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A SENIOR DESIGN PROJECT TO EVALUATE
A CIVIL ENGINEERING FACILITY NEAR GRAND FORKS, ND
CE 483
Department of Civil Engineering
University of North Dakota
Design Group ID: Group 7 Transportation Engineering
Preliminary Report
Submitted to the Project Faculty advisor:
Nabil Suleiman
February 28, 2024
Table of Contents List of Tables iii Acknowledgements iv Executive Summary v Design Recommendation vii 1.0 Problem Statement and Objectives 8 1.1 Challenges During Design 8 2.0 Existing Conditions 11 2.1 Land Use 11 2.2 Existing Roadways 11 2.3 Right of Way 12 2.4 Utilities 12 2.5 Traffic 12 2.5.1 Average Daily Traffic 12 2.5.2 Pedestrian Facilities 13 3.0 Design Alternatives 15 3.1 Alternative One 15 3.3 Alternative Two 18 3.4 Alternative Three 23 4.0 Drawings and Specifications 23 5.0 Construction and Traffic Control 31 6.0 Cost Estimates 37 7.0 Conclusion and Recommendations 41 8.0 References 41
List of Figures
Figure 1 Existing Roadway Geometry 5
Figure 2 Existing 4th St Typical Section 6
Figure 3 Existing 3rd St Typical Section 6
Figure 4 Existing Gateway Dr Typical Section 7
Figure 5 Existing Traffic Volumes 7
Figure 6 Left Turn Recommendations 9
Figure 7 Right Turn Lane Recommendation 10
Figure 8 Pedestrian Crosswalk Analysis 12
Figure 9 Alternative One Gateway & N 4th St Intersection 15
Figure 10 Alternative 1 11th Ave N, Gateway Dr, and N 3rd St Intersection 16
Figure 11 Alternative 1 Gateway Dr and N 3rd St Intersection 16
Figure 12 Alternative 1 3rd St Typical Section 17
Figure 13 Alternative 1 4th St Typical Section 17
Figure 14 Alternative Two Gateway and N 4th St Intersection 19
Figure 15 Alternative 2 Gateway Dr, 11th Ave N, and N 3rd St Intersection 19
Figure 16 Alternative 2 Gateway Dr and N 3rd St Intersection 20
Figure 17 Alternative 2 3rd St Typical Section 20
Figure 18 Alternative 2 4th St Typical Section 20
Figure 19 Wilder Elementary Pickup and Dropoff Zone 22
Figure 20 Alternative 2 4th street in Front of Wilder Elementary Typical Section 23
List of Tables
Table 1 Cost Estimate for Alternative 1 26
Table 2 Cost Estimation for Alternative 2 27
Acknowledgements
The members of the University of North Dakota, Civil Engineering Design Group 7 would like to extend our gratitude to Dr. Nabil Suleiman, Curt Dunn, and David Kuharenko for serving as our advisory board. Their guidance and time have been greatly appreciated and incredibly helpful.
Executive Summary
The objective is to consider the conversion of N 3rd Street and N 4th Street from their existing one-way streets to two-way streets in Grand Forks, North Dakota. The alternatives designed for this project convert N 3rd Street and N 4th Street to two-way streets, reconstruct the north side of Gateway Drive and N 3rd Street and 4th Street, or change nothing. The goals for this project include conversations on safety, efficiency, and sustainability. This significant urban planning initiative, encompassing the area between Gateway Drive and University Avenue, is poised to bring about a myriad of benefits, with a particular emphasis on these specific goals.
The conversion to two-way streets is anticipated to significantly enhance safety by simplifying the traffic flow and minimizing complex intersection dynamics in these areas. This aims to create a secure transportation environment for all vehicles and pedestrians in the area.
Not only do these alternatives enhance safety, but these alternatives also consider the increase in efficiency by using a redesigned street layout. The goal in mind when designing alternatives for these streets is to optimize traffic flow, reduce congestion, and offer a more streamlined transportation experience throughout the city. This has a far-reaching implication for convenience, productivity, and overall higher quality of life. The last of the more prioritized goals in consideration is the sustainability factor of this conversion. With an emphasis on the possible impact of converting from one-way streets to two-way streets, the alternatives minimize disruption of the environment and surroundings to maximize sustainability efforts.
Other factors considered in the process of designing alternatives for the idea of transforming N 3rd Street and N 4th Street’s one-ways are the optimization of traffic signals, working within traffics codes, cost, and possible limitations and constraints.
The existing traffic signals and their proximity to the proposed changes are analyzed to ensure that the signal design aligns with the city’s traffic control standards and guidelines. The project’s designs adhere to the North Dakota Department of Transportation (NDDOT) Traffic Operations Manual as well as considering the need for left turn lanes, right turn lanes, and traffic signals at intersections. The design decisions are made in alignment with traffic control standards to ensure safety and efficiency. Another factor that is being investigated is the estimated costs for the three design alternatives. The conclusion derived from the data suggests that the first alternative of changing N 3rd Street and N 4th Street from one-way to two-way would be costly. The limitations considered in these alternatives include restricted space surrounding the one-way streets in this project’s scope. The impact on the existing businesses and other surrounding existing structures are considered in preserving the right-of-way and possible implications for pedestrians and school access.
Design Recommendation
The group performed thorough investigations into multiple alternatives for the proposed 2 Way street conversion project and determined that a complete overhaul to the roadway geometry, layout, and flow of traffic surrounding Wilder Elementary is necessary to provide the greatest positive influence upon the school, and surrounding area (Reference Design Alternative 2 Below). This work will include, but is not limited to the removal of a current traffic light system along Gateway Dr, and 11th Avenue N, and replace it with a new traffic light at Gateway Dr, and N 4th Street. A raised median installed extending from N 3rd Street, to N 4th Street along Gateway Dr. Closure of 11th Avenue N, and conversion into a hammer-ended turnaround. And an added Right turn lane onto N 3rd Street from traffic heading east along Gateway Drive. These Changes will help improve, and align with the city’s goals for transportation quality, as well as those who it directly affects. The proposed changes do not only impact mobility, but also the overall urban experience for residents and visitors, positioning Grand Forks as a city that embraces modern urban planning principles to prioritize the overall health of the transportation networks of their community.
2
1.0 Problem Statement and Objectives
Group seven’s objective is to convert N 3rd Street from one-way to two-way streets. Conversion of these two streets from one-way to two-way is between the limits of Gateway Drive and University Avenue in Grand Forks, North Dakota. The new layout prioritizes safety, efficiency, and sustainability. Within the design, many challenges are described and addressed.
1.1 Challenges During Design
Wilder Elementary School is located between N 3rd Street and N 4th Street and immediately adjacent to Gateway Drive.
A chain link fence separates N 3rd Street from Wilder Elementary School. Additional signs are also implemented to improve safety around the school. The pedestrian tunnel under Gateway Drive remains intact and sees improvements and upgrades.
N 3rd Street currently has a left turn lane and a right turn lane and could not support a southbound lane as is.
In both design alternatives, N 3rd Street only accommodates right turns from N 3rd Street onto Gateway Drive and right turns from Gateway Drive to N 3rd Street. This provides a safer environment and restricts Gateway Drive traffic from making a left turn onto N 3rd Street without a traffic light.
There is an existing traffic signal at Gateway Drive and N 3rd Street and 11th Avenue N so adding additional signals at N 3rd Street or N 4th Street would be too close to the existing traffic signal.
Alternative one features minimal changes to the current setup and only requires new striping of pavement markings. The traffic signal stays in its current location. In alternative two, the traffic signal at 11th Avenue N is removed and a new traffic signal is placed at the intersection of Gateway Drive and N 4th Street.
Currently, N 4th Street only allows parking on the west side of the road, however vehicles dropping off and picking up school children from Wilder Frequently Park on the east side. So, the new layout should address this concern.
In both design alternatives, a drop off and pick up section is exclusively designed for Wilder Elementary. N 4th Street is widened between 11th Avenue N and 10th Avenue N for the addition of this lane.
Could N 3rd Street and/or N 4th Street be realigned to better connect to the streets north of Gateway Drive?
Alternative two realigns N 4th Street with Gateway Drive. This improves the street’s safety and efficiency.
Could N 3rd Street be changed to a cul-de-sac and not connect to Gateway Drive?
The design team reviewed this concept but decided against it. There is enough room to construct a cul-de-sac, but keeping both streets connected to Gateway Drive provides better traffic flow and prevents all traffic being forced onto N 4th Street. Cul de sac is a very possible option, but the design team prefers to keep connection of 3rd St to Gateway Dr.
Is it feasible to purchase/relocate business if additional property is required?
Alternative two requires right-of-way purchase for the hammerhead on 11th Avenue N. The additional turn lane will also require right-of-way if one is installed.
If N 3rd Street and/or N 4th Street are realigned how does this impact the existing shared use path?
Both alternatives do not impact the shared use path. The shared path remains in its current location.
Project Limits: N 3rd St & N 4th St between Gateway Drive and University Ave in Grand Forks, North Dakota.
Figure x. Project Limits
2.0 Existing Conditions
2.1 Land Use
Most of the land adjacent to N 3rd Street and N 4th Street is single family residential. At each end of the project area for N 3rd Street and N 4th Street, the land use is commercial. The land surrounding the project area on Gateway Drive is used for commercial purposes. The impacts of these residents and businesses will be specified.
2.2 Existing Roadways
Figures, #, #, and # show the existing typical sections for N 3rd Street, N 4th Street, and Gateway Drive.
Fig #. N 3rd Street Existing Typical Section
Fig #. N 4th Street Existing Typical Section
Fig #. Gateway Drive Existing Typical Section
2.3 Right of Way
The Right of Way (ROW) for N 3rd Street varies from 44 feet wide to 73 feet wide. The roadway width varies from 28 feet to 43 feet. The berm on each side of the roadway varies from 1 foot to 15 feet. There is a 6-foot-wide sidewalk on each side of the roadway. The ROW for N 4th Street is 66 feet wide. The roadway width is 36 feet wide. There are berm widths of 15 feet on each side of the roadway. There is a 6-foot-wide sidewalk on each side of the roadway. The ROW width for Gateway Drive varies from 79 feet to 99 feet. There is a 4.5-foot-wide sidewalk that is flush to the curb on each side of the roadway. There are varying widths of berm on each side of the roadway.
2.4 Utilities
There are underground utilities within the area of the project. There are electrical, telephone, and fiber optic cables beneath the ground. There are also stormwater and sanitary lines underground. These underground utilities will need to be identified to ensure they are not damaged during construction.
2.5 Traffic
2.5.1 Average Daily Traffic
Figure # shows the average daily traffic (ADT) for N 3rd Street, N 4th Street, Gateway Drive, and the surrounding streets. These values are obtained from the Grand Forks GIS and from the year 2022. N 3rd Street has an ADT of 1,005. N 4th Street has an ADT of 400. Gateway Drive has an ADT of 16,380.
Fig #. 2022 Grand Forks GIS Traffic Volumes
2.5.2 Pedestrian Facilities Figure # shows the current off-road bike facilities. The red line intersecting Gateway Drive is a shared use tunnel open year-round. Shown in Figure # is the shared use path and the entrances to the tunnel. The path has a branch that leads directly to Wilder Elementary School.
Fig #. Existing Bike Facilities
Fig #. Existing Shared Use Path and Tunnel
3.0 Design Alternatives
In this section, the design alternatives for the intersections of N 4th Street and Gateway Drive and N 3rd Street and Gateway Drive are discussed. The proposed changes surrounding Wilder Elementary School are also discussed.
3.1 Alternative One
The first alternative focuses primarily on providing minimal change to the layout surrounding Wilder Elementary. The proposed alternative consists of converting N 3rd Street and N 4th Street from Gateway Drive to University Avenue into two-way streets. Adding raised medians between the intersections of Gateway Drive, N 4th Street, and N 3rd Street allows for restricted access to right-in and right-out lanes along the minor streets. Within the raised median, designated left turn lanes will be added. Based upon the NDDOT traffic operations manual, for controlled turn lanes on a 35-mph road, 100ft of full width length is designated, as well as a 144 ft taper length, at a 12:1 slope. This turn lane design is utilized in both alternatives. This provides little change to the roadway alignment and geometry, making the process easier. Proper signage and traffic lighting will be readjusted and replaced to ensure safe transportation along the whole length of both roadways. Four-way stops will be implemented at the intersections of University Avenue, N 3rd Street, and N 4th Street.
Figure 12.
Alternative One Gateway Drive & N 4th Street Intersection
Figure 13. Alternative 1 11th Ave N, Gateway Drive, and N 3rd Street Intersection
Figure 14. Alternative 1 Gateway Drive and N 3rd Street Intersection
Figure 15. Alternative 1 N 3rd Street Typical Section 3+00 to 32+00
Figure 16. Alternative 1 N 4th Street Typical Section 0+50 to 37+00
Figures 12, 13, and 14 show the intersections of Gateway Dr, N 4th Street, and N 3rd Street respectively. Figure 12 represents a raised median between the intersection of Gateway Drive and N 4th Street to restrict the intersection to right-in and right-out turns only. Figure 13 represents the intersection of 11th Avenue N and Gateway Drive. This intersection will be minimally changed. The difference is that the left turn lane onto 11th Avenue N will be shortened to make room for the raised median. Figure 14 represents the intersection of Gateway Drive and N 3rd Street. This intersection will have an added raised median for similar reasons to the intersection of N 4th Street and Gateway Drive. N 3rd Street and N 4th Street are both converted to two-way streets to offer more mobility to the surrounding neighborhood. The ultimate concern with this strategy is safety. The roadway layout needs to change. Converting from one-way to two-way roads offers new mobility without getting rid of old travel patterns. With this option, decisions regarding safety are of high priority.
Since the conversion of N 4th Street and N 3rd Street will extend to University Avenue, a rework of those intersections is addressed to account for the change in traffic flows. Since there is already a two-way stop at the intersection with the one-way having the right of way, there is no change to the intersections. This accounts for the increase in traffic at N 3rd Street and N 4th Street. The signage is adjusted to function for two-way traffic and to modify any necessary parking arrangements. This is applied to both alternatives because University Avenue is far enough away from the school for its intersection to affect Wilder Elementary.
3.3 Alternative Two
The second alternative proposes major changes to the N 3rd Street, N 4th Street, and Gateway Drive intersections. A complete overhaul redesign is made to the roadway layouts and geometries. At the intersection of N 4th Street and Gateway Drive, a new traffic light system will be employed. A raised median will run from the intersection of N 4th Street and Gateway Drive to the intersection of Gateway Drive and N 2nd Street. This alternative brings greater construction costs, as well as a greater time for this project to be designed, approved, and constructed. A major concern facing this alternative is preventing unauthorized left turns onto Gateway Drive from the streets south of the intersection.
Figure 17. Alternative Two Gateway Drive and N 4th Street Intersection
Figure 18 . Alternative 2 Gateway Drive, 11th Avenue N, and N 3rd Street Intersection
Figure 19 . Alternative 2 Gateway Drive and N 3rd Street Intersection
Figure 20. Alternative 2 N 3rd Street Typical Section 3+00 to 32+00
Figure 21. Alternative 2 N 4th Street Typical Section 0+50 to 3+50, 7+00 to 37+00
Figure 18 represents the new layout for the proposed signalized intersection at Gateway Drive and N 4th Street. An added right turn lane will be proposed on 4th Street to head east onto Gateway Drive. Property acquisition will have to be obtained from fox radiators. The current inlet will be turned into a type C R-1733 manhole. Figure 19 represents the intersection of 11th Avenue N and Gateway Drive. In the proposed layouts for the second alternative, on the north side of Gateway Drive and the N 3rd Street/11th Avenue N intersection, the traffic signal is removed and the north leg of N 3rd Street is converted into a right-in-right-out street. N 4th Street is turned into a signalized intersection. Figure 20 represents the proposed intersection for Gateway Drive and N 3rd Street. The raised median will extend through 3rd Street to convert the intersection into a right-in-right-out intersection only. A right lane will be implemented heading east on Gateway Drive turning onto N 3rd Street to prevent any backup of the through lane and to allow for a comfortable right turn. The intersection of Gateway Drive and N 3rd Street/11th Avenue N is converted to a right-in-right-out intersection and the raised median will prevent left turns. A crosswalk is designed at the intersection of N 4th Street and Gateway Drive to redirect crossing and allow safe travel. It also gives a crossing route for when the pedestrian underpass is flooded. N 4th Street on the south side is widened to create room for turn lanes. On the north side of Gateway Drive, N 4th Street has a left turn lane and a right/thru lane. The south side of Gateway Drive and N 3rd Street is turned into a right-in-right-out street. A right lane is added to reduce the impact of eastbound traffic on Gateway Drive. The median extends from N 4th Street to N 2nd Street to prevent unauthorized left turns. 11th Avenue N is closed off and turned into a hammerhead turnaround. The catch basins shown above will be readjusted to the geometry of the hammer-ended section. Property acquisition will need to be acquired from fox radiators to create room for this change. This allows for extra pickup and drop-off space and allows for easy access out of 11th Avenue N, as well as snow removal during the winter months.
Figure 22.
Wilder Elementary Pickup and Dropoff Zone
Figure 23. Alternative 2 N 4th Street Typical Section 3+50 to 7+00
Shown in Figure 19 is a proposed pick-up/drop-off zone along the north side of N 4th Street adjacent to the school. No parking signs will be added for regular school hours to prevent clogging of the lane from performing regular school functions. This allows for extra pick-up spots for parents and buses to pick up children on the same side of the school to reduce the chance of accidents occurring.
3.4 Alternative Three
The third alternative is to make no changes. It is possible that Wilder Elementary could be closed in the future. The reason behind the closing of this school could be a lack of capacity. There are already two portable classrooms on the school property. With enough inflow of incoming students, the idea of creating a bigger school on a different site would be a more feasible option than to keep the school open. Another concern is the safety of the students. As more students are enrolled in the school, more inflow of traffic due to more drop offs is inevitable. This could cause complete failure of the current roadways, regardless of any adjustments to prevent it. This would cause any changes to the roadway geometry and layout around the school to be unproductive because there would not be safety concerns regarding the school.
4.0 Drawings and Specifications
Special Details – Standard Drawings
5.0 Construction and Traffic Control
DESCRIPTION OF WORK
Throughout the project limits, the following work shall be done as directed by the Engineer and as per the North Dakota Standard Specifications
Conversion of N 3rd Street & N 4th Street from One- way to Two-way street
Intersection Realignment at 4th Street & Gateway Drive
Intersection Improvement at N 3rd Street & Gateway Drive
Installation of new Traffic Signal at N 4th Street & Gateway Drive
Construct new Right Turn Only Lane on Gateway Drive at N 3rd Street
Construction Stages
Stage 1
Convert 11th Ave N & Gateway Drive to Hammer Head
A. Close 11th Ave N between N 4th Street & Gateway Drive.
B. Remove existing traffic signal at 11th Ave N & Gateway Drive
C. Construct hammerhead at 11th Ave N & Gateway Drive to create Dead End
Stage 2
Convert N 4th Street to Two Way Street
A. Realignment of N 4th Street & Gateway Drive Intersection
B. Use Barricades to close N 4th Street between Gateway Drive & 11th Ave N
C. Setup Detour Route for Southbound traffic N 4th Street traffic coming from Gateway Drive
D. Detour all traffic from N 4th Street to N 5th Street & then 11th Ave N back onto N 4th Street
E. See Detour Plan in Traffic Control Section
F. Construction of New Sidewalk Ramp at Intersection
G. Install new Traffic Signal
Stage 3
Pave N 4th Street Between Gateway Drive & University Avenue
A. Mill 1 ½" of existing concrete
B. Remove and repair Concrete Patches
C. HMA Overlay 1 ½" 4th Street
D. Extend 4th St Closure from Gateway Street to University Avenue
E. Street Parking will be moved to Rear of Houses
F. Detour School Buses to N 5th Street to University Ave then to N 3rd Street onto 10th Ave N for drop off & Pickup.
G. See Detour Plan in Traffic Control Plan
Stage 4
Convert N 3rd Street to Two Way Street.
A. Realignment of N 3rd Street & Gateway Drive Intersection
B. Use Barricades to close N 3rd Street between Gateway Drive & 10th Ave N
C. Setup Detour Route for Northbound N 3rd Street traffic going to Gateway Drive
D. Detour all traffic from N 3rd Street to 10th Ave N & then N 5th Street back onto Gateway Drive
E. See Detour Plan in Traffic Control Section
F. Extend Closure from Gateway Drive to University Ave
G. HMA Pavement for N 3rd Street
The plan of action regarding traffic control and, how to move vehicles, and pedestrians through the construction of the proposed layout will be implemented in 3 phases. Highlighted below, is those 3 phases highlighted in greater detail. It is important to note that N 3rd Street, and N 4th Street will not be open to two-way traffic until full completion of construction, as it is not feasible, and not safe to open until construction along gateway dr is completed.
Phase 1:
The area concerning Phase 1 is the intersection of 11th Avenue N and Gateway Drive. This part of the process will include the removal of the current traffic signals; constructing the right turn lane going into N 3rd Street, and construction of the hammer ended intersection as well as the storm sewer adjustment.
Figure x. Phase 1: Traffic Control Work Zones
Shown in figure x is the proposed layout of the traffic control devices utilized during the first phase. Shown in yellow represents work areas, and road closures. Channeling devices utilized will be tubular markers for daytime, and speeds not exceeding 40 miles per hour. Road closure barricades will be type III barricades with road closure signs attached, per NDDOT standards. N 3rd Street will be converted into a temporary right-out lane to prevent any confusion to drivers planning to turn left onto Gateway Drive. 11th Avenue N, on both sides of Gateway Drive will be closed to allow for room to remove the current traffic signals, as well as the construction of the hammer ended turnaround, and the adjustments made to the storm sewer. Gateway Drive will be reduced to the outside lane in each direction to allow for construction of the raised median.
Phase 2:
Phase 2 will occur at the intersection of N 4th Street and Gateway Drive. The scope of work nucleus in this phase includes the installation of the new traffic signal, as well as the implementation of signal timing, and crosswalk adjustment. N 4th Street will be widened to allow for the added right turn lane, the conflicting storm sewer will be readjusted. Gateway Drive will be reduced to the inside lane both ways to allow for construction room. Shown in figure x below highlighted in yellow shows the lane closures and work zones to complete these actions. Shown in figure x below, highlighted in purple arrows shows a detour route to manage the partial N 4th Street closure.
Figure x. Phase 2: Traffic Control Work Zones
Figure x. Phase 2: Traffic Control Detour Map
Phase 3:
The last phases will encompass completely opening up N 3rd Street and N 4th Street as new two-way pairs. This will include repaving N 3rd Street and N 4th Street beginning with N 4th Street. Road closure will extend all the way from 11th Avenue N to University Avenue, and a detour plan will be enacted highlighted in purple arrows in figure x below. 10th Avenue N will still remain accessible to allow for bus pick up and drop off. Similar to N 4th Street, N 3rd Street will be closed from Gateway Drive, extending to University Avenue. N 4th Street will open to two way traffic and all N 3rd Street traffic will be routed to N 4th Street. Signage removal and readjustment along the street length extending from Gateway Drive to University Avenue, Turning the intersections of N 3rd Street and N 4th Street, and University Avenue into 4 way stops to adjust for new traffic flows, creation of pickup and drop off zone along N 4th Street along the side of the school, and pavement markings as needed along the whole project area.
Figure x. Phase 3: N 4th Street Detour Map
6.0 Cost Estimates
Table 2 shows the cost estimate. These are conservative values because exact dimensions and plans are still in development. The most expensive bid item is the traffic signal system designed for the intersection of Gateway Drive and N 4th Street and accounts for most of the estimate. Traffic control signs were estimated using “ Traffic Control Requirements for NDDOT Operations on Highways and Streets” for lane closures on a multi-lane road with reduced speed. The template for the traffic control is shown in Figure 24.
|
Description |
Price Per Unit |
Quantity |
Unit |
Total |
|
Removal of Trees |
$ 1,500.00 |
8 |
EA |
$ 12,000.00 |
|
Removal of Concrete Sidewalk |
$ 36.00 |
140 |
SY |
$ 5,040.00 |
|
Removal of Curb and Gutter |
$ 11.00 |
675 |
LF |
$ 7,425.00 |
|
Removal of Concrete Pavement |
$ 36.00 |
1000 |
SY |
$ 36,000.00 |
|
Removal of Asphalt |
$ 17.00 |
70 |
SY |
$ 1,190.00 |
|
Removal of Signs |
$ 10.00 |
65 |
EA |
$ 650.00 |
|
Common Excavation |
$ 8.00 |
2200 |
SY |
$ 17,600.00 |
|
Mobilization |
$ 50,000.00 |
1 |
L SUM |
$ 50,000.00 |
|
Obliteration of Pavement Markings |
$ 2.00 |
500 |
LF |
$ 1,000.00 |
|
Inlet Protection |
$ 150.00 |
11 |
EA |
$ 1,650.00 |
|
Geosynthetic Material - Type G |
$ 2.00 |
2200 |
SY |
$ 4,400.00 |
|
Adjust Manhole |
$ 2,000.00 |
1 |
EA |
$ 2,000.00 |
|
Adjust Storm Inlet |
$ 1,400.00 |
2 |
EA |
$ 2,800.00 |
|
Curb & Gutter - Type 1 |
$ 50.00 |
1800 |
LF |
$ 90,000.00 |
|
Concrete |
$ 270.00 |
1900 |
SY |
$ 513,000.00 |
|
Traffic Signs |
$ 25.00 |
100 |
SF |
$ 2,500.00 |
|
Construction Traffic Signs |
$ 4.00 |
40 |
EA |
$ 160.00 |
|
Delineator Drums |
$ 22.00 |
80 |
EA |
$ 1,760.00 |
|
Tubular Markers |
$ 6.00 |
50 |
EA |
$ 300.00 |
|
Sequencing Arrow Panel |
$ 800.00 |
2 |
EA |
$ 1,600.00 |
|
Detectable Warning Panel |
$ 52.00 |
8 |
EA |
$ 416.00 |
|
Sidewalk Concrete |
$ 120.00 |
125 |
SY |
$ 15,000.00 |
|
Epoxy PVMT MK Line |
$ 2.00 |
2500 |
SF |
$ 5,000.00 |
|
Epoxy PVMT MK Message |
$ 16.00 |
250 |
SF |
$ 4,000.00 |
|
Revise Traffic Signal System |
$ 50,000.00 |
1 |
EA |
$ 50,000.00 |
|
Remove Traffic Signal System |
$ 30,000.00 |
1 |
EA |
$ 30,000.00 |
|
|
|
|
Total |
$ 855,491.00 |
|
|
Total with Contract Bond at 1% |
$ 864,045.91 |
Figure 24. Gateway Drive Traffic Control Diagram
7.0 Conclusion and Recommendations
8.0 References
APPENDIX A
STANDARD SPECIFICATIONS
105.10 CONSTRUCTION STAKING
The Engineer will provide and set construction stakes and marks that establish lines, slopes, grades, and other engineering details, and provide the Contractor with all necessary information relating to them. The Department is responsible for the accuracy of construction stakes and marks established by the Engineer. Notify the Engineer at least 14 calendar days before starting the work and provide a description of the staking necessary to start the work. After the work has begun, notify the Engineer at least 48 hours of the need for staking, excluding Saturdays and holidays, and provide a description of the needed staking. The Department is not responsible for delays in setting stakes if the Engineer does not receive the required notice. Before starting the work, examine all stakes, measurements, and marks to determine their intent. Protect and preserve all stakes and marks. If the Contractor destroys or disturbs stakes or marks, the Department will repair or replace the stakes and marks and will deduct the cost of repair or replacement from monies due or to become due the Contractor
105.11 INSPECTION OF WORK
All material, the production of material, and each part or detail of the work is subject to inspection. Provide the Engineer access to all parts of the work and provide information and assistance as required by the contract to allow the Engineer to perform a complete and detailed inspection. Remove or uncover portions of the work as requested by the Engineer. After examination, restore the work to the standard required by the contract. If the work is acceptable, the Department will pay for the costs of uncovering, removing, and restoring the work in accordance with Section 104.02, “Contract Revisions.” If the work is unacceptable, uncover, remove, and restore the unacceptable work. The Department will not pay the Contractor for the costs to uncover, remove, and restore unacceptable work. Section 105 46 Any work performed or materials used without inspection by the Engineer may be ordered removed or uncovered and replaced at the Contractor’s expense, unless the Engineer failed to inspect after having been given notice that the work was to be performed. When any unit of government, political subdivision, utility owner, or railroad company is to pay a portion of the cost of the work covered by this contract, its respective representatives also have the right to inspect the work. This act of inspecting does not make the unit of government or political subdivision, the utility owner, or the railroad company a party to the contract, and shall not interfere with the rights of either party to the contract.
201.04 CONSTRUCTION REQUIREMENTS
The Engineer will establish the right of way and construction limits and designate the items to remain. Remove trees and stumps located within the boundaries of the roadbed to a depth of 3 feet below the final dirt grade. Remove trees and stumps located outside the boundaries of the roadbed and within the construction limits to a depth of 18 inches below the final dirt grade. Prune branches and remove loose bark on trees or shrubs that were broken, cut, or scarred during construction activities. Trim tree branches extending over the roadbed to give a clear height of 20 feet, or according to local ordinances, whichever is greater. The Engineer may allow burning of perishable materials when permitted under applicable laws and ordinances. Provide a watch person on site to monitor the burning of perishable materials. Backfill and compact all cavities with a suitable material, except in areas to be excavated. Compact backfill material within the boundaries of the roadbed as specified in Section 203.04 G.2, “Compaction Control, Type A”. Compact backfill material outside the boundaries of the roadbed as specified in Section 203.04 G.4, “Compaction Control, Type C”.
201.05 METHOD OF MEASUREMENT
The Engineer will measure as specified in Section 109.01, “Measurement of Quantities” and as follows: The Engineer will measure stumps by the average diameter of the stump at ground level. Stumps 8 inches in diameter or less will be included in the bid item “Clearing & Grubbing” or “Removal of Trees & Brush”. The diameter of trees will be measured at a height of 24 inches above the existing ground. Trees will be classified based on Table 201-01
201.06 BASIS OF PAYMENT
Pay Item Pay Unit Clearing & Grubbing Acre or Lump Sum Removal of Trees Acre Removal of Trees __IN Each Removal of Trees & Brush Lump Sum Stump Removal Each Tree removal bid items include the cost of removing stumps created when cutting trees. The “Stump Removal” bid item applies only to pre-existing stumps. If no specific bid items for tree and stump removal are included in the contract, include the cost of tree and stump removal in the contract unit price for “Clearing & Grubbing” or “Removal of Trees & Brush”. Such payment is full compensation for furnishing all materials, equipment, labor, and incidentals to complete the work as specified.
SECTION 203 EXCAVATION AND EMBANKMENT 203.01 DESCRIPTION
A. General.
This work consists of the excavation, haul, placement, disposal, and compaction of embankment material.
B. Common Excavation.
Common excavation consists of excavation within the right of way, not otherwise classified.
C. Rock Excavation.
Notify the Engineer if detached rocks having a volume of 0.5 cubic yard or larger are discovered or if rock excavation methods are required for the excavation of material or boulders. Rock excavation methods include: − Blasting, before material can be excavated and removed; or − Material that requires heavy-duty dozer-mounted rippers or dozer blades to break the material into chunks of more than one cubic foot, before material can be excavated and removed.
D. Shale Excavation.
Notify the Engineer if shale excavation is required before performing the excavation. Shale excavation includes: − Excavating material that is laminated, fissile, or sedimentary material that is principally composed of fine-grained particles; or − Material that requires heavy-duty dozer-mounted rippers or dozer blades to break the material into chunks of one cubic foot or less, before material can be excavated and removed.
E. Muck Excavation.
Notify the Engineer if muck excavation is required before performing the excavation. The Engineer will classify the excavation as muck when both criteria below are met: − The material is a saturated mixture of soils and organic matter unsuitable for use as embankment; and − The material cannot be excavated using the methods the Contractor is using to perform the majority of the surrounding excavation.
F. Borrow Excavation.
Borrow Excavation consists of the use of material obtained from outside the right of way for construction. Borrow may be obtained by either the Contractor or the Department, depending on the specific contract requirements.
SECTION 251 SEEDING
251.01 DESCRIPTION
This work consists of seeding disturbed areas.
251.02 EQUIPMENT
A. Class I, II, III, and Wetland Seed Mixture Equipment.
Use a grass drill equipped with double disk furrow openers that are:
− Spaced no greater than 8 inches apart;
− Individually mounted;
− Adjustable;
− Spring loaded;
− Capable of planting seeds at depths between 1/4 and 3/4 inches; and
− Packer wheels meeting one of the following requirements: • Mounted individually to each furrow opener and have an adjustable spring tension; or
• Mounted independently with a press wheel positioned to follow directly behind each furrow opener.
Equip the seed box with:
− A positive feed mechanism that meters seed in a uniform manner with agitators that prevent seed bridging; and
− Baffles or partitions that keep all seeds uniformly mixed during drilling.
If chaffy native grasses (sideoats grama, big bluestem, or Indiangrass) are part of the seed mixture, equip the seed box with a positive picker-wheel mechanism with oversize teeth and auger style agitators that meters the chaffy native grasses either in a mixture or separately in a uniform manner.
B. Temporary Cover Crop Seed Mixture Equipment.
Use a seed drill that provides a uniform flow of seed at the required rate and a planting depth between 1/2 and 1 1/2 inches.
251.03 MATERIALS
A. General. Furnish seed that meets or exceeds Pure Live Seed requirements for the specified seed. Use seed that contains no prohibited noxious weed seeds and contains less than 25 seeds per pound of restricted noxious weed seeds. North Dakota Department of Agriculture classifies noxious weeds at www.nd.gov/ndda. The Engineer will not accept seed that is wet, moldy, or damaged.
B. Seed Testing.
Provide seed that has been tested for purity and germination within 12 months of the planting date by one of the following methods: Section 251 160
− North Dakota Seed Department, Seed Lab;
− Commercial seed testing lab; or
− A registered member of the Society of Commercial Seed Analysts. Provide the certified lab test report with copies of testing results for each seed species. Submit the report and results before beginning seeding operations.
SECTION 411 MILLING PAVEMENT SURFACE
411.01 DESCRIPTION
This work consists of milling pavement surface.
411.03 MATERIALS
Reserved.
411.04 CONSTRUCTION REQUIREMENTS
Remove deleterious material from the pavement before milling. Mill the surface parallel to the centerline, beginning at the centerline and progressing outward to the edge of pavement. If using the adjacent lane for traffic, do not leave a longitudinal drop off in place for greater than one day. Provide a smooth transition to the original pavement surface when stopping.
Mill the surface to prevent water from ponding on surface.
Provide a milled surface free of irregularities exceeding 1/4 inches when measured with a 10 foot straightedge.
Remove loose material from the milled surface before opening to traffic.
Coordinate milling and paving operations so that no section of milled roadway has public or construction traffic operating on it for more than 5 days. If public or construction traffic operates on the milled surface for more than 5 days, repair the roadway as directed by the Engineer at no additional cost to the Department.
APPENDIX B
DRAWINGS
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