DR8902-CS 880901
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GINN, INC.
CONSIJL TING ENGINEERS
September 1, 1988
F
Mr. Russell Doyle, P.E.
City of Coppell
P.o. Box 478
Coppell, TX 75019
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1988
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Re: Don Jones, 632 Bethel School Road
Drainage Easement and Box Culvert Concerns
Dear Mr. Doyle:
We are responding, per your written directions of August 24,
1988, regarding the above referenced subject.
An initial scoping meeting and onsite visit was made by our
office, yourself and public works on August 25, 1988. A survey
of the existing conditions was completed on August 31, 1988. The
survey was originally anticipated to be completed on Friday,
August 29, 1988, but due to a scheduling conflict with the survey
crew on Friday and rainfall on Monday, August 29, 1988, the
survey was not able to be completed until Wednesday, August 31,
1988. You were provided this information verbally on Tuesday
morning, August 30, 1988. As a result, this report is
respectfully submitted herewith. To date, there has not been any
pre-report meeting with Mr. Don Jones. We would be happy to meet
with you and Mr. Jones after you have had a chance to review this
report.
OBSERVATIONS AND PROBLEMS
Our onsite visit and review of the original construction plans
revealed two distinct areas of concern. The first was the shape
and condition of the present channel. The second concern was
public safety at the culvert crossing.
A review of the construction plans vs. the present channel
condition and an onsite survey reveals that what was originally
designed by Don A. Tipton, Inc., Consulting Engineers (see
exhibit A attached) is drastically different from what is present
today (see exhibit B attached). In comparison, the following
observations can be made: the capacity of the channel present
today is much less than the original design section; with the 100
year design runoff remaining a constant, the change in the
channel section would produce a rise in the 100 year flood
elevation with the present section in place; the upstream channel
section, by being filled in, produced the majority of the
sil tat ion problems both in the cuI vert and downstream of the
culvert until sodding took hold; the erosion of silt occurring at
the entrance to the culvert is most probably caused by the steep
1
17103 Preston Road . Suite 100 . LB 118 . Dallas, Texas 75248 . Phone 2] 4/248-4900
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gradient at the culvert entrance, in excess of 13% and thus the
erosion will continue to mitigate in an upstream direction until
a state of equilibrium is reached regarding the entrance gradient
(ie., more gentle, non-erosive entrance grade is obtained).
The second area of concern observed was the culvert crossing
regarding public safety. The unsafe condition that exists is a
sharp dropoff. This is due to the headwall being approximately 3
feet below the top of the sidewalk.
PROPOSED SOLUTIONS
A) Ditch: The existing culvert and channel need to be cleaned
out and restored to its original design condition and sodded or
grassed for immediate erosion control.
Thereafter, normal periodic culvert maintenance that is normally
expected can be performed as needed.
Attached is exhibit C which shows sections A-A and B-B, the
downstream section and upstream section, respectively, as
originally designed by Don A. Tipton, Inc., Consulting Engineers.
Also attached are exhibits D & E, reflecting cross section and
profile details, respectively, which both show the drainage
easement that has been filled and encroached upon.
B) Headwall: In regards to the concern for public safety at the
culvert crossing, we recommend that a chain link fence,
decorative railing or wrought iron handrail system, minimum
height of 4'-0" (unless building code requires otherwise), should
be installed around the culvert headwall and wingwalls. The
minimum height should be measured from the top of the existing
sidewalk adj acent to the headwall. This will keep individuals
from inadvertantly falling into the channel. In addition, to
protect against erosion of the steep slope that exists between
the sidewalk and headwall, slope protection should be installed.
Available options would be placing sod and pinning it to the
subgrade (most economical), concrete rip-rap, brick pavers used
as rip-rap, raise height of headwall (most expensive). Whatever
above options are selected should be installed on both sides of
the street.
The above comments adequately address the pedestrian and
bicyclist safety needs. Regarding the motor vehicular traffic, a
guardrail could be installed adj acent to the street curb,
however, it would be discretionary for the city since a 12 foot
parkway exists between the curb and the headwall and the street
also has a 6" curb. These existing conditions probably provide
sufficient protection, however, there are always extremes that
can occur.
We believe that the above recommendations will adequately satisfy
the concerns of all parties involved.
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Please call if we can be of further assistance in this matter.
Sincerely,
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H. Wayne Ginn, P.E.
KPjHWGjdsp
cc: Steve Goram
Don A. Tipton
Kevin Peiffer
File 241-031
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