HomeMy WebLinkAboutB12-0356 REV3 LSD ASI 1 (1)
123 North College Avenue, Suite 206 Fort Collins, CO 80524 Phone: (970) 449-4100 Fax: (970) 449-4101
Architect's Supplemental Instructions
Project
Ford Park Phase I Improvements
Owner
Town of Vail
Todd Oppenheimer
530 South Frontage Road E
Vail, CO 81657
From
Logan Simpson Design, Inc
Kurt Friesen
123 North College Avenue, Suite 206
Fort Collins, CO 80524
970.449.4100
To
R.A. Nelson
Mike Kowalski
51 Eagle Road #2
Avon, CO 81620
970.949.5152
Architect's Supplemental Instruction NO:
001
Date of Issuance
10/01/2012
Contract For
General Construction
Contract Date
Project Number
125315
Description:
1. Concrete Pavement Jointing Plan (Sheets 1 – 4): Sheets submitted per Owner request to assist Contractor
with concrete pavement joint layout and construction.
2. Concrete Pavement Thickness Sheet LS201: Per Owner request, the Concrete Walk, Concrete Paver,
Paver Edge Restraint, Asphalt Walk Details have been modified to increase the concrete thickness per
recommendations from Ground Engineering. Revised details are attached.
3. Concrete Pavement Sub grade preparation: A Geotechnical Report from Ground Engineering provides
4. East Betty Ford Way Plan and Profile Sheet C201: No revised drawing issued. Shift drain basin from
station 15+66.78 to 15+73.59 and grate elevation 8211.11.
5. Raw Water Sheet C620: Sheet to be removed from drawing set.
6. Raw Water Sheet C621: Sheet modified to route raw water along retaining wall footer. Three-inch HDPE
material revised to (1) 2-inch PE and (1) 3-inch PE tubing. Existing pipe configuration modified within
meter vault to accommodate adjacent retaining wall footing.
7. Raw Water Sheet C622: Sheet modified per revised raw water routing. Solid steel sleeve added for
crossing of East Betty Ford Way.
123 North College Avenue, Suite 206 Fort Collins, CO 80524 Phone: (970) 449-4100 Fax: (970) 449-4101
8. Water Sheet C610: Sheet revised to remove all references to C909 PVC and cathodic protection. All water
mains and fire hydrant laterals to be DIP. Revise playground restroom meter size, and pipe size /
alignment.
9. Water Sheet C611: Sheet revised to remove all references to C909 PVC and cathodic protection. All water
mains and fire hydrant laterals to be DIP.
10. Water Sheet C612: Sheet revised to remove all references to C909 PVC and cathodic protection. All water
mains and fire hydrant laterals to be DIP. Add note to reconnect VRD building water service. Revise note
to require abandonment of existing main, as opposed to removal. Revise existing concessions service to
be permanently abandoned at a time as selected by the Owner.
11. Water Sheet C613: Sheet revised to remove all references to C909 PVC and cathodic protection. All water
mains and fire hydrant laterals to be DIP. Proposed fire hydrant location and associated lateral alignment
revised.
12. Sanitary Sewer Sheet C712: Sheet revised to accommodate sanitary sewer connection as located in the
field.
13. Sanitary Sewer Sheet C711: Provide at least one piece of 20-ft C900 PVC pipe centered over revised
playground restroom water service location.
14. Details Sheet C900: Revise EBFW Inlet detail to include minimum 2.0% pipe slope and overall structure
depth of 3.0 feet from top of grade to invert of outfall pipe.
15. East Betty Ford Way Revised Grading & Planting. The grading, electric manhole elevations and planting
have been updated along East Betty Ford Way. See attached drawings for revisions.
Attachments:
LSASI1_SANITARY PLAN AND PROFILE
LSASI1_CONCRETE PAVEMENT JOINTING
LSASI1_RAW WATER PLAN
LSASI1_WATER PLAN AND PROFILE
LSASI1_CONCRETE PAVER DETAIL
LSASI1_CONCRETE CURB DETAIL
LSASI1_ASPHALT WALK DETAIL
LSASI1_PAVER EDGE RESTRAINT DETAIL
LSASI1_EBFW GRADING NEAR MEMORIAL
LSASI1_EBFW PERENNIAL COUNT REVISED
LSASI1_EBFW PLANTING PLAN FOR AREA BEHIND MEMORIAL
LSASI1_EBFW REVISED PLANT SCHEDULE FOR AREA BEHIND MEMORIAL
LSASI1_EBFW GRADING_AMPHITEATER WALL CONNECTION
Ground Engineering Geotechnical Report - Access Road Pavement Section
Civil CAD base files
Issued by:
Kurt Friesen, Senior Associate 10/01/2012
____________________ _____________________________ _________________
(Signature) (Printed Name and Title) (Date)
379 Indian Road, Grand Junction, CO 81501 Phone (970) 242-4300 Fax (970) 242-4301 www.groundeng.com
Office Locations: Englewood Commerce City Loveland Granby Gypsum Grand Junction Casper, WY
July 19, 2012
Subject: Access Road Pavement Section,
Ford Amphitheater Improvements, Vail,
Colorado
Job No. 11-6029
Mr. Chad Salli
Vail Public Works Department
1309 Elkhorn Drive
Vail, CO 81657
Dear Mr. Salli:
GROUND Engineering Consultants, Inc. (GROUND) performed a subsurface exploration
program to develop geotechnical recommendations for design and construction of the
proposed restroom facilities and Canopy Entrance at the Ford Amphitheater Park in Vail,
Colorado. Our findings and conclusions were presented in the report, Subsurface
Exploration Program, Geotechnical Recommendations, Ford Amphitheater
Improvements, Vail, Colorado, Job No. 11-6029, prepared for the Vail Valley
Foundation, dated December 30, 2011.
We understand that the access roadway to the site will be improved and that pavement
section recommendations have been requested. Evaluation of the access road
alignment subgrade was not included in our scope of services. Therefore, the pavement
section provided herein is based on extrapolation of the data available from the test
holes drilled for our December 30, 2011, report and our experience in the general project
area. It should be considered preliminary. We recommend that the exposed subgrade
be evaluated during construction so that the pavement section indicated below can be
modified, as appropriate.
Additional Geotechnical Recommendations
Proposed Ford Park Amphitheater Improvements
Job No. 11-6029
Page 2 of 6
Reference is made to our December 30, 2011 report, which contains a description of the
surface and subsurface conditions at the site, general geotechnical findings and
recommendations, and limitations on our services, which will also apply to GROUND’s
conclusions and recommendations provided herein. We consider all recommendations
in that report not specifically superseded herein to remain valid.
Pavement Section A pavement section is a layered system designed to
distribute concentrated traffic loads to the subgrade. Performance of the
pavement structure is directly related to the physical properties of the subgrade
soils and traffic loadings. Because the project pavements will be maintained by
the city, the recommended pavement sections were developed in general
accordance with town specifications, the Colorado Department of Transportation
(CDOT) and local construction practice.
Subgrade Materials Based on the limited results of our field and laboratory
studies near the proposed roadway, we estimate the subgrade soils in the area
proposed for vehicle traffic to consisted predominantly of non-plastic sand and
gravel material classified typically as A-2-4 to A-4 soils in accordance with the
AASHTO classification system, with Group Index values of 0. Based on our
experience with similar materials, we assumed a resilient modulus of 5,000 psi,
corresponding to a R-value of about 20.
It is important to note that significant decreases in soil support as quantified by
the resilient modulus have been observed as the moisture content increases
above the optimum. Therefore, pavements that are not properly drained may
experience a loss of the soil support and subsequent reduction in pavement life.
Anticipated Traffic Based on information provided by the Town of Vail,
anticipated traffic along the access road will be as follows: Light (passenger)
vehicles: 80 per day (±); Single-axle trucks: 20 per day (±); and Semi-trailer
trucks: 1 per day (±). An equivalent 18-kip, single-axle load (ESAL) value of
27,622 was estimated for a ’20-year,’ flexible pavement using these data and
CDOT loading factors. (See the attached sheet.) This ESAL value is equivalent
daily load application (EDLA) value of about 4.
If the design traffic loading differs signigicantly from the above values, GROUND
should be notified to re-evaluate the pavement recommendations below.
Additional Geotechnical Recommendations
Proposed Ford Park Amphitheater Improvements
Job No. 11-6029
Page 3 of 6
Pavement Section The estimated soil resilient modulus and the ESAL value were
used to obtain a required structural number for the project pavement. The structural
number was then used to develop a minimum pavement section using the DARWin™
computer program that solves the 1993 AASHTO pavement design equation. Pavement
parameters and calculations are summarized on the attached sheet. A Reliability Level
of 90 percent and a Terminal Serviciability Index of 2.5 were used develop the
pavement sections. Structural coefficients of 0.40 and 0.12 were used for hot
bituminous asphalt and high quality aggregate base course, respectively.
Based on the above parameters, a pavement section of 4 inches of asphalt
over 6 inches of aggregate base is indicated.
Pavement Materials Asphalt pavement should consist of a bituminous plant mix
composed of a mixture of aggregate and bituminous material. Asphalt mixture(s)
should meet the requirements of a job-mix formula established by a qualified
engineer as well as applicable municipal design requirements.
The aggregate base material should meet the criteria of CDOT Class 6
aggregate base course. Base course should be placed in uniform lifts not
exceeding 8 inches in loose thickness and compacted in accordance with
recommendations in the Project Earthwork section of GROUND’s December 30,
2011, report. Note that where those recommendations may differ from Town of
Vail standards for public roadway construction, the Town standards take
precedence.
The following information is provided based on GROUND’s experience in
the area, however, Town of Vail standards for public roadway or utility
construction should take precedence.
Subgrade Preparation GROUND recommends that shortly before paving, the
pavement subgrade be excavated and/or scarified to a depth of at least 12 inches,
moisture-conditioned and properly re-compacted. Subgrade preparation should extend
the full width of the pavement from back-of-curb to back-of-curb.
Proof Rolling Immediately prior to paving, the subgrade should be proof rolled
with a heavily loaded, pneumatic tired vehicle. Areas where water that show
excessive deflection during proof rolling should be excavated and replaced and
Additional Geotechnical Recommendations
Proposed Ford Park Amphitheater Improvements
Job No. 11-6029
Page 4 of 6
stabilized. Areas allowed to pond prior to paving will require significant re-
working prior to proof-rolling. Passing proof-rolling is an additional requirement
for pavement subgrade soils; it may be possible for soils to be compacted within
the limits noted above and fail proof rolling, particularly in the upper range of
recommended moisture contents.
Subgrade Stabilization Because of the sandy nature of some of the site soils,
they may “pump” or deflect during compaction and proof-rolling if moisture levels
are not carefully controlled and achieving a stable platform for paving may be
difficult. Chemical stabilization of the pavement subgrade may be necessary.
We anticipate that stabilization of subsurface soils with portland cement or lime
would be effective.
It is not possible to assess subgrade stability reliably on the basis of information
during geotechnical exploration or subsequent laboratory testing. It is often our
experience that where an existing pavement is removed, the underlying
subgrade exhibits instability when subjected to construction and/or traffic loading,
even where testing suggests otherwise acceptable moisture contents and
density. Therefore, it may be necessary to stabilize the majority of the existing
subgrade prior to repaving. This may require reprocessing or chemical
stabilization of existing soils or removal and replacement with other site materials
or imported soil. A geotechnical engineer should be retained to observe the
subgrade condition and stability during the removal process. If additional or
more specific information is required, then we suggest additional exploration be
performed along the proposed roadway.
Drainage and Maintenance The collection and diversion of surface drainage
away from paved areas is extremely important to satisfactory performance of the
pavement. The subsurface and surface drainage systems should be carefully
designed to ensure removal of the water from paved areas and subgrade soils.
Where topography, site constraints or other factors limit or preclude adequate
surface drainage, pavements should be provided with edge drains to reduce loss
of subgrade support. The long-term performance of the pavement also can be
improved greatly by proper backfilling and compaction behind curb, gutter, and
sidewalk.
Additional Geotechnical Recommendations
Proposed Ford Park Amphitheater Improvements
Job No. 11-6029
Page 5 of 6
Landscape irrigation in planters adjacent to pavements and in “island” planters within
paved areas should be carefully controlled or differential heave and/or rutting of the
nearby pavements will result. Drip irrigation systems are recommended for such
planters to reduce over-spray and water infiltration beyond the planters. Enclosing the
soil in the planters with plastic liners and providing them with positive drainage also will
reduce differential moisture increases in the surrounding subgrade soils.
In our experience, infiltration from planters adjacent to pavements is a principal source of
moisture increase beneath those pavements. This wetting of the subgrade soils from
infiltrating irrigation commonly leads to loss of subgrade support for the pavement with
resultant accelerating distress, loss of pavement life and increased maintenance costs.
This is particularly the case in the later stages of project construction after landscaping
has been emplaced but heavy construction traffic has not ended. Heavy vehicle traffic
over wetted subgrade commonly results in rutting and pushing of flexible pavements,
and cracking of rigid pavements. In relatively flat areas where design drainage
gradients necessarily are small, subgrade settlement can obstruct proper
drainage and yield increased infiltration, exaggerated distress, etc.
Also, GROUND’s experience indicates that longitudinal cracking is common in
asphalt-pavements generally parallel to the interface between the asphalt and
concrete structures such as curbs, gutters or drain pans. Cracking of this type is
likely to occur even where the subgrade has been prepared properly and the
asphalt has been compacted properly.
The anticipated traffic loading does not include excess loading conditions imposed by
heavy construction vehicles. Consequently, heavily loaded concrete, lumber, and
building material trucks can have a detrimental effect on the pavement. GROUND
recommends that an effective program of regular maintenance be developed and
implemented to seal cracks, repair distressed areas, and perform thin overlays
throughout the life of the pavements.
The standard practice in pavement design describes the recommended flexible
pavement section as a “20-year” design pavement; however, most pavements
will not remain in satisfactory condition without regular maintenance and
rehabilitation procedures performed throughout the life of the pavement.
Maintenance and rehabilitation measures preserve, rather than improve, the
Additional Geotechnical Recommendations
Proposed Ford Park Amphitheater Improvements
Job No. 11-6029
Page 6 of 6
structural capacity of the pavement structure. Therefore GROUND recommends
that an effective program of regular maintenance be developed and implemented
to seal cracks, repair distressed areas, and perform thin overlays throughout the
lives of the pavements. The greatest benefit of pavement overlaying will be
achieved by overlaying sound pavements that exhibit little or no distress.
Crack sealing should be performed at least annually and a fog seal/chip seal
program should be performed on the pavements every 3 to 4 years. After
approximately 8 to 10 years after construction, patching, additional crack sealing,
and asphalt overlay may be required. Prior to overlays, it is important that all
cracks be sealed with a flexible, rubberized crack sealant in order to reduce the
potential for propagation of the crack through the overlay. If actual traffic
loadings exceed the values used for development of the pavement sections,
however, pavement maintenance measures will be needed on an accelerated
schedule.
We trust that this provides the information that you needed at this time. If you have any
questions, please contact this office.
Sincerely,
GROUND Engineering Consultants, Inc.
Scott W. Richards, P. E. Reviewed by Brian H. Reck, P.G., C.E.G.
Attachments: Pavement Section Calculations
Tr
a
f
f
i
c
L
o
a
d
i
n
g
C
a
l
c
u
l
a
t
i
o
n
s
Jo
b
N
o
.
1
2
-
6
0
2
9
18
k
i
p
L
o
a
d
i
n
g
s
,
S
.
I
.
=
2
.
5
Eq
u
i
v
a
l
e
n
t
1
8
k
i
p
A
x
l
e
L
o
a
d
i
n
g
s
Hi
g
h
A
v
e
r
a
g
e
M
e
t
h
o
d
Al
i
g
n
m
e
n
t
:
Fo
r
d
A
m
p
h
i
t
h
e
a
t
e
r
A
c
c
e
s
s
R
o
a
d
ES
A
L
18
's
Lo
n
g
T
e
r
m
T
r
a
f
f
i
c
Fl
e
x
i
b
l
e
R
i
g
i
d
Pa
v
e
m
e
n
t
P
a
v
e
m
e
n
t
To
t
a
l
V
e
h
i
c
l
e
s
p
e
r
d
a
y
:
10
1
%
B
u
s
e
s
:
0
0
v
e
h
i
c
l
e
s
00
%
C
o
m
b
i
n
a
t
i
o
n
T
r
u
c
k
s
:
0.
9
9
%
0.
9
9
9
9
v
e
h
i
c
l
e
s
4,
7
6
1
7
,
4
1
0
%
S
i
n
g
l
e
U
n
i
t
T
r
u
c
k
s
:
19
.
8
%
19
.
9
9
8
v
e
h
i
c
l
e
s
21
,
8
1
0
2
4
,
9
6
4
%
C
a
r
s
&
P
i
c
k
u
p
s
:
79
.
2
1
%
80
.
0
0
2
1
v
e
h
i
c
l
e
s
1,
0
5
1
1
,
0
5
1
No
.
O
f
T
r
a
f
f
i
c
L
a
n
e
s
=
2
To
t
a
l
:
27
,
6
2
2
To
t
a
l
:
33
,
4
2
5
(t
o
t
a
l
,
b
o
t
h
w
a
y
s
)
La
n
e
F
a
c
t
o
r
:
0
.
6
0
ED
L
A
:
4
ED
L
A
:
5
De
s
i
g
n
L
i
f
e
(
Y
e
a
r
s
)
:
20
So
u
r
c
e
o
f
T
r
a
f
f
i
c
D
a
t
a
:
To
w
n
o
f
V
a
i
l
Lo
a
d
F
a
c
t
o
r
s
pe
r
1
0
0
0
V
e
h
i
c
l
e
s
:
Fl
e
x
i
b
l
e
Ri
g
i
d
Bu
s
e
s
2,
7
3
0
2
,
7
3
0
Co
m
b
i
n
a
t
i
o
n
T
r
u
c
k
s
1,
0
8
7
1
,
6
9
2
Si
n
g
l
e
-
U
n
i
t
T
r
u
c
k
s
24
9
2
8
5
Ca
r
s
&
P
i
c
k
u
p
T
r
u
c
k
s
33
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Network Administrator
Flexible Structural Design Module
Job No. 12-6029
Access Road
Flexible Structural Design
18-kip ESALs Over Initial Performance Period 27,622
Initial Serviceability 4.5
Terminal Serviceability 2.5
Reliability Level 90 %
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 5,000 psi
Stage Construction 1
Calculated Design Structural Number 2.21 in
Specified Layer Design
Layer
Material Description
Struct
Coef.
(Ai)
Drain
Coef.
(Mi)
Thickness
(Di)(in)
Width
(ft)
Calculated
SN (in)
1 Asphalt 0.4 1 4 -1.60
2 Aggregate Base 0.12 1 6 -0.72
Total ---10.00 -2.32