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<br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br />C <br /> <br />11 <br />20THE PURPOSE OF THIS STUDY IS TO COMPUTE FLOOD ELEVATIONS FOR BOXELOER CK <br />200VERFLOW CHANNEL BETWEEN CO RO 50 (1 MILE S OF BUDWEISER BREWERY) ANO <br />20REENTRY POINT OF O.F. CHANNEL TO MAIN CHANNEL (SHORT OISTANCE S OF HWY <br />2014 E OF FT COLLINS.) THE O.F. CHANNEL RUNS ALONG THE E SlOE OF [-25. THE <br />20S0IL CONSERVATION SERVICE (SCS) HAD STUDIED THE MAIN & a.F. CHANNELS N <br />200F CO RO 50. SIMONS, LI, & ASSOCIATES, INC.(SLA) HAD STUDIED ONLY THE <br />20MAIN CHANNEL S OF CO RD 50. THIS STUOY WILL ALSO REDO THE MAIN CHANNEL <br />20(WITH ONLY ONE LOW DISCHARGE) PORTION IN THE STUDY REACH. <br />20SPECIFICALLY, THE PURPOSE OF THIS STUDY IS TO CONNECT SLA'S CRITERIA <br />20(THEIR DISCHARGES & ELEVATIONS OF THE MAIN CHANNEL AT THE REENTRY POINT) <br />20WITH SCS'S STARTING CRITERIA (ELEVATIONS & DISCHARGES) AT CO RO 50. <br />20THIS ALSO INCLUDES SEVERAL SPLITTING, COMBINING, & LOSSES OF OISCHARGES <br />20BECAUSE OF ARTIFICIAL BARRIERS & FLOWWAYS. <br />20THE SLA STUOY ORIENTATEO ALL OF THEIR SECTIONS LEFT TO RIGHT WHILE <br />20LOOKING UPSTREAM. THIS STUOY MAINTAINS THAT ORIENTATION. <br />20XS'S 20 & 21 (PART OF SLA STUOY) ARE IN THE MAIN CHANNEL & ARE KEPT THAT <br />20WAY FOR THIS STUOY. THE O.F. CHANNEL 0 ENTERS THE MAIN CHANNEL BETWEEN <br />20XS'S 21 & 23. <br />20DISCHARGES AT THIS POINT ARE RESULT OF LOSSES FROM ROUTINGS FROM CO RD 50 <br />20TO THIS POINT. STARTING RATING RELATING ELEVS. & OT'S WAS OERIVED FROM <br />20SLA OUTPUT OATA. <br />23XS 22 IS NOT USED; XS 23 IS KEPT INTACT IN MAIN CHANNEL AND IS <br />23ALSO EXTENDED LEFTWARD TO INCLUDE THE O.F. CHANNEL. <br />230T-CHANGES. SPLIT BETWEEN O.F. & MAIN CHANNELS. <br />24A LARGE BUILDING EXISTS ABDUT 600 FEET DWSTR FROM HWY 14. XS24 IS <br />24IMMEOIATELY UPSTR. FROM THE BUILDING. XS24 WAS PARTIALLY BLOCKED OUT AS <br />24A NON-EFfECTIVE FLOW AREA. FLOOD WATERS FLOW AROUND THE BUILDING AND <br />24ELEVS. ARE HIGHER & THE FLDW PATH IS WIDER THAN CDMPARED TD A <br />24 "NO BUILDING" SITUATION. <br />25HWY 14. <br />210T-CHANGES. SDME OT ENTERS MAIN CHANNEL TO E BETWEEN XS21 & HWY 14. SOME <br />210T FLOWS OVER 1-25 AND IS LOST.COMPUTERIZEO VERTICAL EXTENSION OF <br />270F LT OF SECTION 27 IS O.K.; IT IS A VERTICAL SEPARATION LINE BETWEEN <br />270.F. CHANNEL AND FLOW OVER THE ROAD. <br />280T-CHANGES; UPSTREAM FROM LOSSES AT XS 21. <br />28A LARGE BUILDING EXISTS ABOUT 80 FEET OOWNSTREAM FROM THE RAILROAD. XS'S <br />2828 & 29 ARE S & N OF THE BUILDING, RESPECTIVELY. THREE SECTIONS (28.1, <br />2828.2,&28,3) WERE LOCATED ACROSS THE LONG & WIDE BUILDING TO ACCURATELY <br />280EFINE THE EFFECTS ON FLOW. THERE IS NO BACKWATER EFFECT ON THE RR <br />28EMBANKMENT SINCE IT IS FAIRLY HIGH. FLOOD WATERS FLOW AROUNO THE <br />28BUILOING ANO ELEVS. ARE HIGHER ANO THE FLOW PATH IS WIOER THAN <br />28COMPAREO TO A "NO BUILOING" SITUATION. XS 28 WAS PARTIALLY BLOCKEO <br />280UT AS A NON-EFFECTIVE FLOW AREA; XS29 WAS NOT MOOIFIEO. <br />30RAILROAD. <br />311MMEDIATELY U.S. FROM R.R, OT-CHANGES. SOME OT PASSES THRU UNDERPASS <br />31 TO WEST AND IS LOST OT. <br />320T-LOSSES. 1-25 IS LOW. WATER ACCUMULATES HERE AND FLOWS TO WEST <br />32AND IS LOST, <br />330T-CHANGES. UPSTREAM FROM OT LDSSES AT XS 32. <br />34VINE ORIVE. NO CULVERTS-ALL FLDW OVER RDAD. <br />34.1IMMEDIATELY U.S. FROM VINE DRIVE. 1-25 ROAD ELEVS. ARE SAME AS VINE <br />34.1DRIVE. THIS ALLOWS OT TO FLOW OVER 1-25 & VINE DR. AT SAME TIME. <br />34.1COMPUTERIZED VERTICAL EXTENSION DF RT ENO DF SECTION <br />34.134.1 IS O.K.; IT IS A <br />34.1VERTICAL SEPARATION LINE BETWEEN O.F. CHANNEL AND FLOW OVER RD. <br />350T-CHANGES. UPSTREAM FROM LOSSES AT XS 34.1 <br />311MMEDIATELY O.S. FROM LARIMER & WELO CANAL. <br />381MMEDIATELY U.S. FROM LARIMER & WELO CANAL. OT'CHANGES. OT IN <br />38HWY MEDIAN ENTERS CANAL. OT IN O.F. CHANNEL ENTERS/OVERTOPS ENTIRE <br />38CANAL. CANAL WILL RETAIN SOME OT TO ITS ULTIMATE CAPACITY. OURING THIS <br /> <br /> <br />No <br /> <br />~h <br /> <br />I - <br />I \'I'!("\ <br /> <br />'\(5 <br /> <br />xs 1-) ( <br /> <br />..-,~ <br />W",- <br /> <br />, <br />I. <br /> <br />) }{\f.:'l <br />.r' , <br /> <br />l Will _.\ 17 f?.( <br />