminary design phase.
H. Drainage
Enclosed drainage system improvements are proposed at various locations
along the length of the project to take the place of the existing roadside
open ditch systems. There are five separate drainage sub-basins for this
project. In accordance with the City of Coppell's Drainage Design Criteria,
drainage calculations are based on a 100-year storm event. Inlets were
placed such that the 1 OO-year flow in the street would not exceed the top of
curb (6") and that the spread of water into the street would leave at least
one travel lane open.
The storm system was sized to insure that the calculated hydraulic gradient
of the storm sewer remains at least 1.5-feet below the gutter during a 100-
year design storm. The Rational Formula was used to compute the
anticipated storm flow for each drainage area and the runoff coefficients
used for these calculations are as follows:
Commercial Areas 0.90
Industrial Areas 0.70
Residential Areas 0.45
Apartment Areas 0.70
Park Areas 0.35
A brief discussion of each drainage system is presented below:
Drainaae System ~'
System 'A' runs from just east of S.H. 121 to a high point in the roadway,
east of Royal Lane, and includes the proposed storm drainage
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improvements along Royal Lane. System 'A' discharges into an existing
pond north of Sandy Lake Road. The hydraulics of System 'A' are such that
the existing pond will have to be breached and a channel graded to carry the
drainage away from the road. A drainage easement will be required in this
area to make these improvements.
Drainaae System 'B'
System 'B' is associated with a small drainage area between Royal Lane
and Freeport Parkway. The area is currently undeveloped, so the drainage
calculations for System 'B' were computed assuming that an area 200'
south of the roadway will drain to the street and an area 100' north of the
roadway will drain to the street in order to accommodate future
development. This system discharges onto an undeveloped area north of
the road. The need for drainage easements will be investigated further
during the preliminary design process.
Drainaae System 'C'
System 'C' collects runoff from areas north and south of Sandy Lake Road,
beginning west of Freeport Parkway and ending near Bricknell Lane. The
system ultimately connects to an existing 48" RCP that runs along the east
side of Coppell Road North. Preliminary calculations confirm that the
existing 48" RCP is adequate to convey the runoff from the design storm.
Drainaae System 'D'
System 'D' collects runoff from drainage areas to the northwest and
southeast of the Cottonwood Creek Bridge. This system does not account
for any of the drainage area along Coppell Road South. It has been
assumed that the discharge for drainage along Coppell Road South will
continue to be carried through the existing pond at the comer of Sandy Lake
Road and Coppell Road South or that it will be diverted around the pond
and discharge directly into Cottonwood Creek.
Coordination with the Coppell Road South design consultant will be required
as preliminary and final plans are developed for West Sandy Lake Road.
Drainaae System 'E'
System 'E' is the largest of the drainage systems for this project, serving
drainage areas south of Sandy Lake Road from Coppell Road South to
Denton Tap Road. This system collects runoff from several subdivisions
and ultimately drains to an existing 10'x8' RCB that runs along the west side
of the Connell Skaggs Addition. Preliminary calculations indicate that the
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existing 1 0'x8' RCB is adequate to convey the runoff from the design storm.
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Signalization
Traffic signalization improvements are recommended at the intersection of
West Sandy Lake Road with Royal Lane, Coppell Road North and Coppell
Road South.
Because Freeport Parkway's existing traffic volumes do not warrant a
signalized intersection, at this time, we are proposing that only the conduit
necessary for the future signalization be included in this project. The need
for a signal will be monitored as development increases along Freeport
Parkway.
J. Illumination
Coordination for the design/construction of street lighting is included in this
project. The streetlights will be placed in the median areas of the project
where applicable. In the undivided alternative, streetlights would be placed
on either side of the road. The layout of street lights will be coordinated with
TXU once the preliminary design phase is underway. The installation of the
foundations and conduit will be included as part of the roadway construction.
The actual street light installation will be performed by TXU.
K. Landscaping I Irrigation
Newman, Jackson, Bieberstein, Inc. prepared the schematic design plans
for the landscaped medians, a 10-foot hike and bike trail and the parkway
areas for West Sandy Lake Road.
The landscape design process began with an analysis phase during which a
site reconnaissance and assessment was conducted and existing
conditions, including the existing trees were photographed. Verification was
made of the various tree species and their physical condition, noting those
trees which would need to be removed due to poor heath conditions or
would be removed due to the widening and improvements proposed for
Sandy Lake Road.
The schematic layout of the hike and bike trail is aligned to meander within
the allocated space in the south parkway and is laid out in a manner to save
existing trees where feasible. The 1 O-foot trail begins at North Coppell Road
where it connects to the existing trail on North Coppell Road and ends at
Denton Tap Road. Accessible ramps will be provided at all corners where
the sidewalks and the hike and bike trail cross streets and/or driveways.
13
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There are several areas where the proposed cut and fill slopes for the new
Sandy Lake Road profile require retaining walls. In these areas it will be
impossible to have a 10-foot trail and preserve all existing trees. The
widening of the road itself, and the relocation of utilities will also require the
removal of a substantial number of trees within the right-of-way in several
areas. A "no median" option has been proposed for the eastern end of the
project where the adjacent land uses are residential. The no median option
would allow more trees to be planted in the parkways to re-create the "shady
lane" feel that the road has now.
The south parkway will have large trees planted in random masses along
the hike and bike trail to supplement the existing trees that can be retained.
New grass will be planted and an irrigation system will be installed to ensure
the heath and vigor of the new plantings.
The north parkway is generally very narrow and will have a new 5-foot
sidewalk. Due to the narrow width of the north side, there will be only a few
areas where trees can be planted within the right-of-way. Therefore, the
north side of the proposed roadway will be primarily sidewalk and irrigated
turf.
The medians will have a more formal planting scheme with a single row of
large Oaks, Chinese Pistache and Drake Elms accented with a variety of
colorful Crape Myrtles. The ground plane will be alternating panels of turf
grass and ground covers to add variety and color. All landscaped areas in
the medians will be irrigated. The narrow sections, ends and noses of the
medians will be colored textured concrete of the same color and patterns
used in the crosswalks.
The western-most section of Sandy Lake Road will be wide enough to
accommodate a bike lane in the outside lanes of both the eastbound and
westbound directions. There will be 5-foot walks on both sides ofthe street
from North Coppell Road to S.H. 121. Because the parkways are so
narrow, no trees are proposed for this section of the road. Turfgrass and
irrigation will be installed in these parkway sections.
Due to the amount of earthwork and compaction that will be done to
construct the road none of the existing trees within the new, wider right-of-
way of the western-most section can be saved. The compaction and
addition of lime stabilization would kill the existing trees within a short period
of time. Therefore, the only trees in this area will be those proposed in the
medians.
Royal Lane will be treated similarly to West Sandy Lake Road with a single
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row of large street trees accented by Crape Myrtles. The median is wider
and therefore will accommodate a double row of Crape Myrtles. The ground
plane will be closely spaced, alternating panels of turf and ground covers.
The median planting at the intersection of Royal and Sandy Lake Road will
have a panel of seasonal color in the location where a monument sign could
be located in the future.
A gateway monument is proposed for the area near the intersection of
Sandy Lake Road and S.H. 121. This monument has not been designed at
this time pending more information from the City on desired location and
materials.
There will be one bridge in the project. It will be treated with the same
architectural treatment that is used for the bridges on Denton Tap Road.
The bridge will be wide enough to accommodate the hike and bike trail.
The schematic plan shows the hike and bike trail alignment going south into
the small park at Coppell Road South. The trail will follow the ridge-top
south of the pond, then swing back to the road where it will cross the bridge.
L.
Utility Conflicts/Adjustments
Existing utilities are reflected as accurately as possible on the schematic
plans based upon field survey ties and information provided by the utility
owners. With the City's concurrence of the basic schematic design, we will
be submitting copies of the schematic plans to all utility owners and
requesting additional information related to the vertical location of their
facilities where the potential for conflict exists. In some areas, we will be
coordinating with the utility owners to have their facilities uncovered and tied
to our survey information. Using this information, we will attempt to design
the proposed improvements to avoid conflicts where possible. The following
information is provided concerning utility information we have received to
date:
TXU Overhead Electrical Transmission
There are TXU overhead transmission lines with steel towers that run along
the north side of the road from S.H. 121 to Coppell Road North. The
alignment of Sandy Lake Road was set south of these large towers to avoid
any conflict. However, as previously discussed, four of the smaller
transmission poles will need to be relocated east of the Coppell Road North
intersection, given the proposed roadway alignment. Specific locations of
these poles are:
15
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Pole Location Pole Tvpe Reason For Relocation
STA.64+15.75 Standard - Wooden Roadway alignment
shifted to south for
bridqe construction.
STA.68+57.12 Standard - Wooden Roadway alignment
shifted to south for
bridQe construction.
STA.106+86.75 Standard - Wooden Roadway alignment set
in center of existing right-
of-way.
ST A. 109+63.68 Standard - Wooden Widened approach to
Denton Tap Road.
TXU Electric Distribution
TXU has a number of overhead and buried electric lines along the project.
The following areas are noted as possible conflicts between the roadway
paving and drainage improvements and the current location of these lines.
(Please refer to the utility map exhibit in the Appendix of this report for
specific locations.)
There are overhead power lines on the south side of Sandy Lake Road in
the R.OW. from STA. 4+00 to approximately STA. 53+00. This line falls
within the area of the proposed median of the six-lane section. There are
several locations where TXU has indicated buried lines between ST A. 4+00
and 55+00. There is a buried line from ST A. 11 +90 to 13+20 that goes
under the current Royal Lane roadway. There are also five buried power
line crossings between ST A. 50+50 and ST A. 55+00. Four of the lines are
located under Sandy Lake Road, and one is located under Coppell Road
North.
There is an overhead power line on the north side of Sandy Lake Road from
STA. 27+25 to STA. 34+90. This appears to be a service line to a residence
and will most likely need to be relocated.
There is an overhead power line on the north side of Sandy Lake Road from
ST A. 54+30 to 65+00 and from ST A. 70+00 to 99+50 (Cappel! Road North
to Shadydale Lane) that will require relocation. There are several buried
lines that feed off of this line and go south under the existing roadway that
will require additional effort to evaluate the potential for conflict. These
buried lines are at stations 80+35,83+79,90+62,95+88, and 99+49.
16
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TXU Pipeline
A TXU high-pressure 24" diameter natural gas pipeline crosses the roadway
centerline at approximately ST A. 84+73. The proposed roadway profile, as
shown on the schematic plans, may require the lowering of the pipeline.
However, coordination with TXU will continue as the project develops in the
preliminary design phase to verify that all of TXU's requirements are met
and to make every possible effort to avoid the need to lower the pipeline.
TXU Gas Distribution
TXU gas lines currently run along a majority of the Sandy Lake Road
project. The lines are generally close to the edge of the existing pavement.
There is an existing gas line that comes from the S.H. 121 right-of-way and
runs along the north side of the roadway. This line then turns south and
crosses Sandy Lake Road and proceeds along the east side of Royal Lane.
No gas lines have been identified east of the Sandy Lake / Royal Lane
intersection until Oakbend Drive. A gas line does run from Oakbend Drive
to Denton Tap Road. The line runs primarily on the south side of the street
and at Shadydale Lane there is a gas line on both the north and south side
of the road. The gas line that runs from S.H. 121 then down Royal Lane
should not be affected by this project except for isolated crossings with
storm drains. The line from Oakbend Drive to Denton Tap will require
relocation in the areas where the roadway profile is in a cut section due to
the minimum cover requirements for gas lines. Therefore, a majority of
these lines will be required to be relocated as a result of the the proposed
improvements. The gas line that runs on the north side of the road from
Shadydale Lane to Denton Tap Road appears to be set back far enough
away from the road where much of this line can stay in place. (Please refer
to the utility map exhibit in the Appendix of this report for specific locations).
Fiber Optic Cable
There are several fiber optic cables that run from the S.H. 121 corridor along
Sandy Lake Road to Royal Lane and then south down Royal Lane. We
have identified a TouchAmerica line, a Metro-Media fiber optic line, and a
Southwestern Bell line in this area and have coordinated with
representatives from these companies concerning the alignment, depth and
condition of each fiber optic line.
Verizon Telephone (Previouslv GTE)
Verizon has both buried and aerial cables along most of the length of the
project. Many of the Verizon aerial cables run along the power poles for the
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overhead electric. Therefore, when TXU power poles are required to be
relocated the Verizon cable will have to be relocated as well. From S.H. 121
to Coppell Road North there is a buried line on the north side of the right-of-
way and an aerial line on the south side of the road. The buried line
branches off and heads down Royal Lane in the vicinity of the median area
of Royal Lane. The buried crossing of Sandy Lake Road at Royal Lane may
be the only conflict with storm drain pipes. From Coppell Road North to
Coppell Road South there is an aerial line and a buried line on the north
side of the road. And from Coppell Road South to Denton Tap Road there
is an aerial line on the north side of the road and a buried line on the south
side of the right-of-way. For the most part, the buried lines will need to be
relocated where the roadway profile is in a cut, if the lines do not have the
appropriate cover. This would be the case, in particular, for the buried line
on the north side of the road between ST A. 58+00 to ST A. 63+00.
Paraaon Cable fA T& T Broadband)
Paragon Cable (AT&T Broadband) lines are on TXU power poles from
Coppell Road North to Winding Hollow and from Coppell Road South to
Denton Tap Road. A representative with Paragon said that if the TXU poles
had to be moved they would have to move their lines as well. Since most of
the TXU poles will need to be relocated, it is anticipated the Paragon lines
will also be required to relocate.
Non-Affected Utilitv Companies
Other utility companies that were contacted and responded by saying they
had no existing or planned facilities in the project area include Coserv
Electric and Texas New Mexico Power.
City Water and Sanitary Sewer
There are several places where the existing 24" waterline may require
relocation and/or lowering due to the proposed profile of the road, bridge
alignment and storm drain crossings. The locations and length of pipe to be
relocated will be assessed more thoroughly during the preliminary design
phase. There may also be a need to relocate a section of existing sanitary
sewer due to the proposed profile grades.
OTHER ISSUES/CONSIDERATIONS
Sidewalk Construction on West End of Proiect
The schematic plans reflect sidewalks on the west end of the project (from Coppell
Road North to S.H. 121). However, the City may consider not building these
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sidewalks during the re-construction of West Sandy Lake Road for the following
reasons: 1) There may not be a need for sidewalks in this area due to its
commercial/ industrial characteristics. 2) The limited amount of right-of-way on the
north side would require that all sidewalk construction be adjacent to the curb; and
3) Additional right-of-way will be required in several locations to avoid conflicts with
proposed curb inlets and the existing TXU transmission towers.
Tree Preservation
The intent during the preparation of the schematic design was to save as many of
the existing trees as possible. However, as discussed earlier in the landscaping
section of this report, many of the trees within the limits of the proposed right-of-
way are presumed to be lost for various reasons. This is especially the case in the
proposed median area west of Freeport Parkway. Although an effort has been
made to preserve several stands of trees along the east end of the project by
means of retaining walls, the restricted right-of-way and divided roadway section
through the majority of the project prohibits extensive tree preservation in most
areas. As the preliminary design phase continues there will be an opportunity to
explore the opportunity to preserve additional trees along this corridor.
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,.
The sequencing of construction will be analyzed in more detail as the preliminary
design phase continues. However, the following are general comments related to
possible construction sequencing based on the schematic alignment for this
project:
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I> Access across construction areas will need to be provided throughout all
phases of the construction.
II
I> The construction of West Sandy Lake Road from S.H. 121 to Coppell Road
North can begin with the roadway improvements on the south side of the
proposed alignment. This will enable the existing roadway to remain in use,
except near the intersection of Coppell Road North where, temporary
pavement will be needed along the north side of the existing road to
facilitate traffic during construction. Provisions to allow access across the
construction at Royal Lane and Freeport Parkway will be required. Access
to private drives will also have to be considered and maintained.
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. From Coppell Road North to Coppell Road South the construction can begin
with the roadway improvements on the south side of the proposed
alignment. The construction of temporary pavement will be needed in
certain areas where the proposed improvements overlap the existing
roadway. Traffic will continue to use the existing bridge and roadway until
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the south side improvements are complete.
. From Coppell Road South to Denton Tap Road construction can begin on
the north side improvements to allow the existing roadway to remain in use
during the first phase of construction. Temporary pavement will be needed
in certain areas, particularly, from Shadydale Lane to Denton Tap Road to
accommodate this construction. There will also be a need for temporary
pavement near the Coppell Road South intersection to allow traffic to
transition from the north to the south side of the road through this
intersection.
. Most intersections will need to be constructed in phases to facilitate
continuous access to and from Sandy Lake Road.
20
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GEOTECHNICAL ENGINEERING STUDY
WEST SANDY lAKE ROAD REFURBISHING
S.H. 121 TO DENTON TAP ROAD
COPPEll, TEXAS
APRil 2001
Submitted under separate cover on April 26, 2001.
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SUITE 204
DALlAS. TEXAS 75287
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August 17, 2001
.
Mr. Jed Sulak, P.E.
Teague, Nall and Perkins
1100 Macon Street
Fort Worth, TX 76102
Subject: iVeS( Sandy Lake Road - Schemaiic Developmeni Commenis
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We have completed our review of the schematic for West Sandy Lake Road and have the
following comments on the issues brought up:
1. The recommended storage lengths for left turn bays on West Sandy Lake Road are shown
in Table]. These storage lengths were based on the longer length of the three criteria below:
. Rule of thumb - For each vehicle during the peak hour, a foot of storage is required.
. AASHTO _ Adequate storage should be provided to store the number of vehicles likely
to arrive in a two minute period within the peak hour.
.200 feet minimum (storage and transition lengths) for 40 mph operating speed to reduce
speed differential between turning and through traffic.
The rule of thumb criteria typically resulted in longer left turn storage lengths and was used for
most of the intersections. For those left turn bays at minor street intersections, we recommend
200 feet (storage and transition) or the minimum left turn bay lengths as required by City of
Coppell design guidelines be used.
2. We recommend placing the median nose a minimum of] 5 feet behind the cross street
curb line extension at each of the intersections. This should allow adequate travel paths for
passenger vehicles and also allows crosswalks to be installed as needed at the intersections. This
is critical at signalized or potentially signalized intersections. The intersections of Royal Lane,
State Road, Coppell Road North and Coppell Road South should also be checked for a WB-40
turning path.
A brief review of the schematic shows the median noses at the following intersections should be
moved back: Royal Lane, State Road, Bricknell Drive, Coppell Road North, Coppell Road
South, Cottonwood Drive, and Summer Place. The median nose at Winding Hollow Drive can
be moved forward.
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3. Figure I shows the existing traffic volumes at the major intersections on West Sandy
Lake Road. The recommended lane configurations at the major intersections are shown in Figure
2. These lane configurations were based on existing traffic volumes, anticipated future traffic
patterns, and existing and future cross street configurations.
At the State Road intersection, the reduction from three lanes to two lanes for eastbound traffic
should occur at the intersection rather than downstream of it. The right lane of eastbound traffic
on West Sandy Lake Road should be required to turn right at the intersection, which will allow
the southeast curb line of this intersection to be moved north. Alterations to the median nose on
State Road will also be necessary to accommodate right turns. This would be an interim measure
until the ultimate section of State Road is built.
4. Of the two alternatives on the east end of the project, it is recommended that the divided
roadway section alternative be implemented. A four-lane undivided roadway section would not
provide the safety and operational benefits of a divided section. An undivided roadway does not
separate left turn movements from the through traffic. That is, left turning traffic must wait in
the left through lane for a gap. This will impede the flow of through traffic and presents the
unexpected situation of a vehicle stopped in the left through lane of traffic.
Ifthe undivided alternative is pursued, there appear to be two intersections, Whispering Hills
Drive and Summer Place, for which a left turn lane should be provided. These intersections
generate a significant number of left turning vehicles during the peak hour which would impact
through traffic.
5. The geometrics shown at Coppell Road North and Coppell Road South appear to be
conducive to a future traffic signal installation. As recommended previously, a right turn lane
should be provided at both of these intersections. Additionally, it is recommended that a
channelizing island be provided for right turns from West Sandy Lake Road to Coppell Road
North.
6. State Road should remain unsignalized at this time, as a signal is not warranted based on
the existing volumes. Upon completion of State Road as a six-lane roadway and development of
the properties on State Road, a traffic signal should be installed. Provisions for conduits and
ground boxes should be made with the roadway project.
It is recommended that Royal Lane be signalized with the roadway project based on the
existing traffic volumes and future lane configurations. A right turn lane and channelizing island
should be provided for eastbound Sandy Lake Road traffic.
If you have any questions regarding these comments, please contact me at (972) 248-3006.
Sincerely,
K4-~
~~ly~arma, P.E.
Project Engineer
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OPINION OF PROBABLE CONSTRUCTION COST
SCHEMA TIC PHASE
TEAGUE NALL AND PERKINS, INC.
CONSULTING ENGINEERS
CLIENT: CITY OF COPPELL
DESCRIPTION: WEST SANDY LAKE ROAD
(SH. 121 TO DENTON TAP ROAD)
DATE: DECEMBER. 2001
rrEM ,
NO. DESCRIPTION OF ITEMS QUANTITY UNIT UNIT COST TOTAl
PA~NGIMPROVEMENTS
1 RIGHT-OF-WAY PREPARATION 1 LS 5250 000.00 5250 000
2 M08ILIZA TION 1 LS $400 000.00 $400 000
3 REMOVE EXIST. CONC. CURB & GUTTER 3470 LF 52.50 58 675
4 REMOVE CONCRETE WALKS DRIVES. ETC. 10000 SY $5.00 $50 000
5 UNClASSIFIED STREET EXCAVATION 78200 CY 55.00 5 391 000
6 8' LIME STABLlZED SUBGRADE 44300 SY $1.85 ""1955
7 LIME STABILIZATION 39#fSYl 865 TON $90.00 77 850 k;-
8 8' CEMENT STABLlZED SUBGRADE 48800 SY $1.85 90 280
9 CEMENT STABLlZATION 139111SYl 955 TON $85.00 81175 W--
10 8' REINFORCED CONCRETE PAVEMENT 87750 SY $27.50 $2413125 t-- ..
11 6' CONCRETE CURB 42450 LF $2.00 $84 900
12 6' HMAC TRANSITION PVMT 450 SY 25.00 $11250
13 STEPPED BLOCK RETAINING WALLS 7100 SF 25.00 177 500
14 6' REINF. CONCRETE DRIVEWAY 1100 SY 135.00 $38 500
15 PVC CONDUIT 22000 LF 6.00 132000
16 PAVEMENT MARKINGS AND SIGNAGE 1 LS $100 000.00 $100 000
17 BARRICADES SIGNS & TRAFFIC CONTROl 1 LS $300.000.00 $300 000
18 EROSION CONTROL 1 LS $50 000.00 $50 000
19 TRAFFIC SIGNALS 3 EA $125000.00 5375 000
20 10' BIKE PATH 5354 SF $3.50 '18739 .,
21 5' SIDEWALK 12580 SF $3.00 $37740
SUBTOTAl PAVING $5169689
BRIDGE
1 DEMO EXISTING BRIDGE 1 EA $35000.00 35 000
2 FLEXIBLE BASE 280 CY $50.00 14000
3 18' DRILL PIERS 152 IF $100.00 15200
4 30' DRilLED PIERS 375 LF $100.00 37 500
5 CONCRETE ABUTMENTS 105 CY 1450.00 "'7250
6 CONCRETE BENTS 83 CY $500.00 "'1500
7 8" THICK BRIDGE DECK 13004 SF $12.00 $1 56 048
8 EXPOXYWATERPROOFING 3650 SF S1.00 $3650
9 CONCRETE SURFACE TREATMENT 12716 SF $1.50 $19074
10 TYPE C PRESTRESSED CONCRETE GIRDERS 1581 LF 70.00 S110670
11 CONCRETRE Rlp.RAP 175 CY 75.00 13125
12 STRUCTURAL STEEL. ARMOR JOINT 6400 LB S1.75 11200
13 SPECIAL TRAFFIC I PEDESTRIAN RAIL 193 LF 125.00 24125
14 SPECIAL TRAFFIC I BICYCLE RAIL 386 LF 140.00 54 040
15 CONCRETE APPROACH SLABS 144 CY 300.00 43 200
16 METAL BEAM GUARD FENCE 400 LF S25.00 10000
17 ELECTRICAL CONDUIT 880 IF $3.00 $2 640
18 LIGHT STANDARDS 4 EA $1 500.00 <6 000
19 MEDIAN PAVERS 2175 SF S5.00 $10875
SUBTOTAl BRIDGE 5655 097
WATER
1 RELOCATE I ADJUST 24" WATER LINE 700 LF 5150.00 <105000
2 ADJUST MISC. VAlUES & BOXES 1 LS 550 000.00 $50 000
SUBTOTAL WATER RELOCATION 51 05 000
SANITARY SEWER
1 8" SS liNE 230 LF S100.00 $23 000
2 ADJUST MH & MISC. 1 lS $20000.00 520 000
SUBTOTAl SANITARY SEWER RELO. $43 000
UTILITY ADJUSTMENTS
1 ADJUST ELEVATION OF 24" GAS LINE 150 LF $250.00 $37 500
2 RELOCATE TXU OVERHEAD TRASMISSION POLES 4 EA 55 000.00 $20 000
SUBTOTAl UTILITY ADJUSTMENT $57 500
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OPINION OF PROBABLE CONSTRUCTION COST
SCHEMA TIC PHASE
TEAGUE NALL AND PERKINS, INC.
CONSULTING ENGINEERS
CLIENT: CITY OF COPPELL
DESCRIPTION: WEST SANDY LAKE ROAD
(S.H. 121 TO DENTON TAP ROAD)
DATE: DECEMBER,2001
ITEM
NO. DESCRIPTION OF ITEMS QUANTITY UNIT UNIT COST TOTAl.
DRAINAGE
1 DEMO 8X3 CULVERT & HEADWALLS 1 EA 5500.00 5500
2 DEMO 48' PIPE 80 LF 7.50 ssnn
3 DEMO 36' PIPE 70 LF 7.50 S525
4 DEMO 30' PIPE 475 LF 7.50 S3 563
5 DEMO 27" PIPE 515 LF 7.50 S3.863
6 DEMO 24' PIPE 140 LF 7.50 1050
7 DEMO 18' PIPE 287 LF 57.50 2153
8 DEMO CURB INLETS 4 EA 1400.00 1600
9 DEMO HEADWALLS 8 EA 5500.00 14.000
10 CONNECT TO EXISTING RCP 14 EA 1400.00 5600
11 CONNECT TO EXISTING 10.8 RCB 1 EA }1 500.00 1500
12 CONNECT TO EXISTING 2-6'.4' RCB 3 EA 51 000.00 3000
135')(3' RCB 382 LF 5160.00 ""1120
14 6')(3' RCB 189 LF 5160.00 $34020
15 6'X4' RCB 3045 LF S200.00 5609 000
16 9'X6' RCB 130 LF 5300.00 $39 000
17 10')(8' RCB 50 LF 5360.00 18000
18 60' CLASS III RCP 348 LF 5150.00 S52 200
19 54" CLASS III RCP 1078 LF 5135.00 5145530
20 48' CLASS III RCP 672 LF 5110.00 73 920
21 42" CLASS III RCP 1275 LF 5100.00 S127 500
22 39" CLASS III RCP 266 LF 590.00 23 940
23 36' CLASS III RCP 756 LF 580.00 S60 460
24 33" CLASS III RCP 510 LF 575.00 S38 250
25 30' CLASS III RCP 232 LF 565.00 515080
26 27" CLASS III RCP 310 LF 560.00 18600
27 24" CLASS III RCP 1646 LF 550.00 "'2300
28 21" CLASS III RCP 908 LF $40.00 36 320
29 18" CLASS III RCP 1389 LF 537.50 52 088
30 10' RECESSED CURB INLET 14 EA 52500.00 35 000
31 12' RECESSED CURB INLET 18 EA 52750.00 SA9 500
32 14' RECESSED CURB INLET 8 EA 53000.00 524 000
33 20' RECESSED CURB INLET 16 EA 53500.00 S56 000
34 4' COMBINATION INLET 2 EA 52 500.00 5000
35 6><6 DROP INLET 1 EA 53000.00 3000
36 6' SQUARE MANHOLE 4 EA 53 500.00 14000
37 5' SQUARE MANHOLE 5 EA 53 000.00 15000
38 4' SQUARE MANHOLE 12 EA 52500.00 30 000
39 lRENCH SAFETY 13186 LF S2.00 26372
40 WINGWALL FOR MBC 6.4 1 EA 512000.00 12000
41 WINGWALL FOR MBC 9.6 1 EA 510000.00 110000
42 54' HEADWALL 4 EA $4.000.00 16000
43 42" HEADWALL 2 EA S3000.00 S6 000
44 27" HEADWALL 1 EA 52000.00 52 000
SUBTOTAl. DRAINAGE 51819172
LANDSCAPING I IRRIGATION
1 WEST SANDY LAKE ROAD (WI ENlRY MONUMENT 1 LS S1100000.00 51 100 000
2 ROYAL LANE 1 LS 5100 000.00 5100 000
SUBTOTAl. LANDSCAPING 51.200 000
PROJECT SUBTOTAL $9,049,458
10% CONTINGENCY $950 542
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