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TABLE A3 PIO~EER DITCH BRIDGE DATA EXISn'\'G AND DESIGN CO;'\DITI01\S PRL.\1ARY AND SECONDARY IMPROVEMEi'\TS Existin Conditions. Bridl!e Data Desil!n Conditions - Bridl!e Data - Future. 10- Year Local Draina!!e Flood i. Recommend Recommend Channel Bottom Side Low Low Top Pier Area below Channel Bottom Side Low Top of Pier Area below Design Area below i Primary Secondary Invert Width Slopes Chord of Road Width Low Chord Invert Width Slopes Chord Rood Width Low Chonl \V.S. Design W.S. Velocity ion BridueLocation Improvement Imorovement (ftngvd) (feet) (lV:XH) (ftnl!vd) (ftnl!vdl (feet) (feet^2) (ftnl!vd) (feet) (IV:XH) (ftnevd) (ftnt>vd) (feet) (feet^2) (ftngvd) (feet^2) (fn.) . cO Union Pacific Railroad *' No No 3909.9 32.6 0.0 3911.2 3920.8 8.5 173 3909.9 32.6 0.0 3911.2 3920.8 8.5 173 3914.9 100 4.8 i, I <0 Burlinl!ton Northern Railroad . No No 39Il.4 11.3 0.0 3918.2 3922.9 0 103 3911.4 11.3 0.0 3918.2 3922.9 0 103 3916.0 73 6.5 I '0 Nonh-Bound Hil!bwav 138 *' No No 3910.4 15.0 0.0 3920.4 3921.3 0 121 3910.4 15.0 0.0 3920.4 3921.3 0 121 3917.3 78 '.1 1 . i ,0 South-Bound Hil!hwav 138 *' No No 391I.l 20.0 0.0 3918.3 3921.4 0 131 3911.1 20.0 0.0 3918.3 3921.4 0 131 3918.2 134 3.6 30 SidnevAvenue *'* y" No 3914.8 10.7 0.0 3924-3924.1 3923.9 0 103 3914.2 10 1.0 3924-3924.1 3923.9 0 205 3921.9 136 3.5 I , '4 Nonh 1th Avenue ... No y" 3918.2 18.0 0.0 3928.6 3931 0 169 3918.2 18 1.3 3928.6 3931.0 0 169 3926.8 253 4.1 I , 95 Franklin Street * No No 3920.8 16.0 0.0 3930.3 3932 0 128 3920.8 16.0 0.0 3930.3 3932 0 128 3929.5 129 '.8 05 Downstream Stale Hiubwav 14 ^ Yo> No 3828.9 13.3 0.0 3936 3931.2 0 89 3928.2 12 2.0 3936.0 3931.2 0 215 3934.3 147 '.0 [ 30 Stale Hi"hwav 14 ^^ Yo> No 3930.3 3.1 0.0 3934.3 3941.8 0 13 3931.5 15 2.0 ++3942.3 ++ 0 420 3941.8 394 1.4 " Unstream State Hi bwav 14 ^^^ Yo> No 3931.8 6.0 0.8 3941-3941.8 3942.2 0 167 3931.8 8,10 1.0 ++3942.3 ++ 0 19. 3941.8 178 3.2 55 PheIos Street ^^ Yo> No 39326 3.2 0.0 3936.6 3943 0 13 3932.3 12 1.6 ++3942.5 ++ 0 289 3942.0 270 1.7 ;0 Burlin2ton Northern Railroad + No y" 3935.6 4.7 0.0 3938.6 3948.3 0 14 3935.2 5.0 2.7 ++3943.7 ++ 0 238 3943.2 214 1.7 :::s: *' Represents bridges that do not require replacement or modification for design conditions. U Sidney Avenue Bridge is part of a channel improvement reach. The existing bridge deck is adequate, but the channel configuratiOll under the bridge bas been changed. u'" No primaf}' improvements are recommended at North 1th Avenue beCause the flow is contained to the channel with the othetcbannel and bridge improvements described in the table above.. If, for some reason in the future, the stages need to be lowered upsU'eam of Ibis bridge, the sideslopes could be flared to matCh the natural channel in the vicinity of the bridge (IV:L3H). ^ The bridge downstream of State Highway 14 is part of achannel improvement reacb required to transition lbe channel realignment. The existing bridge deck is adequate, but the channel configuration under the bridge bas been changed. ^^ State Higbway 14 and Phelps Street are severely undersized. Both require a new channel configuration and a new bridge deck. The design channel configurations are trapezoidal approximations ofwbat lbe natural cbannellooks like in the vicinity of the bridge. ^^^ The bridge upstream of Stale Highway 14 requires some minorcltannel enlargement and a new bridge deck. + The Burlington Northern Railroad Bridge was not recommended as a primary improvement because it is at the very upstream end of Pioneer Ditcb and would not provide as much benefit as some of the other bridges downstream. Nevertheless, it is a severe restriction, and would warrant replacement sometime in lbe futtlre. ++ At Stare Highway 14, the bridge upstream of Stale Highway 14, and at Phelps Street, lbe low chord ele\"alions are based on the calculated stage plus 0.5 foot. This may vary according to the cjty's standard acceptable practices. The top of road ele\.ations will be ha."Cd on the low chord plus the depth of the bridge deck designed.