_GENERAL DOCUMENTS - C1981017 (227)

Home Browse Search

with a light dozer. Hand laborers loaded the mulch from the pre-positioned stations onto the trailer as the dozer pulled the trailer down the road. Road D (Mines 1 and 2) required extra work as a result of operator error. The ripping occurred as specified for the first half to three quarters of a mile. After that, the dozer operator ripped the remaining length of the road parallel to the road surface, which would tend to lead toward increased gully development. To eliminate this problem, the road was re-ripped according to specification following fertilizer application. It will be interesting to observe whether this double ripping results in greater runoff infiltration or increased revegetation success. At Road C, the upper most quarter mile of the road was prematurely ripped, then repeatedly tracked by a dozer trying to construct the rolled dips. This re-tracking lead to unacceptable amount of re-compaction, again requiring re-ripping of the road. In an attempt to spread the flow of water which travels through the rolled dips, logs were anchored at the outlet end of half of the dips. The logs were anchored by two vertical stakes driven into the ground behind each log. It is hoped that the water flow will disperse when it comes into contact with the logs, thus minimizing erosion potential as the water flows down the fill slopes below. During construction, numerous gullies which resulted from the drainage pattern created by the old haul road system, were stabilized using cut trees to choke the gullies with organic material. Log dams were constructed in many gullies in order to slow water velocities and to trap sediment. Standing dead trees were felled and cut into segments which were jammed into a gully perpendicular to the direction of water flow. These dams were reinforced with tree segments placed vertically behind the horizontal stems. Generally, three to five such dams were constructed in each gully identified for stabilization. In order to facilitate construction, a system of marking dip and low water crossing locations as well as a method of identifying any road segments scheduled for a modified grading or ripping requirement was implemented. Wood lathe (48 inch surveyors lathe) color coded by surveyors flagging was used. Wood lathe with a blue flag attached was placed at each rolled dip location. Wood lathe with a yellow flag attached was placed at each low water crossing and wood lathe with red flagging was placed at each grading or ripping modification site. Special instructions, such as grade to be achieved, ripping direction or whether a log was required at a rolled dip outlet, was written on the lathe as needed. The location of each lathe marker was recorded using a hand held GPS unit so that the location could be precisely re-identified in case the lathe was removed. This system allowed the contractor to see exactly what would be constructed at any location during the Project, and allowed him to plan accordingly. Additionally, each lathe was numbered (D-1, C-2...). This greatly facilitated the giving of directions or discussion of problems at any particular area, as the lathe number nearest the area being discussed could be referenced, eliminating any confusion. 7