pa turnpike design consistancy manual 2011

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Design Consistency

Guidelines

Pennsylvania Turnpike Commission

October 2011



DESIGN CONSISTENCY GUIDELINES

October 2011 EDITION

Tracking Changes:

Text marked in yellow are changes introduced in this October 2011, edition.

Chapters 13, 15, 16 and 18 have not been revised in this edition.

Chapter 14 is reserved for future use.



TOC-i

October 2011


TABLE OF CONTENTS

Page

No.Chapter 1 INTRODUCTION

Chapter 2 SURVEYS

2.0 Introduction

2.1 Survey/Plan Requirements for GPS Utilization

2-1

2-1

A. Control/Monument Recovery

B. Evaluation of Control for Final Design and

Construction Control

C. Verification of Mapping Accuracy

2-1

2-1

2-3

2.2 Surveys for Supplementing Project Mapping 2-42.3 Survey Control for Construction 2-4

A. Projects Defined as “Minor Projects” and

“Small Bridges/Structures”

B. Projects Defined as “Major Projects”

C. Major Bridge Structures/Tunnels (over 800ft. in

length)

2-4

2-6

2-8

2.4 Survey Deliverables 2-9

Chapter 3 ROADWAY DESIGN

3.0 Introduction 3-13.1 Mainline Typical Sections – Flexible Pavement 3-1

A. Six-lane Section

B. Four-lane Section with Future Lane Addition inMedian

C. Shoulder Treatment adjacent to Superelevated

Pavement

D. Typical Section Sheet Note

3-1

3-5

3-6

3-7

3.2 Horizontal Alignment – Mainline 3-12

A. Maximum Degree of Curvature

B. Spirals

C. Guidelines for Setting Bearings and Angles

D. Plan Presentation

3-12

3-12

3-12

3-12



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October 2011

3.3 Vertical Alignment – Mainline 3-13

A. Maximum Percent Grade

B. Guidelines for Setting Profile Grades and

Elevations

C. Guidelines for Setting Graphic Grade Profilesand Elevations

D. Plan Requirements

3-13

3-13

3-16

3-17

3.4 Superelevation Transition and Spiral Lengths 3-17

3.5 Cross-sections 3-17

3.6 Interchange and Service Plaza Ramps 3-21

3.7 Two-Lane to Three-Lane Transitions 3-21

3.8 Local Roadway Design 3-23

A. General 3-23

3.9 Access Ramps 3-233.10 Toll Plaza Design 3-25

3.11 Title Sheet and Limit of Work 3-25

A. Early-Action Overhead Bridge Replacement

Project

B. Mainline Reconstruction ProjectC. Title Sheet General

3-25

3-253-25

Chapter 4 MAINTENANCE AND PROTECTION OF TRAFFIC

4.0 Introduction 4-1

4.1 General Notes 4-1

4.2 Temporary Pavement 4-7

4.3 Temporary Emergency Pull-offs (EPOs) 4-7

4.4 Detours 4-7

4.5 Temporary Concrete Barrier 4-10

4.6 Guide Rail 4-10

4.7 Temporary Major Guide and Overhead Signs 4-10

Chapter 5 STRUCTURAL DESIGN


5.1 TS&L Submission 5-1A. TS&L Submission RequirementsB. TS&L Drawings

5-15-1



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October 2011

5.2 Mainline Structures (Carrying Mainline Traffic) 5-4

A. Approach Slabs

B. Substructure

C. Superstructure

5-4

5-4

5-4

5.3 Overhead Structures (Carrying Facilities Over

Mainline)

5-5

A. Approach SlabsB. Substructure

C. SuperstructureD. Early Action Bridge Contracts

5-55-6

5-65-7

5.4 General Structures Guidelines 5-7

A. Substructure

B. SuperstructureC. Drainage

D. Retaining WallsE. Sound Barriers

F. Soldier Pile/Post and Plank Walls (Non-Anchored)

G. Sign Structures

H. GeneralI. Software

5-7

5-95-10

5-105-11

5-11

5-11

5-125-12

Chapter 6 RIGHT-OF-WAY


6.1 Re-establishing Turnpike Right-of-Way Baselines-Best

Fit

6-1

A. History 6-1

6.2 Plan Requirements 6-5

A. Right-of-way – Mainline Only

B. Right-of-way – Early Action Bridges, SideRoads, Access Ramps accepting/discharging

traffic onto any public roads

C. Title SheetD. Preparation of Property Plots Plans

E. Right-of-way/Geometry Plans

F. Required Right-of-Way Lines

6-5

6-5

6-66-7

6-8

6-96.3 Right-of-Way Summary Chart 6-9

6.4 Utility Easements 6-10



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October 2011

Chapter 7 DRAINAGE, STORMWATER MANAGEMENT

DESIGN, AND EROSION AND SEDIMENT

POLLUTION CONTROL PLANS


7.1 Drainage Design Criteria 7-1A. GeneralB. Storm Drainage

7-17.2

7.2 Stormwater Management 7-8

A. Stormwater Management OrdinancesB. Act 167 Plans and Municipal Ordinances

C. Antidegradation and Post Construction

Stormwater Management Plan Requirements

D. Post Construction Stormwater Management

Plans

E. Post Construction Stormwater ManagementPlans for PTC Maintenance

F. NPDES Permit Submittal ProceduresG. BMP’s

7-87-9

7-9

7-10

7-10

7-117-12

7.3 Erosion and Sediment Pollution Control Measures 7-23

Chapter 8 GEOTECHNICAL DESIGN

8.0 Reconnaissance Plan 8-1

A. Objective

B. Scope

C. Deliverable

8-1

8-1

8-2

8.1 Problem Statement Draft Exploration Plan (PSDEP) 8-3A. ObjectiveB. Scope

C. Deliverable

8-38-3

8-3

8.2 PTC Open-End Contract Drilling Guidelines and

Procedures 8-5

A. Objective

B. Scope

C. Deliverable

8-5

8-6

8-7

8.3 Geotechnical Engineering Report (GER) Submission

Guidelines 8-7A. Objective

B. Scope of Work

C. Deliverable

8-7

8-7

8-12



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October 2011

8.4 Soil Profile Plan Submission Guidelines 8-12

A. Objective

B. Scope of Work

C. Deliverable

8-12

8-13

8-13

8.5 Geotechnical Treatment Plan Guidelines 8-14

A. Objective

B. Scope of Work C. Deliverable

8-14

8-148-14

8.6 Structure Foundation Submission Geotechnical Report

Guidelines 8-14

A. Objective

B. Scope of Work

C. Deliverable

8-14

8-15

8-17

8.7 PS&E Review Guidelines 8-19

A. Objective

B. Scope

C. Deliverable

8-19

8-19

8-19

8.8 Miscellaneous 8-19

A. Notes for PTS-100 UseB. Guidance for Rock Embankment Design

C. Dynamic Pile Load Testing Guidelines

8-198-20

8-21

Chapter 9 PAVEMENT DESIGN

9.0 Permanent Pavement – Flexible Pavement 9-1

A. GeneralB. Flexible Pavement Design Guidelines

C. Permanent Pavement Design Parameters

9-19-1

9-2

9.1 Permanent and/or Temporary Median and Outside

Shoulders – Flexible Pavement 9-5

9.2 Permanent Pavement for Local Road and State Routes 9-6

9.3 Standard Pay Items – Total Reconstruction Pavement 9-8

Chapter 10 GUIDE RAIL AND MEDIAN BARRIER


10.1 Guide Rail 10-2A. General

B. Clear Zone Concept

C. SlopesD. Tapers

E. Outside of Horizontal Curves

10-2

10-8

10-810-8

10-8



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October 2011

F. Inside of Horizontal Curves

G. Length of Need EquationH. Recommended Clear Runout Area Behind

VATET

I. Burying of Guide Rail

J. Trailing End of Guide RailK. Drainage Features

L. Rounding of Guide Rail Panel LengthsM. Treatment of Guide Rail Where Access Ramps

Meet the Turnpike Roadway

N. Treatment of Guide Rail at Maintenance

Opening

10-9

10-9

10-10

10-10

10-1010-11

10-11

10-11

10-11

10.2 Concrete Median Barrier and Single-face Barrier 10-12

A. Concrete Median Barrier

B. Single-face Barrier

10-12

10-12

Chapter 11 SIGNING AND PAVEMENT MARKINGS 11.0 Introduction 11-1

11.1 Signing 11-1

A. General

B. Presentation of Plans

C. ReflectivityD. Mounting (Ground Overhead)

E. Sign Structures

F. Solar Powered Flashing Beacons

G. Wiring/ConduitH. PTC Signing Guidelines for Acceleration

RampsI. PTC Access Road Signing

11-1

11-1

11-211-2

11-2

11-2

11-2

11-311-3

11.2 Pavement Markings 11-4

A. General

B. Patterns

C. Tapers for Lane TransitionsD. Lane Transition Arrows

E. Snowplowable Raised Pavement Markers

11-4

11-4

11-411-4

11-4

Chapter 12 LIGHTING

12.0 Introduction 12-112.1 Site Inspection 12-3



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October 2011

12.2 Conceptual Lighting Design (Lighting Study) 12-3

A. Mainline Turnpike

B. Mon-Fayette and Southern Beltway Projects

12-3

12-4

12.3 Preliminary Lighting Design 12-4

A. Conventional LightingB. High Mast Lighting

C. Offset Lighting (Post Mounted Tenon)

12-412-11

12-13

12.4 Preliminary Lighting Design Report 12-13

12.5 Final Lighting Design 12-13

12.6 Final Lighting Design Report 12-14

Chapter 13 UTILITIES

13.0 General 13-1

13.1 Utility Tracking Chart 13-1

13.2 Gas and Waterline Attachments to Overhead Structures 13-1

Chapter 14 (Reserved for Future Use)

Chapter 15 ENVIRONMENTAL ISSUES, MITIGATION

AND PERMITS

15.0 Slopes 15-1

15.1 Departmental of Environmental Protection 15-1

15.2 Submerged Lands Licenses – 105 Permit 15-2

Chapter 16 ROADSIDE DEVELOPMENT

16.0 Permanent Pull-off Areas 16-116.1 Landscape Planting 16-1

Chapter 17 HYDROLOGIC AND HYDRAULIC ANALYSIS


17.1 Background Information 17-1

A. Field View

B. ResearchC. Survey

17-1

17-117-2

17.2 Hydrologic Analysis 17-2

A. MethodologyB. Drainage Area

C. Discharges

17-217-2

17-3



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October 2011

17.3 Hydraulic Analysis 17-3

A. Modeling Method

B. Backwater Analysis

C. Scour Analysis

17-3

17-4

17-5

17.4 Risk Assessment or Analysis 17-6

17.5 Summary Data 17-6

17.6 Drawings 17-6

A. Provide a full size plan that includes the

following items:

B. Provide an elevation new of the structure thatincludes the following items:

17-6

17-7

Chapter 18 SPECIFICATIONS, ITEM NUMBERS,

QUANTITIES AND COST ESTIMATING


18.1 Specifications 18-1

A. General

B. PennDOT Publication 408C. Commission Specifications

D. Commission Standard Special Provisions

E. Category F-Non-standard Project Specific

Special Provisions

18-1

18-118-1

18-1

18-3

18.2 Item Numbers 18-3

A. General

B. PennDOT Publication 408C. Commission Specifications

D. Commission Standard Special ProvisionsE. Non-Standard Project Specific Special

Provisions

F. Alternate Structure ItemsG. Item Number Sequencing

18-3

18-418-4

18-4

18-5

18-718-9

18.3 Quantities 18-9

18.4 Cost Estimating 18-9

Chapter 19 PLAN PRESENTATION


19.1 Tips for Design Field View Presentation 19-1

19.2 Tips for Plan Presentation 19-1

19.3 Tips for Property Plots Plans 19-1



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October 2011

19.4 Tips for Cross Section Presentation 19-2

Chapter 20 SAMPLE LETTERS AND FORMS

20.1 Notification of Project to Municipalities 20-2

20.2 Notification of Project to Local Officials 20-3

20.3 Notification of Project to PennDOT 20-420.4 Intent to Enter 20-6

20.5 Notification of Sound Barrier Meeting 20-7

20.6 Sound Barrier Survey Form 20-8

20.7 Geotechnical Quality Assurance Form-PS&E Review 20-10

20.8 Monument Data & Recovery Form 20-11

Appendix A Sample Deed Description 1-4




October 2011 EDITION

Tracking Changes:

Text marked in yellow are changes introduced in this October 2011, edition.

Chapters 13, 15, 16 and 18 have not been revised in this edition.

Chapter 14 is reserved for future use.



1-1

Oct 201

Chapter 1 - INTRODUCTION

The following information was developed by the Pennsylvania Turnpike Commission (PTC) to be

used as a set of guidelines in the design of Total Reconstruction projects. These guidelines will be periodically updated to reflect the most current design decisions and information related to thesetypes of projects.

The information included herein will not be applicable to every project. Each project is to bedesigned on an individual basis, taking into account all applicable information included herein, yet

making decisions using sound engineering judgment based on the unique aspects of each project.

PennDOT standards and publications, AASHTO design guidelines and Commission specifications

and standards should all be used in conjunction with these guidelines in design. It is understood

that federal, state or local regulations may require deviations from these guidelines.

It is the mission of the Commission to operate and manage a safe, reliable, cost-effective and

valued toll road system and in cooperation with our Consultants, our mission will be

accomplished.

FOR SECURITY PURPOSES, ANYONE THAT INTENDS TO MAKE A FIELD VISIT ON

TURNPIKE DESIGN PROJECTS MUST NOTIFY THE APPROPRIATE

MAINTENANCE FACILITY IN ADVANCE OF THE FIELD VIEW. OBTAIN THE

MAINTENANCE FACILITY CONTACT INFORMATION FROM THE TURNPIKE

PROJECT MANAGER AT THE START OF THE PROJECT.

Prior to Working within the PTC Right-of-Way

Consultants doing any work on Turnpike R/W (surveyors, drillers, utilities, R/W personnel

environmental specialists, etc.) should inform the PTC project manager prior to performing the

work.

The following information should be provided:

• location of work (mileposts)• make, year, and model of vehicle(s)

• color of vehicle(s) and markings

•

state in which registered and license tag number(s)• Contact information (including phone number) for responsible office parties

• Number of workers to be on-site

• Field contact name and information - with cellular number

• Brief scope of work - impact (working on shoulders, off roadway, etc.)

• general timeframe



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Oct 201

(The PTC PM will provide this information to the Duty Officer at the Operations Center.) On each

day of work the consultant should telephone the Duty Officer at the Operations Center at 866-332

5889 or *11 by cellular and ask for the Duty Officer. He will need the location and vehicle

description along with a telephone number for contact. (They keep a log of those on the PTCsystem so that they know who is where and what they are doing.)

Following these procedures is important because it prevents conflicts with ongoingMaintenance Department activities, conflicts with activities by other Consultants, andallows the PTC to notify appropriate parties and hopefully keep you from beingchallenged by the PA State Police.

http://www.psp.state.pa.us/






2-1

Oct 2011

Chapter 2 – SURVEYS

2.0 Introduction

Engineering surveys shall be performed according to methods and practices outlined in PennDOT

Publication 122M (Surveying and Mapping Manual) except as directed by this section, and any project specific directives issued by the Commission, in writing.

All surveys are to be based upon the “U.S. Survey Foot” definition, and NOT to be based upon the

“International Scientific Foot” definition. Any metric / U.S. Survey Foot conversions of data areto utilize the “1200 / 3937” ratio.

2.1 Survey/Plan Requirements for GPS Utilization

The goal of this section is the establishment of a network of vertical and horizontal control pointsto support the Final Design surveying and utilization of GPS survey equipment by the Contractor

for each construction section. The network will also support conventional survey methods for

Contractors who do not intend to utilize GPS equipment on projects defined as “Minor Projects”and “Small Bridges/Structures” in Section 2.3 A.

A. Control/Monument Recovery

The Final Design Consultant shall recover all available horizontal and vertical control

points shown in field notes, mapping control reports, record of control data sheets, and

plans provided by the Commission. This recovery shall include control points adjacent to

the project, on adjoining sections, with the intent of utilizing adjacent projects’ control tocreate a seamless connection with the adjoining sections.

B. Evaluation of Control for Final Design and Construction Control

The Final Design Consultant for “Minor Projects” and “Small Bridges/Structures” shal

evaluate their section for a GPS Permanent Control Network to support Final Design

surveying and construction. A GPS Permanent Control Network is required for “MajorProjects” and “Major Bridges/Tunnels”. The requirements for control of construction

projects are defined in Section 2.3. Location, condition, stability, and spacing of recovered

survey control points is to be reviewed to determine suitability as safe (out of jeopardy of

destruction from future construction activities) and usable points for the duration oconstruction. If the evaluation of the available horizontal and vertical control is determined

to not meet the requirements outlined in Section 2.3, densification / augmentation of thecontrol network as described in Section 2.3 is necessary.



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Oct 2011

The horizontal position of the monuments will be established by static GPS observationsOffsite static stations should be included in the GPS observations as necessary to ensure

strong geometric figures for network adjustments. Incorporate primary control monumentsfrom adjacent design sections in the adjusted network to attempt to provide a seamless fiwith existing projects. The vertical position of the augmentation monuments will be based

upon the same datum (NAVD 1988 for extended NGS Monuments) utilized for thePrimary Control Mapping Monuments.

Plans to add any additional permanent control points to the section shall be submitted to the

Design Manager and Commission Surveyors for review (if applicable). Additiona

permanent vertical and horizontal control monuments and supplementary permanen benchmarks shall be constructed as specified in the PTC Standard Special Provisions.

Except for “Minor Projects” and “Small Bridges/Structures” as defined in Section 2.3-A, aminimum of two pairs of inter-visible concrete monuments (as defined below) per designsection shall be required along the right-of-way so as to provide a network of points for theutilization of GPS survey equipment.

Projects in Section 2.3 must be in Project Grid Coordinates derived from Pa. State PlaneCoordinates, N.A.D. 83, with the Combined Grid Factor provided. Projects in Section 2.3

A should be evaluated to determine if they should be in a Project Grid or State Plane

Coordinate System. See the Project Manager for further clarification.

An “Inter-visible Monument Pair” consists of two poured-in-place concrete monuments

(each of the monuments to be constructed per guidelines in the “Horizontal Control Discs”Commission Standard Special Provision) set between eight hundred (800) feet and twenty-

five hundred (2500) feet apart. Monuments are to be GPS accessible, and set near the

right-of-way fences in stable ground. Ideally, monuments should be located so they are se

at or near proposed roadway grade at places of transition from cut (excavation) to fill(embankment) so they are easily accessible by surveyors and not prone to disturbance from

future construction activities.

A “Vertical Control Monument” is a poured-in-place concrete monument (“Benchmark

Disc” as described in Commission Standard Special Provisions).

A “benchmark” is a firm and vertically stable object (chiseled corner of a concrete

structure, railroad spike driven horizontally into tree, chiseled fire hydrant bolt, etc.

capable of holding an elevation. The object should be able to be occupied by leveling rod digital bar staff. Benchmarks should be located beyond the limits of disturbance fromconstruction activities.

A “Horizontal Control Re-bar” is a three-quarter inch (3/4”) diameter number six (6) re-barthirty inches (30”) long. The re-bar is to have no plastic cap, driven flush with the ground



2-3

Oct 2011

and is to be punched or drilled so it has a defined center. The re-bar should be GPS

accessible, and set near the right-of-way fence in stable ground. Avoid placement in fil(embankment) areas, if possible. Ideally, re-bars should be located so they are set at o

near proposed roadway grade at places of transition from cut (excavation) to fill(embankment) so they are easily accessible by surveyors and not prone to disturbance fromfuture construction activities. An orange fiberglass marker post approved by the

Commission shall be placed against the right-of-way fence so it is radial / perpendicular to

the Survey and Construction Baseline at the station of the re-bar.

C. Verification Of Mapping Accuracy

Final Design Consultant is to perform a Map Accuracy Tests in accordance withPublication 122-M and as follows:

Final Design Consultant shall obtain three or more test profiles. Each test profile should bea minimum of one thousand (1000) feet in length and spaced evenly throughout the project

There should be a minimum of twenty-five (25) feet elevation differential in each profile

over its 1000 foot length. Test profiles are to be taken in tangent (not curved) areas (i possible), along the roadway’s edge of lane where mapper created a break line in the T.I.N

Profile elevations will be taken (utilizing conventional surveying or Real Time Kinematic

(R.T.K.), Geographical Positioning System) at intervals not exceeding fifty feet (50’) and

will include a minimum of two mapping control points for each profile (either primarycontrol monuments or mapping panel points).

Final Design Consultant shall obtain three or more mapping test cross-sections. Eachcross-section should include edges of roadways, edges of shoulders, lane lines, breaks in

grade, and at least two mapping panel points as a check.

The points selected shall be compared to the elevations extracted from the mapping Digita

Terrain Model as supplied by the Commission and the differences for each elevation

summarized and submitted for test profiles and cross sections.

Occupy all Primary Control Monuments with total station survey instrument and obtain

horizontal distances to three nearby mapping panel points. Field-derived inverse distances

shall be compared to coordinate inverse distances and results summarized and submitted.

Obscured areas (shadows, structures, heavy ground cover, etc) require topographic field

survey to augment mapping.

Traverses and data collection performed to augment aerial mapping should be checked

against the mapping for inconsistencies. Significant differences in areas not indicatedobscured will warrant additional test sections.

The GPS network shall tie into the existing mapping control points.



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Oct 2011

2.2 Surveys for Supplementing Project Mapping

Final Design Consultant is to extend Project Mapping Control to collect all information necessary

to complete Final Design.

Traverses, GPS observations, and differential digital leveling for layout and data collection shal

be tied to the expanded network of existing Commission monuments. Any inconsistencies foundshould be reviewed with the Design Manager and the Commission Surveyors.

2.3 Survey Control for Construction

The Final Design Consultant shall reference the Survey and Right-Of-Way Baseline for allmainline Turnpike, state and local roads, service plazas, and ramps improved by the project.

Publication 122M shall serve as a guide, where no specific direction is mandated by theCommission.

Projects are to be based upon the “U.S. Survey Foot” definition, and NOT to be based upon the

international “Scientific” definition. Any metric / U.S. Survey Foot conversions of data are to usethe “1200 / 3937” ratio.

Final Design Consultant shall comply with House Bill No. 1859, as amended June 30th

Projects shall be classified into four categories, “Minor Projects”, “Small Bridges/Structures”

“Major Projects”, and “Major Bridge Structures / Tunnels”, Control for construction shall be underthe following guidelines:

, 1992

effective January 1, 1996, mandating projects be on Pa. State Plane Coordinate System, NorthAmerican Datum (NAD) 1983, and comply with PennDOT policy implemented January 1, 1996

that the vertical datum: North American Vertical Datum (NAVD) 1988, be utilized, unless directed

otherwise in writing by the Commission.

A. Projects Defined as “Minor Projects” and “Small Bridges/Structures”

This section is applicable to both “Minor Projects” and “Small Bridges/Structures” excep

where specifically noted.



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Oct 2011

Baseline Referencing

Baselines shall be staked at limits of work, endpoints of all tangents (PIs if accessible) andon long curves and tangents at intervals of no farther than six hundred (600) feet apart

Description of point (P.C., P.T., T.S., etc.) and stationing shall be marked upon the stake or

pavement, as appropriate. Additional baseline points shall be set as necessary to ensure a

clear line of sight between adjacent baseline points. Each baseline point shall be

referenced by using no less than three durable, recoverable, ferrous objects or drill holes /chisel cuts in stable concrete objects, the references each being at least as far apart as the

closest reference is to the baseline point being referenced. Final Design Consultant shal

provide both the distance and angular relationships between the references and the baseline

point being referenced. When setting references, care should be taken to consider future

construction activities and if possible, references should be placed beyond the limits of

planned construction disturbance. In areas of significant cut or fill (10 feet or more) it is preferable to reference baseline points at or near transition grade from cut to fill instead of

P.C.s and P.T.s (even if in curves) to avoid baseline points and references from being

disturbed by construction and making them more easily accessible by surveyors from

roadway grade.

Random Horizontal Control Traverse Network

As an alternative to the above, after review by Commission Surveyors, in congested or

restricted areas, the Commission will permit a “Random Horizontal Control Traverse

Network” to be established. Randomly-placed durable ferrous inter-visible traverse points

clearly identified (marked stakes or paint) with traverse point number, shall be set in areasout of jeopardy of destruction from construction activities. Fiberglass witness marker post

(approved by the Commission) shall be set adjacent to the traverse points (or paint placed,

if applicable). A closed horizontal traverse network (point locations submitted to theCommission for review) shall be established from the primary project control monuments

The traverse shall be adjusted by least squares, shall meet a closure precision ratio of no

less than one to ten thousand (1:10,000) for “Minor Projects” and no less than one to

fifteen thousand (1:15,000) for “Small Bridges/Structures”, and a printout of the raw field

data, closure ratio, and adjustment performed shall be submitted to Commission Surveyors

for review. If applicable, a Project Grid coordinate system shall be used, and the

coordinates of the traverse points, Right-Of-Way corners, all baseline change in direction

points and ends, and primary control monuments shall be presented upon the construction plans.

Baseline Stakeouts

In areas where proposed alignment deviates significantly from the existing roadway

footprint and new roadways, lath or painted points (as applicable) shall be placed on

baselines at two-hundred (200) foot intervals to support field view orientation during the



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Oct 2011

bid phase. Where it is not practical to set baseline lath, an appropriate offset line

(preferably parallel/concentric with the baseline) shall be established with stations, offsetsand whether the line is left or right of the baseline.

Within thirty (30) days of the advertisement for bidding, verify that the lath installed isintact for the bidding phase.

For “Minor Projects” the Final Design Consultant shall establish “benchmarks” (as defined

in Section 2.1-B) for construction at a maximum of one thousand (1000) foot intervals two(2) near each bridge and arch/box culvert, and located beyond the limits of disturbance. As

an alternative to the thousand foot intervals described above, the Final Design Consultant

after review by Commission Surveyors, may utilize the Random Horizontal Traverse Network points for construction benchmarks.

For “Small Bridges/Structures” the Final Design Consultants shall establish two (2)

“benchmarks” on stable, rod/digital bar staff accessible points near each bridge andarch/box culvert, and located beyond the limits of disturbance.

B. Projects Defined as “Major Projects”

Existing Inter-visible Monument Pairs (as described in Section 2.1-B), as established for

Primary Mapping Control, shall be the backbone of the vertical and horizontal contro

networks for the project. Inter-visible Monument Pairs should be spaced no farther than

two and one half (2 1/2) miles apart throughout the length of the project. Existing Intervisible Monument Pairs established for adjacent projects should be incorporated to make aseamless transition with adjacent projects.

To densify the horizontal control network, “Horizontal Control Re-bars” as defined in

Section 2.1-B should be set in between Inter-visible Monument Pairs. Place HorizontaControl Re-bars so the distance to the closest monument from an Inter-visible MonumentPair is no farther than one and one half (1 1/2) miles.

Additional Survey Control for Construction

At roads with overhead bridges crossing over mainline Turnpike, Final Design Consultanshall set no less than three (3) thirty-inch (30”) long inter-visible five-eights-inch (5/8”)

diameter (no. 5) re-bars flush with the ground. Re-bars shall have no plastic caps, shal

have punched or drilled center points, shall be placed at stable locations no farther than five

hundred (500) feet apart, out of jeopardy from construction activities. It is preferable (i possible) to avoid placing re-bars in embankment (fill) areas. Final Design Consultan

shall show and label the locations of re-bars on construction plans and Right-Of-

Way/Geometry Plans. Final Design Consultant shall present re-bars’ Project GridCoordinates (displayed to the nearest hundredth of a foot) on construction plans and Right-

Of-Way/Geometry Plans.



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Oct 2011

All horizontal control set for construction is to be tied-in by GPS network or closed-traverse conventional surveying methods and adjusted.

“Vertical Control Monuments” as defined in Section 2.1-B shall be placed in betweenInter-visible Monument Pairs. They should be spaced no farther than one (1) mile apartnor farther than one (1) mile from the closest monument in an Inter-visible Monument Pair

The Final Design Consultant shall set two (2) benchmarks on stable objects out of jeopardy

of destruction from construction activities at each bridge and arch/box culvert locationEach of these benchmarks shall be a part of a closed and adjusted level circuit, sufficient to

control construction on the project. Descriptions of benchmark locations with stations and

offsets to the nearest foot from the Survey and Construction Baseline shall be computed bythe Final Design Consultant and provided as a deliverable.

All control for the project is to be on the same vertical datum and horizontal datum as arethe Primary Mapping Control Monuments.

Final Design Consultant shall submit the following control points to the Design Manager orthe Commission Surveyors (if applicable) for review:

1. The planned locations for all Inter-visible Monument Pairs2. The planned locations for all Vertical Control Monuments

3. The planned locations for all Horizontal Control Re-bars proposed to be set.

Commission Surveyors may request a stake-out of the proposed control point locations anda field view before accepting the locations.

Final Design Consultant shall reference each new horizontal and vertical control monumenand/or re-bar set by collecting three swing tie distances to visible stable objects nearby (i

unable to find close by, use drill holes, punched railroad spikes, magnetically detectablesurveyor’s nails, or small re-bars).

Final Design Consultant shall utilize a digital level and bar-encoded staff to run closed

level circuits throughout the project, establishing adjusted elevations on the tops of all

Inter-visible Monument Pairs, Vertical Control Monuments, and Horizontal Control Re- bars set tying into the adjusted elevations on the Primary Mapping Control Monuments.

Project Grid Coordinates for all Right-Of-Way corners, all baseline beginning points baseline end points and baseline change in direction points, all primary control monuments

set or found on the project, and Horizontal Control Re-bars shall be presented upon the

Right-of-Way/Geometry plans.



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Baseline Stakeouts

In areas where proposed alignment deviates significantly from the existing roadway

footprint and new roadways, lath or painted points (as applicable) shall be placed on baselines at two-hundred (200) foot intervals to support field view orientation during the

bid phase. Where it is not practical to set baseline lath, an appropriate offset line(preferably parallel/concentric with the baseline) shall be established with stations, offsets

and whether the line is left or right of the baseline.

Consultant should stake out baseline for all side roads.

Within thirty (30) days of the advertisement for bidding, verify that the lath installed is

intact for the bidding phase.

C. Major Bridge Structures / Tunnels (over 800 ft. in length)

Horizontal control for the project shall be a network of no less than five (5) primary Inter-visible Monuments (discs set in poured-in-place concrete) each of the monuments to be

constructed per Turnpike Commission Standard Special Provision “Horizontal Control

Discs”. If possible, set monuments with the same offset at either end of the structure. Aminimum of two monuments at each end of bridge/tunnel shall be set. The extents of the

network of Inter-visible Monuments shall be at least as far as the structure is long with

strength of network figure complying with “Third Order, Class II” surveys. Adjusted

monument location coordinates shall meet a horizontal precision ratio of no less than1:30,000, with no more than 2.54cm positional deviation from reported position for any

single monument in the network.

A Project Grid coordinate system shall be established, and the coordinates of the traverse

points, all baseline change in direction points and ends, and primary control monuments

shall be presented upon the construction plans. Project Grid Coordinates for right-of-way

corners and baseline changes in direction shall be presented upon the Right-of-Way/Geometry Plans.

No less than two (2) Vertical Control Monuments” (discs set in poured-in-place concrete

per Commission Standard Special Provision for “Benchmark Disc”), shall be established

on both shores/sides of the bridge/tunnel. At least one Vertical Control Monument shall be

placed on islands and at major grade break points in between tunnel portals. After review

and determination by Commission Surveyors that the Horizontal Primary Control

Monuments at both ends of the tunnel/both shores of the bridge have been established at

vertically stable locations, they may be used as both Horizontal and Vertical control, thus

eliminating the requirement to set the Vertical Control Monuments.



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2.4 Survey Deliverables

Final Design Consultant shall submit the following to the Commission:• Leveling data, field notes, GPS log sheets (if applicable)

• A “Combined Grid Factor” for the project and the latitude/longitude and Pa State PlaneCoordinates for the point selected for its basis shall be provided (if applicable).

• A “Monument Data Recovery Form” (M.D.R.F.) and sketch plan for each control pointestablished shall be completed (applicable fields completed) and delivered in both hard copy

and as a Microsoft Word ® document, on CD. See Chapter 20, Sample Letters and Forms.

• If a “Random Horizontal Control Network” was established for the project control, provideASCII coordinate points files for the raw unadjusted field control traverse, the adjusted Pa

State Plane Coordinates, and adjusted Project Grid Coordinates (if applicable) for all traverse

points and horizontal control included in the network.. Provide raw traverse angles and

distances, closure precision ratio for field traverses, and method of adjustment utilized, inMicrosoft Word® format on Compact Disc.

At the conclusion of the final design phase, the Final Design Consultant shall be required to

provide digital (CD-ROM) proposed design information to the Design Manager, CommissionProject Manager and Construction Manager. This information shall consist of all 2D reference files

(alignments, property lines, right-of-way lines, drainage, proposed contours, etc.), digital files

which make up the existing project mapping including the planimetrics, 3D grid points, 3D proposed contour file (if available), the mapping plane grid and break lines. This information wil

allow the Contractor to reproduce roll plots of the paper design plans.

Construction Phase Information

A disclaimer to be furnished by the Commission shall be included in the contract documents whichaddresses the use of these files by the Contractor.



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Chapter 3 – ROADWAY DESIGN

3.0 Introduction

There are many factors that contribute to the decisions required in applying the geometric

design elements within a given design project. This chapter presents the basic framework of the design guidelines required to tailor a consistent roadway network.

Additional sources of information to supplement these design guidelines and relatedconcepts are contained in, but not limited to, AASHTO’s “A Policy on Geometric Design

of Highways and Streets”; PennDOT Publication 13M, Design Manual Part 2 – Highway

Design; PennDOT Publication 70M, Guidelines for Design of Local Roads and Streets;

PennDOT PublicationRR-441, Access to and Occupancy of Highways by Driveways and Local Roads;

PennDOT Publication 72M, Roadway Construction Standards; and the Pennsylvania

Turnpike Commission Standards for Roadway Construction.

3.1 Mainline Typical Sections – Flexible Pavement

The typical sections for mainline were developed for two scenarios:

Six-lane section

Four-lane section with future lane addition in median

On new construction or reconstruction projects having a flexible pavement, the roadway

pavement structure shall extend two feet into the outside shoulder area. Locate the

pavement base drain at this point. The widened portion of the pavement should be

constructed at the same slope as the pavement, and the shoulder slope should begin at theedge of the widened pavement. Label all cross-slopes as a percentage (%).

On the typical section, show both the total width of the travel lanes and shoulders as well as

the width of the pavement section. For areas with two travel lanes, this would consist of a24-foot and 12-foot dimension for travel lanes and outside shoulder, respectively, and a 36-

foot and 12-foot dimension for travel lanes and outside shoulder where there are three

travel lanes. The pavement structure widths will also be shown on the typical section.Show a two-foot dimension for the extension of the pavement structure into the outside

shoulder area.

On the plan sheets, show only the total width of the travel lanes (24 foot or 36 foot),median, and shoulders (12 foot), not the width of the pavement structure.

A. Six-lane Section Figures 3.1.1, 3.1.2, and 3.1.3 depict the typical sections for the six-lane tangent, six-

lane superelevated (2% < SE < 6%), and six-lane superelevated (SE > 6%) scenarios,

respectively.



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Figure 3.1.1 illustrates two (2) tangent (Normal Crown) sections with the PG (Profile

Grade) located between the inside and middle travel lanes.



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Figure 3.1.2 illustrates a superelevated section (2% < SE < 6%). This section

introduces a graphic grade profile on the low side of superelevation so that a profile

elevation adjustment can be made to ensure that the edges of median elevations areequal. Superelevation Table 1 depicts the elevation adjustments for the simple curve

portion of a spiraled curve or a circular curve. Further explanation of the graphic

grade profile can be found in Section 3.3.

Figure 3.1.3 illustrates a superelevated section (SE > 6%). This section also utilizes a

graphic grade profile on the low side of superelevation and introduces a change in

cross-slope transition on the low side inside shoulder and a four-foot rounding on thehigh side outside shoulder 50 feet prior to the SE = 6%. Superelevation Table 2

depicts the elevation adjustments as described in Superelevation Table 1, but for SE >

6%.

B. Four-lane Section with Future Lane Addition in Median

Figures 3.1.4, 3.1.5, and 3.1.6 depict the typical sections for the four-lane tangent,four-lane superelevated (2% < SE < 6%), and four-lane superelevated (SE > 6%)

scenarios.

Figure 3.1.4 illustrates two tangent (Normal Crown) sections with the PG (ProfileGrade) located at the edge of roadway, which under the future six-lane section will be

between the inside and middle travel lanes.

Figure 3.1.5 illustrates a superelevated section (2% < SE < 6%). This section

introduces a graphic grade profile on the low side of superelevation so that a profile

elevation adjustment can be made to ensure that under the future six-lane section, the

edge of median elevations are equal. Superelevation Table 1 depicts the elevationadjustments for the simple curve portion of a spiraled curve or a circular curve.

Further explanation of the graphic grade profile can be found in Section 3.3.

Figure 3.1.6 illustrates a superelevated section (SE > 6%). This section also utilizes a

graphic grade profile and introduces a change in cross-slope transition on the low side

inside shoulder and a four-foot rounding on the high side of a superelevated shoulder 50 feet prior to the SE = 6%. Superelevation Table 2 depicts the elevation adjustments

as described in Superelevation Table 1, but for SE > 6%.

The four-lane section will provide a grass median with a swale located at the baseline.The details regarding type of guide rail and cross-slope design is still currently being

researched, and further direction will be given in the future.



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C. Shoulder Treatment Adjacent to Superelevated Pavement

Outside shoulder and median shoulder cross slopes adjacent to superelevated pavement should follow the criteria shown in Figures 3.1.2, 3.1.3,3.1.5, 3.1.6, 3.1.7,

and 3.1.8.

The notes on superelevation shall appear on the typical sections where applicable.These notes may only be modified when certain superelevation rates may not exist

within the plan set. (i.e. no SE rates are greater than 6%).

D. Typical Section Sheet Note

The following note shall appear on the typical sheet with the mainline typical:

ORIGINAL PAVEMENT CONSTRUCTION SHOWN. REPAIR AREAS OF

FULL-DEPTH BITUMINOUS MATERIALS MAY BE PRESENT. EXCAVATION

OF EXISTING ROADWAY TEMPLATE IS PAID AS CLASS 1 EXCAVATIONREGARDLESS OF THE MATERIAL ENCOUNTERED.



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3.2 Horizontal Alignment - Mainline

Horizontal alignments are to follow PennDOT Publications and AASHTO guidelines except whecriteria within these guidelines supersede those manuals.

A.

Maximum Degree of Curvature

The maximum degree of curvature for mainline horizontal alignment shall not exceed

3°00'00".

B. Spirals

Spirals shall be used on all mainline curves with a Degree of Curvature of 1°00'00" or

greater. See note on Page 3-3, Figure 3.1.2.

C. Guidelines for Setting Bearings and Angles

The bearings of proposed roadways shall be set to seconds of a degree withoutdecimals.

Bearings that tie into an existing roadway may be set to decimals of a second but is norecommended or encouraged.

Bearings of an existing roadway may be set to decimals of a second but it is notrecommended or encouraged.

Angles between proposed baselines should be set to seconds of a degree withoutdecimals.

Angles shown in the curve data should produce the bearings shown for the roadway,

and the roadway bearings should produce the curve data angle.

D. Plan Presentation

Follow PennDOT Publication 14M, Design Manual Part 3 – Plans Presentation, and the

information provided below:

1. Baseline Labels

a. Construction Plans –

PTC Mainline – Survey and Construction Baseline

Side Roads – S.R. or T-___ Survey and Construction Baseline

b. Right-of-way/Geometry Plans

PTC Mainline – Survey and Right-of-way Baseline and Original Right-of-wBaseline

Side roads – S.R. or T-____ Survey and Right-of-way Baseline



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The construction plans for both Early Action Projects and the Mainline

Total Reconstruction require Right-of-way/Geometry Plans indicating the

tie between the Original Right-of-way Baseline and the Survey andRight-of-Way Baseline.

2. Curve Data Presentation

Horizontal curve data shall be presented as indicated in Figure

3.2.1 or Figure 3.2.1.A. Presentation shall be consistent throughout the

plans.

3.3 Vertical Alignment – Mainline

Vertical alignments are to follow PennDOT Publications and AASHTO guidelines exceptwhere criteria within these guidelines supersede those manuals.

A.

Maximum Percent Grade

The desirable maximum percent grade is 3%. Steeper grades can be investigated

due to topography or other conditions that may justify the use of steeper grades and

must be approved by the Commission.

B. Guidelines for Setting Profile Grades and Elevations

PI stationing should be at a +25-foot interval, when possible, and decimals in thePI stationing are discouraged.

Normally, all grades are to be set and shown to two (2) decimal places.

When tying into an existing roadway, three (3) decimal places for the tie-ingrade may be used.

Grades can be rounded provided the rounded grade produces no change to theelevations of the established or set points (PVI station and elevation).

EXAMPLE: 17.18' (set difference in elevation)/480' (distance between PI’s) =.03579 (3.5792%) = 3.58%. Grade is to be used.

CHECK: .0358 (3.58%) x 480' = 17.184' and rounds to the set difference in

elevation of 17.18'.



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Elevations can be rounded provided the rounded elevation produces nochange to the grade.

All PVI elevations are to be established using the rounded elevation of the back PVI.

PG elevations at any point along the survey and construction baselineare to be established using the rounded elevation of the PVI and the

rounded grade.

EXAMPLE: 3.58% (set grade) x 480' = 17.184' ~ 17.18' is to be used.

CHECK: 17.18' / 480' = .03579 (3.579%) which rounds to the set

grade of 3.58%.

C. Guidelines for Setting Graphic Grade Profiles and Elevations

As described and depicted in Section 3.1, Typical Sections, the low side of a superelevat

curve will have a graphic grade to adjust the profile elevations so that the edge of medi barrier elevations are equal in fully superelevated sections and within three (3) inches

transition areas.

A maximum of three inch reveal and a minimum of zero (0) inch reveal must

maintained on the concrete glare screen throughout.

Graphic Grade Elevation Calculations in Full Superelevation

The Graphic Grade elevations will be determined utilizing the concepts depicted Figures 3.1.2 and 3.1.3 for the six-lane mainline section and in Figures 3.1.5 and 3.1for the four-lane mainline section with future lane addition in median. This consta

elevation adjustment, (GG, will provide a three (3) inch reveal on each side of tconcrete glare screen within a fully superelevated section.

Graphic Grade Elevation in Transition Areas

Since a constant elevation adjustment, (GG, will occur in a fully superelevation curva transition from the profile grade to the PC or SC is needed. The following guidelin

are to be used for spiraled curves and simple curves.

Spiraled Curves

Provide linear transitions from the profile grade to the constant elevation adjustmen

GG between the TS and SC stations entering the curve and from the CS to ST statioexiting the curve.

Circular Curves

Provide linear transitions from the Profile Grade to the constant elevation adjustmenGG between the (PC-L), Where L = Length of Superelevation Runoff, and the P

station entering the curve and from the PT to (PT+L) station exiting the curve.



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It is the designer’s responsibility to evaluate profiles along the edge of roadway toavoid rapid grade changes and to ensure a smooth graphic profile.

Figures 3.3.1 and 3.3.2 depict how the aforementioned Graphic Grade Transitionsoccur for the example horizontal curve data provided in Figure 3.2.1.

D.

Plan Requirements

Provide one mainline profile depicting the Profile Grades and Graphic Grades inaccordance with Figure 3.3.1. Provide Profile Grades at 50 foot intervals. Provide

Graphic Grades at 25 foot intervals in Transition Areas and at 50 foot intervals in

constant elevation adjustment, GG areas. The existing elevations depicted on thesingle profile will be along the profile grade points.

Follow guidelines in Section 3.3.B when applicable.

At locations where tying to existing conditions, set and tie one direction as ProfileGrade, tie the opposite direction as Graphic Grade Transition Area, and label as per

Figure 3.3.1.

Show clearances to all structures and overhead utilities.

3.4 Superelevation Transition and Spiral Lengths

As per typical sections presented in Section 3.1, use current PennDOT Publication 13M,

Design Manual Part 2 – Highway Design, for determining minimum superelevation transition

(T), Minimum Tangent Runout (X), Minimum Superelevation Runoff (L), and MinimumSpiral Lengths (LS).

Values shown in DM2 for minimum superelevation runoff (L) and minimum spiral length (Ls)should be adjusted to the next highest even multiple of ten feet (10’). The tangent runou

length (x) should also be adjusted to provide a linear transition rate from normal crown to fullsuperelevation using the value established for L or Ls as a basis.

Figure 3.4.1 illustrates the superelevation transitions for the same horizontal curve data presented in Figure 3.2.1.

3.5 Cross-sections

Provide mainline cross-sections at 50 foot intervals and as required depicting unique features.

Partial cross section inserts to adequately show proposed storm drainage shall be provided

when deemed necessary by the design manager, the project manager or as determined by the

designer.

Provide 4:1 or flatter fill slopes when economically feasible. The use of 3:1 fill slopes shall beavoided unless in transition areas.

Provide pavement base drain as the subbase drainage outlet for all fill slopes flatter than 2:1.



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3.6 Interchange and Service Plaza Ramps

Interchange and service plaza ramps shall be designed as per AASHTO criteria.

Deceleration ramps shall be designed as an AASHTO taper design and acceleration ramps

shall be designed as an AASHTO parallel design.

Ramp widths shall be designed as per AASHTO Exhibit 10-67 “Design Widths for Turning

Roadways” – Case II for all ramps being designed as single lane ramps and as per Case III

for dual lane ramps. Design Traffic Condition B shall be used when determining rampwidth as per either Case II or Case III.

The attainment of superelevation over the gradually widening auxiliary lane and over the

whole of the turning roadway terminals should not be abrupt. The design should be inkeeping with the cross-slope controls as given in AASHTO Exhibit 9-49.

The right shoulder shall be designed as a 10 foot full depth pavement shoulder. The leftshoulder shall be designed as 8 foot full depth pavement when guide rail is present; when

no guide rail is present a 4 foot Type 2 concrete shoulder shall be provided along with a 4

foot graded area. When guide rail is present anywhere adjacent to the left shoulder the

entire shoulder length shall be designed as an 8 foot shoulder. Where left shouldersintersect the gore at the mainline the gore shall be designed as full depth pavement.

Ramp medians shall be designed as a 4 foot minimum with a 6 foot median as the desirablemedian width.

3.7 Two-Lane to Three-Lane Transitions

Figure 3.7.1 provides information on the geometry, pavement markings and signing for

transitioning between 2-lanes and 3-lanes.

In general, for conditions that require the transition from 2-lanes to 3-lanes, a 100:1 taper

rate should be used. This rate can be increased to 70:1 during periods of construction.



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Figure 3.7.1



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3.8 Local Roadway Design

A. General

Follow local governmental design ordinances, PennDOT publications, andAASHTO guidelines when developing local roadway designs.

Prepare a Design Criteria Chart for each roadway containing the following

information: roadway classifications, existing and design year average daily

traffic and design hourly volumes, existing posted speed limit, design speed,existing and proposed pavement and shoulder widths, existing pavement depths

(if known), existing and proposed vertical grades along with sight distances,

existing and proposed bridge width, and include any other design features such

as sidewalks, parking lanes, etc. This Design Criteria Chart is to be reviewed by the Design Manager prior to submitting to local agencies and PennDOT.

Follow guidelines set forth in PennDOT Publication RR-441, Access toOccupancy of Highways by Driveways and Local Roads, for drivewayadjustments due to construction.

Provide side road cross-sections at 25 foot intervals and at critical points(driveways, etc.).

3.9 Access Ramps

Access ramp design is to follow the details that are depicted in Figure 3.8.1.



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3.10 Toll Plaza Design

Toll plaza design shall follow the guidance provided in the PTC publications Toll PlazaGuidelines and Toll Collection Equipment Design Parameters.

3.11

Title Sheet and Limit of Work

A. Early-Action Overhead Bridge Replacement Project

The project should be titled as “Replacement of Bridge B- _____ at Milepost ______._____”. The labeled Milepost is the intersecting point of the Mainline and

side road. Associated with this bridge replacement will be Limits of Work for both

the Mainline and side road. These Limits of Work are to contain physical work (

physical work does include the temporary pavement, median barrier removal, etc.; but, does not include the advance signing associated with Maintenance and

Protection of Traffic). These limits should appear on the Index Sheet, General Notes

Sheet, Location Map, Construction Plans, etc.

B. Mainline Reconstruction Project

The project should be titled as “Roadway and Bridge Reconstruction From Milepost ____ ____ to Milepost ____.____”. The labeled Mileposts will be the point of Full

Depth, full width reconstruction. Associated with this project will be Limits of

Work for the Mainline and any impacted side roads. These Limits of Work are tocontain physical work ( physical work does include the temporary pavement, median

barrier removal, etc.; but, does not include the advance signing associated with

Maintenance and Protection of Traffic). These limits should appear on the Index

Sheet, General Notes Sheet, Location Map, Construction Plans, etc.

C. Title Sheet General

Sample Title as follows:

Drawings

For

CONTRACT NO. ____________

ROADWAY AND BRIDGE RECONSTRUCTION

MP ____.____ TO MP ____.____

IN _________________________ COUNTY



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Chapter 4 – MAINTENANCE AND PROTECTION OF TRAFFIC

4.0 Introduction

The Maintenance and Protection of Traffic Plan (MPT) is to provide clear directions for

safely and efficiently handling the flow of traffic through or around the work zone.

A comprehensive MPT plan at a scale of 1” = 50’, including a written sequence of construction and special provisions, will be developed for all work areas for the entire

project. Traffic control plans will consist of plan sheets detailing the staging at each end

of the project where Turnpike traffic will be transitioned into and out of the work zone.

If the majority of the mainline reconstruction work will be done under the samecontinuous setup, a typical staging plan can be developed for each stage of mainline

work. Typical sections can be provided for those areas that deviate from the typical

staging plan. Typical sections can also be provided for structures where lane widths and work areas are restricted. The MPT plans will be an Also Plan set to the contract

documents.

Additional sources of information to supplement these design guidelines and the

Commission’s MPT Standard Drawings (PTS 900 Series) are contained in, but not

limited to, the PennDOT Publication 14M, Design Manual Part 3, Highway Plans

Presentation, Chapter 4; PennDOT Publication 212, Official Traffic Control Devices;PennDOT Publication 213, Work Zone Traffic Control Guidelines; PennDOT Publication

236M, Handbook of Approved Signs; the Manual on Uniform Traffic Control Devices

(MUTCD); and applicable PennDOT Traffic Standards from the various TCs.

Detail drawings will be prepared for every stage/phase of work showing all traffic control

signs except those signs shown on the Commission’s MPT Standard Drawings (PTS-900Series), and devices, temporary concrete barriers, temporary pavement markings, etc.

Where applicable, the PTS 900 series will be utilized in lieu of detailed drawings and/or

referenced on the drawings.

4.1 General Notes

Review PennDOT’s Work Zone Safety and Mobility Policy (WZSM) found in PennDOTPublication 46, Traffic Engineering Manual, and apply as necessary to the project.

Discuss results and recommendations with the Commission’s Traffic Department.

Long term traffic control operations will include maintenance of 12-foot wide travellanes. The number of lanes shall be consistent with existing lanes available and only be

reduced if authorized by the Commission’s Traffic Department.

Mainline turnpike traffic traveling in the same direction must be maintained on two

adjacent lanes for two lane sections or three adjacent lanes for three lane sections and can

not be split.



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Typical MPT staging for the mainline total reconstruction projects is to include anadditional run of temporary concrete barrier in the main reconstruction stages. The

additional run of temporary concrete barrier is to eliminate continuous single lane

patterns for the movement of temporary concrete barrier between the main reconstructionstages.

A 1 foot or 2 foot (preferred) median in each direction is desirable during construction

staging when traffic in one or both directions is restricted between concrete barrier duringconstruction.

Use the following format and statements in the General Notes sections for Maintenanceand Protection of Traffic (MPT) on the first sheet of the MPT drawings, if applicable.

Add additional notes as necessary for site specific conditions.

GENERAL NOTES FOR MAINTENANCE AND PROTECTION OF TRAFFIC

1. THIS WORK CONSISTS OF THE MAINTENANCE OF TRAFFIC AND PROTECTION

OF THE TRAVELING PUBLIC APPROACHING THE CONSTRUCTION AREA ANDWITHIN THE LIMITS OF CONSTRUCTION.

2. THE CONTRACTOR IS CAUTIONED THAT OTHER COMMISSION

CONTRACTOR(S) AND/OR COMMISSION MAINTENANCE PERSONNEL MAY BEWORKING ADJACENT TO THE WORK AREA(S) DURING PORTIONS OF THIS

CONTRACT PERIOD. THE REPRESENTATIVE WILL SPECIFY THE WORKING

SEQUENCE OF THE CONTRACTS IN ORDER TO FACILITATE COORDINATEDTRAFFIC CONTROL OPERATIONS.

3. FURNISH, ERECT, PLACE, AND MAINTAIN TRAFFIC CONTROL SIGNS AND

DEVICES AND MAINTAIN TRAFFIC DURING HOURS OF CONSTRUCTION ANDAT ALL OTHER TIMES ACCORDING TO THE METHODS INDICATED IN THESE

DRAWINGS AND

a. THE SPECIAL PROVISIONS OF THE CONTRACT.

b. PENNSYLVANIA TURNPIKE COMMISSION STANDARD DRAWINGS.c. PENNDOT PUBLICATION 212, OFFICIAL TRAFFIC CONTROL DEVICES.

d. PENNDOT PUBLICATION 408, SPECIFICATIONS, _____. (Insert Contract Edition)

e. PENNDOT PUBLICATION 72M, STANDARDS FOR ROADWAY CONSTRUCTIONf. PENNDOT PUBLICATION 111M, TRAFFIC CONTROL SIGNING STANDARDS –

TC-8600 AND TC-8700 SERIES.

g. PENNDOT PUBLICATION 236M, HANDBOOK OF APPROVED SIGNS.h.

PENNDOT PUBLICATION 35, APPROVED CONSTRUCTION MATERIALS

(BULLETIN 15).

4. IMMEDIATELY UPON COMPLETION OF WORK, ALL TRAFFIC CONTROL

DEVICES WILL BE REMOVED BY THE CONTRACTOR AND REMAIN THECONTRACTOR’S PROPERTY UNLESS OTHERWISE SPECIFIED IN THE SPECIAL

PROVISIONS OF THE CONTRACT. THE PENNSYLVANIA TURNPIKE

COMMISSION WILL REMOVE ANY TRAFFIC CONTROL DEVICES ERECTED BYPENNSYLVANIA TURNPIKE COMMISSION PERSONNEL.



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5. HAVE ALL TRAFFIC CONTROL DEVICES IN PLACE FOR INSPECTION BY THE

REPRESENTATIVE BEFORE WORK BEGINS.

6. REMOVE EXISTING WARNING, REGULATORY, GUIDE, AND DIRECTIONALSIGNS AS REQUIRED TO ACCOMMODATE CONSTRUCTION OPERATIONS. DO

NOT REMOVE STOP OR YIELD SIGNS UNLESS AN ALTERNATE TYPE OF

TRAFFIC CONTROL IS PROVIDED, SUCH AS FLAGGERS, TEMPORARY TRAFFICSIGNALS, ETC. CONTINUE THE ALTERNATE TRAFFIC CONTROL UNTIL THE

STOP OR YIELD SIGNS ARE REPLACED. STAKE OR MARK SIGN LOCATIONS OR

LOCATE SIGNS ON CONSTRUCTION DRAWINGS BEFORE REMOVING ANY

SIGNS. MARK SIGNS WITH THE MILEPOST OR STATION OF ITS EXISTINGLOCATION. WITH THE EXCEPTION OF STOP OR YIELD SIGNS AS HEREIN

NOTED, REINSTALL EXISTING WARNING, REGULATORY, GUIDE AND

DIRECTIONAL SIGNS AT APPROPRIATE LOCATIONS AS SOON AS OPERATIONSTHAT INTERFERE WITH THE SIGNS ARE COMPLETE. THE CONTRACTOR IS

RESPONSIBLE FOR SIGNS OR SUPPORTS DAMAGED OR LOST.

7. COVER EXISTING SIGNS AND TRAFFIC CONTROL SIGNS THAT CONFLICT WITH

THE TRAFFIC CONTROL PLAN (TCP) OR THAT DO NOT APPLY TO EXISTINGCONDITIONS. COVER WITH RUBBER ROOFING MATERIAL (EPDM) HAVING A

THICKNESS OF 1.1 MM (O.045 INCH) OR ANY OTHER APPROVED MATERIAL, TO

COVER THE ENTIRE SIGN. BURLAP OR SIMILAR OPEN MESH MATERIALS AREUNACCEPTABLE. STABILIZE AND FASTEN THIS MATERIAL TO THE SIGN WITH

EITHER PLASTIC OR WOOD TO PREVENT ANY MOVEMENT. DO NOT APPLY

TAPE TO THE FACE OF THE SIGN. DO NOT DEFACE OR DAMAGE THE SIGNFACE USING THIS PROCEDURE. MAINTAIN SIGN COVER RETAINERS IN GOOD

CONDITION. REMOVE SIGNS NOT REQUIRED OR NOT USED FOR A PERIOD OF

TWO WEEKS. STORE SIGNS OFF THE TURNPIKE RIGHT-OF-WAY UNTILREQUIRED ON THE PROJECT.

8. INSTALL AND MAINTAIN TRAFFIC CONTROL SIGNS AND DEVICES THAT ARE

IN NEW CONDITION THROUGHOUT THE DURATION OF THE PROJECT. ANYDAMAGE INCURRED WILL BE IMMEDIATELY REPAIRED OR REPLACED BY THE

CONTRACTOR TO THE SATISFACTION OF THE REPRESENTATIVE.

9. THESE PLANS ARE NOT INTENDED TO RELIEVE THE CONTRACTOR OF HIS

RESPONSIBILITY AS SPECIFIED IN SECTION 901.3(A). THE STANDARDSPRESCRIBED ARE MINIMUM AND ADDITIONAL MEASURES MAY BE NEEDED IF

PROBLEMS ARE ENCOUNTERED DURING THE CONTRACT. CONSTANTLY

REVIEW THIS PLAN FOR ADEQUACY AND RECOMMEND CHANGES FOR THEREPRESENTATIVE’S APPROVAL WHEN INADEQUACIES ARE DISCOVERED.

10. MAINTAIN CONSTANT SURVEILLANCE OF THE TRAFFIC CONTROL OPERATION

AND REPLACE OR CORRECT ANY MISSING, DAMAGED, INEFFECTIVE, OR MISALIGNED EQUIPMENT TO THE SATISFACTION OF THE REPRESENTATIVE.

11. USE THE SAME TYPE OF PENNDOT APPROVED CHANNELIZING DEVICE

THROUGHOUT THE PROJECT. CHANNELIZING DEVICES ARE TO BE VERTICAL

PANELS WITH SELF-BALLASTING BASES UNLESS OTHERWISE SPECIFIED. THEENTIRE FACE OF THE VERTICAL PANEL VISIBLE TO TRAFFIC IS TO BE

REFLECTORIZED.

12. PROVIDE SIGNS WITH PENNDOT APPROVED TYPE VII REFLECTORIZEDMATERIAL.



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Oct 2011

13. POST MOUNT ALL LONG TERM ADVANCE SIGNING UNLESS OTHERWISE

NOTED OR AS DIRECTED BY THE REPRESENTATIVE.

14. SIGN LOCATIONS AND DISTANCES MAY BE ADJUSTED SLIGHTLY TO FITFIELD CONDITIONS.

15. ALL TRAFFIC CONTROL SIGNS AND DEVICES MUST COMPLY WITH THE MOST

CURRENT NCHRP 350 CRITERIA.16. REMOVE ALL CONFLICTING PAVEMENT MARKINGS PER SECTION 963 AND AS

APPROVED BY THE REPRESENTATIVE. REPLACE PAVEMENT MARKINGS UPON

COMPLETION OF THE PROJECT.

17. PROVIDE ALL REQUIRED TEMPORARY MARKINGS AS SHOWN ON THEDRAWINGS AND AS DIRECTED BY THE REPRESENTATIVE. REMOVE ALL

TEMPORARY PAVEMENT MARKINGS WHEN THEY ARE NO LONGER REQUIRED

AND AS DIRECTED BY THE REPRESENTATIVE BY METHODS THAT WILL CAUSETHE LEAST DAMAGE TO PAVEMENT STRUCTURE OR PAVEMENT SURFACE.

18. COORDINATE A PRESS RELEASE WITH A PENNSYLVANIA TURNPIKE

COMMISSION REPRESENTATIVE AT LEAST FOUR (4) WEEKS PRIOR TO THE

START OF WORK AND/OR THE START OF A NEW CONSTRUCTION STAGE.19. PROVIDE FLAGGERS AS REQUIRED TO DIRECT AND CONTROL TRAFFIC AT

ANY CONSTRUCTION VEHICLE ENTRANCE TO WORK AREAS FROM ANY

PUBLIC ROADWAY.

Use the following format and statements in the General Notes sections for Detours on the first

sheet of the Detour drawings, if applicable. Add additional notes as necessary for site specific

conditions.

GENERAL NOTES FOR MAINTENANCE AND PROTECTION OF TRAFFIC

1. THIS WORK CONSISTS OF THE MAINTENANCE OF TRAFFIC AND PROTECTION

OF THE TRAVELING PUBLIC APPROACHING THE CONSTRUCTION AREA ANDWITHIN THE LIMITS OF CONSTRUCTION.

2. FURNISH, ERECT, PLACE, AND MAINTAIN TRAFFIC CONTROL SIGNS AND

DEVICES AND MAINTAIN TRAFFIC DURING HOURS OF CONSTRUCTION AND

AT ALL OTHER TIMES ACCORDING TO THE METHODS INDICATED IN THESEDRAWINGS AND

a. THE SPECIAL PROVISIONS OF THE CONTRACT.

b. PENNSYLVANIA TURNPIKE COMMISSION STANDARD DRAWINGS.c. PENNDOT PUBLICATION 212, OFFICIAL TRAFFIC CONTROL DEVICES.

d. PENNDOT PUBLICATION 408, SPECIFICATIONS, _____. (Insert Contract Edition)

e. PENNDOT PUBLICATION 111M, TRAFFIC CONTROL SIGNING STANDARDS – TC-8600 AND TC-8700 SERIES.

f. PENNDOT PUBLICATION 236M, HANDBOOK OF APPROVED SIGNS.

g. PENNDOT PUBLICATION 35, APPROVED CONSTRUCTION MATERIALS

(BULLETIN 15).



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Oct 201

3. IMMEDIATELY UPON COMPLETION OF WORK, ALL TRAFFIC CONTROL DEVICES

WILL BE REMOVED BY THE CONTRACTOR AND REMAIN THE CONTRACTOR’SPROPERTY UNLESS OTHERWISE SPECIFIED IN THE SPECIAL PROVISIONS OF

THE CONTRACT. THE PENNSYLVANIA TURNPIKE COMMISSION WILL REMOVE

ANY TRAFFIC CONTROL DEVICES ERECTED BY PENNSYLVANIA TURNPIKECOMMISSION PERSONNEL.

4. HAVE ALL TRAFFIC CONTROL DEVICES IN PLACE FOR INSPECTION BY THE

PENNSYLVANIA TURNPIKE COMMISSION AND THE

PENNSYLVANIADEPARTMENT OF TRANSPORTATION LOCAL DISTRICT OFFICEOR THEIR REPRESENTATIVE BEFORE WORK BEGINS.

5. REMOVE EXISTING WARNING, REGULATORY, GUIDE, AND DIRECTIONAL SIGNS

AS REQUIRED TO ACCOMMODATE CONSTRUCTION OPERATIONS. DO NOTREMOVE STOP OR YIELD SIGNS UNLESS AN ALTERNATE TYPE OF TRAFFIC

CONTROL IS PROVIDED, SUCH AS FLAGGERS, TEMPORARY TRAFFIC SIGNALS,

ETC. CONTINUE THE ALTERNATE TRAFFIC CONTROL UNTIL THE STOP OR

YIELD SIGNS ARE REPLACED. STAKE OR MARK SIGN LOCATIONS OR LOCATESIGNS ON CONSTRUCTION DRAWINGS BEFORE REMOVING ANY SIGNS. MARK

SIGNS WITH THE MILEPOST OR STATION OF ITS EXISTING LOCATION. WITH

THE EXCEPTION OF STOP OR YIELD SIGNS AS HEREIN NOTED, REINSTALLEXISTING WARNING, REGULATORY, GUIDE AND DIRECTIONAL SIGNS AT

APPROPRIATE LOCATIONS AS SOON AS OPERATIONS THAT INTERFERE WITH

THE SIGNS ARE COMPLETE. THE CONTRACTOR IS RESPONSIBLE FOR SIGNS OR SUPPORTS DAMAGED OR LOST.

6. COVER EXISTING SIGNS AND TRAFFIC CONTROL SIGNS THAT CONFLICT WITH

THE TRAFFIC CONTROL PLAN (TCP) OR THAT DO NOT APPLY TO EXISTINGCONDITIONS. COVER WITH RUBBER ROOFING MATERIAL (EPDM) HAVING A

THICKNESS OF 1.1 MM (O.045 INCH) OR ANY OTHER APPROVED MATERIAL, TO

COVER THE ENTIRE SIGN. BURLAP OR SIMILAR OPEN MESH MATERIALS AREUNACCEPTABLE. STABILIZE AND FASTEN THIS MATERIAL TO THE SIGN WITH

EITHER PLASTIC OR WOOD TO PREVENT ANY MOVEMENT. DO NOT APPLY

TAPE TO THE FACE OF THE SIGN. DO NOT DEFACE OR DAMAGE THE SIGN

FACE USING THIS PROCEDURE. MAINTAIN SIGN COVER RETAINERS IN GOODCONDITION. REMOVE SIGNS NOT REQUIRED OR NOT USED FOR A PERIOD OF

TWO WEEKS. STORE SIGNS OFF THE TURNPIKE RIGHT-OF-WAY UNTIL

REQUIRED ON THE PROJECT.7. INSTALL AND MAINTAIN TRAFFIC CONTROL SIGNS AND DEVICES THAT ARE IN

NEW CONDITION THROUGHOUT THE DURATION OF THE PROJECT. ANY

DAMAGE INCURRED WILL BE IMMEDIATELY REPAIRED OR REPLACED BY THECONTRACTOR TO THE SATISFACTION OF THE REPRESENTATIVE.

8. THESE PLANS ARE NOT INTENDED TO RELIEVE THE CONTRACTOR OF HIS

RESPONSIBILITY AS SPECIFIED IN SECTION 901.3(A). THE STANDARDS

PRESCRIBED ARE MINIMUM AND ADDITIONAL MEASURES MAY BE NEEDED IFPROBLEMS ARE ENCOUNTERED DURING THE CONTRACT. CONSTANTLY

REVIEW THIS PLAN FOR ADEQUACY AND RECOMMEND CHANGES FOR THE

REPRESENTATIVE’S APPROVAL WHEN INADEQUACIES ARE DISCOVERED.



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Oct 2011

9. MAINTAIN CONSTANT SURVEILLANCE OF THE TRAFFIC CONTROL

OPERATION AND REPLACE OR CORRECT ANY MISSING, DAMAGED,

INEFFECTIVE, OR MISALIGNED EQUIPMENT TO THE SATISFACTION OFTHE REPRESENTATIVE.

10. USE THE SAME TYPE OF PENNDOT APPROVED CHANNELIZING DEVICE

THROUGHOUT THE PROJECT. CHANNELIZING DEVICES ARE TO BE VERTICALPANELS WITH SELF-BALLASTING BASES UNLESS OTHERWISE SPECIFIED. THE

ENTIRE FACE OF THE VERTICAL PANEL VISIBLE TO TRAFFIC IS TO BE

REFLECTORIZED.

11. PROVIDE SIGNS WITH PENNDOT APPROVED TYPE VII REFLECTORIZEDMATERIAL.

12. POST MOUNT ALL LONG TERM ADVANCE SIGNING UNLESS OTHERWISE

NOTED OR AS DIRECTED BY THE REPRESENTATIVE.13. SIGN LOCATIONS AND DISTANCES MAY BE ADJUSTED SLIGHTLY TO FIT FIELD

CONDITIONS.

14. ALL TRAFFIC CONTROL SIGNS AND DEVICES MUST COMPLY WITH THE MOST

CURRENT NCHRP 350 CRITERIA.15. PROVIDE SUFFICIENT TYPE III BARRICADES TO COMPLETELY CLOSE

ROADWAY DURING CONSTRUCTION.

16. PROVIDE SUFFICIENT CONCRETE BARRIER TO COMPLETELY CLOSEROADWAY NEAR THE STRUCTURE DURING CONSTRUCTION.

17. REMOVE ALL CONFLICTING PAVEMENT MARKINGS PER SECTION 963 AND AS

APPROVED BY THE REPRESENTATIVE. REPLACE PAVEMENT MARKINGS UPONCOMPLETION OF THE PROJECT.

18. PROVIDE ALL REQUIRED TEMPORARY MARKINGS AS SHOWN ON THE

DRAWINGS AND AS DIRECTED BY THE REPRESENTATIVE. REMOVE ALLTEMPORARY PAVEMENT MARKINGS WHEN THEY ARE NO LONGER REQUIRED

AND AS DIRECTED BY THE REPRESENTATIVE BY METHODS THAT WILL CAUSE

THE LEAST DAMAGE TO PAVEMENT STRUCTURE OR PAVEMENT SURFACE.19. COORDINATE A PRESS RELEASE WITH PENNDOT DISTRICT COMMUNITY

RELATIONS COORDINATOR AND A PENNSYLVANIA TURNPIKE COMMISSION

REPRESENTATIVE AT LEAST FOUR (4) WEEKS PRIOR TO THE START OF WORK

AND/OR THE START OF A NEW CONSTRUCTION STAGE.20. NOTIFY AT LEAST TWO (2) WEEKS PRIOR TO THE START OF WORK AND/OR

THE START OF A NEW CONSTRUCTION STAGE THE FOLLOWING - PENNDOT,

TOWNSHIP SUPERVISORS, LOCAL EMERGENCY UNITS (POLICE, FIRE,MEDICAL, ETC), SCHOOL DISTRICT, LOCAL BUSINESSES, AND LOCAL MEDIA

OR OTHERS AS AGREED UPON BY THE REPRESENTATIVE.

21. PROVIDE FLAGGERS AS REQUIRED TO DIRECT AND CONTROL TRAFFIC ATANY CONSTRUCTION VEHICLE ENTRANCE TO WORK AREAS FROM ANY

PUBLIC ROADWAY.

22. MAINTAIN ACCESS TO ADJACENT PROPERTIES AT ALL TIMES AT EXISTING

DRIVEWAY ACCESS POINTS. RELOCATE MAILBOXES AS NECESSARYTHROUGHOUT CONSTRUCTION. MAINTAIN ACCESS TO FIRE HYDRANTS AND

UTILITIES.



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Oct 201

4.2 Temporary Pavement

For temporary paving of existing medians, shoulders, and/or temporary widening, see

Chapter 9.

4.3 Temporary Emergency Pull-offs (EPOs)

EPOs are to be located at approximately one-mile increments per direction. A Service

Plaza and Interchange can be considered as an EPO. Access gates, maintenance shedsand construction entrances/exits can not be considered as an EPO.

The Consultant must field view the project for locations of temporary EPOs and proceed as follows:

• Generate a list of existing wide-area locations and provide this list to the project

manager for inclusion as an attachment to the contract.• If the EPOs can be built on the existing grade without extensive grading and/or

excavation, the design plans will not specify

• If significant grading and/or excavation is required for the construction of the

the locations of the EPOs.

EPOs, the designer will specify the locations of the EPOs on the plans and cross-sections and tab each EPO individually.

4.4 Detours

Coordinate proposed detours with PennDOT and applicable municipalities. For

appropriate detour signing of numbered and un-numbered traffic routes, refer to

PennDOT Publication 212, Official Traffic Control Devices; PennDOT Publication 213,Work Zone Traffic Control Guidelines; PennDOT Publication 236M, Handbook of

Approved Signs; and the MUTCD.

See Figures 4.4.1 and 4.4.2 for examples of detour signing.



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Oct 2011

Figure 4.4.1

Figure 4.4.2



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Oct 201

See Figure 4.4.3 for an example of a project specific sign and a sign tabulation.

Figure 4.4.3



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Oct 2011

4.5 Temporary Concrete Barrier

Include the painting and repainting of the temporary concrete barrier during construction

in the temporary pavement marking quantities with the unit of measurement to be linear

foot.

The use of slotted temporary concrete barrier may be required to convey water into the

work area to meet the positive drainage criteria during staging including but not limited

to the high side of super, sags, existing roadway with poor drainage, etc.

Pinning of the temporary concrete barrier may be required if the project involves traffic

running adjacent to the temporary concrete barrier. A list of the location(s) for pinningthe temporary concrete barrier is to be included as an attachment to the contract.

Taper temporary concrete barrier on the shoulder so that any temporary impact attenuator

is a minimum of 2 feet off the edge line.

4.6 Guide Rail

Additional quantities of guide rail are to be provided for the replacement of final guide

rail damaged in the construction zone. Additional quantities will include 50% of total

panel length and 20% of total posts and offset brackets.

4.7 Temporary Major Guide and Overhead Signs

Existing Major Guide and Overhead Signs are to be maintained or relocated as necessary

during construction. Overhead Signs may be relocated as a ground mount Type A or

Type E signs.

The need and the project specifics for the temporary Major Guide and Overhead Signs is

to be included in the Maintenance and Protection of Traffic specification in the

Construction, B section.

Payment for temporary Major Guide or Overhead Signs are to be incidental to the

maintenance and protection of traffic.



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Chapter 5 – STRUCTURAL DESIGN

5.0 Introduction

The intent of this section is to clarify the Commission’s requirements for submission of type, size, and location studies, and for the design and detailing of bridge structures. In

general, design specifications are in accordance with AASHTO LRFD Bridge Design

Specifications and PennDOT Design Manual Part 4, except where superseded by

requirements stated herein or as directed.

5.1 TS&L Submission

A. TS&L Submission Requirements

The Commission will provide direction if a Streamlined TS&L submission is to

be employed.

Also, identify problem areas so that there are no surprises at the final plan

submission. If problems or questions arise after approval of the TS&L Plan, theseissues should be brought to the immediate attention of the Commission.

Quality Assurance (QA) Forms (per Design Manual Part 4, PP 1.9.3.3.1(f)) areonly required for structures that will be transferred to PennDOT ownership

Design runs (input and output files) from PennDOT computer programs may be provided electronically on DVD or compact disc; however, hard copy of full input

echoes and rating summaries are to be included in the submission. Jackets for all

discs are to be bound in the report (no loose discs).

The TS&L Plan for retaining walls, culverts and other buried structures will not

be approved until a foundation recommendation and report is submitted.

For structures over waterways or carrying waterways, the TS&L Plan will not be

approved until a Hydrologic and Hydraulic Report has been submitted and

approved.

B. TS&L Plans

In addition to the requirements of PennDOT DM-4, the following information is

to be the minimum shown on all TS&L drawings submitted to the Commission.

The scale for the plan and elevation will be no less than 1" = 30'. The submission

may consist of more than one drawing. A Key Plan is to be provided if theGeneral Plan and Elevation does not fit on one sheet.



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Oct 2011

1. Plan View

a. All existing topography. Label features being crossed. b. North arrow.

c. Points of controlling vertical clearances.

d.

Station at each centerline of bearing.e. Proper lengths of wingwalls shown to scale and dimensioned.

f. Limits of approach slabs, if required.

g. Limits of slope protection and scour protection.

h. Proposed roadway items and right-of-way lines within the limits of the plan view.

i. Existing utilities and, if available, new and relocated utility lines.

j. Existing and proposed lighting, sound barriers and signs.k. Existing streams and wetlands.

l. Approximate location of anticipated temporary shoring.

m. Proposed lane and shoulder widths on bridge and for roadways under

bridge (existing and future proposals).n. Equality stations for intersection of mainline Baseline and side road

Baseline.

2. Elevation View

a. Centerline of bearing station and profile grade at each substitute unit.

b. Location of proposed field splices.c. Type of slope protection and type of scour protection.

d. Width and elevation of the bench in the abutment fill slope.

e. Protective fence, light poles, sound walls, and structure mounted signs,if required.

f. Normal pool elevations and the high water elevations (for 100-year

flood and record floods) for structures over waterways.g. Identify lane and shoulder widths either by labels or illustrating

pavement structures for underlying roadways.

h. Existing utilities and, if available, new and relocated utility lines,

including aerial lines.i. Anticipated footing types, spread or piles, etc. and estimated bottom of

footing elevation.

3. Typical Cross-section

a. Protective fence, light poles and sound barriers if required.

b. Electrical and fiber optic conduits, if required. See Mainline StructuresSection for details.



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Oct 2011

4. Additional Information to be Provided on TS&L Drawings

a. Proposed nonstandard details. b. All applicable general notes for the type of structure proposed for final

design. Refer to PennDOT Design Manual Part 4, for a listing of common

general notes. Add special notes or revise the common general notes tomeet special conditions on individual projects.

c. Typical sections indicating a future redecking scheme, if required.

d. Typical sections and, if necessary, plan views indicating the construction

stages for bridges that are to be built using staged construction.e. For projects with a four-lane typical section and wide median, show the

future condition for the six-lane typical section with future beam spacing.

f. Conceptual details for temporary support or underpinning of a structure.g. Live load rating summary.

h. Superelevation transition rate and profile of gutter lines to assure that there

are no sag points on the bridge or along the wing walls, if applicable.

5. Early Action Contracts (Overhead Bridges)

a. On the TS&L drawings show the proposed structure spanning the existingmainline configuration, i.e., four travel lanes with 10-foot median. Show

contouring, finished ground lines, drainage, guiderail/barrier and other

proposed features for the interim condition with normal line weight and

type. Show contouring, finished ground lines and guiderail/barrier for thefuture condition for the proposed mainline reconstruction with an alternate

broken line type and line weight. Show proposed/future lane shoulder

configuration and width.

b. On the TS&L drawings, indicate the horizontal and vertical geometry of the mainline for both existing and future conditions.

c. Adjacent box beam superstructures will not be allowed for any overhead bridges and should not be studied.

d. Provisions for electrical conduit shall be reviewed on an individual basis

with the project manager.

6. Bridge Rehabilitation Projects (include the following on the TS&L drawings)

a. Age of the existing structure and dates of past rehabilitation, present and cumulative ADTT, portion of existing structure to be replaced, type of

existing steel for steel structures, date of last inspection, type of existingdiaphragm connections (e.g. welded, riveted, or bolted), type and locationof deterioration for both the superstructure and substructure, deck

drainage, expansion dam type, parapet type, and other pertinent items.

b. Live load ratings for existing structural members before and after proposed strengthening. Live load ratings of existing members are to be

calculated using the dead and live loads proposed for the rehabilitated

structure.



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Oct 2011

c. Proposed methods for rehabilitating and strengthening deteriorated and

deficient structural members in both the superstructure and substructure.

d. Recommendations for resetting expansion bearings, if required.e. Recommendations for retrofitting fatigue-prone and seismic-prone details.

f. Typical sections and, if necessary, plan views indicating the proposed

method of accomplishing the rehabilitation while maintaining traffic onand under the structure.

5.2 Mainline Structures (Carrying Mainline Traffic)

A. Approach Slabs

1. Depress approach slabs five inches and overlay with three inches of bituminous binder course and two inches of bituminous wearing course or as

directed. Do not reduce approach slab thickness, maintain in accordance with

current PennDOT standard drawings.

2. Extend approach slab width across travel lanes and the right shoulder with aminimum length of 25 feet measured along the shortest side of the skewed

angle (see Standard Drawing PTS-111).

3. Do not extend the approach slab across the left shoulder or median.4. Provide inlets in the shoulders and median on the low side of mainline

bridges. Provide inlets in the median on the high side. Inlets in the right

shoulder are to be placed at the end of the approach slab with curbingextending from the wing wall or safety to the inlet.

B. Substructure

1. Abutments for dual mainline structures should be continuous for the full out-

to-out width of the combined superstructures. Show the locations of theconstruction and expansion joints.

2. Provide an architectural treatment on mainline structures only as directed by

the Commission and in accordance with PTC standard details.

3. Provide slope protection in front of stub and mid-height abutments. UseRandom Stone Scope for mainline structures over waterways and railroads.

Use Articulating Cellular Concrete Block for mainline structures over roads.

4. Locate a new benchmark disc on top of the abutment, wing wall or safety wallat the northeast corner of all mainline bridges. Show location on plan sheet.

5. Do not provide bearing pedestals on the substructure units. Slope or step the

bridge seat from bearing area to bearing area.6. Provide cheek wall at end of pier caps to hide bearings.

C. Superstructure:

1. Design separate superstructure or dual structures for each direction of traffic.

2. Weathering steel should be considered in accordance with PennDOT Design

Manual Part 4.



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Oct 2011

3. The cross-slope on the water table should be consistent with the roadway

typical section. Use 40% on the right water table in a normal section.

4. Use a maximum beam spacing of 8’-6” unless otherwise approved by the PTCBridge Engineering Manager.

5. Provide uniform beam spacing on all superstructures unless otherwise

approved by the PTC Bridge Engineering Manager.6. Specify white cement concrete to be used in all structure barriers or if

directed, call for the barriers to be coated with a pure white, anti-graffiti paint.

7. Provide HPC (High Performance Concrete) for all bridge decks. Do not

specify deck surface treatments (i.e., boiled linseed oil) for exposed deck surface.

8. Provide a 4-inch nominal diameter multi-cell galvanized steel conduit with

factory installed inner-ducts (four (4) inner-ducts each having an insidediameter that matches the inside diameter of the 1-1/4” HDPE conduit) below

deck in accordance with PTC ITS Standard Drawings (PTS-355), and no

conduit in the parapets. The exception to this will be bridges at interchanges,

where a 2” conduit in the outside parapets is to be provided for potentiallighting or other electrical needs .

5.3 Overhead Structures (Carrying Facilities Over Mainline)

A. Approach Slabs

1. For structures carrying state routes, follow PennDOT guidelines to determine

if an approach slab is warranted and verify with the PennDOT District Office

to see if the approach slab is desired. Do not provide approach slabs for bridges carrying Township roadways, unless approved by the PTC Bridge

Engineering Manager.

2. Do not depress the approach slab unless directed by the PTC BridgeEngineering Manager.

3. Provide inlets in the shoulder on the low side and high side of overhead

bridges. Locate the inlets at the end of the approach slab if present and

provide curbing extending from the wing wall or safety wing to the inlet.



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Oct 2011

B. Substructure

1. Typically, provide a 14-foot shoulder from the edge of Turnpike travel lane tothe face of the abutment for full height abutments and 12-foot shoulder from

the edge of Turnpike travel to the curb for stub or semi-height abutments.

(Early coordination with the PennDOT District office on offset measurementis required) Provide abutment transition pieces in accordance with PTS-145

for full height abutments or place single-face barriers in front of the full height

abutments as directed by the PTC.

2. Provide slope protection between the abutment and the mainline shoulder for stub and partial-height abutments. Use articulating cellular concrete block for

all overhead structures with a concrete curb at the edge of the shoulder.

3. Provide an architectural surface treatment on all overhead bridges, unlessdirected otherwise by the PTC. This treatment should be consistent throughout

the project corridor. Treatment on the pier should only extend down to the top

of the median barrier. If a reconstruction job changes the mainline Turnpike

profile consideration should be given to treatment at the top of barrier.Portion of the pier from top of barrier to grade should be exposed concrete.

No Anti-Graffiti coating to be applied.

4. Do not provide bearing pedestals on the substructure units. Step or slope bridge seat from bearing area to bearing area.

5. Provide 6” cheek wall at end of pier caps to hide bearings.

6. For piers within the 10' existing median (interim condition), provide aminimum of 3'-6" clear from the edge of the lane to the face of the pier.

7. For piers within the 10' existing median (interim condition), do not permit pier

cap to extend more than two inches beyond the face of the stem when the pier cap is within the 16'-0" vertical clearance envelope.

8. For piers within the 10' existing median (interim condition), transition CMB

to the faces of the pier and extend SFB the length of the pier on each side.9. For median piers (final condition), transition Concrete Glare Screen to both

ends of the pier with a pier transition piece, PTS-147.

C. Superstructure

1. Provide a minimum vertical clearance of 16'-0" over all travel lanes, shoulders

and traversable areas. Exemptions may be given by the PTC for specificsituations where this clearance cannot realistically be achieved over all points.

At a minimum, 16'-0" vertical clearance must be achieved over one lane in

each direction of traffic.2. Do not use weathering steel for structures over the mainline.

3. Adjacent box beam superstructures will not be allowed on any overhead

bridges because of the longer construction time to set beams.

4. Future redecking schemes (staged or detour) should be considered for beam/girder arrangements. Use beam spacing of 8'-6" (maximum) where

possible.



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Oct 2011

5. Provide protective fencing for full length of structure on both exterior barriers

for all structures except on interchange ramp bridges. Anti-climb shields will

not be used on PTC owned Bridges. Verify with the PennDOT DistrictOffice if Anti-climb shields are warranted. Do not extend fencing onto wing

walls, unless directed.

6.

Use precast structure-mounted median barrier if a median barrier is required on PTC structures.

D. Early Action Bridge Contracts

1. Two (2) General Plan and Elevation sheets should be prepared. The first will

not show the future mainline lanes. The second should show the future

mainline lanes and clearly state that the sheet is only provided to depicthorizontal and vertical clearances for alternate bids.

Note: The ownership of overhead structures carrying state routes

(S.R’s) over the mainline will be transferred to PennDOTupon replacement. Therefore, coordination with the appropriate

PennDOT district throughout the design process is required.

5.4 General Structure Guidelines

A. Substructure

1. Stub or mid-height abutments are preferred. Full height abutments may be

used if required to attain minimum vertical clearance or to accommodate other site restrictions.

2. Integral abutments may be considered where favorable geological conditions

exist and the necessary bridge geometry requirements can be met. Complywith the requirements in PennDOT DM4, Appendix G, and standard drawings

BD-667M. Constructability should be considered in accommodating

construction staging, future widening and future redecking, when applicable.

3. Using 11/2:1 slopes in front of stub or mid-height abutments, in conjunctionwith articulating cellular concrete block slope protection, is permissible to

minimize span lengths.

4. Use same wing wall type and orientation for all wings on a particular structure. Unless there is a significant cost savings or site needs to utilize

different types. Differing wing wall types are subject to the approval of the

PTC Bridge Engineering Manager.5. Design the height of flared wingwalls to provide a 12" clear dimension

between the top of the wing wall and finished grade on the back of the wing

wall.

6. Provide either flowable backfill or geogrid reinforced backfill for mainline bridges and PTC owned overhead bridges. Use current PTC standard

drawings for details and pay limits. Use backfill in accordance with



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Oct 2011

PennDOT standard drawings for all overhead bridges to be owned by

PennDOT.

7. For multi-span overhead bridges, use a wall type pier for all piers. Pierslocated within the median are restricted to a maximum wall width of 3'-0".

Provide a pier cap with a maximum width of 3'-4” on all piers. The pier cap is

to be a minimum height of 2'-0". The ends of all pier walls and caps are to berounded. Exceptions will only be made for special site conditions or where

bridge vertical clearance is greater than 25 feet. In these special cases other

pier types (i.e. hammerhead, multi-column, etc.) can be considered with

approval of the PTC Bridge Engineering Manager.8. Submit details and basic dimensions for the proposed pier type to the PTC

Bridge Engineering Manager for approval prior to starting the pier design and

detailing. This information should be included as part of the TS&L and foundation submissions.

9. Minimum concrete cover over the steel reinforcement on all substructure units

with architectural surface treatment will be measured to the point of maximum

relief of the formliner.10. Provide a two foot minimum to four-foot maximum flat bench in front of stub

and mid-height abutments for future maintenance and inspection needs.

11. The bottom of footing elevations near streams is to be determined using thecriteria in DM 4.

12. Consider Design Manual 4, Foundation Special Considerations.

13. For foundations in a river environment, spread footings on soil are onlyallowed with PTC approval.

14. For spread footings on soil, perform a minimum lab testing of one

classification series and one direct or triaxle shear for each footing. Perform aminimum of one consolidation test for saturated clay below each footing.

Perform a minimum of one corrosion series test for each structure.

15. For pile and drilled shaft foundations, provide applicable information listed inDM 4.

16. Prepare a Foundation Report for each structure. The report will be a

standalone document and not part of the Preliminary Geotechnical

Engineering Report as indicated in DM 4.17. 50 ksi steel H-piles may be designed for axial capacity using a steel yield

stress of 50 ksi. Special consideration should be given to quality of the rock

bearing stratum and pile driving requirements to achieve the proper designload/refusal without damage to the pile. For overhead bridges carrying state-

owned roadways, generally use 36 ksi for pile designs. Verify the design

criteria with the PennDOT District.18. When calculating the bearing capacity of rock using q ultimate for an

equivalent soil mass, choose a resistance factor, 0.35-0.55, based on rock

quality and expected performance. (Consider rock RQO [%] and RMR

method for determining how the rock will be modeled for bearing resistancecomputations.)



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Oct 2011

19. When selecting a friction angle for soil, referencing Foundation Analysis and

Design by Joseph E. Bowles or older versions of Design Manual 4 is

acceptable.20. For replacement of existing structures on the same alignment, it may be

beneficial, if feasible; to have one of the proposed structure borings taken

through the existing footing (to determine as-built BFE) and one boring takenoutside the existing foundation footprint (to determine a more accurate top of

bedrock profile). Existing footings keyed 2' to 3' into rock may yield overly

conservative proposed BFE’s if only taken through existing footings.

21. Follow DM 4, for locating the bottom of footings impacted by scour requirements.

22. Design substructure units with provisions for future jacking for bearing

replacement and/or bearing reset. The preference is to widen the beam seat,or provide a jacking shelf for shallow bearings, to accommodate the jacks.

23. Provide the notes and details for anchor bolt installation as shown on BD-

613M, sheet 14 of 15.

24. Concrete bearing pedestal walls used with precast concrete arches will belimited to 3’ in height.

B. Superstructure

1. Eliminate deck joints as much as possible. Use concrete end diaphragms

instead of backwalls where calculations permit. For multi-span bridges, makesuperstructure continuous over the piers.

2. When staged construction results in placing a deck slab on a portion of a

structure adjacent to a previously placed portion, the difference in deflectiondue to dead load must be less than three inches. Because of web layover,

curved and skewed structures require a suggested construction procedure.

3. Minimize or eliminate entirely the number of scuppers on the bridge deck butdo not allow water to spread into the travel lane. Size and space roadway

inlets off the structure to collect all runoff. Place scuppers before tooth and

modular expansion dams, if necessary.

4. For beam rehabilitation designs, achieve an inventory rating factor of 1.0 or greater for the H-20, HS-25, ML-80 and TK-527 vehicles and an operating

rating factor of 1.0 or greater for the P-82 vehicle. This requirement may be

waived by the bridge engineering manager if it results in larger or additional beams. Use the PHL-93 vehicle for all new beam designs.

5. In lieu of moment and shear diagrams for PTC owned structures, provide on

the contract plans unfactored shear and moment values at tenth points for continuous girders; or the maximum values and splice point values for simple

spans. Include the values as indicated in DM 4. Also include a table of

reactions for dead load, superimposed dead load and positive and negative live

load plus impact without load factors applied.6. Provide load ratings on the design plan for all new bridges in accordance with

PennDOT DM 4



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Oct 2011

7. Provide on the contract plans composite and non-composite section properties

at each resisting section.

8. Properly detail the expansion slots in the sole plates of elastomeric bearings toaccount for the longitudinal movement due to end rotation of beams caused by

camber.

9.

The use of stone slopes within 50’ of the abutment will be prohibited. Aminimum of 50’ of bituminous curbing will be placed at each quadrant to

allow grass slopes to stabilize.

C. Drainage

1. Place inlets beyond ends of approach slabs. Do not place within approach

slab. Provide curbing from the bridge parapet to the inlets. For long U-wings, place inlets at end of wingwalls.

2. Provide a minimum of 50' of bituminous or concrete curbing extending out

the front end of the wing wall or safety wing wall at all four corners of the

bridge, unless there is an inlet, in which case the curbing is to terminate at theinlet.

D. Retaining Walls

1. Single-face barrier is required in front of all retaining walls located at the edge

of mainline shoulder. Place barrier directly against retaining wall with no gap between. In the alternatives analysis for retaining walls, several factors

should be considered. Engineering judgment should be applied and presented

by the designer to the PTC Project Manager. If an MSE wall is to be used,then provide a moment slab underneath the shoulder with an integral single

face barrier to accommodate any impact. If a post and plank wall is to be used,

then no moment slab is required. See the PTC Project Manager or BridgeEngineering Manager if further clarification is needed.

2. Provide architectural treatment on all retaining walls visible from mainline

and on other retaining walls at the direction of the PTC. This treatment

should be consistent throughout the project corridor.3. The design consultant should prepare a design that will be bid as an either/or

item as follows:

Either:

Retaining Wall, EB-XXX – As Designed

Or:

Retaining Wall, EB-XXX – Contractor Alternate

This either/or item will require a project specific specification.



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Oct 2011

E. Sound Barriers

1. Use steel posts for all sound barriers located at edge of mainline shoulder.2. All steel posts are to be galvanized and then powder coated or painted.

3. Single-face barrier is required in front of all sound barriers located at edge of

mainline shoulder (see Figure 5.7.1). Place barrier directly against sound barrier. The sound barrier should not be designed for impact.

4. Provide architectural treatment to the sound barrier panels as per the direction

of the PTC. This treatment should be consistent throughout the project

corridor. The Turnpike side of the sound wall will utilize formliners and theresident side will be pressed.

5. For Commission owned structures, a 20-foot high (including the barrier

height) sound barrier may be constructed across the superstructure. If theheight of the barrier adjacent to the bridge cannot be maintained, the variation

must be approved by the PTC Project Manager.

6. For Commission owned structures, the panel length shall not exceed 12 feet.

F. Soldier Pile/Post and Plank Walls (Non-Anchored)

1. The preferred design method should be in accordance with DM-4 using theLRFD discrete method of design. Alternate methods may be considered if

project site conditions dictate, subject to approval by the PTC Bridge

Engineering Manager.2. When deflection controls design of steel post, limit deflection to 1”.

3. Caissons are to be designed (diameter and length) using COM 624P or similar

program.4. Caissons are not to be reinforced.

5. Wall friction angle (delta) is 0 degrees when calculating passive pressure.

6. Multiple Ka values can be used to help reduce the active earth pressure.7. An increased phi value can be used (reduced Ka) for rock.

G. Sign Structures

1. Use monopipe sign structures for all mainline sign structures in accordance

with PTC standard drawings. A test bore should be drilled at the foundation

location. Pay the foundations for these structures as individual items, i.e.Class 3 Excavation, Class A Cement Concrete, Reinforcement Bars,

Temporary Shoring, etc. Do not pay as incidental to the sign structure.



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Oct 2011

H. General

1. Provide an anti-graffiti coating on all exposed concrete surfaces without

architectural surface treatment, except for the bridge deck surface, abutment

backwalls and bearing seats. The colors will be provided by the Commissionon a case by case basis. Coated areas include abutments, wingwalls, piers, all

faces of the bridge parapet and the outside face of P/S concrete fascia beams.

Do not place coating on the top and inside surfaces of the bridge parapets for

overhead structures carrying, state owned roadways. Boiled linseed oil will be applied to those areas, as well as across the deck.

2. Bid items for alternate structure designs will generally be utilized for both

overhead and mainline structures. Only one alternate structure will be used,consisting of a different material type than the designed structure (i.e. if steel

is designed only P/S will be allowed as an alternate.)

3. Provide separate pay item, with special provision, for jacking of the

superstructure after deck placement in order to relieve stresses in elastomeric pads.

4. For highly skewed structures investigate improving the skew to 70° or greater

to improve performance. The ability to improve the skew is likely moreattainable on mainline structures than for overheads which may be governed

by the alignment of the median pier.

5. Detail highway lighting components to eliminate the need for structuremounted poles. Any proposed structure mounted lighting must be approved by

the Bridge Engineering Manager.

6. For curbed and skewed structures indicate if the structure is to be plumb aterecting or plumb under the full dead load existing at the end of construction,

which is preferred. Provide on the contract plans the anticipated differential

lateral deflection and resulting lateral rotation. For staged construction provide a suggested procedure for connecting diaphragms and constructing

the deck slab. Do not use concrete end diaphragms for these structures.

I. Software

1. For abutment, wall, pier, and culvert design and analysis on structures where

ownership will be transferred to PennDOT, use the current ABLRFD,PAPIER, and/or BXLRFD programs. For vertical pile lateral resistance, use

COM 624P computer program (Wang & Reese, 1993).

2. For PTC owned structures, other design/analysis programs are acceptable,contingent on approval by the PTC Bridge Engineering Manager (i.e.,

GStab17, LPile, FBPier, etc.).



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Oct 2011

FIGURE 5.7.1



6-1

Oct 201

Chapter 6 – RIGHT-OF-WAY

6.0 Introduction

There are numerous factors that contribute to affecting private property that occur within

a design project. This chapter presents the guidelines required to prepare the associated plans depicting these affected properties. All plans are to be prepared in accordance with

PennDOT Publication 14M, Design Manual Part 3 – Highway Plans Presentations,

PennDOT Publication 16M, Design Manual Part 5, Utility Relocation, and as directed bythe Commission.

6.1 Reestablishing Turnpike Right-of-Way Baselines – ‘Best-Fit’

A. History

• The “Original” part of the Pennsylvania Turnpike was built utilizing portions

of the old Southern Pennsylvania Railroad and Mining Company (South Penn)right-of-way from Irwin, Pennsylvania (Turnpike milepost 67) to Carlisle, PA

(Turnpike milepost 226). Through most of this section of Turnpike no

permanent baseline reference monuments were set. Baselines were staked inthe field, and the only references set were hubs and tacks or nails/tacks in

trees, all long gone. The only exception to this was the construction of

massive eight-foot (8’) square-topped stone pillar tower monuments (sometwelve feet high) the South Penn Railroad built at the breaks in grade over the

tunnels, upon which surveyors could set-up their instruments. With no

permanent monuments being set to perpetuate the location of most of theTurnpike’s Centerline, the highway itself (the original 24-foot wide concrete

cart ways underneath the bituminous pavement, the bridges, storm water structures, and the concrete median barrier occupying the middle of the ten-foot (10’) wide medial strip) is the monument. The Right-of-Way Centerline

utilized “simple” curve geometry. The “Construction Centerline” in spiraled

high degree-of-curve areas was offset (throw “p” distance) and was spiraled

utilizing a peculiar “approximation” of a spiraled curve (not a realmathematical spiral) unique to the Pennsylvania Turnpike. As

reestablishment of the Right-of-Way Centerline requires the physical location

of the Construction Centerline’s monument (the highway) and then applyingthe offset distances between the two centerlines, a copy of the “Standard

Turnpike Spiraling Method” can be obtained from the Turnpike Project

Manager, and should be utilized for spiraled curves between mileposts 67 and 226. Generally, the precision ratio for “Original Turnpike” surveys was

between 1:1500 and 1:2000. The methodology for reestablishing a “best-fit”

of the Right-of-Way Centerline is presented below under “Original Turnpike –

Best Fit”.



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Oct 2011

• After completion of the Original Turnpike, the “Philadelphia Extension”(Carlisle to Valley Forge, milepost 226 to milepost 326), the “Western

Extension” (Ohio State Line to Irwin, milepost 0 to milepost 67), the“Delaware River Extension” (Valley Forge to the New Jersey State Line,

milepost 326 to 359), and finally, the “Northeast Extension” (Norristown toClarks Summit, milepost A-20.0 through A-131) were constructed. ThePhiladelphia, Western, and Delaware River Extensions had a few sections

built without centerline reference monuments being set (and are to be treated

for the purpose of reestablishing the “best-fit” Right-of-Way Centerline as“Original Turnpike”), but for the Turnpike sections properly monumented, the

methodology for reestablishment should be in accordance the procedures

below under “Turnpike Extensions – Best-Fit”. The Northeast Extension was

fully-monumented (re-bars approximately forty inches (40”) long, some set inconcrete), with their surveys having precision ratios of 1:4000. Generally, the

precision ratio for the Philadelphia, and Western Extensions surveys was

1:2500. The Delaware River Extension’s surveys precision ratio averaged 1:3500. Reestablishment of the Right-of-Way Centerline will require

adjustments be made to accommodate technological advances in surveying

precision.

1. Original Section And Turnpike Extensions – Best Fit

- Because most of

the Original Turnpike had no Centerline reference monuments set, these

procedures are to be followed. In addition, on Turnpike Extensionswithout reference monuments, utilize Original Turnpike procedures:

i. On Original Sections of the Turnpike, the structures’ centerline by

centerline points (established from substructure working points) and location of the highway (the highway being the “monument”) shall

be utilized to precisely “set” the reestablished location of the originalright-of-way baseline. The “best-fit” centerline will be an

adjustment (modern precise surveying techniques) applied for

technological measuring advances. On Turnpike Extensions, theoriginal Right-of-Way baseline reference monuments (recovered and

positioned on the project datum) are based on the structures

centerline to centerline points (established from the substructure

working points).

ii. The centerline geometry shown on the 1990 mosaics will bestored as a figure in COGO as the Right-of-Way Centerline

No. 1. The coordinate geometry shown on the original

construction “as-built” plans will be stored as a figure inCOGO as the Right-of-Way Centerline No. 2. The two right-

of-way centerlines shall be rotated, translated, and compared

to one another for “fit”.



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Oct 201

Right-of-Way Centerlines 1 and 2 should match. Any discrepancies

between the two shall be reported to the Commission Project

Manager for referral to and resolution by Commission Right-of-Waystaff. The resulting resolution shall be called the “Right-of-Way

Centerline”. It is understood that the Right-of-Way Centerline is in

simple curve format (which may be either arc or chord definition, possibly both, if two or more construction sections span this project);

please verify.

ON the Northeast Extension ONLY, there are a few places where theLegal Right-of-Way Lines For Limited Access are “concentric with

and offset from” spiraled baselines. This is a “special” circumstance

and Commission right-of-way staff is to be consulted for “special” procedures to deal with these lines.

iii. The aerial photography centerline (the centerline of the median

barrier) will be supplied to Consultant in an ASCII coordinate file provided by the Commission. Curves derived from this file will reflect

as-built spiral curves. This file will be stored in COGO and a figure

derived by the “best-fit” command through tangents to establish PI’s.

iv. The Right-of-Way Centerline figure will be superimposed in COGO

upon the aerial photography centerline (ASCII file), tied at one end tothe ASCII file figure and rotated onto the ASCII file figure. The Right-

of-Way Centerline will be slid incrementally in COGO along the

ASCII file figure and through the referenced centerline points(established from structure centerline by centerline points, median

barrier ties, where available on the Original Sections; and established

from recovered original monuments and structure centerline bycenterline points on the Turnpike Extensions, where available.) until

the two centerlines match each other as closely as possible. When

comparing the Right-of-Way Centerline to the aerial photography

centerline, the simple curve to spiral association (utilizing the uniqueStandard Turnpike Spiraling Method) where applicable on the Original

Turnpike Sections) shall be considered. The objective is to hold as

much of the right-of-way geometry as possible, especially along thetangents, and to adjust the curves as required, generally holding the

radius, and applying the spiraled curves.



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Oct 2011

v. As a check for best-fit, offset distances will be computed between the

two lines by stations and offsets at 50-foot intervals. It is understood that differences of one (1) foot or less will generally be acceptable.

Areas of incongruity between the two centerlines that require the

introduction of any new PI’s will be reviewed with the Commission’sstaff prior to finalizing the best-fit centerline. The station and offset

comparisons and referenced field centerline tie comparisons will be

submitted to the Commission with a brief report on methodology,

problems encountered, and resulting procedures used to achieve the best-fit centerline. The Commission will review and approve the best-

fit line.

vi. The best-fit as-built centerline will become the basis for the re-

establishment of the existing Right-of-Way of the Turnpike for this

section of roadway. The existing right-of-way lines will be re-

established by using the breakpoints from the Right-of-Way mosaics(verified by deed) at the appropriate stations and offsets and tying

them to the best-fit centerline. The addition of station equations (best

fit as-built centerline) will be required to accomplish this tocompensate for the systematic errors created by earlier surveying

technology inadequacies, resulting in precision ratios of only 1:3000

(or less) on some original surveys. The right-of-way corners / right-of-way shift points between these station equation points on the best

fit as-built centerline shall have their positions’ stationing prorated to

adjust for the discrepancies created by the systematic early surveyingerrors. The corners’ offset distances from the baseline shall NOT be

prorated; they are to be HELD. Simple curve format will be used for

the establishment of right-of-way geometry. As a check,reestablished right-of-way lines and breakpoints will be compared

with existing right-of-way fence breakpoints and field-located

property corners added to the mapping on the aerial photography

wherever possible.

vii. At the limits of the project, the best-fit as-built centerline will be tied

to the nearest PI (located by field survey) outside the project’s actuallimits of work in order to facilitate geometric conformity in

matching adjacent projects.

viii. Station and offset ties between the approved best-fit as-built

centerline and the project’s new Right-of-Way - Construction

Baseline line will be shown on the final Right-of-Way / Geometry

Plans in no less than two places on each sheet (both edges).



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Oct 201

ix. Prior to beginning the work necessary to establish the best-fit as-

built centerline, a meeting to review the above procedures will be

held with the Commission’s Right-of-Way staff.

6.2 Plan Requirements

A. Right-of-way – Mainline Only

The right-of-way plan set will consist of a title sheet Right-of-way/GeometryPlans and property plots for properties requiring perpetual easements and/or fee

simple acquisitions.

Mainline Right-of-way property plots will have Survey and Right-of-way

Baseline for the side road and a Survey and Right-of-way Baseline (which is the

proposed baseline) for the Turnpike mainline. Right-of-way acquisitions that

affect the side road right-of-way will be referenced off the Survey and Right-of-way Baseline for the side road. Right-of-way acquisitions that affect the Turnpike

mainline right-of-way will be referenced off the Survey and Right-of-way

Baseline (which is the proposed baseline) for the Turnpike. All references(plusses and offsets) are to be shown on the plan as measured perpendicular or

radial to the baseline from which they are referenced.

No separate plot will be prepared for properties requiring only Temporary

Construction Easements (TCE). These TCE impacts will be shown on the

Roadway Plans, which are to be submitted in conjunction with the plots as part of the Construction Plan set. Stations, offsets, and areas for TCE’s will be

referenced to the Survey and Construction Baseline and labeled on said Roadway

Plans. Metes and bounds are not required to be shown for TCE’s. The standard TCE note should be included on said Roadway Plan.

All perpetual easements and fee simple acquisitions will show only the lines

plotted and labeled accordingly.

B. Right-of-way – Early Action Bridges, Side Roads, Access Ramps accepting/

discharging traffic onto any public roads:

For Early Action Side Roads requiring right-of-way acquisitions, side-road

relocations, and access ramps discharging/accepting traffic onto/off public roads,a complete set of right-of-way plans are to be prepared in accordance with the

manuals listed above. The R/W plan set should mimic what is being

built/acquired for that job. Applicable Right-of-way/Geometry Plans should be

included in the right-of-way plan set.



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Oct 2011

Early Action Right-of-way plans will have Survey and Right-of-way Baseline for

the side road and the Original Right-of-way Baseline for the Turnpike. Right-of-

way acquisitions that affect the side road right-of-way will be referenced off theSurvey and Right-of-way Baseline for the side road. Right-of-way acquisitions

that affect the Turnpike mainline right-of-way will be referenced off the Original

Right-of-way Baseline for the Turnpike.

All references (plusses and offsets) are to be shown on the plan as measured

perpendicular or radial to the baseline from which they are referenced.

No separate plot will be prepared for properties requiring only Temporary

Construction Easements (TCE), unless a TCE goes to condemnation or the PM

requires it. These TCE impacts will be shown on the Roadway Plans, which areto be submitted in conjunction with the plots as part of the Construction Plan set.

Stations, offsets, and areas for TCE’s will be referenced to the Survey and

Construction Baseline and labeled on said Roadway Plans. Metes and bounds are

not required to be shown for TCE’s. The standard TCE note should be included on said Roadway Plan.

All perpetual easements and fee simple acquisitions will show only the lines plotted and labeled accordingly.

C. Title Sheet

The information to be presented on the Title Sheet shall be in accordance with

Design Manual 3, Chapter 3, except as follows:1. Maps.

a. State Map with Pennsylvania Turnpike Commission Districts shown in the

upper right corner b. Location map with project shown in upper left corner with scale presented.

2. The block for the PTC Chief Engineer to stamp on the R/W title sheet should

be removed since the Design Engineer is stamping it and the Chief Engineer

already has a place to sign it.3. The Contract Number for the R/W plan set should match the construction

contract number. Each Plot will have a separate WBS number that is different

than the construction contract number.4. Stationing Limits. The Stationing Limits shall be shown. If a parcel is

affected by both the Early Action Project and a Mainline Project, a plot shall

be prepared identifying the required right-of-way for both projects.5. Side Road Right-of-way Plan Sets. For the Turnpike, identify the

eastern/southern and western/northern most limits of right-of-way as:



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Oct 201

LIMIT OF ESTABLISHMENT, RE-ESTABLISHMENT, AND

AUTHORIZATIONSTATION XX+XX

a. For State Side Roads, identify the Limits of Right-of-way as:

BEGIN AUTHORIZATION

STATION XX+XX

SEGMENT XX, OFFSET XXS.R. XXXX, SECTION XX Right-of-way

END AUTHORIZATIONSTATION XX+XX

SEGMENT XX, OFFSET XX

S.R. XXXX, SECTION XX Right-of-way

b. For Non-state Side Roads, identify the Limits of Right-of-way as:

BEGIN AUTHORIZATIONSTATION XX+XX

T.R. XXXX (Local Road Name)

END AUTHORIZATION

STATION XX+XX

T.R. XXXX (Local Road Name)

The right-of-way title sheet, index plans and general notes should be consistent with the

limits shown on the Right-of-way Plan, Profile and Plots.

D. Preparation of Property Plots Plans

1. Legal metes and bounds descriptions shall be prepared for all fee simple and perpetual easement acquisitions except properties which are “total takes”.

Total take acquisitions shall utilize the owner’s description, unless directed

otherwise by the Commission. These descriptions are to be furnished by theConsultant in electronic (MS-Word) format for each parcel Where pluses

(stationing) numbers for corners are shown as “encircled” (scaled dimension)

on the right-of-way plans, the metes and bounds description shall identify thestation as “+/-“. Where the baseline offset distance numbers for corners are

shown as “encircled” (scaled dimension) on the right-of-way plans, the metes

and bounds description shall identify the offset distance as “more or less”. .

2. No property plot plan will be required for “total” takes unless otherwisedirected by the Commission.

3. For general notes, refer to the PTC CADD Standards, sub-file “Title_Blocks”.



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Oct 2011

4. Plot the entire “Deed of Record” property on one sheet. The deed calls (metes

and Bounds) shall be labeled on each property line, parallel to the applicable

line. Label this information as it is shown in the deed. When perches aregiven, also add the (feet) conversion in parenthesis. If clutter is a problem, a

full or partial tabulation should be used (preferred – use numbers inside

octagonal).5. Consistent use of labels, text, charts and plan preparation (in general) shall be

maintained throughout the project.

E. Right-of-way/Geometry Plans

This work involves the preparation of final Right-of-way/Geometry Plans at a

scale of 1"=50'. The Right-of-way/Geometry Plan Sheets will show all ties between the Proposed Construction and Survey Baseline (to be labeled as Survey

and Right-of-way Baseline on these plans) and the original “best fit” alignment

that has been reestablished as the Original Right-of-way Baseline. Dual station

and offset baseline ties will be shown to all break points in the right-of-way lines.Project grid coordinates will also be shown for these points. These stations and

offsets will denote station and offset data from the Original Right-of-way

Baseline in slanted text and stations and offsets in bold vertical text from theSurvey and Right-of-way Baseline for each tie point with appropriate notations

and legends. Centerline geometry data will be provided for both the Original

Right-of-way and Survey and Right-of-way Baselines.

It is the consultant’s responsibility to obtain all recorded instruments to verify

supplemental right-of-way information provided by the Commission. In addition,copies of all records are to be forwarded to the Commission and/or the Design

Manager. Right-of-way/Geometry Plans will show and label all side road names

and route numbers, watercourse names and flow arrows, structure numbers, baseline stationing and station equalities, planimetric features, owner names,

project parcel numbers, old and new right-of-way numbers, north arrow, labeled

topography, and right-of-way dimensions. All coordinate notes, project grid

coordinate conversion notes, centerline mileposts, and horizontal and verticalcontrol monuments will be shown on each plan.

All primary control will be depicted with elevations, coordinate values, and typeof control point established, i.e., bronze disc in concrete. Primary vertical control

benchmarks will be shown with elevations in NAVD88 and coordinates in project

grid. Primary horizontal control monuments will be shown with coordinates in both project grid and NAD83 SPC with (applicable Zone) values with notation on

both datum. Stations and offsets will be provided to all primary horizontal and

vertical control monuments referenced to the Survey and Right-of-way Baseline

and the Original Right-of-way Baseline.



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Oct 201

Baselines with bearings will be noted on each plan as the Survey and Right-of-

way Baseline and the Original Right-of-way Baseline. The Legal Right-of-Way

Line for Limited Access will be shown, labeled and noted with right-of-waynumbers. The plans will be prepared in accordance with Commission

requirements including the above stated information.

These Right-of-way/Geometry Plans will indicate/label those corners of the Legal

Right-of-Way line for Limited Access, which are to be monumented during

construction. Commission staff will review the plans at the pre-PS&E submission

and will specify which corners are to be monumented. These plans will beincorporated into the final Construction Plans.

It is not necessary to show plusses and offsets to the Legal Right-of-Way Line onthe construction plans if the right-of-way/geometry plans are included as part of

the Contract Documents.

F.

Required Right-of-Way Lines

Required Right-of-Way is to be taken in chords (creating straight right-of-way

lines and not curves). If a circumstance requires that a take creates a concentric-to-baseline or curved right-of-way line, approval by the Total Reconstruction

Program Manager must be obtained. Avoid (if possible) creating ANY new right-

of-way corners/shifts in right-of-way on existing property lines separatingadjacent owners. It is far more desirable to create new right-of-way corners away

from existing property lines by station (plus)/offset distance from a Commission

baseline. If it is necessary to create a new corner/shift in right-of-way on anexisting property line between adjoining owners retracing and reestablishing that

boundary line will be required.

If a property line coincides with the legal right-of-way line, the property line

symbol shall be shown on the right-of-way line on deed plots and Right-of-Way

plans. However, on Construction/Roadway plans or Right-of-Way/Geometry

plans do not show the property line symbol.

6.3 Right-of-way Summary Chart

The Commission will supply the chart template which is to be prepared and updated by

the consultant and submitted with each right-of-way submission. Commission staff will be responsible for assigning right-of-way numbers for all impacted properties.



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Oct 2011

6.4 Utility Easements

A. The property plot plan and the construction plan shall show all utility

easements. If a utility crosses the Turnpike right-of-way and the utility has an

existing private easement connecting to the legal limited access right-of-wayline, the private easement will remain for any portion of the easement

bounded by the old and new right-of-way lines. A note shall also be included

that indicates the name of the utility involved with the easement. See Figure

6.4.1.

B. When it is necessary to acquire substitute right-of-way for a utility, the

designer shall obtain a copy of the utility’s existing right-of-way documentsfor the right-of-way overtaken by the highway. Also, a copy of the utility’s

current right-of-way agreement form shall be obtained. Prior to obtaining the

right-of-way, a meeting with the utility shall be held to discuss the private

rights. The legal description for the replacement right-of-way shall providethe replacement of the utility’s existing private rights. The utility shall

approve of the legal description before it is finalized. When the right-of-way

acquisition is complete, a copy of the legal description shall be provided to theutility. Refer to Design Manual Part 5, Section 6.3, Utility Relocation for

more details on the acquisition of substitute right-of-way.



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Oct 201



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Oct 2011

Chapter 7 – Drainage, Stormwater Management Design, and Erosion and Sediment

Pollution Control Plans

7.0 Introduction

While this chapter is divided into separate sections for Drainage and Stormwater Management,the designer must approach the layout of the roadway drainage system from a stormwater

management perspective. As the Regulatory Agencies, Counties and Townships become more

sophisticated in their approach to the regulation of stormwater discharges (i.e., the PostConstruction Stormwater Management section of the NPDES permit), the use of sound

stormwater management practices must be applied during the development of drainage designs.

7.1 Drainage Design Criteria

A.

General

1. Primary References

Commonwealth of Pennsylvania, Pennsylvania Department of Transportation(PennDOT) Design Manual Part 2, Highway Design, Publication 13M, Chapter 10, Drainage Design, and Related Procedures, Latest Edition. Chapter 13,

Erosion and Sediment Pollution Control, Design Manual Part 3, Plans

Presentation, Publication 14M, Chapter 6, Contour Grading and Drainage Plansand Erosion and Sediment Pollution Control Plans, Latest Edition.

Commonwealth of Pennsylvania, Department of Environmental Protection (DEP),

Pennsylvania Code Title 25, Chapter 102 and Chapter 105. Commonwealth of Pennsylvania, Department of Environmental Protection (DEP),

Erosion and Sediment Pollution Control Manual, Latest Edition.

Commonwealth of Pennsylvania, Department of Environmental Protection (DEP),Pennsylvania Stormwater Best Management Practices Manual, Latest Edition.

Commonwealth of Pennsylvania, Department of Transportation, Publication 584,Latest Edition.

HEC – 22 Urban Drainage Design Manual

Commonwealth of Pennsylvania, Department of Transportation (PennDOT),Standards for Roadway Construction (RC), Latest Edition.

Pennsylvania Turnpike Commission (PTC), Standards for Roadway Construction

(PTS), Latest Edition. United States Department of Agricultural Soil Conservation Service, County Soil

Survey.



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2. Compliance

Federal Emergency Management Agency (FEMA) flood maps will determine if

the proposed activity encroaches on a regulatory floodway. A water obstruction or encroachment with a drainage area more than 100 acres

requires a joint (DEP and US Army Corps of Engineers) or general permit (DEP)

application, whichever is applicable.

Provide supporting hydrologic and hydraulic computations as required by DEP’sGeneral Permit for wetland disturbance areas of less than 0.1 acre. However, for

wetland disturbance areas of 0.1 acre or more, DEP’s Joint Application with

supporting documentation is required.

Any stormwater management detention basin with an embankment 15 feet or greater in height, or with contributing drainage area exceeding 100 acres, or with

impounding capacity at maximum storage elevation exceeding 50 acre-feet

requires a DEP Dam Permit and should be avoided where possible.

3. Drainage Systems

All drainage facilities less than 10 feet in depth from the existing or proposedfinished grade to the top of the pipe will be replaced.

Drainage facilities greater than 10 feet in depth from the existing or proposedfinished grade to the top of pipe will be inspected and the results included in a

“Deep Culvert Inspection Report.” The designer will physically inspect pipesgreater than 36-inches in diameter. Pipes less than or equal to 36-inches in

diameter will be video logged by the designer and a copy of the tape provided to

the Commission as part of a “Deep Culvert Inspection Report”. The “DeepCulvert Inspection Report” should indicate whether the drainage system is

recommended for rehabilitation, reconstruction, or extension.

In developing the new drainage system and the construction staging for the project, consideration will be given to placing the new drainage systemat the existing drainage location as much as possible to minimize boring.

For shoulder and paved median inlets, use flowable backfill material.

B. Storm Drainage

1. Hydrology

a. Runoff factors should follow Design Manual 2, Chapter 10, Table 10.2.1 or local governing storm ordinances if the ordinances are more stringent for the

design and approval by the necessary regulatory agencies.

b. Design storm frequency:



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For temporary conditions use 2-year storm.

2. Storm Pipe

a. The minimum diameter of cross pipes under the roadway that are deeper than 10feet shall be a minimum 24 inch.

b. A 0.5% minimum slope to be provided, with 1% being the desired minimum.

Maximum slope to be 10% unless a steep slope pipe design is provided.

c. Combination storm sewer and underdrain is to be used for parallel storm sewersin cut conditions and in the median.

d. Two pipe alternates will be used for all storm sewer pipes. In general,

reinforced concrete and thermoplastic will be used for most conditions and

coated polymer corrugated galvanized steel pipe or thermoplastic pipe will beused for slope pipe. The design will be based on the highest “n” factor for the

alternatives. The pipe outlet design will be based on the lowest “n” factor for the alternates.

Reinforced concrete pipe will be Type A with an approximate 100-year expected service life. “PAIDD” must be used for all concrete pipes with fill

heights greater than 15 feet.

Coated (polymer) corrugated galvanized steel pipe will be Type I with2-2/3" x 1/2 " corrugations and designed with an approximate 50-year

expected service life.

For thermoplastic pipe;Slopes: Group V

All Other Areas: Group VIe. Designers should consider the available sizes of pipes when developing

drainage systems and verify that pipe sizes being specified are available asalternatives.

3. Inlets

a. Locations

Minimum spacing of inlets is to be 100 feet except in sag conditions.Bypass flow will be permitted to achieve economical spacing as long as

depth and spread criteria are maintained Inlets in depressed or unpaved median sections are to be placed so the width

of water flowing in the median does not exceed 2/3 the total median width,

for medians greater than or equal to 22’ width. For medians less than 22’,see the project manager for requirements. Additional inlets beyond the

minimum spacing criteria may be needed to achieve the 2/3 spread in

certain instances, such as full superelevation or flat grade.



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Provide inlets in the shoulders and median on the low side of mainline bridges. Provide inlets in the median on the high side. Inlets in the right

shoulder are to be placed at the ends of the approach slabs with curbing

extending from the wing wall or safety wall to the inlet. Provide inlets in the shoulder on the low side of overhead bridges. Locate

the inlets at the ends of the approach slabs if present and provide curbing

extending from the wing wall or safety wing to the inlet.

Outletting of median inlets into shoulder inlets and slope pipes is preferred.

Depress inlets in median and shoulder areas one inch below the normal flow

line, unless temporary traffic is anticipated over the inlets.

b. Types

Use Type C Inlets on shoulders which have approach slabs and concrete

curbs. Use Type M Inlets with frames in paved medians requiring drainage on only

one (1) side of a concrete median barrier and on shoulders adjacent to

single-face barrier.

Use Type M Double Inlets with concrete top units in paved mediansrequiring drainage on both sides of a concrete median barrier.

Use Type M Inlets with concrete top units in fill shoulders and unpavedmedians.

Use Type S Inlets in swales and on shoulders with rollup curbs and swaleconditions.

Type D-H inlets may be used to accommodate high storm runoff but may

only be used if approved by the project manager. PTC has not utilized thistype of inlet and it should only be used if approved by the project manager.

4. Ditches/Swales

a. The minimum ditch grade to be used is 1.0 percent.

b. The minimum ditch depth to be used is one (1) foot.c. Design ditches and their locations in accordance with the following

hierarchy:

Cut Slopes – Refer to the Figure 7.1.8(A) entitled, “Typical Ditch – Cut

Slope”

- As indicated on the figure.- As indicated on the figure with 3:1 side slopes on ditch.- As indicated on the figure, eliminate the top of cut rounding with

3:1 side slopes on ditch.



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- As indicated on the figure, eliminate the top of cut rounding with

2:1 side slopes on ditch.- Locate ditch, with 2:1 side slopes, two (2) feet from right-of-way

line. Ditch can intersect roadway cut slope (2:1) and roundintersection point.- Take additional right-of-way and use preferred ditch as indicated

on the figure.

Fill Slopes – Refer to the Figure 7.1.8(B) titled “Typical Ditch – Fill Slope.”

- As indicated on the figure.

- As indicated on the figure with 3:1 side slopes on ditch.

- Extend embankment slope directly to bottom of ditch. Use 4:1 backslope to existing ground line to form V-ditch.

- Extend embankment slope directly to bottom of ditch. Use 3:1 backslope to existing ground line to form V-ditch.

- Extend embankment slope directly to bottom of ditch. Use 2:1 back slope to existing ground line to form V-ditch.

- Locate ditch, with 3:1 side slopes, eight (8) feet from right-of-way

line.- Take additional right-of-way and use preferred ditch as indicated

on the figure.



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d. Concrete lined ditches are not to be used.

5. Pipe culverts under the Pennsylvania Turnpike

a. In general, shallow culverts, culverts less than 10 feet deep from the existingor proposed finished grade to the top of the culvert, will be replaced.

Hydrologic analysis for the 50-year storm frequency will be used to

determine flows. For culverts in excess of 100 feet in length, the 100-year

storm shall be included in the hydraulic computations for flood risk evaluation.

b. Deep culverts, culverts greater than 10 feet deep will be addressed based on

the results of the “Deep Culvert Inspection Report”. Culverts that require

rehabilitation will be lined with an acceptable material and system.c. Where horizontal elliptical pipe is needed because of a restrictive vertical

clearance, a concrete pipe will be used.d. Culverts listed in the PTC bridge log should be inspected for replacement or rehabilitation and extension.

e. discussion on the use of depressed culverts by agencies.

7. Endwalls and End Sections

a. Inlet Conditions

Concrete end sections shall be used.

All pipes, 36 inches and greater, require a Type D-W endwall.

b. Outlet Conditions

Concrete end sections shall be used to terminate pipes out letting ontraversable slopes (without guide rail) within the clear zone.

If an end section is necessary, it should be concrete.

All pipes, 36 inches and greater, require a Type D-W endwall.

8. Pavement Base Drain

a. Use six-inch minimum pavement base drains.

b. Base drains will extend to the limits of the project along both inside andoutside edges of pavement in both tangent and superelevated sections of

roadways and as follows:

Along the median centerline for paved medians unless combo storm

sewer is used.



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Along the back edge of shoulders in cut conditions unless combinationstorm sewer and underdrain is used.

Along the back edge of shoulders in fill conditions where subbase

cannot be daylighted (slopes flatter than 2:1). Additional base drains may be required along acceleration/ deceleration

ramps.

c. Base drains will be outlet in accordance with the Commission Specification

Section 615.

d. Outlet spacing for 300 feet desirable, 450 feet maximum. If this outlet

spacing cannot be obtained, the size of the base drain will be increased fromsix (6) inches to eight (8) inches at the Commission’s discretion.

9. Rock Armor and Bituminous Curb

a. Rock armor is to be in accordance with PTS-124 and should be utilized on

all fill slopes 2:1 or steeper in conjunction with guide rail to prevent

embankment erosion. b. Rock armor should extend to the top of rock in rock embankments.

c. Rock armor may also be utilized on fills with recurring erosion problems.

d. Bituminous curbs should be used to prevent sheet flow drainage ontoretaining walls or geogrid reinforcement fill embankments.

7.2 STORMWATER MANAGEMENT

A. Stormwater Management Ordinances

Stormwater Management Ordinances should be met according to the regulationsas described below and in Section 7.2.B.1. A matrix comparing these

Ordinances should be prepared and submitted to the PTC PM. This matrix will

show the requirements and any discrepancies between a through c below, at

which point the Commission can make a decision on the criteria to follow. It is possible for a job to pass through multiple municipalities and Act 167’s.

a. Municipal Ordinance (City/Township/Borough) b. Approved Act 167 Plan

c.

PaDEP regulations



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B. Act 167 Plans and Municipal Ordinances

The Commission must be consistent with the standards of watershed-based

stormwater management plans approved and implemented under the Stormwater Management Act (1978 Act 167); The Commission does, strive to maintain goodrelations with local municipalities and, at the Commission’s direction will comply

with local ordinances when feasible and practicable. It is the intent of the

Commission to submit the Post Construction Stormwater Management Plan

(PCSM Plan) to each municipality for their review. The Design Consultant willrequest a Stormwater and Floodplain Consistency letter from the municipality for

inclusion in the Joint Permit Application and NPDES. If after significant

coordination, the local municipality will not provide the requested Consistency

letter, then the Design Consultant will submit to DEP appropriate correspondencedocumenting said coordination efforts in lieu of the Consistency Letter.

If there is no Act 167 plan or municipal ordinances, follow DEP regulations.

C. Antidegradation and Post Construction Stormwater Management Plan

Requirements

Four key measures are used to assess the potential for impacts from stormwater

runoff – volume, rate, thermal impact and water quality. The goal of PCSM Plan

is to prevent or minimize any increase in the quantity (rate and volume) of runoff while also minimizing the factors affecting the water quality and thermal impact.

The best way to achieve antidegradation is to mimic the natural, pre-development

hydrologic conditions, which are usually dominated by infiltration andevapotranspiration. This is a two-fold solution because stormwater management

strategies that address quantity normally also address water quality and thermal

impact. Often the linear nature of highway projects could limit viable options for

rate and volume reduction. Therefore, it is also important to have a combinationof strategies that reduce the amount of runoff being generated. Serious

consideration must be given to the property impacts that occur due to meeting the

requirements and it is possible that a balance between criteria and propertyimpacts must be evaluated. It is important that the Designer develop plans to a

sufficient level of detail that can be presented to the public, therefore it is

important to coordinate early with regulatory Agencies and municipalities. The

Commission does not want to present a stormwater plan to the public that willrequire significant changes in final design.



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D. Post Construction Stormwater Management Plans

The County Conservation District and PaDEP may not review the PCSM Plan.

However, they will review the NPDES application for completeness and make surea post construction stormwater management plan has been prepared and is attached.The information for the table in Section E of the NPDES Application will need to be

completed.

A summary (peak flow control) shall be included in the PCSM Plan, includingsummary tables of hydrologic parameters and pre and post-development peak

discharges. It is the intent of the Commission to manage stormwater per the criteria

where practical and feasible. If these criteria cannot be fully met, then all

appropriate documentation shall be included in the PCSM Plan for review andconcurrence by the County Conservation District and PaDEP.

A PCSM Plan must be included with the NPDES Permit submittal as a separatedocument and shall document all permanent stormwater BMP’s. It should not be

incorporated into the erosion and sediment pollution control plan and narrative.

However, the development of both plans should be closely coordinated.

For PCSM guidelines, refer to PaDEP’s Pennsylvania Stormwater Best

Management Practices Manual, Latest Edition. Submit a copy of the approved

PCSM Plan to the PTC Roadway Unit. It is the intent of the Commission to usesimilar BMP’s and materials for ease of maintenance and as such, the design of

these facilities should be coordinated with the PTC Roadway Unit before they are

submitted to the Agencies for approval.

E. Post Construction Stormwater Management Plans For PTC Maintenance

A PCSM Plan will need to be provided for use by the PTC for maintenanceactivities. This Plan must be submitted with the 90% submission and is to be

reviewed by the PTC Roadway Unit. This plan should only contain information

necessary to allow for the proper maintenance of the SWM facilities. Thefollowing items shall be included in the plan set.

Location/ Index Map – Plan sheet(s) showing the baseline and location of each BMP used with the milepost designation called and station shown on the

sheet.

Plan Views – Plan sheet(s) showing plan views of each BMP. MultipleBMP’s can be shown on a sheet. This needs to be shown at a scale such that

all important information is easily readable.

Details – Plan sheet(s) showing all details needed to properly maintain theBMP’s. This may not include all the design details, such as anti-seep collars,



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that are not pertinent to maintenance. If a BMP has an access point off the

system, the location of the access needs to be shown on the plan.

Written PCSM Plan – Plan sheet giving written maintenance instructions

including type of maintenance required and frequency. List the BMP andinstructions in general terms, if a BMP requires special maintenance list that

BMP and its location separately.

The goal is to produce a concise set of plans that only pertains to maintenance.To that end, keep the number of sheets to a minimum.

F. NPDES Permit Submittal Procedures

A pre-application meeting will be held prior to the submittal of either the E&SPC

plans or the NPDES Permit Application to the appropriate County Conservation

District (CCD) and\or the PaDEP Regional Office. The E&SPC Plans should then

be revised based upon any comments the Agencies may have and be submitted promptly following the pre-application meeting.

The NPDES Permit Boundary needs to be clearly defined and include the entire

project site. For a multiple phase and multiple year project, the NPDES Permit

Boundary, limit of disturbance, right-of-way and easement lines should be

coincidental. Use engineering judgment for all other projects.

The Design Consultant will be responsible for preparing and submitting the

application for the NPDES (Chapter 102 Earth Disturbance) Permit for the project.The NPDES Permit Package will consist of a complete NPDES Permit Application

and Checklist, a completed Conservation District Review Application, the GeneralInformation Form (GIF), Act 14, 67, 68, and 127 letters, PHMC approval letters, a

U.S.G.S Topographic Map Section 1" = 2000’ with coordinates showing thelocation of the project, and copies of up-to-date PNDI approval letters. In general

the Commission will be the applicant for and sign for the permits, and upon award

of the construction contract, the Contractor(s) will become Co-Permittees. PaDEPCo-Permittee forms will be prepared and sent to the PaDEP Regional Office once

the Contractor is selected. The Design Consultant will provide coordination with the

appropriate CCD and/or PaDEP Regional Offices for plan reviews and approvals.The specific requirements of Design-Build projects may vary.



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A PCSM Plan must be included with the NPDES Permit submittal as a separatedocument and shall document all permanent stormwater BMP’s. It should not be

incorporated into the erosion and sediment pollution control plan and narrative.However, the development of both plans should be closely coordinated.

As part of the Chapter 102 Regulations which became effective on Nov. 19, 2010,

DEP is charging review fees for NPDES permit applications. The fee structure is

outlined in Section 102.6 and the Commission is required to submit those feeswith the application. Consultants should issue the checks and submit them as a

direct cost in an invoice.

Conservation Districts may charge additional fees according to the ConservationDistrict Law. The Commission is in the process of coordination with the PA

Association of Conservation Districts to establish a uniform fee structure withinthe counties through which the Turnpike traverses. Further information will be provided regarding this matter.

In some instances the Commission might reimburse the municipality for reasonable costs incurred up to a maximum dollar amount during the stormwater

management review.

G. BMP’s

The Commission intends to follow the PCSM Levels for Projects in Table 7.2.1

below and the preferred order of BMP toolbox level listed in Table 7.2.2 below.It is important to remember that not all projects will have the ability to use the

following BMP’s in the preferred order listed below in Table 7.2.2.

Circumstances that require BMP’s not listed to be considered should be justified

to and approved by the Commission prior to being utilized.

Site specific infiltration testing should be included for the design of infiltration

BMP’s. If site conditions prohibit infiltration (i.e. shallow bedrock, karstgeology, shallow groundwater, etc.), then specific recommendations from the

RSGER should be included to document these constraints.



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TABLE 7.2.1 PTC PROJECTS AND PCSM LEVELS

TYPE OF PROJECT PCSM LEVEL

Mill & Pave 1Minor Bridges, Access Ramps 2

Reconstruction, New Alignment, Slip Ramps, Interchanges,Major Bridges, Maintenance Facilities

3

Level 2 or 3 Projects in an HQ/EV Watershed 4



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TABLE 7.2.2 PTC PREFERRED ORDER OF BMP’s LISTED BY BMP TOOLBOX LEVEL

LEVEL 1 BMP LEVEL 2 BMP LEVEL 3 BMP LEVEL 4 BMP1

Restoration of temporary staging

areas4

Vegetated swales Level 2 BMP’s Constructed Wet ponds

Preserve trees and

re-vegetate using

native species

Imperviousdisconnection

2

Infiltration basin, dry

extended detention

basin, riparian

buffer, landscapingand planting

3

Constructed wetlands

Minimize

compaction4

Soil amendments Underground Detention

Infiltration Trench Evapotranspiration Basin

Bioretention

Rain Garden5

1 Level 4 BMP’s may be used with Level 3 Projects as a last resort approved by the PTC PM. 2

Impervious Disconnection is routing sheet f low directly into BMP’s as opposed to a closed system. 3 These BMP’s are in no order. The Designer should base the use of BMP’s on economics and site

conditions/restraints.4 If areas are compacted, then the compacted soil needs to be tilled at a minimum depth of 8 inches prior to

seeding.5 Follow details in Figures 7.23 through 7.26 for BMP structures



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Permanent Detention Basins

1. See the following Figures 7.2.1 and 7.2.2 for general guidelines for permanentdetention basins.

2.

If a basin requires fencing, use Type 1 Right-of-way Fence, per RC-60M, around the perimeter of the detention basin with a Vehicular Access Gate. Install the access gatewhere the access drive meets the fence. It should be noted that if a facility is in a

populated area, the Commission would consider alternative fencing types.

3. If a basin is within Commission right-of-way and Commission right-of-way is fenced,

then no fencing around the basin is required.4. Provide the access drive to the detention basin at the end of the guide rail run beyond

the detention basin.

5. Provide a minimum 10-foot-wide berm around the perimeter of the detention basin.

6. Use 10-inch minimum depth of 2RC Aggregate around the top of the berm.7. Use 10-inch minimum depth of 2RC aggregate for access drives with grades less then

6 percent. Pave the access drive with six (6) inches of subbase and four (4) inches of binder for access drives with grades of 6 percent or greater.8. The mainline shoulder should be 14 feet wide for a distance of 100 feet before and

after the access ramp. Use a 50-foot taper to widen the shoulder.

9. Mosquito issues should be considered during the design of a basin.10. Design detention basins following review of the local stormwater ordinances and

with an aesthetic approach to the final look, particularly when the basin will be highly

visible.

11. Designers should attempt to avoid detention basins 15 feet and greater in depth, sincethis makes the basins jurisdictional dams as per DEP regulations, see Section 7.1.A.2.

12. Access drive desirable width is 15 feet and minimum width is 12 feet.

13. The desired radius off the mainline is 50’ and the minimum is 40’.14. Provide correct grading at the connection of the access drive to the mainline.

Maximum side slopes of 6:1 are required within the clear zone.

15. Provide guide rail as required by current design criteria.

16. Use sediment forebays for all Rain Gardens/Bio-Retention and Permanent Basins.17. Construction vehicles should not be permitted to traverse across the BMP area.

18. Any amended soil mix for a rain garden/bio-retention or any other BMP structure

should not be compacted. The placement of the soil should be made by hand or by ameans not to have any equipment on the amended soil during placement. This note

should be placed on all applicable plan sheets.

19. Use Plant List Figure 7.27 as a recommended guide all BMP’s requiring plant material.



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Fig. 7.2.7 Plants for Rain gardens or Wet Ponds

Sun Herbaceous

New England Aster (Symphyotrichum novae-angliae)Turtle head (Chelone oblqua)Blue Lobelia (Lobelia siphilihica)Royal Fern (Osmunda regalis)Switch Grass (Panicum virgatum)Blue Vervain (Verbena hastate)New York Ironweed (Veronia noveboracensis)Soft Stem Bulrush (Scirpus validus)Tussock Sedge (Carex stricta)Swamp Milkweed (Ascelepias incarnate)Common Three Square (Scripus amercianus)

Shady Herbaceous

New York Aster (Symphyotrichum novi-belgii)

Spotted Joe-Pye (Eupatoriadephus maclatum)Bonset (Eupatorium perfoliatum)Blue Flag Iris (Iris virginica)

Soft Rush (Juncus effusus)Cardinal Flower (lobelia cardinalis)Sensitive Fern (Onoclea sensiblis)

Tussock Sedge (Carex stricta)

Sun Shrubs

Sweet Pepperbush (Clethra alnifolia)Winterberry Holly (Ilex verticillata)Common Elderberry (Samucus nigra)Steeplebush (Spiraea tomentosa)Meadowsweet (Filipendula ulmaria) Virginai Rose (Rosa Virginia)Black Chokeberry (Aronia melanocarpa) Arrowwood Viburnum Viburnum dentatum)Speckled Alder (Alnus incana)

Shade Shrubs

Red Chokeberry (Aronia arbutifolia)Black Chokeberry (Aronia melanocarpa)

Silky Dogwood (Cornus amomum)Sweet Pepperbush (Clethra alnifolia)Winterberry Holly (Ilex veticillata) Arrowwood Viburnum (Viburnum dentatum)Pussy Willow (Salix discolor)



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Trees

Swamp White Oak (Quercus bicolor)Red Maple (Acer rubra)River Birch (Betula nigra)

American Sycamore (Platnus occidentalis)Serviceberry (Amelanchier Canadensis)

Blackgum (Nyssa sylvatica)Willow Oak (Quercus phellos)

7.3 Erosion and Sediment Pollution Control Measures

Prepare Erosion and Sediment Pollution Control Plans as required by 7.1,Drainage Design Criteria.



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Chapter 8 – GEOTECHNICAL DESIGN

8.0 Reconnaissance Plan

A. Objective

This is a project specific task which, if scoped to be formally completed, is performed during Preliminary Engineering. The magnitude and scope of this task is sized to fit the

project. Generally, Total Reconstructions and Expansion projects require a separate

Reconnaissance Plan deliverable. Smaller projects may combine the submission withthe Problem Statement Draft Exploration Plan (PSDEP) submission or others may

delete it entirely. However, on all projects, the consultant is responsible for a review

of available information and the performance of a site inspection.

A Reconnaissance Plan is required for all bridge projects to be turned back to PADOT.It should be submitted with the TS&L submission.

The Reconnaissance Plan is a presentation of available geotechnical information and

observed site conditions. The purpose is to obtain an overall perspective of the site and

identify geotechnical issues needing further investigation. The plan will also be used to provide a basis for future exploration needs. It is not intended to evaluate, in detail, the

quality of the soils and geologic materials, but to identify the favorable and

objectionable geotechnical issues and features of the site.

B. Scope

Reconnaissance Plan requirements:.

1. Review available published and unpublished information including an evaluation of

the following:

• Preliminary plans of the proposed construction.

• As-built plans of the existing roadway and/or structures (if, applicable).

• Surface features on topographic maps.

• Geologic maps and other sources of geologic information.

• Soil survey maps.

• Aerial photographs.

• Previous geotechnical explorations in the vicinity of the project, including anystudies done during the environmental evaluation for the project.

• Location of water supply wells and/or springs

• Logs of existing borings and water wells

• Records and photographs regarding the construction and behavior of nearby

structures relative to planned structures.



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2. Conduct a site inspection to verify information obtained by the publicationsearch, including the following:

• Location of proposed construction.

• Existing structures (type and condition).

• Surface soils.

• Topography and vegetation.

• Drainage features.

• Rock outcrops, excavations, and other visible indications of subsurfaceconditions. If possible, confirm geologic contacts and formations.

• Existing problem areas, such as slope movements, subsidence, mineshafts, or sinkholes

• Location of water supply wells and/or springs within 200 ft of future

geotechnical borings• Utility locations.

3. Prepare the Reconnaissance Plan

C. Deliverable

Prepare a set of plans to present the obtained information. Provide the plan on a

topographic base map with cross sections and profile. Since the field

reconnaissance typically occurs early in preliminary design, the development of project plans, cross sections, and profiles may be limited. The use of CAD is

encouraged since it is easy to continually transfer the reconnaissance informationto updated project line and grade plans as they are developed. Prepare the plans ata scale appropriate for the project, with 1 inch equals 50 feet commonly used.

Submit half-size (11-inch x 17-inch) copies. Include the following:

• Proposed construction (provide date of line and grade).

• Data obtained during the search of published and unpublished information,

including inferred or actual geologic contacts, lithologies, bedding orientation

and structure.

• Features and structures observed during the visual site inspection and, if appropriate, air photo interpretation.

• Identification of soil units and geological formations in the area, including astratigraphic column identifying the geologic units encountered for the

project.

• Conditions and anticipated geotechnical issues to be encountered in thesubsurface.



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Submit deliverable electronically in PDF format through the prime consultant.

• On larger projects or projects with significant geotechnical issues or geologichazards (i.e., slope stability, mining, karst, etc…) a presentation of the draft

reconnaissance plan (with a hard copy of the Draft Reconnaissance PlanDeliverable) shall occur with the project team at a special geotechnical meeting.

Parties to the discussion may include the PTC, General Engineering Consultant

(GEC), the Design Manager, the geotechnical consultant, and the designer.Collectively the geotechnical representatives of the PTC, GEC and the Design

Manager are referred to as the Geotechnical Design Management Team (GDMT).

A summary of the key findings of the final deliverable can be presented at a designstatus meeting.

8.1 Problem Statement Draft Exploration Plan (PSDEP)

A. Objective

The PSDEP is the most project-tailored of the geotechnical submissions. For Turnpike bridge projects of one (1) to as many as three (3) spans, the PSDEP can, and should,

consist of only a boring plan and schedule of borings. However, for all bridges to be

turned back to PADOT and all bridge projects of four or more spans, a full PSDEPreport with appendices is required. Many projects are scoped such that the PSDEP is

submitted in combination with the Reconnaissance Plan.

The purpose of the PSDEP is to communicate problematic geotechnical issues, if any,for the proposed construction in conjunction with outlining the proposed boring and

laboratory testing programs.

B. Scope

The PSDEP requirements:

1. Identify problem areas where more soil, rock and/or water information is needed.

2. Propose a drilling program to address the needs of the identified problem areas.3. Propose a laboratory testing program for soil, rock and/or water to address the

needs of the identified problem areas.

C. Deliverable

Include the following:

1. Project description and identified problem issues and/or areas of concern. Provide

simple references to the information on the reconnaissance plan (if appropriate),

and a brief statement that presents the geotechnical issues identified at the project.



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2. Provide a summary of available information from previous sources including

previous laboratory test results, if available. Presentation of data in tables is preferred, but not required.

3.

Drilling program – Provide the following:

• Attach a copy of the reconnaissance plan with the proposed boringlocation plan.

• Provide a clear description of the borehole termination criteria. For structures, get a full subsurface geologic section where practical.

• Include a summary table that identifies each boring, boring depths, depthsof soil to be sampled, depths of bedrock to be cored, applicable borehole

termination criteria, and costs.

• Typical termination criteria may include: Spread Footings: Two borings per substructure; one of which extends

2B (width) below the estimated bottom of footing and the other extends 10 ft into rock below the estimated bottom of footing.

End-bearing piles: Two borings per substructure, 15 ft into rock below

the anticipated pile tip.

o Drilled shafts: Two borings per substructure; one of which extends

five times the diameter of the shaft into rock and the other extends

10 ft into rock below the tip.

o Friction piles: Determined prior to drilling based on a preliminary

friction pile length estimates.

o Roadway Embankment: 5 ft into rock or suitable % of embankment height and upon reaching competent material.

o Roadway Cuts: 10 ft of stratigraphic overlap with adjacent boringsor 10 ft below the proposed finish or subgrade elevation.

• If drilling is by PTC open-end drilling contract, adapt the submission tocomply with the requirements of Section 8.2 PTC Open-End Contract

Drilling Guidelines and Procedures.

• If the Consultant is administering a Subsurface Boring Sampling and Testing Contract (SBSTC), then a copy of the contract documents withspecial provisions should be provided with the PSDEP submission.

• Identify whether Maintenance and Protection of Traffic (MPT) will berequired Include, if available, TS&L or other preliminary plans for

structures to be drilled.

• Drill final design structure borings prior to TS&L approval only with thePTC project manager’s and the Design Manager’s concurrence.

Significant structural changes may render the boring information useless.The need to maintain project schedule should be compared to the risk of

having to re-drill the boring(s).



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4. Laboratory Testing Program – Include the following:

• Identify the AMRL certified lab that will perform the tests and provide a copyof their AMRL certification.

• Provide a summary table identifying the type of test, the purpose for testing,number of samples, sample cost per test and total estimated cost. Include an

explanation as to why any special tests are requested. Consideration should be

made to use presumptive values instead of performing uniaxial compression

tests or point load tests of rock specimens. Provide hand drawn subsurfacecross sections to verify that significant soil, rock and/or water are being tested

and identify the number of tests to verify that the significant soil, rock and/or

water issues are adequately addressed. Generally, for projects with less than2000 LF of drilling, the Laboratory Testing Program submission is to be a

single request for the entire project. For projects with greater than 2000 LFdrilling, partial submissions of the proposed laboratory testing are permissible.The submission should include:

Laboratory testing budget (from Scope of Work) Previously approved testing and cost Currently requested testing and cost

Generally, corrosivity and/or acid-base testing is conducted in Final Design, except for field pH measurements of surface waters.

5.

Electronic file Submission

Submit electronically in PDF format through the prime consultant.

8.2 PTC Open-End Contract Drilling Guidelines and Procedures

A. Objective

The following guidelines are to be followed for projects requiring PTC administered

open-end contract drilling. They are not intended for Consultant or Design Manager

administered open-end contracts.

PTC open-end drilling is performed on a work order basis. A work order consists of

those borings which are approved for drilling, identified on a contract specific scheduleof borings, and are staked (survey optional) in the field. Individual bridge replacement

projects are typically completed in one work order. Larger multiple bridge or total

reconstruction projects may require several work orders for each phase of design, e.g.,

roadway borings, structure borings, pavement borings.



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B. Scope

The PTC will:

1. Prepare and administrate the Subsurface Boring, Sampling and TestingContract for subsurface drilling.

2. Provide the Consultant with a copy of the applicable open-end drilling

contract documents along with a contract specific schedule of borings.3. Establish initial contacts between other PTC departments (e.g., Maintenance,

State Police, etc.) regarding the proposed drilling.

4. Coordinate the geotechnical subsurface drilling and sampling.

5. Review and process drilling invoices.

The Consultant will:

1. Stake or otherwise mark the boring locations using white flagging and/or

paint. Surveyed locations are not required. The white

2. Assume a drilling rate of 30 feet per day of drilling for non-karst areas and 20

feet per day for karst areas.

color is required by the

PA one-call.

3. Submit a boring location plan and an open-end contract specific schedule of

borings. The schedule of borings should include the contract pay items proposed quantities and termination criteria. For out-of-scope items, the

consultant is responsible for providing a special provision. The PTC will

negotiate a unit price with the Drilling Contractor and notify the Consultant of the results.

4. Provide property owner information to driller for borings located outside the

Commission’s right-of-way.5. Attend a pre-drilling test boring field view meeting. This meeting is arranged

by the PTC to present the boring locations to the drilling contractor and to

discuss starting dates and workday schedules, boring access/property owner

issues, possible utility interferences, MPT requirements, exchange cell phonenumbers, etc. The Consultant’s inspector in charge during drilling is required

to attend this meeting and prepare meeting minutes.

6. Submit bulleted meeting minutes and, if needed, a revised plan and scheduleof borings within 2 days of the test boring field view meeting. These are

needed in order for the PTC to issue a notice to proceed to the drilling

contractor.7. Provide full-time inspection of the boring operations and complete field logs

and PTC daily reports. The lead inspector is required to carry a cell phone

during drilling operations.8. Provide a daily quantities summary of drilling contract pay items weekly

and/or upon a completion of work.



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C. Deliverable

The deliverables are to be submitted as electronic pdf files and include:

Prior to Drilling1. Boring Plan and Layout (along with the PSDEP or equivalent).

2. Open-End Contract Specific Schedule of Borings.

3. Meeting Minutes of predrilling test boring field view.

During and Upon Completion of Drilling

1. Boring Logs (draft field logs).

2. Daily Quantity Sheets (in triplicate form).3. Drilling Quantities Summary.

4. Any Additional Meeting Minutes.

8.3 Geotechnical Engineering Report (GER) Submission Guidelines

The distinction between a roadway project with a bridge and bridge project with roadway work is up to the project team with the Commission’s approval. In general, when the approach

roadway work limit is within 500 feet from the bridge, the cut/fills are less than 10 feet, and

unusual conditions are not anticipated, the project can be considered a bridge project and a

roadway GER is not required.

A. Objective

The GER is intended to present recommendations addressing the subsurface conditions

identified in investigations which will impact the design and construction of the

roadway and its associated structures.

B. Scope of Work

The process from collection of field data to GER approval can be expedited through theuse of three major steps:

1. Collection and Submission of Data to be Used for Geotechnical Design(Geotechnical Data Submission)



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Upon completion of the boring and testing programs, submit draft versions of the as-drilled boring location plan, typed engineer’s boring logs, and relevant

boring profiles. Submit a summary of soil, rock and water testing performed,along with the raw test data. Reference the date of the boring and testing program approval, and note any major discrepancies. Also submit other

significant subsurface information to be considered during geotechnical

analysis. Include a paragraph that summarizes the Geotechnical informationand any readily identifiable geotechnical problems or concerns. It may be

appropriate to submit cross sections of such problem areas or concerns

showing conceptual treatments. This information will receive a preliminary

QC review for format, content and completeness.

2. Informal Discussion of Geotechnical Data to be Considered and Analyses to

be Performed by means of Geotechnical Working Meetings

After submission of the data and prior to the consultant’s formal evaluation of

geotechnical findings and results, informal discussions will be held to reviewthe data at one or more geotechnical working meetings. Parties to the

discussion may include the PTC, General Engineering Consultant (GEC), the

Design Manager, the geotechnical consultant, and the designer. Collectively

geotechnical representatives of the PTC, the GEC and the Design Manager arereferred to as the Geotechnical Design Management Team (GDMT).

PennDOT representatives will be invited to participate where applicable. As a

result of this discussion, geotechnical concerns will be identified for further evaluation. The need/requirement for detailed analysis of geotechnical

information will not be warranted if the outcome is predictable from review of

the basic data.

Informal discussions will arrive at a consensus as to the geotechnical

concerns, further geotechnical evaluation needs and geotechnical design

recommendations anticipated from this effort. The geotechnical consultantwill prepare and distribute minutes of the meeting discussions. The meeting’s

conclusions and issues for further analyses, with a schedule of action items

(e.g., further drilling, testing, study, analysis, etc…) will be submitted with themeeting minutes.

Larger projects requiring significant earthwork, such as off-alignment and total reconstruction projects, may warrant an additional separate cross-section

review meeting. This meeting would be a follow-up to the initial review of

data meeting.



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3. Draft and Final GER Submission

The GER generally follows PennDOT Pub 293 with several simplifying changesthat include:

• No straight-line diagram.

• No repetitions from chapter to chapter - keep it brief.

• ALL recommendations are in Chapter 2 as a concise list or table.

• Recommendation list does NOT have to follow the PennDOT outline list.

• Structure reports are completely separate - information from the structurereports are not to be reiterated in the GER. Instead, identify the structures on

the project and the respective separate reports to be prepared.

The submission is expected to include the report, geotechnical treatment plan,subsurface profile plans, draft details and draft special provisions for construction.

It should build upon the previous Reconnaissance Plan, PSDEP, and Geotechnical

Data submissions.

Maintain consistency among cross sections (basis for construction), geotechnical

treatment plan (pictorial rendering with caveat), tables (if/as necessary – e.g.; coal),details (show limits) and text (if/as necessary). Example geotechnical special

provisions and details are available upon request. A list of current sample

specifications will be provided upon request.

The report itself should be kept to a minimum by avoiding repetitive text while still providing appropriate documentation to support the recommendations (including

relevant meeting minutes). Incorporate figures and tables within the body of thereport or at the end of the text, but not a mixture of both.

The following items are to be provided in the report, IN THE ORDER PRESENTED BELOW:

1. INTRODUCTION – Include project location and description. This should be a

brief overview discussion, of not more than three paragraphs. Provide thegeneral conditions, features, and any relevant items of note.

2. RECOMMENDATIONS – This is a concise summary of the geotechnicalrecommendations, referencing the Geotechnical Treatment Plan and including a

list of applicable special provisions and construction details, a list of the

construction notes to appear on the plans, and design guidance (includinggeotechnical parameters) for the engineer. In order to expedite the design, use

the Commission’s Construction Standards and Specifications as a basis for

recommendations. Discuss deviations with the GDMT prior to making formal

revisions.



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The recommendations section shall address, as applicable:

• Embankment Construction.

• Cut Construction.

• Use of On-Site Materials.

• Transition Zones and Subgrade Construction.

• Pavement Design Parameters.

• Special Treatments Not Listed Above.

• Instrumentation for Construction Control.

• Additional Testing, Study and Analysis needed for Final Design.(Applicable when a Preliminary GER is prepared during preliminary

design on major projects.)

3. ANALYSIS OF DATA AND CONCLUSIONS – Prepare this chapter togenerally parallel Chapter 2.0 Recommendations on a section-by-section basis. This is an analysis of the field and laboratory data and assessment of

the site conditions, subsurface investigations and laboratory findings. The

analysis and interpretation must support the conclusions. Minimize

geotechnical analysis where standardized details and specifications areapplicable. During the analysis and design process, identify the basis for

using any value, parameter or procedure, e.g., laboratory test results,

reference material and/or engineering judgment.

Identify and estimate the amount of each rock type available from project

excavations, i.e., Type B Rock, Type C Rock and Shale. The sum of thesematerials will equal the total amount of rock excavation. Assume that rock

layers thinner than 10 ft can not be excavated cleanly without mixing with

surrounding material and assign an appropriate average material type

designation. Include these calculations with the appendix.

The conclusions are to be developed from the analysis. The conclusions

shall be concise, specific and supporting of each recommendation. Do notrepeat recommendations in this chapter.

Include in this section, a brief statement as to why items or issues common

to the project’s general area are not addressed in the report. Examples arekarst conditions, coal mines, oil & gas wells, etc.

4. SOIL, ROCK AND HYDROLOGIC SETTING – Provide a concise,

integrated summary of findings of the office investigation, field

reconnaissance, test drilling and laboratory testing, as they relate to

proposed roadway construction. The section will include:

• Regional Physiography and Topography.



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• Soils - Provide a concise written overview of soil classifications (USCS,AASHTO), types (alluvium, colluvium, etc.) and identified problem soils.

Do not reiterate the USDA soil identifications from published soil maps.

• Geology - Summarize bedrock units with elevation ranges on astratigraphic column and show key stratigraphic units (marker beds) on the

Reconnaissance Map.

• Hydrology - Include surface drainage and groundwater.

• Coal and Mining or other special Issues - Summarize in the text or on a

table and show on Reconnaissance Map.

• Environmental Impacts – Include hazardous waste or potentiallycontaminated media sites, wetlands, streams, water wells, oil wells and gaswells.

5. GEOTECHNICAL INVESTIGATIONS - Provide a very brief summary of the

boring and testing programs conducted for the project. Reference the boringlogs and test results.

6. REFERENCES

7. APPENDICES - Provide the following appendices to the report:

A – Geotechnical Treatment Plan (“Also Plans”) as outlined in Section 8.5 (Add

a note: “Refer to the details and cross sections for precise locations and

applications.”).B – Draft Special Provisions and Details.

C – Soil Profile Plan (“Also Plans”) as outlined in Section 8.4.D – Plan of borings, with reconnaissance notes and mapping.

E – Test Boring Records.F – Laboratory Test Results.

G – Calculations.

H – Relevant Correspondence.

Provide unique page numbers for all sheets within each Appendix. Additional

Appendices may be provided for photographs, mine maps, or other relevant

materials.

For tables, provide only those tables that are needed during the natural course of design development. Do not develop tables simply to meet any perceived GER submission requirement.



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Organize calculations with a table of contents. Include method and calculationused to estimate quantities of various types of rock anticipated during

excavation for the project. Include a cover sheet containing a list of personswhose initials appear on the calculations, with a statement prepared, signed and sealed by a Professional Engineer, registered in the Commonwealth of

Pennsylvania, that all calculations are checked.

C. Deliverable

The GER submission can be made in one or more volumes, depending on its

overall size. The deliverables are to be submitted as electronic pdf files.Bookmarks within the pdf file should be provided for each section and appendix

of the report. Additionally, a hardcopy of the final submission is required. If a

multi-volume submission is made, provide the report text and Appendix A, B, and C as the first volume. On larger projects, Appendices D – Plan of Borings with

Reconnaissance Notes and Mapping, E – Test Boring Records and F – Laboratory

Test Results can be submitted at the Informal Discussion of the Geotechnical Datameeting. If there are no revisions, then the boring logs and lab testing data will

not have to be resubmitted with subsequent hard copy submissions. However,

these appendices are required with subsequent electronic pdf file submissions

The GER will be modified in response to comments on the Draft GER

submission. Modifications can be made through submission of individual pages

or report sections, for approval. After approval of modifications is received, provide a complete final GER submission.

8.4 Soil Profile Plan Submission Guidelines

A. Objective

The Soil Profile Plan is to be prepared to provide an illustrative view of the

subsurface conditions across the project. It is to be considered a tool to identify

and communicate subsurface conditions of concern, potential sources of materialrequired for construction, material located at the bearing elevation of proposed

structures; and support the construction of the project. The Soil Profile Plan will

be incorporated into the PS&E as a set of “Also Plans”.

This submission may not be required on single bridge projects. Such projects have

limited subsurface information which is adequately shown on the structuretracings of all borings.



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B. Scope of Work

A soil profile is a restatement of subsurface boring information which generally

emphasizes the vertical axis or elevation and deemphasizes the horizontal and is usuallyoriented along the construction or stationing centerline. Because of the orientation being along the construction or stationing centerline, the subsurface profiles are

typically aligned perpendicular to major structural features.

Where more than one boring is at or near the same station, show the subsurface boring

information on the closest regularly spaced cross section. Borings nearest the project

centerline will appear in both the subsurface cross sections and profile. Show only

those cross sections which have boring information. Borings which do not appear oneither the subsurface cross sections or profile should be shown on a separate sheet(s).

Include the following on the Soil Profile Plan:

• Centerline with stationing along the x- axis and elevation to mean sea level alongthe y-axis for the profile.

• Correct elevation and stationing of project structure locations.

• Existing and finished ground lines.

• Correct elevation, stationing and offset of project boring.

• Proper soil and bedrock symbols for units encountered in the boring on graphical

logs, plotted at proper elevation (No black-line boring log, must be graphical log.

No different scale log, must be same scale as profile.).

• Correct groundwater elevation. Provide note at the bottom of the boring if it was

dry or that water was not encountered.• Correct normal pool elevation of water body (if encountered).

• Potential sources and estimated quantity (or quantities) of rock available within the project limits that may be required for stability and/or drainage.

• Significant geologic formations and/or seams, e.g., Morgantown Sandstone,Pittsburgh Coal.

• A note indicating that the Soil Profile Plan is to be used for informational purposesonly.

C. Deliverable

The deliverable is submitted as draft and final submissions with the GER. The draftsubmission is reviewed and comments are provided. The final submission addresses the

comments and serves as the final Soil Profile Plan for the project.



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8.5 Geotechnical Treatment Plan Guidelines

A.

Objective

The Geotechnical Treatment Plan’s (Also Plans) purpose is to present

recommended geotechnical treatments which impact the design and construction

of the roadway and its associated structures. The objective of the GeotechnicalTreatment Plan is to provide an efficient description of geotechnical design

features that must be incorporated into the construction effort.

The draft Geotechnical Treatment Plan is to be developed (as necessary) for geotechnical treatments identified at the Design Field View. The final

Geotechnical Treatment Plan is to be incorporated as a set of “Also Plans” in the

PS&E. They are to be sealed by an Engineer registered in the Commonwealth of Pennsylvania.

B. Scope of Work

The Geotechnical Treatment Plan is an index or overview “working drawing”.

For each Geotechnical Treatment Plan use/show:

1. Scale of 1”=200’

2. Topographic base map with alignment, cut/fill limits, roadways and structures.3. Anticipated locations of the types of treatments along with the limits of such

treatments.

4. North arrow.5. Title block.

6. Existing and Proposed Structures

C. Deliverable

The deliverable is submitted as draft and final submissions with the GER. The

draft submission is reviewed and comments are provided.

8.6 Structure Foundation Submission Geotechnical Report Guidelines

A. Objective

The structure foundation submission consists of a letter, foundation plans,geotechnical report and the QA Form D-505.



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Typically, the letter references the geotechnical report, foundation plan, and the QAform as attachments. The purpose and objective of the Structure Foundation

Geotechnical Engineering Report (SFGER) is to provide the structure engineer with the parameters used to develop the design, geotechnical constraints on structure design(e.g.; settlement, stability, etc), and geotechnical notes and details related to

construction of the structure.

The geotechnical report includes the foundation plans and QA Form D-505 as

appendices.

B. Scope of Work

The process from collection of field data to foundation approval can be expedited

through the use of three major steps:

1. Collection and Submission of Data to be used for Foundation Design

Upon completion of the boring and testing programs, submit draft versions of the

as-drilled boring location plan, typed engineer’s boring logs, and relevant boring

profiles. Submit a summary of soil, rock and water testing performed, along with

the raw test data. Reference the date of the boring and testing program approval,and note any major discrepancies. Also submit other significant subsurface

information to be considered during foundation analysis (prior to Com 624,

ABLRFD, and similar computer analyses). This information will receive a preliminary QC review for format, content and completeness.

2. Meetings to Informally Discuss Foundations to be Considered and Analyses to bePerformed

After submission of the data and prior to formal evaluation of foundation

alternatives, a meeting (or meetings on multi-structure projects) will be held toreview the data. Depending on the project, parties to the discussion may include the

PTC, GEC, and/or the Design Manager, collectively known as the Geotechnical

Design Management Team (GDMT); the design engineer, the geotechnicalconsultant, and the structural designer. PennDOT representatives will be invited to

participate where applicable. As a result of this discussion, foundation alternatives

will be identified for further evaluation, including cost comparisons, as warranted.The requirement for detailed analysis of any foundation alternative will not be

warranted if the outcome is predictable from review of the basic data.



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The alternative analyses will be summarized, and submitted for concurrence.

Informal discussions will arrive at a consensus as to the foundation type(s)and the general substance of the geotechnical foundation recommendations.

Maintain coordination with the GDMT during analyses. Perform technicaland economic comparisons for the various options considered only whenapproved.

The geotechnical consultant will prepare and distribute minutes of thesediscussions and meetings.

3. Draft and Final Foundation Submission

The submission is expected to include all four major components and meet the

submission requirements of PennDOT DM-4. The following items should be

covered in the SFGER, IN THE ORDER PRESENTED BELOW:

1. INTRODUCTION – Include project location, structure description, and

site description. This should be a brief overview discussion, of not morethan three paragraphs. Provide the general conditions, features, and any

relevant items of note.

2. RECOMMENDATIONS – This is a concise summary of the geotechnicalfoundation recommendations, including the summary table required by

DM-4 subsection 1.9.4.3(a), a list of applicable special provisions and

construction details, a list of the foundation notes to appear on thestructure plans, and design guidance (including geotechnical parameters)

for the structural engineer. Place the table at the front of the text for this

chapter; not at the end of the report. In order to expedite the design, usethe Commission’s Construction Standards and Specifications as a basis for

recommendations. Discuss deviations with the GDMT prior to making

formal revisions. Minimize geotechnical analysis where standardized

details and specifications are applicable.

3. SPECIAL CONCERNS - Provide a paragraph on any special geotechnical

concerns identified. This may include stability, settlement, mining, karst,or other concerns.



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4. FOUNDATION ALTERNATIVES AND ANALYSES - Provide a concisesummary of the alternatives considered at each substructure site, and the reasons

for selecting or rejecting each alternative. Reference supporting documents,calculations, analysis and meeting minutes where alternatives were discussed.Provide these documents in appendices. In this section, identify the basis,

analysis performed, and conclusions reached with respect to factors for the

structure (for example, settlement and stability analyses).

5. SUBSURFACE CONDITIONS AT SUBSTRUCTURE UNITS - This should

concisely summarize the geotechnical consultant’s interpretation of the data and

understanding of conditions at each substructure. Soil, rock, and water conditions should be addressed. Include critical or design flood and flow

information. Provide one paragraph for each substructure unit.

6. SITE EXPLORATION AND TESTING - Provide a two-paragraph summary of

the boring and testing program, referencing the boring logs and test results.

7. APPENDICES - Provide the following appendices to the report:

A - draft special provisions and construction details.

B - test boring tracings.C - foundation plan.

D - laboratory test results.

E - subsurface profiles.F - geotechnical analyses.

G - cost comparisons (if needed).

H - relevant correspondence.I – QA Form.

The most important parts of the geotechnical report are items two and seven A,

B and C. These will be the basis for the foundation approval letter and preparation of the foundation elements of the structure plans. The report itself

should be kept to a minimum by avoiding repetitive text while still providing

appropriate documentation to support the recommendations.

C. Deliverable

The deliverable includes the four foundation submission components:

1. Foundation Letter 2. Foundation Plans (SFGER Appendix C)

3. Structure Foundation Geotechnical Engineering Report (SFGER)4. QA Form D-505 (SFGER Appendix I)



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The submission can be made in one or two volumes, depending on its overall size.

Under most circumstances, a single volume submission is preferred. If a two-volume submission is made, include the foundation letter, geotechnical report text

and Appendices A, B, C, and I in the first volume. The remaining appendices may be in a second volume.

The deliverable is submitted in draft and final submissions. The draft submission

is reviewed and comments are provided. The final submission addresses thecomments and serves as the final Structure Foundation Geotechnical Engineering

Report for the structure or bridge being addressed for the project. The deliverables

are to be submitted as electronic pdf files. Bookmarks within the pdf file should

be provided for each section and appendix of the report. Additionally, a hardcopyof the final submission is required.



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8.7 PS&E Review Guidelines

A.

Objective

The purpose of the Plans, Specifications and Estimate (PS&E) review is to review the

draft contract documents to make sure that the design criteria and specifications

contained in the plans, details, and cross sections accurately meet the geotechnicalrecommendations for the project. The objective of the review is for the contract

documents to achieve concurrence with the geotechnical recommendations so the

project may advance forward.

B. Scope

A PS&E review consists of a review of the draft contract documents conducted by thegeotechnical representative responsible for or tasked with the geotechnical portion of

the project. The geotechnical representative is to review the Pre PS&E’s plans, special

provisions, details and cross sections for accuracy and ensure that the geotechnicalrecommendations are being correctly interpreted in the design.

C. Deliverable

The deliverable is to be a QA/QC form signed by the Geotechnical representative and

the Designer that acknowledges the review has been completed and that the PS&E

documents appropriately incorporate the geotechnical recommendations. This form isto be submitted with the PS&E documents. A sample form is provided as an attachment

at the end of the Design Consistency Guidelines.

8.8 Miscellaneous

A. Notes for PTS-100 Use

PTS-100 is intended as a guide for embankment bench design and construction. It is

not intended to replace project-specific analysis of proposed embankments. The limits

and dimensions shown on the details may be modified to ensure adequate stability based on project-specific analysis. The minimum factor of safety required for

embankments is 1.3. For embankments within 50 ft of a structure the minimum factor

of safety is 1.5. It is recognized that problematic areas may exist where the minimumfactor of safety can’t be obtained through reasonable design approaches. In these areas,

the minimum global stability after construction is required to be at least equal to

existing embankment’s stability. This may require back-analysis of existing conditionsto determine appropriate assumptions. It is important that the existence of this condition

be captured in correspondence to the Designer and PTC. Include the extent and limitsof where this situation occurs within the project.



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B. Guidance for Rock Embankment Design

Attempt to utilize on-site materials for embankment construction and avoid a borrow condition. The rock types identified in the PTS standards were selected to perform adequately in cases where geotechnical information is limited or absent.

The Geotechnical designer should evaluate if an onsite rock type of lower quality

is adequate for stability. The future performance of on-site embankment materialscan be aided by observing the performance of existing Turnpike embankments.

Much of the Turnpike has 1½:1 H:V stable slopes which were constructed from

onsite material.

In the GER (but not in contract documents) identify and estimate the amount of

each rock type available from project excavations, i.e., Type B Rock, Type C

Rock and Shale. The sum of these materials will equal the total amount of rock excavation. Assume that rock layers thinner than 10 ft can not be excavated

cleanly without mixing with surrounding material and assign an appropriate

average material type designation.

Attempts should be made to utilize readily available rock types for construction

provided that adequate stability is maintained. In the event that such rock types

do not fit the strict definition of Type A, Type B or Type C Rock, then projectspecific special provisions can be written to allow the use of a suitable project

specific rock type. For example, a “Type B-Modified Rock” special provision

could be developed to permit the use of either a hard siltstone or a suitablelimestone. The Designer should request permission from PTC-Geotech to pursue

a modified type rock material and only allowed from project excavations. This

request should be accompanied by boring logs and testing as justification.

The Contract will define the rock embankment requirements for construction but

not to define the source location of the rock. The only information to be provided

regarding the source of the rock types is in the Soil Profile Plan (included in theContract as Also Plans). Here the laterally continuous and substantially thick

layers (greater than 10 ft) are labeled without any markings delineating the upper,

lower or lateral boundaries. However, the Contract should be clear as to thegeneral acceptability of onsite material for construction of embankments,

especially, steepened embankments.

The Geotechnical designer should work closely with the roadway design team as

the rock embankment requirements (toe bench, drains, blanket, etc.) are being

placed on the contract documents.



8-21

Oct 201

Type A Rock

The vast majority of projects do not contain sufficiently thick layers of Type A Rock

which can be excavated cleanly. Therefore, unless otherwise approved by PTC-Geotech, assume that all Type A Rock specified for a project will be obtained from anoutside source. The utilization of Type A Rock should be limited to areas where

significantly high drainage flow is anticipated or high strength is required, i.e., 1:1

embankment. In the contract, provide a borrow quantity for the amount of Type A Rock required for construction. Use typical strength parameters in the range of phi = 40 to 45

degrees or higher for Type A Rock design.

Type B Rock

In order to access the constructability of a project, during design, tabulate the quantity

of Type B Rock available from the project excavation. Do not consider seams less than10 ft thick or seams that are not greater than 90% pure in the tabulation. Furthermore,

use a reduction factor of: 20% for seams 10 to 15 ft thick; 15% for seams 15 to 20 ft

thick; and 10% for seams over 20 ft thick. Identify in-situ locations and quantities of Type B Rock available. Make comparisons between the rock available from

excavations and the rock required for construction. If appropriate, consider staging.

Type B Rock is acceptable as rock toe material, even below drainage, where conditionsare anticipated to be saturated and/or with normal seepage. The typical strength

parameter range for Type B Rock is phi = 36 to 40 degrees.

Type C Rock

Type C Rock is an uncontrolled mixture of all rock available on the project excludinglarge quantities of slaking claystone, redbeds, and other forms of clay, silt, sand or mud.

In some situations, Type C Rock can be specified for use when other rock types are not

available. Typical strength parameters can not be readily defined because of the project

specific nature of this rock type.

C. Dynamic Pile Load Testing Guidelines

GENERAL

A. Driving in accordance with Section 1005.B. Drive test and/or bearing piles to absolute refusal, unless otherwise indicated or directed.C. The amount of Dynamic Pile Test locations is to be determined according to the

characteristics of each structure. Specify two (2) tests per substructure unit unless

otherwise directed .D. The Engineer may request additional piles to be dynamically tested if the hammer and/or

driving system is replaced or modified, the pile type or installation procedures aremodified, the pile capacity requirements are changed, unusual blow counts or

penetrations are observed on any other piling behavior different from normal installation.



8-22

Oct 2011

E. When the wave equation supplemented with stress wave measurements and CAPWAP analyses is used to predict the pile capacity, the product of a resistance

factor of 0.7 times the predicted ultimate axial pile capacity must meet or exceed the maximum factored axial pile load shown on the plans.

EQUIPMENT

Use a hammer and capblock which produces an acceptable driving stress range of 60%to 90% of the yield strength of the steel, at absolute refusal.

EXAMPLE

Determining the Allowable Stress Range*

for Steel H Piles:

Yield Stresses (f y

= steel yield strength in ksi):

for ASTM A36 (f yfor ASTM A572 or A690, Grade 50 (f

= 36 ksi)y

= 50 ksi)

Calculation of Driving Stresses:

Using ASTM A36:0.60 x f y0.90 x f

= 0.60 x (36) = 21.6 ksi

y

= 0.90 x (36) = 32.4 ksi

Therefore the driving stresses should range between 22 ksi to 32 ksi for ASTM 36 steel;

or between 30 ksi and 45 ksi for ASTM A572 steel.

Driving stress range applies to both Special Provisions "Piles" and "Dynamic Pile Load Testing".



9-1

Oct 2011

Chapter 9 - PAVEMENT DESIGN

9.0 Permanent Pavement – Flexible Pavement

A. General

The pavement analysis and design shall be completed in accordance with the

following guidelines and in conjunction with the policies and procedures provided

in the AASHTO Guide for the Design of Pavement Structures and the PennDOTPublication 242, Pavement Policy Manual, hereinafter referred to as AASHTO

and Publication 242, respectively. The pavement design computations shall be

conducted using AASHTOWare DARWin 3.01 software, hereinafter referred to

as DARWin.

The use of the publications noted above does not preclude the application of

engineering judgment for any unusual situations or problems that may be

encountered on a specific project. Federal, state or local regulations may alsorequire deviations from the aforementioned guidelines. All deviations from these

policies and design procedures must be fully documented.

B. Flexible Pavement Design Guidelines

All permanent flexible pavement projects are currently being designed usingSuperpave mix design specifications for wearing and binder. The selection of the

PG-binder is to be in accordance with Commission Specification, Section 409.

For all Turnpike mainline paving, use an asphalt mixture with a 10 to <30 million

ESALs design life for binder and wearing courses. All pavements are to utilize

SRL-E wearing courses.

All projects are incorporating a minimum pavement structure comprised of two(2) inch wearing course and three (3) inch binder course layers, a bituminous

concrete base course layer of variable depth (to be computed), a four inch

drainage layer of asphalt treated permeable base course, and a six (6) inch subbase

layer. The bottom four (4) inches of bituminous concrete base course shall be a“rich bottom mix”. The “rich bottom mix” is achieved by adding additional PG

64-22 asphalt, and will require utilization of the PTC’s Special Provision.

The bituminous concrete base course layer is the only pavement layer that varies

significantly in depth from project to project. The depth of the base course layer is not only a function of the anticipated traffic loadings but also of the subgrade

soil conditions. This is consistent with the Publication 242 design approach for flexible pavements on weak subgrade soils, which is to provide a stronger base

course able to withstand the effects of lower bearing support in the subgrade soils.

It is this layer that is adjusted to provide the needed structural strength required bythe pavement design.



9-2

Oct 2011

Roadbed soil testing must be conducted to evaluate the condition of the roadbed

soil. Areas of low subgrade support and/or frost heave susceptible soils must be

identified. Procedures used to improve subgrade support where needed, such asundercutting or subgrade stabilization, must be analyzed and the most feasible

and economical solution chosen that does not reduce pavement thickness.

Methods to reduce the detrimental effects of frost heave on the pavement, suchas undercutting or increasing pavement base course layer depth, shall beconsidered and the most feasible and economical solution chosen. Refer to

Chapters 3 and 5 of Publication 242 for additional guidance on subgrade soil

evaluation procedures.

The following pavement layers are the minimum to be used on any Total

Reconstruction project:

2-inch Bituminous Wearing Course SRL-E, Superpave (12.5mm)

3-inch Bituminous Binder Course, Superpave (19mm)

10-inch Bituminous Base Course, Superpave (25mm) 4-inch Asphalt Treated Permeable Base Course

6-inch Subbase (No. 2A)

25-inch minimum depth

The thickness of the Bituminous Concrete Base Course will be determined by

subtracting the difference between the required structural number of the entire

pavement structure and the structural number of the other pavement layers.

C. Permanent Pavement Design Parameters

This section describes the Design Parameters recommended for use in the designof permanent flexible pavements. For the most part, the parameters given are to

be standard for all projects; however, there are specific parameters that must be

determined by the designer. For example, traffic input parameters must becalculated from traffic data provided by the Commission, and roadbed soil input

parameters must be determined from various test results of soils from the project

area. These computed parameters are noted in Table 9.1.1.

The selection of the design parameters for input into the DARWin softwareshall be in accordance with Chapters 6, 7, and 9 of Publication 242. The ESAL

Calculation method in DARWin shall be used to compute the total 18-kip

ESALs for a project’s performance period. The Compounded Growth Ratecalculation method in DARWin should be used to determine the total 18-kipESALs unless historical evidence or traffic studies show a linear growth trend. If

a linear growth trend exists, then the Simple Growth Rate calculation method in

DARWin should be used. Use either the Specified Thickness Design method

or the Optimized Thickness Design Method in DARWin to determine the pavement layer thicknesses.



9-3

Oct 2011

DRAINAGE CHARACTERISTICS

No reduction will be allowed for stabilized subgrades.

DESIGN VARIABLES

PERFORMANCE CRITERIA

Initial Serviceability

Terminal Serviceability

Total 18-kips Design ESALs

Reliability

Performance Period

Analysis Period

DESIGN PARAMETER DESCRIPTION

Traffic counts to be provided by the Turnpike Commission.

See Table 9.1.2 to convert Turnpike vehicle classifications to

PennDOT classifications.

STRUCTURAL LAYER COEFFICIENTS

Bituminous Wearing Course

Bituminous Binder Course

Bituminous Concrete Base Course

Drainage Factor for Layer Coefficient - Good

Based upon new construction.

STANDARD DEVIATION

Relatively confident of ESAL calculation

20 years

20 years

Must be computed.

See Publication 242,

Chapter 7.

Asphalt Treated Base Course

Subbase

PSI Loss due to Frost Heave of Natural Subgrade

ROADBED SOIL CONDITIONS

Effective Roadbed Resilient Modulus

Natural subgrade bulk sample must be representative of roadbed

soils and must be tested at field moistures. The number of tests is

dependent upon variations in soil characteristics. Adjust the

effective roadbed resilient modulus value for seasonal variations.

Must be computed.


Chapter 6.

Must be computed.See Publication 242,

Chapter 9.

98%

4.2

3

0.11

DESIGN VALUE

0.44

0.44

0.40

0.20

1.0

0.45

TABLE 9.1.1 PERMANENT PAVEMENT DESIGN PARAMETERS -

FLEXIBLE PAVEMENT



9-4

Oct 2011

1 2 3 4 5 6 7 8 9

Passenger

Cars /

Non Trucks

99% 1%

2-Axle,

6-Tire1% 61% 27% 3% 1%

3-Axle,

SingleUnit

13% 29% 6% 1%

4-Axle,

Single

Unit

2% 1% 1% 1% 50%

3-Axle,

Single

Trailer

8% 10% 1% 1%

4-Axle,

Single

Trailer

17% 2% 7% 1% 1% 1% 1%

5+-Axle,

Single

Trailer

30% 81% 88% 86% 91% 90% 30%

5+-Axle,

Twin

Trailer

1% 8% 13% 7% 8% 20%

TOTAL % 100% 100% 100% 100% 100% 100% 100% 100% 100%

CONVERSION FACTORS TO CONVERT TURNPIKE CLASSIFICATIONS TO

PENNDOT VEHICLE TYPES IN PERCENTAGES

PENNDOTVEHICLE

TYPE

TURNPIKE CLASSIFICATION

TABLE 9.1.2 PENNSYLVANIA TURNPIKE COMMISSION

PAVEMENT DESIGN MATRIX



9-5

Oct 2011

9.1 Permanent and/or Temporary Median and Outside Shoulders - Flexible Pavement

The following minimum pavement structure is the standard for permanent shoulders:

2-inch Bituminous Wearing Course, Superpave (12.5mm)

3-inch Bituminous Binder Course, Superpave (19mm)

4-inch Bituminous Base Course, Superpave (25mm)

6-inch Subbase (No. 2A)

This standard pavement structure has a structural number of 4.46. If traffic will berunning on the shoulder, a pavement structure must be designed based on roadbed soil

conditions, traffic, and the duration of time that traffic is running on the shoulder. The

permanent shoulder pavement shall be designed using the same roadway pavement

design parameters as detailed in Section 9.0B. The structural number of this pavementdesign shall be checked against the standard 4.46 structural number. If the required

shoulder structural number is less than the minimum 4.46 structural number, then the

standard (minimum) pavement structure shall be used. If the required shoulder structuralnumber is greater than the minimum (4.46) structural number, then the subbase depth will

be increased to a maximum of 12-inches until the required structural number is met. If

the required structural number is not achieved using 12-inches of subbase, adjust both theBCBC depth and subbase depth to achieve the most economical design.

For two-stage construction, signing to keep trucks and buses out of the right lane is

typically used as part of the maintenance and protection of traffic. A value of 25% trucksshould be used for the percentage of all trucks in the design lane for the shoulder

evaluation. The temporary pavement design parameters to be used are provided in Table

9.3.1.

If the maintenance and protection of traffic scheme uses the existing shoulders as part of

the traveled way, then the structural number requirements must be met in addition to

surface milling/overlay work to provide ride quality, if necessary. If these requirementscannot be met, then a temporary pavement shall be designed to accommodate the

anticipated traffic loadings.

For projects such as an overhead bridge replacement, which requires traffic to run on the

existing median or shoulders for a short length of time for maintenance and protection of

traffic purposes, no pavement design is needed. A temporary pavement consisting of a 2inch bituminous wearing course layer on a 6 inch bituminous binder course layer should

be utilized for the short-term traffic pattern.



9-6

Oct 2011

9.2 Permanent Pavement for Local Roads and State Routes

Turnpike construction that impacts local or state route roadways will require a pavement

design for the replacement pavement structure or rehabilitation (e.g. mill/overlay) for the

impacted side roads. For local roads, the local municipality ordinances must bereviewed to determine the appropriate design and materials for the rehabilitation or replacement pavement structure. If local ordinances are not available, Publication 242

guidelines shall be followed. The pavement design of the Pennsylvania states routes

impacted by Turnpike construction shall be completed in accordance with Publication242. The pavement design of local routes and states routes must be reviewed and

approved by the local municipality and PennDOT, respectively.



9-7

Oct 2011

0.11

DESIGN VALUE

0.44

0.44

0.40

0.20

0.90

0.45

Must be computed.


Chapter 6.

Must be computed.See Publication 242,

Chapter 9.

95%

3.6

2.5

Construction Duration

Construction Duration

Must be computed.


Chapter 7.

Asphalt Treated Base Course

Subbase

DESIGN PARAMETER DESCRIPTION

Traffic counts to be provided by the Turnpike Commission.

See Table 9.1.2 to convert Turnpike vehicle classifications to PennDOT

classifications.

STRUCTURAL LAYER COEFFICIENTS - NEW PAVEMENT

Bituminous Wearing Course

Bituminous Binder Course

Bituminous Concrete Base Course

Drainage Factor for Layer Coefficient - Poor

STANDARD DEVIATION

Relatively confident of ESAL calculation

PSI Loss due to Frost Heave of Natural Subgrade

ROADBED SOIL CONDITIONS

Effective Roadbed Resilient Modulus

Natural subgrade bulk sample must be representative of roadbed soils and must be

tested at field moistures. The number of tests is dependent upon variations in soil

characteristics. Adjust the effective roadbed resilient modulus value for seasonal

variations.

DRAINAGE CHARACTERISTICS

DESIGN VARIABLES

PERFORMANCE CRITERIA

Initial Serviceability

Terminal Serviceability

Total 18-kips Design ESALs

Reliability

Performance Period

Analysis Period

Subbase 0.07-0.09*

* Typically use value at high end of range.

STRUCTURAL LAYER COEFFICIENTS - EXISTING PAVEMENT

Bituminous Courses 0.25-0.35*

Table 9.2.1 TEMPORARY PAVEMENT DESIGN PARAMETERS



9-8

Oct 2011

9.3 Standard Pay Items – Total Reconstruction Pavement

The following is a list of typical pay items for the pavement reconstruction:

2409-0751 SY SUPERPAVE ASPHALT MIXTURE DESIGN, HMAWEARING COURSE, PG 76-22, 10 TO < 30 MILLIONESALS, 12.5 MM MIX, 2" DEPTH, SRL-E

2409-9651 SY SUPERPAVE ASPHALT MIXTURE DESIGN, HMAWEARING COURSE, PG 64-28, 10 TO < 30 MILLION

ESALS, 12.5 MM MIX, 2" DEPTH, SRL-E

(Note: MILEPOST A89 to MILEPOST A130 only)

2409-6660 SYSUPERPAVE ASPHALT MIXTURE DESIGN, HMA

BINDER COURSE, PG 64-22, 10 TO < 30 MILLION

ESALS, 19.0 MM MIX, 3" DEPTH

2305-0003 SYBITUMINOUS CONCRETE BASE COURSE, 4”

DEPTH

2305-0005 SYBITUMINOUS CONCRETE BASE COURSE, 5”DEPTH

2305-0007 SYBITUMINOUS CONCRETE BASE COURSE, 6"

DEPTH2305-0009 SYBITUMINOUS CONCRETE BASE COURSE, 7"

DEPTH 2305-0011 SY BITUMINOUS CONCRETE BASE COURSE, 8"

DEPTH(Note: The minimum depth of BCBC in the roadway

pavement is 6”. Depths other than those listed may be

utilized and would follow PADOT’s item numbering and placing the “2” as the lead -in.)

4305-0003 SYRICH BOTTOM BITUMINOUS CONCRETE BASECOURSE, 4" DEPTH

2360-0001 SY ASPHALT TREATED PERMEABLE BASE

COURSE, 4" DEPTH

2350-0106 SY SUBBASE 6" DEPTH (NO. 2A)

The restricted performance specification is not included in the item.



10-1

Oct 201

Chapter 10 – GUIDE RAIL AND MEDIAN BARRIER

10.0 Introduction

These guidelines are based on a review of the 2011 AASHTO Roadside Design Guide, the2009 Edition of PennDOT Publication 13M, Design Manual Part 2, Highway Design, current

PennDOT Publication 72M – Roadway Construction Standards, Pennsylvania Turnpike

Commission Standards for Roadway Construction, discussions with and training by FHWAin May and October of 2000, and existing PTC practices for the design and installation of

guide rail on the Pennsylvania Turnpike.

The use of these guidelines should be reviewed for conflicts with more current standards.

The following information and criteria are guides and should be supplemented with sound

engineering judgment. For additional guidelines, refer to the Standards for typical guide rail

and median barrier placement and installation details. Reference should also be made to thesource references listed above.

As written in the introduction to Chapter 12 - Guide Rail, Median Barrier, and RoadsideSafety Devices from PennDOT Design Manual Part 2:

“Highways should be designed through judicious arrangement and balance of geometricfeatures to preclude or minimize the need for roadside or median barrier. To provide for

maximum roadside safety, a thorough study during the early stages of design is necessary to

recognize and eliminate, where practical, those items and conditions which require barrier and impact attenuating devices.

While every reasonable effort should be made to keep a motorist on the roadway, the

highway design engineer should acknowledge the fact that this goal will never be fullyrealized. Motorists continue to run off the road for many reasons, including driver error in

the form of excessive speed, falling asleep, reckless or inattentive driving, or driving under

the influence of alcohol or other drugs. A driver may also leave the road deliberately toavoid a collision with another motor vehicle or with objects on the road.”

The following guidelines should be applied for the design of guide rail and end treatmentinstallations on the Pennsylvania Turnpike. Guide rail and end treatment installations on

state and local roads should follow the procedures as described in the current PennDOT

Design Manual Part 2.

The guidelines discussed in the PennDOT Design Manual Part 2 and the AASHTO Roadside

Design Guide should be used for guide rail and end treatment installations not addressed in

this chapter.



10-2

Oct 2011

10.1 Guide Rail

A. General

Installation of guide rail is to be measured on a geometric line in conjunctionwith the white solid line (edge of travel lane). (Measurement should be along

the survey and construction baseline.)

Guide rail is to be installed as far off the roadway as practical. The back edge

of the existing paved shoulder will be the minimum distance from traffic that

guide rail is to be installed.

Guide rail currently located outside of the determined Clear Zone should be

evaluated for possible removal. Specifically, guide rail at the back edge of a

pull-off area should be reviewed to determine if a hazard/obstruction is present behind the existing run of guide rail.

The preferred methods, in order of preference, of terminating the approachend of guide rail are by burial or by Vehicle Attenuating Terminal End

Treatments (VATETs), except at Maintenance Openings.

Flared VATETs (PennDOT Gating Type II) are to be installed according toFigure 10.1.1 and are preferred on tapered runs of guide rail.

Parallel VATETs (PennDOT Gating Type III) are to be installed on a straightline and are preferred on parallel runs of guide rail.

Parallel VATETs for two-way traffic (PennDOT Gating Two-way TrafficType IV) are to be installed on a straight line and are preferred on parallel

runs of guide rail. Application would typically be in gore areas at deceleration

ramps and in gore areas where traffic splits directionally (directional ramps

that traffic encounters after leaving the toll booths).

All Length of Need Calculations shall be performed using the Commissions

LON spreadsheet. The electronic version of this spreadsheet is availabledirectly from the Full Depth Roadway Reconstruction Project portal and shall

be used as provided and submitted with the final deliverables for the project in

both hard copy and original excel file format. See Figure 10.1.2, 10.1.3,10.1.4 and 10.1.5 for samples of input sheets.



10-3

Oct 201



10-4

Oct 2011

Figure 10.1.2



10-5

Oct 201

Figure 10.1.3



10-6

Oct 2011

Figure 10.1.4



10-7

Oct 201

Figure 10.1.5



10-8

Oct 2011

B. Clear Zone Concept

For Clear Zone information, refer to the PennDOT Design Manual Part 2,

AASHTO’s “A Policy on Geometric Design of Highways and Streets,” and the AASHTO Roadside Design Guide.

C. Slopes

For guide rail installation on fill slopes, refer to the PennDOT Design Manual

Part 2, AASHTO’s “A Policy on Geometric Design of Highways and Streets,”

and the AASHTO Roadside Design Guide.

D. Tapers

Guide rail is to be tapered at 30:1 when the guide rail is located inside the shy

line until either the guide rail reaches the shy line distance or the guide rail

reaches the back edge of the paved normal shoulder, whichever is greater.The shy line is defined as the distance from the edge of the traveled way,

beyond which a roadside object will not be perceived as an obstacle and result

in a motorist reducing speed or changing vehicle position on the roadway. For

a roadway with a 70 mph design speed, the shy line distance is 10 feet fromthe edge of the white line.

Guide rail is to be tapered at 15:1 outside of the shy line unless a parallelguide rail installation is more practical. A 10:1 or flatter slope must be

maintained in front of guide rail tapered at 15:1. If the grading necessary to

maintain the 10:1 or flatter slope in front of the guide rail is more than whatwould be considered incidental to the installation of the guide rail, then note

and include a quantity for this grading.

E. Outside of Horizontal Curves

These guidelines are based on the Pennsylvania Turnpike mainline curvature,

which generally does not exceed six (6) degrees.

Guide rail runs should be determined by using the Length-of-need (LON)

calculations and applying the curve correction factor.

Parallel runs of guide rail should be measured concentrically from the white

solid line with the approach end terminated by burying into the backslope or with a VATET suitable for a parallel installation.



10-9

Oct 201

Tapered runs of guide rail should be tapered as measured from the white solid lineat 15:1 over flat grading (10:1 or flatter with 10:1 the most common grade) and

drawn to scale on the plans. Offsets for the Type II, Flared VATET are measured off the tapered line extended.

F. Inside of Horizontal Curves

The guidelines described in the section "Outside of Horizontal Curves" are to be

applied to guide rail installed on the inside of horizontal curves.

Do not use “Horizontal Curve Adjustments” for calculating clear zone widths onthe inside of curves.

G. Length of Need Equation

In an area where multiple hazards/obstructions (bridge abutment or parapet fill,

slopes 3:1 or steeper, endwalls, etc.) are located in close proximity to one another, aLON calculation is to be performed for each hazard/obstruction to determine the

greatest LON distance for that area.

LON calculations are to be performed per the current PennDOT Design ManualPart 2 for each run of guide rail, except where guide rail is being buried in a non-

traversable cut slope.

Use the shoulder width at the obstruction (distance from the white solid line to the

face of the obstruction) for the L2 value in the LON equation.

In locations where the guide rail must be tapered at a rate of 30:1 to reach either the

shy line or the back edge of the paved normal shoulder, include that length of guide

rail tapered at 30:1 with the tangent length of barrier upstream from the obstruction

to determine the L1 value in the LON equation.

Use the 15:1 taper rate in the LON equation (i.e.: b=1 and a=15). For ramp LON

equations, adjust the taper rate in accordance with the ramp design speed.

The portion of the VATET length to be included as part of the guide rail LON is 25

feet.



10-10

Oct 2011

H. Recommended Clear Runout Area Behind VATET

Provide the manufacturer's recommended clear runout area behind a VATET.

If the recommended minimum clear runout area is not achievable, or the

economic cost to achieve the minimum value is determined to be restrictive,

then modify the run of guide rail for an acceptable solution without lesseningthe total length of guide rail below the calculated LON value.

I. Burying of Guide Rail

Earth mounds are not to be created for the burying of guide rail.

A concrete anchorage back slope is to be used to bury the guide rail as shownon the Standard Drawings. Where guide rail is to be buried in the roadway cut

slope, extend the guide rail a minimum of 75 feet beyond the cut/fill line at a

taper rate of 15:1, parallel, or a combination thereof. This combination of parallel and 15:1 tapered guide rail can be used for up to 112.5 foot run. The

taper can start prior to the cut/fill line as long as the taper runs a minimum of

75 feet past the beginning of the cut slope. A 10:1 slope must be maintained

in front of guide rail.

When the width needed to bury the end anchorage necessitates a taper length

greater than or equal to 125 feet, install the last 50 feet (or "quick taper") per

the PennDOT Standard Drawings, RC-54M. Extend the guide rail for a

minimum of 75 feet beyond the cut/fill line at a taper rate of 15:1, parallel, or a combination thereof prior to the "quick taper."

For rock slopes 1:1 or steeper, a Terminal Section, Bridge Connection may beused in lieu of burying the end treatment if the nature of the rock slope is that

which would make burying the end treatment not practical or desirable. If a

Terminal Section, Bridge Connection is proposed, the rock at the location is to be reviewed by a Geotechnical Engineer to determine if the rock is compatible

with the anchor bolt connection.

Guide rail may be buried behind the front face of a slope which is 2:1 or steeper. The 75-foot minimum guide rail length is not required here.

J. Trailing End of Guide Rail

The preferred methods, in order of preference, of terminating the trailing end of guide rail are by a Type 2-S Post Anchorage per the Standard Drawings, or

by running the guide rail 50 feet past the hazard/obstruction so that full

tension is developed. A Terminal Section, Single is to be installed on guiderail runs 50 feet past the hazard/obstruction.



10-11

Oct 201

K. Drainage Features

If a headwall is required, the headwall is to be installed outside the Clear Zone or at

a distance greater than the recommended deflection rate of the guide rail.

Pipes not protected by guide rail are to be extended, where practical, outside the

Clear Zone.

Drainage ditches, which must be placed inside the Clear Zone, are to be designed to

be traversable if they are not protected by guide rail.

The preferred methods, in order of preference, of addressing an existing drainage

ditch located inside the Clear Zone are by regrading the ditch such that the ditch is

traversable, relocating the ditch outside the Clear Zone, extending existing drainage

pipes to be outside the clear zone, installation of end sections, or installing guiderail. General engineering judgment should be utilized in determining designed

drainage layout. Extension or realigning of drainage features may require the U.S.

Army Corp of Engineers or a PaDEP permit.

L. Rounding of Guide Rail Panel Lengths

Always round up to the next full guide rail panel (12.5 feet) when determining thetotal length of guide rail required in each individual run of guide rail.

M. Treatment of Guide Rail Where Access Ramps Meet the Turnpike Roadway

In cases where the guide rail LON would continue past an Access Ramp entrance,install guide rail as shown for a Driveway Entrance on the PennDOT Standard

Drawings, RC-54M.

In cases where the guide rail LON would end on an Access Ramp entrance, theoptions to treat this condition would be to install a VATET before the Access Ramp

if the hazard necessitating the guide rail can be moved downstream from the Access

Ramp, or install a Driveway Entrance as described above.

N. Treatment of Guide Rail at Maintenance Opening

A Maintenance Opening is defined as an opening in a run of guide rail to allow theCommission's Maintenance Forces access to perform routine maintenance (mowing

of grass, etc.).

Install the Maintenance Opening as shown on the Commission Standard Drawings,PTS-130.

A Type 2-S Post Anchorage is to be used at the guide rail approach and trailing end

treatment at the Maintenance Opening.



10-12

Oct 2011

10.2 Concrete Median Barrier and Single-face Barrier

In general, concrete median barrier and single face concrete barrier is to follow the

design guidelines for guide rail in section 10.1 when determining Clear Zone needs.Taper rates are to be per the standard drawings. Shy line taper rates are to be per section 10.1.D of guide rail.

A. Concrete Median Barrier

1. Mainline

• Typically, all median barriers are to be 52-inch concrete glare screen per the RC standard drawings.

• Typically, all median barrier transition sections, tied to various typesof existing barriers at either end of the project, are to be per the PTS

standards.

2. Interchange Ramps

• Typically, all median barriers on two-way ramps are to be 34-inchconcrete median barrier per the RC standards.

• For curves with a radius equal to or less then 250 feet specify five-foot barrier sections from the PC to the PT

Where the two-way ramp split into two single ramps, the 34-inch

concrete median barrier should be designed to follow the deceleration

ramp and taper away from this ramp at the appropriate taper rate for the design speed of this ramp.

Following this procedure, the barrier will typically end in the middleof the gore area between the ramps. An impact attenuator is to be

placed on the end of the barrier at a point outside the calculated Clear

Zone of the deceleration ramp pavement. The gore/shoulder area oneither side of the barrier should be paved and extended a minimum of

12 feet beyond the attenuator (only on ramps outside the full plaza) to

facilitate the ability for maintenance trucks to turn.

In addition, the drainage in this area is to be designed to ensure that no

ponding occurs.

B. Single-face Barrier

Utilize single-face barrier on cut slopes and other areas in accordance with theStandard Drawings



10-13

Oct 201

Utilize necessary transition section(s) and end transition to bury single face concrete

barrier in cut slopes. If guiderail does not connect to the trailing end of the SFCB thenthe SFCB should terminate with the necessary transition(s) and an end transition



11-1Oct 201

Chapter 11 – SIGNING AND PAVEMENT MARKINGS

11.0 Introduction

In addition to these guidelines for Signing and Pavement Markings, refer to the Manual of Uniform Traffic Control Devices (MUTCD), PennDOT’s Standard’s: Publication 111M thatincludes the TC-8600 Series (Pavement Marking and Markers) and TC-8700 Series (SignLettering and Spacing); PennDOT’s Publication 236M, Approved Sign Handbook, and thePennsylvania Turnpike Commission Standards for Roadway Construction.

General Notes are not to be repetitious of the Commission Specifications.

11.1 Signing

A. General

Sign wording must be approved by the Pennsylvania Turnpike Commission. Major GuideSigns and Overhead Guide signs are to use Clearview Font for all text.All Major Guide and Overhead sign spacing must agree with the sign spacing charts provided in the PennDOT TC’s. Design consultants can use a PennDOT approved signsoftware program; however the output must agree with the TC’s.

B. Presentation of Plans

Identification Numbers are to be provided with signs that are to be new or relocated. Signs

that are to be removed do not require an identification number. Signs that are existing andare to be relocated will use an italicized ID#, while new signs will use PTC CADDstandard font type.

All signs throughout the plan set are to be shown with a rounded border as well as the perpendicular sign edge.

All secondary signing is to be new and to have sign nomenclature, sign size and type ofmount listed under sign. Information for PTC specific signs (i.e. sign nomenclature beginning with “PTC - ___”) will typically be provided by the Commission. Secondarysigning should not have identification numbers.

Secondary signing replaced as part of a mill and pave or single bridge replacement projectare not to be part of a signing plan and will be included in a list as an attachment to thecontract, typically provided by the Commission. Fabrication drawings for PTC specificsigns will be included as an attachment to the contract, typically provided by theCommission.



11-2Oct 201

C. Reflectivity

Retro reflectivity of signing must be according to current PennDOT standards.

D. Mounting (Ground/Overhead)

Type A ground mounted signs will be used, when feasible, in lieu of Monopipe signstructures and Type E signs. Gore Area Exit signs to be Type A.

Major guide and supplemental guide signs, mounted on breakaway post mountings, shalhave a minimum 7 foot clearance under the signs regardless if the signs are to be locatedwhere it is very unlikely to be hit by an errant motorist.

See PTS-980 for the Structure Mounted Flat Sheet Aluminum Signs mounting detail ontooverhead structures.

E. Sign Structures

Provide and show guide rail or concrete barrier for sign structures per PennDOT RC’sand Turnpike Standards. See PTS-740 for monopipe structure details.

See Chapter 5, Section 5.7G1 for payment information.

F. Solar Powered Flashing Beacons

The use of solar powered flashing beacons may be required to provide added emphasis of awarning sign, typically a truck rollover sign, where providing power to a standard flashing beacon system is difficult.

G. Wiring/Conduit

For all projects that are including HDPE conduit, indicate that the four colors of theconduit to be used are black, orange, blue, and green. For projects that will also includefiber in the conduit and ITS devices installed and connected to the fiber communication,indicate that black conduit be used for ITS.



11-3Oct 201

H. PTC Signing Guidelines for Acceleration Ramps

Warning (Turn, Chevrons, etc.) and/or Other Regulatory Signs (No Parking Symbol, etc.)not included below are to be shown along the ramp and the ramp/mainline area as required by specific site conditions.

The signs listed below are to be shown at appropriate locations in their given order, takinginto account the locations of any necessary Warning and/or Other Regulatory Signsmentioned above.

1. Ramp:a. Emergency Call Box Every Mile, PTC-P12, 72”x36”.

b. Buckle-Up (It’s Our Law), I14-6A, 30”x36”.c. No U-Turn, use R3-4, 36”x36”.d. Notice Unattended Vehicles Removed After 24 Hours, PTC-VR,

30”x30”.

2. Ramp and Mainline Area:a. Interstate Route Marker, M1-1, 36”x36” or 45”x36”. b. Speed Limit, R2-1, 48”x60”.c. Interchange Post Destination Signs, Type A, Size varies.d. Emergency Cellular Telephone (*11), D12-14, 48”x60”.e. Slower Traffic Keep Right, R4-3, 48”x60”.

3. Other Signs to be Considered Based on Existing Conditions:a. Litter fine ($300), I14-4, 30”x24” – (Ramp). b. Yield, R1-2, 48”x48” – (Ramp and Mainline area).c. Speed Enforced From Aircraft, PTC-R211, 48”x36” – (Ramp and

Mainline Area).

I. PTC Access Road Signing

The Private Roadway (PTC-PR) and Private Property No Trespassing (PTC-LAW1) signsare to be located at the intersection of the Access Road and the state/local road. Theexception will be when the Commission’s access off the state/local road is a shared accessFor a shared access, the PTC-PR and PRC-LAW1 signs are to be installed inside theCommission’s property line on the shared access.

See PTS-980 for PTC access road signing.



11-4Oct 201

11.2 Pavement Markings

A. General

All pavement markings within the state and local right-of-way must be according tothe MUTCD and PennDOT’s TC-8600 Series. All pavement markings within theTurnpike right-of-way must be according to Commission specifications, standarddrawings, the PennDOT TC-8600 series and the MUTCD within the state and localright-of-way.

B. Patterns

For concrete surfaces, a 10’ black line will be placed directly after the 15’ whiteskip mark. Confirm use with Project Manager.

C. Tapers for Lane transitions

See Project Manager for lane transition taper rates.

D. Lane Transition Arrows.

Lane Transition Arrows are to be located in the ending lane and next to the LaneTransition Signing.

E. Snowplowable Raised Pavement Markers

Overhead Bridges: Confirm use with Project Manager.



12-1Oct 2011

Chapter 12 – LIGHTING

12.0 Introduction

This chapter presents the design criteria for the formulation of conventional and high

mast lighting systems. The information herein is written for qualified lighting engineersand to assist them in preparing a uniform and standard lighting design. The designer’s

engineering judgment in the application of the criteria is subject to review and

concurrence by the Commission. The designer shall obtain prior approval from the

Commission on matters of design which raises questions in the application of thesecriteria to a specific condition.

Sources of reference which may be used in addition to this manual are:

• Roadway Lighting Design Guide October 2005, or the latest edition – AASHTO.

• Standard Specifications for Structural Supports for Highway Signs, Luminaires, and

Traffic Signals – AASHTO.• Publication 408, Specifications and Associated Changes – PennDOT.

• Current Standards for Roadway Construction – Highway Lighting Standard

Drawings, RC-80M, RC-81M, RC-82M, RC-83M, and RC-84M – PennDOT.

• Current Bridge Construction Standard Drawings, BC-721M and BC-722M – PennDOT.

• Design Manuals, Part1, Part 1A, Part 2, Part 3, and Part 4 – PennDOT.

• IESNA Lighting Handbook RP-8-00 Reaffirmed 2005 or the latest edition.

• International Dark Sky recommendations.

• Good Neighbor Policy – The Commission would like to maintain good neighbor status with local residents. Consider the impact of lighting on surrounding residential

areas. Avoid light trespass. The standard Commission lighting design is based onHigh Pressure Sodium (HPS), or Metal Halide semi-cutoff luminaires at a 40-foot

mounting height, Full cut-off luminaires and house-side shielding may be considered,

Lower mounting heights may also be considered, but not desirable. The designer should evaluate concerns and present to the Commission for consideration.

• Local Ordinances – The Commission is considered its own political jurisdiction;however, if local municipalities enforce stricter rules, the Commission may opt to

comply with local ordinances as a good neighbor. The lighting designer will berequired to contact local authorities for their standards.

The Commission will be responsible for all energy and maintenance related costs unless

other provisions are established for these costs. Energy and Maintenance Agreementswith local agencies will be required to establish responsibilities if others will perform

maintenance or supply energy to the lighting system.

During the early stages of design, a pre-design meeting shall be conducted at the

Commission headquarters to discuss lighting design criteria, and to address all project-

specific requirements relating to the highway lighting design.



12-2Oct 2011

Where existing lighting systems are being partially modified, the new lighting standards

will match the existing system including pole heights, luminaire and arm types, materials,

etc. If possible, existing lighting standards may be reused on new foundations. If breakaway features are required, current AASHTO requirements must be met.

Lighting systems will be designed and installed to limit light trespass onto adjacent properties. In general, arm-mounted, conventional cobra-head luminaires with cutoff

optics are preferred over high mast or tenon-mounted luminaires. This preference does

not preclude considering the latter systems. These systems should be considered if other

factors such as ease of maintenance, light distribution limits, or economic savings supportan improved final product. House–side shielding on luminaires may be used to minimize

light trespass.

Highway lighting designs typically include a conceptual (Lighting Study) initial, a

preliminary and a final submission. The conceptual (Lighting Study) initial submission

should include an evaluation of options and alternatives such as the use of high mast

lighting, conventional lighting and offset lighting within the project. Also included should be the general limits of the proposed lighting, as well as luminaire mounting

height and wattage data, and any required recommendations to avoid light trespass. The

conceptual (Lighting Study) submission should include typical lighting calculations for each lighting type specified. The conceptual (Lighting Study) initial submission

requirement may be waived by the Commission if the project is clearly not suitable for

high mast or offset lighting, as determined at the pre-design meeting.

Upon approval of the conceptual (Lighting Study) submission, a preliminary submission

should be prepared that includes highway lighting plan sheets indicating each luminairemounting height and offset, and each luminaire location by station.

A preliminary highway lighting report should be submitted along with the plans thatincludes: summary of all lighting design criteria, IES photometric file for the luminaire

and lamp, calculations that indicate the end of rated life average footcandle level,

uniformity ratio and glare ratio for each unique pole spacing in accordance with

PennDOT Design Manual Part 2, Chapter 5. Footcandle calculations shall be provided for ramps, transition zones, toll plaza areas and employee parking lots only. The lighting

of mainline roadways is not required and any lighting falling on these areas is considered

incidental light. The lighting of shoulders is not required.

Negative luminaire overhangs (-5-foot, -10-foot) may be considered in the lighting

design; however luminaire overhangs must be consistent within the same area.

The final submission should include final lighting plans, complete with tabulation of

quantity sheets, circuit wiring diagram sheets, special detail sheets and plan sheets in

accordance with Design Manual Part 3, Chapter 9. Also included in the final submissionshall be wire size calculations, guide rail clearance worksheets, special provisions, cost

estimates and all necessary design information such as roadway cross sections, drainage

plans, contour grading plans, and bridge structure drawings to allow satisfactory reviewof the lighting design.



12-3Oct 2011

Sign lighting of overhead sign structures is not required.

12.1 Site Inspection

It is the responsibility of the design consultant to become familiar with existing overhead and underground facilities that may interfere with lighting pole locations. The lighting

design should also be coordinated with proposed facilities such as underground drainage

pipes and inlets, guide rails, utility relocations, overhead sign structures, and bridge

structures.

Attempts shall be made to avoid mounting lighting poles on bridge structures unless

necessary to maintain satisfactory footcandle levels. Where necessary, locate poles asclose to pier locations as possible, the distance from the pier not to exceed one-third of

the length between adjacent piers.

Make arrangements with the Commission for inspection of all existing power supplyfacilities that may be affected by this work. Coordinate with the local electric utility to

determine the type and location of all available electric sources.

Interchange lighting will be controlled from a central location using a photoelectric cell

and lighting contactor. Controls will utilize a manual-automatic switch and High Intensity

Discharge (HID) rated lighting contactor. Avoid locating the photoelectric cell near alight pole to avoid on-off cycling of the lighting system. Time clocks are not acceptable.

12.2 Conceptual Lighting Design (Lighting Study)

A. Mainline Turnpike

1. The Study shall include an evaluation of options and alternatives such as the

use of high mast lighting, conventional lighting, offset lighting, some

combination of high mast & conventional lighting, and some combination of

high mast and offset lighting within the project limits. Note where underpasslighting may be required. Also included should be the general limits of the

proposed lighting, as well as luminaire mounting height and wattage data

2. Lighting warrants are not required. Full lighting shall be provided, however lighting on the mainline roadway is not required. Any spill light is considered

incidental. In areas where ramps run parallel with the mainline, only the ramp

width is considered in the calculations.3. To be considered in the conceptual lighting design is the construction cost

estimate, yearly energy cost comparison, 30 year operation and maintenance

costs, safety concerns, and light trespass concerns.

4. Sample lighting design calculations should be included for each lightingscheme.

5. Provide recommendation for best option with supporting documentation.



12-4Oct 2011

B. Mon-Fayette and Southern Beltway Projects

Investigate lighting warrants to determine either full or partial lighting.

1. Full lighting is defined as the complete lighting of the entire ramp length from

the intersection with the cross road to an area merging with the mainline 600-800 feet before (exit ramp) or after the theoretical gore (entrance ramp). This

is applicable to ramps with both toll plaza and non-toll plaza facilities. Cross

road intersections will be lighted. Cross road and mainline Turnpike are not

lighted. Only the ramp width is considered in the lighting calculations for design purposes.

2. Partial lighting is defined as the full lighting of ramps with toll plaza facilities,

as noted in Paragraph (a) above, and the lighting of the intersections of thecross roads, and the partial lighting of the ramp/mainline gore area on the non

toll plaza facilities ramps. Cross roads and mainline Turnpike are not lighted.

Only the ramp width is considered in the lighting calculations for design

purposes.3. As a minimum, the Commission will provide partial lighting.

4. Only Conventional type lighting will be considered. High mast lighting is not

acceptable. Offset lighting will be considered at Mainline Plazas only.5. Lighting warrants will be based on the traffic counts for the roadway “design”

year.

12.3 Preliminary Lighting Design

A. Conventional Lighting

1. Design Criteria

a. All areas

The depreciation (light loss) factor for all High-Pressure Sodium lighting

calculations will be 0.64 and is based on a lamp lumen depreciation factor of 0.80 and a dirt depreciation factor of 0.80. The depreciation (light loss)

factor for all Metal Halide lighting calculations will be 0.56 and is based

on a lamp lumen depreciation factor of 0.70 and a dirt depreciation factor of 0.80. Do not exceed a uniformity ratio of 4:1, average to minimum. The

veiling luminance (glare) ratio) shall not exceed 0.3:1. All illumination

levels shall be indicated at end of rated life.



12-5Oct 2011

b. Ramps

Ramp areas are defined as the connecting roadway between the mainline

roadway and the secondary (crossroad) roadway. Toll Plaza ramp lighting

will be continuous, beginning at a point 600-800 feet from the theoreticalgore, extending to the transition zones, and extending from the transitions

zones to the intersection or ramp system of the secondary roadway. No

partial lighting will be considered unless directed by the Commission. The

installation of a “go ahead” light pole along the mainline will not berequired. Do not include the mainline roadway adjacent to the ramp and

gore areas in the footcandle analysis. The target illumination level for all

ramp roadway surfaces shall be 0.60-0.90 average maintained horizontalfootcandles. Actual design average shall not be below 0.60 footcandles.

The minimum illumination level at any point on the roadway surface shall

not be lower than 0.20 footcandles. Unprotected lighting poles that are

within the clear zone will be mounted onto breakaway bases (Type S) and foundations conforming to latest AASHTO requirements. Lighting poles

that are outside the clear zone, or that are protected by guide rail or

concrete barrier will be mounted onto non-breakaway bases (Type A) and foundations conforming to latest AASHTO requirements.

c. Transition Zones

Transition zones are defined as the roadway between a ramp and a toll

plaza area. Transition zones will not extend more than 400 feet from thecenterline of the tollbooths. The transition zones will be designed to

gradually transition the average maintained lighting levels from the ramp

0.60 footcandles to the toll plaza area 1.50 footcandles. All lighting polesin this area will be mounted onto non-breakaway bases and foundations

conforming to latest AASHTO requirements. Lighting circuitry in this

area will be connected to the interchange stand-by generator, where

available, on new interchange projects.

d. Toll Plaza Areas

The toll plaza area is defined as the roadway area extending towards the

transition zone, a distance of 100 feet on either side of the toll plaza from

the toll booth centerline. The toll plaza area will be designed for 1.50average maintained horizontal footcandles. Lighting contribution from

canopy fixtures will not be considered in the lighting design analysis. All

lighting poles in this area will be mounted onto non-breakaway bases and

foundations conforming to latest AASHTO requirements. Lightingcircuitry in this area will be connected to the interchange stand-by

generator, where available, on new interchange projects.



12-6Oct 2011

e. Employee Parking Areas

Employee parking areas adjacent to the interchange building will bedesigned for 1.00 average maintained horizontal footcandles. All lighting

poles in this area will be mounted onto non-breakaway bases and

foundations conforming to latest AASHTO requirements. Design special pole foundations with elevated pedestals at all pole locations that may be

subject to vehicle contact within the parking lot. Pedestal foundations shall

be a minimum of 24 inches above the parking lot surface. Lighting

circuitry in this area will be connected to the interchange stand-bygenerator, where available, on new interchange projects.

f. Underpass Lighting

Under certain conditions, underpass lighting may be required to maintain

adequate levels of illumination. These conditions include, but are not

limited to, the overall width of the overpass and the vertical clearance beneath the overpass. If underpass lighting is required, the underpass

roadway will be designed for the same average maintained footcandle as

the roadway outside and adjacent to the underpass area. 70-watt or 100-watt high pressure sodium, wall-mounted luminaires shall be used for

underpass lighting, when possible. If the concrete bridge abutment or pier

cap is greater than 30 feet from the edge of traveled roadway, 70-watt or 100-watt high pressure sodium, overhead-mounted underpass luminaires

will be considered. If overhead-mounted luminaires are required, they

should be attached to the bridge structure steelwork directly over the edgeof pavement. Do not attach the luminaires to the underside of the concrete

deck. Mount bottom of luminaire flush with bottom of steelwork.

Attachment to concrete girders will require a special design. Coordinatewith the bridge design to ensure that all structure mounted lighting items

such as junction boxes, conduits and mounting brackets are included in the

bridge design.

g. Temporary Lighting

On existing reconstruction projects where all, or portions of, existinglighting need to be removed for roadway/toll plaza construction,

temporary lighting will be required to provide adequate lighting to

maintain operations of the toll plaza facility. Temporary lighting mayconsist of wood poles and overhead wiring.

Utilize 250 and 400 watt HPS, M-SC-II conventional (cobrahead)

luminaires on wood poles at a 35 foot luminaire mounting height.



12-7Oct 2011

The pole spacing will be based on the following design parameters:

1. 1.0 to 1.5 footcandles, average maintained.2. Maximum Uniformity Ratio of 4.0:1

3. Light Loss Factor of 0.80

4.

Glare Ratio of 0.4:1

Provide arm lengths that provide the required overhangs to the edge of

roadway. 20 foot arms or longer may be required. Refer to Standard

Drawing RC-83M for definitions. Limit overhead spans to 250 feet. Guy poles as necessary. Locate the poles in areas protected from traffic, or

provide protection by use of guide rail, crash barrier or other approved

devices.

Provide material meeting the applicable sections of the Standard

Specifications. New material is not required as long as the performance is

acceptable. Provide Creosote, Penta, CCA or equivalent wood poles as permitted meeting environmental requirements. Provide either copper or

aluminum aerial cable.

Electric service may be provided from the existing lighting circuitry,

existing electrical service from the toll plaza facility or a separate service

drop from a electrical utility company service. Where applicable, power supply material shall meet NEC and Power Company requirements.

Enameled or hot dipped galvanized enclosures may be used in addition to

stainless steel or aluminum. Where applicable, provide luminaires withindividual photoelectric control, or provide a main contactor and

photocontrol at the main power supply location. Ground the lighting

system.

Coordinate any required electrical service drop with the electric utility

company. Select a location for the power supply pole to minimize the

distance to the light fixtures to minimize voltage drop. Size the cable tooperate the luminaires with a maximum 5 percent voltage drop to the end

of the circuit. Provide equipment for the service as required by the

Electric Utility Company and as required to provide an operable lightingsystem. As a last resort, consider the use of portable generators when

electric power is not readily available. Provide a single point of contact

for 24/7 emergency.



12-8Oct 2011

2. Luminaire and Light Source Information

a. Photometric Data – The Photometric data utilized in all calculations shall

be in accordance with the latest Commission requirements. The standard light source for conventional lighting is high pressure sodium.

b. High Pressure Sodium Lamps – High pressure sodium lamps with the

following initial lumens shall be used:

Wattage ANSI Designation Rated Avg. Life Hours Initial Lumens

70 S62ME-70 24,000 6,300 (Underpass)100 S54SB-100 24,000 10,500 (Underpass)

200 S66WA-200 24,000 22,000250 S50VA-250 24,000 27,500400 S51WA-400 24,000 50,000

c. Metal Halide Lamps – Metal halide lamps with the following initial

lumens may be specified by the Commission for use in areas adjacent totoll booths and toll plaza buildings:

Wattage ANSI Designation Rated Avg. Life Hours Initial Lumens

250 M58/E-250 10,000 22,000

400 M59/E-400 20,000 36,000



12-9Oct 2011

3. Luminaire Mounting Height

a. Conventional Lighting

The luminaire mounting height is the height of the luminaire above thefinished pavement surface. Pole shaft lengths may vary to compensate for

the difference in elevation between the top of the pole foundation or

anchorage and the roadway surface. This adjustment to the pole shaft is

noted by the C-dimension as shown on the Standard Drawings and shall beindicated on the lighting plans. The standard nominal mounting height for

conventional luminaires shall be 40 feet. Mounting heights of 35 feet and

45 feet may be permitted if special conditions exist. Each CommissionMaintenance District operates a 65-foot bucket truck to maintain lighting

systems. The reach of the 65-foot boom limits excessive pole heights. If it

is necessary for the bucket truck to extend its boom horizontally, the 65-

foot height will be reduced accordingly. The boom will also be used to liftand remove the lighting standard. The weight of the pole may also be a

limiting factor. Verify that Commission maintenance equipment is capable

of servicing luminaires with mounting heights greater than 40 feet if higher mounting heights are required.

b. High Mast Lighting

• The nominal mounting height for high mast lighting is 100-foot.Lighting poles between 80 and 120 feet may be used in the lighting

design to achieve desired results. High mast poles shall not exceed 120

feet.• High mast lighting systems utilizing 60-foot mounting height may be

considered for extenuating circumstances. Approval by the

Commission is required.

4. Roadway Width

Roadway Width is defined as follows:

a. Edge of traveled pavement for all open roadways. Entire cartway (parapetto parapet) on bridge decks. Curb-to-curb for all curbed roadways.

b.

Although shoulders will be incidentally lighted, light levels on these areaswill not be part of roadway lighting calculations.

5. Calculation Methods

Calculations should be submitted in a form that is legible and that can beeasily reviewed. Provide all applicable photometric curves, point-to-point

calculations, straight-line calculations, etc. Provide IES luminaire photometric

information in electronic form. Submit lighting calculations in paper form.



12-10Oct 2011

Include a CD-ROM with site-specific software files in VISUAL, version 2.0

or later format for all computer-assisted calculations. Provide all input criteria

for the software including luminaire coordinates.

When a portion or section of the highway is under analysis, it shall be

analyzed by single pole spacing as self-contained areas of analysis (asrequired in PennDOT Design Manual Part 2). While calculation of entire

ramps or roadway areas may assist the designer with layout and spacing of

luminaires, the overall area illumination statistics will not be accepted as

meeting the Commission’s lighting criteria.

The self-contained areas of analysis shall correspond to the highway geometry

under investigation and Commission’s requirements. Each self-contained areashall be considered a flat plain with 0 foot elevation for conventional lighting

calculations. Lighting pole layout parameters shall conform to PennDOT

Design Manual Part 2, Section 5.5-A.

Interchange ramp lighting calculations and tabulations will be submitted in the

form detailed in PennDOT Design Manual Part 2, Section 5.14. Roadway

lighting point calculations will have a transverse spacing that results in aminimum of three rows of analyzed points across each lane of the roadway.

Use a longitudinal point spacing that will result in a minimum of 15 columns

of analyzed points along each lane of the roadway per luminaire spacingcycle. Points should be distributed evenly across the calculated areas and

should be located along the edge of pavement as much as possible.

Interchange toll plaza areas, transition zones and parking lot calculations will

be provided in sufficient detail and with enough lighting calculation points to

determine the adequacy of the lighting system. Maximum transverse and longitudinal spacing of calculation points should not exceed 10 feet.

Provide a separate calculation for each luminaire spacing cycle.

The standard light source for conventional lighting at ramp locations is high- pressure sodium. Either, high-pressure sodium or metal halide light source

may be required by the Commission at transition zones, toll plaza areas and

employee parking lots.

For the preliminary lighting design, the average point method for single pole

spacing shall be used. The Commission utilizes the Visual lighting design program. All designers shall use this program. Other lighting design software

may be approved, but the designer would be responsible for providing the

Commission a registered copy of the software and training at no cost to the

Commission.



12-11Oct 2011

Computerized Calculation Information:

Plan view of each calculation zone with all plan information required in 12.3-A with the following additional information;

a.

Point by point shown with footcandle values b. Elevation of statistical area (high mast only)

c. End of Rated Life statistics of the area including Average Illumination,

Minimum Point Illumination and Uniformity Ratio (average to minimum).

d. Glare ratio calculation (conventional lighting only)

B. High Mast Lighting

1. Design Criteria

All roadway surfaces are to be designed for illumination of 0.60 to 0.90

average maintained horizontal footcandle at the end of rated life of the lamp.The minimum illumination level at any point on the roadway surface shall not

be lower than 0.20 footcandles. Do not exceed a uniformity ratio of 4:1,

average to minimum.

Use 400-watt High Pressure Sodium (HPS) lamps with the required number of

luminaires necessary to achieve the proper footcandle and uniformity ratio.The maximum number of luminaires permitted at each high mast pole is ten.

If more than 10 luminaires are required, structural calculations for the high

mast pole design, sealed by a Professional Engineer licensed in the state of Pennsylvania, must be submitted for review and approval. Mount luminaires

(Type V distribution) on high mast poles at a nominal mounting height of 100

feet above the road surface. Pole lengths may vary between 80 and 120 feet.Do not exceed a pole length of 120 feet. High mast poles will be constructed

of galvanized steel. Weathering steel is not acceptable for new or replacement

poles. Where applicable, new galvanized steel high mast poles will be used to

replace existing weathering steel high mast poles. Provide at least one portablewinch drive motor for new luminaire lowering ring assemblies.

The required candlepower and footcandle data necessary to accomplish thislighting design shall be furnished to the Consultant by the Commission at the

time of the pre-design meeting. Lumen contributions at angles greater than 75

degrees need not be considered.

Roadway baseline elevations shall be considered when performing high mast

lighting calculations.



12-12Oct 2011

2. Calculation Methods

Manual Calculations

NOTE: Manual computations for specific projects may be acceptable with

prior approval of the Commission.

Determine the average maintained footcandle level on the roadway in the

following manner:

a. Locate points at 50-foot intervals on the centerline of all ramps, toll

plazas, and the crossroad, in each direction. The entire illuminated portion

of each roadway shall be considered a separate design entity for theanalysis of high mast lighting.

b. Determine the end of rated life maintained horizontal footcandle level at

each of these points, considering the usable contribution from all poles in

the vicinity of each point.c. Determine the average maintained footcandle level in each section by

adding all footcandle points in that section and dividing by the number of

points in the section. The result shall be between 0.60 and 0.90maintained footcandle.

d. Determine the uniformity ratio of each road section by dividing the

average maintained footcandle level in that section by the minimumfootcandle level at any point in the section. The result shall be equal to or

less than 4:1, average to minimum.

e. High mast pole layout parameters shall conform to PennDOT DesignManual Part 2, Section 5.5-B.

Computer Calculations

The calculation of the footcandle level at each point is to be accompanied by

use of Visual lighting design software, version 2.0 or later as stated in 12.3-A-

5.

a. Divide the interchange area into sections for each ramp, toll plaza, parking

lot and the crossroad. Each roadway shall be further subdivided if the baseline elevation changes more than +/- 5 feet within a 400 foot section

of roadway. Provide baseline elevation data with the calculations for all

roadways where high mast lighting is designed. b. When a portion or section of the highway is under analysis, it shall be

analyzed as self contained areas of analysis. The self-contained areas of

analysis shall correspond to the highway geometry under investigation and

the Commission’s requirements.c. The point to point interval shall be 5 feet longitudinally and transversely

for multilane or wide areas greater than 12 feet.

For single lane areas (equal to or less than 12 feet), the point to pointinterval shall be 5 feet longitudinally and 3 feet transversely.



12-13Oct 2011

d. High mast pole location parameters shall conform to PennDOT Design

Manual Part 2, Section 5.5-B.

C. Offset Lighting (Post Mounted Tenon)

Offset lighting shall be considered for use at transition zones, toll plaza areas and employee parking areas where the total roadway width exceeds the limitations of

conventional, arm mounted luminaires. 250-watt or 400-watt metal halide

luminaires shall be considered for use at new interchange locations. 250-watt or

400-watt high pressure sodium luminaires shall be considered for use at existinginterchanges where portions of the existing high pressure sodium lighting system

will remain in operation in the areas noted above.

12.4 Preliminary Lighting Design Report

Provide a Preliminary Design Report including plans, calculations and details in

accordance with PennDOT Design Manual Part 2, Chapter 5.3.

12.5 Final Lighting Design

The final design for proposed highway lighting shall contain all information shown in

PennDOT Design Manual Part 2, Chapters 5.10 and 5.11 as applicable, and as follows.

A. All lighting pole assemblies shall be installed with transformer bases. Provide

breakaway bases (Type S) with frangible type bases and anchor (non-breakaway)

(Type A) bases with non-frangible bases.B. Do not install transformers bases on structure mounted light pole assemblies. Provide

junction boxes (Type JB-25), in the bridge parapets, or retaining walls to be used as a

means for the line splice to the luminaire.C. Maximum arm length for a breakaway pole is 20-feet.

D. All conventional type lighting poles will be truss-type aluminum poles similar in style

and appearance as shown on PennDOT Standard Drawing RC-83M, Sheet 1 of 2.

Conventional steel lighting poles are not acceptable.E. The Commission Highway Lighting Plans are typically bid as a lump sum pay item,

with a breakdown of material items and quantities listed on the lighting plan quantity

sheet for information only. Utilize standard PennDOT pay item material descriptionsto list material items. On Commission projects associated with PennDOT, which may

require Federal participation, detailed “Tabulation of Quantity” summary sheets,

listing all individual unit price pay items and light pole location descriptions shall beutilized. Format to be determined at the lighting pre-design meeting.

F. Typically, Turnpike related highway lighting systems utilize circuitry from a 277/480

volt, 3 phase, 4 wire system, associated with mainline utility building installations,

with lighting connected at 277 volts, single phase,. For remote locations, a 240/480volt, single phase, three-wire system, with lighting connected at 240 volts, shall be

considered. Where only a 120/240-volt, single phase, three wire system is available, a

step-up transformer to 240/480-volt will be considered.G. Provide single pole circuit breakers for all lighting circuits.



12-14Oct 2011

H. Additional information in the development of Final Lighting Plans can be obtained on

PennDOT’s highway lighting web site at: “www.dot.state.pa.us/highwaylighting”

12.6 Final Lighting Design Report

Provide a Final Design Report including plans, calculations, details, specifications and construction cost estimate.

A. Plans will be prepared in accordance with PennDOT Design Manual Part 3, Chapter

9.B. Calculations

1. Provide voltage drop calculations for all lighting circuits. Wire loss will not resultin more than 3% voltage drop at any lighting fixture on the circuit.

2. Include a Guide Rail Clearance worksheet for all lighting poles that are located

behind guide rail to ensure that proper guide rail clearances are maintained.

C. Special Provisions shall be included for all nonstandard items.

D. A construction cost estimate for all proposed lighting and all lighting to be removed

and/or modified shall be included in the final design report.



12-15Oct 2011



13-12010

Chapter 13 – UTILITIES

13.0 General

A. PennDOT Publication 16M, Design Manual Part 5, Utility Relocation, will be used to guide

this work.B. All utility meetings are to be set up and conducted by the consultant with the minutes

completed for all meetings and uploaded to the website in a timely manner.C. All exchanges of information with the Utilities, submissions to them, and responses from

them, will be the responsibility of the Designer. PennDOT forms are to be forwarded, alongwith the Designer’s drawings, either electronic or paper per the Utilities request. Uponreceipt and approval of relocation plans, proof of property rights, and a completed estimatethe Design manager will prepare a reimbursement agreement for execution by theCommission. Relocation work less than $25,000 can be approved by Commission letterwithout formal action, upon the recommendation the Design Manager. Upon the DesignManager’s review and approval of all required documentation, the Commission will issue a

notice to proceed to the Utility. Prior to the Commission letting the project for bid, theDesigner will be responsible for obtaining the completed form 4181-UC from the Utilitiesand providing to the Design Manager. The Design Manager will be responsible for providing the Utility Clearance Forms to the Commission’s Contract Management Group.

D. Coordinate the design of the entire project with all the agencies having existing (or proposed)facilities within the project limits.

13.1 Utility Tracking Chart

Each design consultant is to maintain a current Utility Tracking Chart that will be kept on thewebsite. This chart is to be updated within five business days of any new pertinent utility

information.

13.2 Gas and Waterline Attachments to Overhead Structures

A. The attachment of gas and waterlines to overhead structures owned by the Turnpike should be minimized.

B. New PTC Crossing agreements will contain a “Loss of Revenue” clause for future coveragedue to possible ruptures, leaks, etc. Shut-off valves will be required at the Commission’right-of-way.

C. The utility will be requested to submit for Commission review an estimate to relocate ontothe structure and to not relocate onto the structure.

D. For overhead structures whose ownership will be transferred to PennDOT, any attachmentwill need PennDOT approval. The Commission will also require shut off valves and a “Losof Revenue” clause.



14-1

2010

Chapter 14 – Reserved for future use.



15-1

2010

Chapter 15 – ENVIRONMENTAL ISSUES, MITIGATION AND PERMITS

15.0 Slopes

Design slopes to avoid impacts to environmental factors. Wetland, stream impacts, and drainage

structures will need to be evaluated to determine if slopes need to be steepened to minimize or

avoid permanent impacts. If slopes cannot be steepened, then justification of such (e.g. excessivecost, right-of-way issues, safety, etc.) will need to be provided for permitting purposes.

15.1 Departmental of Environmental Protection

In current DEP applications, there is a section entitled Permit Coordination Review that includes a

Compliance History Review portion. The following is the text of the questions and suggested

reply. We should use this response until otherwise directed.

“Compliance History Review:

Is/was applicant in violation of any permits issued by DEP? ____Yes ____No (Do not check)

If yes, list each permit that is/was in violation and provide compliance status of the permittedactivity (use additional sheets to provide information on all permits).

Permit Program:

Permit Number:

Brief description of non-compliance:

Steps taken to achieve compliance and date(s) compliance achieved:

The commission has obtained hundreds of DEP permits since the mid-1980s. The request for the

above information creates an undue burden on the applicant based upon the volume of records

requested and upon our records retention policy and capacity. In infrequent instances where a non

compliant activity occurred, steps were immediately taken to correct the situation.

Current Compliance Status: __X__ In Compliance ____In Non-Compliance

If the applicant is not in compliance with any law or regulation, permit, order or schedule of

compliance of the Department, provide a narrative description of how the applicant will achieve

compliance including the appropriate milestones.”



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2010

15.2 Submerged Lands Licenses – 105 Permit

The Section 105 Permit should use the following in regard to the submerged lands licenses:

“The Pennsylvania Turnpike Commission was created by Act 211 of the PennsylvaniaGeneral Assembly on May 21, 1937.”



16-1

2010

Chapter 16 – ROADSIDE DEVELOPMENT

16.0 Permanent Pull-off Areas

No permanent pull-off (parking) or stopping areas will be designated into Total Reconstruction

projects. All existing pull-off and stopping areas are to be eliminated.

16.1 Landscape Planting

Landscape planting plans, when required, are to be prepared by the consultant and coordinatedwith the PTC Landscape Architect. Coordination with underground utilities, conduit, etc., must be

ensured so maintenance problems do not occur. In addition, these plans should be reviewed to

ensure required Clear Zones and proper sight distances are maintained.

Typically, landscape planting should not be included as a lump sum item in the constructioncontract.



17-1

Oct 201

Chapter 17 – Hydrologic and Hydraulic Analysis

17.0 Introduction

The intent of this section is to clarify the Commission’s requirements for the Hydrologic

and Hydraulic Report that will be submitted as a supporting document for Pa Departmentof Environmental Protection. The Joint Permit Application is required for all features that

impact waterways and floodplains. The Hydrologic and Hydraulic Report addresses the

impacts of structures, embankment encroachments, and channel changes due to proposed

design. A report is required for all modified and new structures with a drainage areagreater than 100 acres. The report is to be certified in accordance with Chapter 105 of

Pennsylvania Code, Title 25, and sealed by a professional engineer registered in the

Commonwealth of Pennsylvania. Detailed report content guidelines and format are provided in Section 10.7 of PennDOT Design Manual Part 2. In general, the report should

contain:

• Background information obtained from field view, research, and survey.

• Hydrologic analysis methodology, drainage area, and discharges.

• Hydraulic analysis modeling method and backwater and scour analyses.

• Risk assessment or risk analysis of the impacts on channel and floodplain.

• Summary of waterway and structure data.

• Drawings required for the joint permit application.

17.1 Background Information

Provide or reference background information obtained through field view, research, and

survey. Bind or attach maps, photographs, and reference material.

A. Field View

1. Locate and describe the type, size, and waterway opening of existing structures(upstream and downstream) and the conditions of debris and scour for

comparison with the proposed structure.

2. Describe channel size, nature, and condition of channel and floodplain.3. Record flood history from high water marks and interviews with local residents

and business owners.

4. Determine environmental concerns and aquatic habitat.

B. Research

1. Federal Emergency Management Agency Flood Insurance Studies and Maps.

2. Municipal Stormwater Management Plans per 1978 Act 167.

3. USGS and USACE stream gage data.4. Documented historical flood information.

5. Pennsylvania Fish and Boat Commission stream stocking data.

6. Pennsylvania Code, Title 25, Chapter 93 – Water Quality Standards.



17-2

Oct 2011

7. Existing structure design and rehabilitation plans.

8. Determine soil properties and land use properties for the watershed.9. Check for municipal ordinances.

C. Survey

1. Obtain alignment and profile of roadway and stream channel a minimum of 500feet upstream and downstream for the H&H report.

2. Record low chord and streambed elevations and span lengths of existingstructures, including the upstream and downstream structures.

3. Develop floodplain topography.

4. Identify wetlands and environmentally sensitive areas.

17.2 Hydrologic Analysis

Select the hydrologic analysis methodology and design discharges for the applicablewatershed drainage area from among the approved options listed in PennDOT Design

Manual Part 2.

A. Methodology

1. Select hydrologic modeling method based on watershed drainage area and land

use.2. Use alternate methods in cases where the chosen method produces questionable

results.

3. Compare discharge results from all methods with those obtained through research.4. Select values that produce hydraulic results that correspond with conditions

observed during the field view and obtained from site flood history records.

B. Drainage Area

1. Determine the watershed drainage area above the crossing of the stream of

interest from topographic mapping.

2. Determine drainage area for any other stream(s) that contributes backwater or inany other way affects the stream of interest or that causes negative backwater

effects on the Commission facilities...



17-3

Oct 201

C. Discharges

1. Use the 50-year flood event as the design flood for all mainline structures.

2. Base the design flood for other structures over waterways in accordance with theclassification of the roadway that the structure carries based on Design Manual 2

criteria, unless potential impacts to the Turnpike warrants use of the 50-year flood.3. Include an analysis for the 100-year flood in accordance with DEP floodplain

management criteria.4. Determine additional check floods as required.

17.3 Hydraulic Analysis

Select a hydraulic modeling method that is acceptable to the environmental permitting

agencies and perform a backwater analysis to determine the effects of the project on the

existing floodplain. Include structures, channel changes, and embankment encroachments paralleling floodplains in the same hydraulic model, but address separately in the report.

Provide hard copy analysis results from applicable computer programs, including profilesand cross-sections, as an appendix to the report. Include electronic computer program files

on floppy or compact disc bound into the report using a pocket or sleeve.

A. Modeling Method

1. Select the hydraulic modeling method based on the type and size of the

structure and its impacts to the channel and floodplain.

2. Use HEC-RAS for situations where floodplain topography influences the backwater analysis, including multiple culverts in a series where backwater isaffected.

a. Construct the HEC-RAS model in accordance with the program’s users and hydraulic reference manuals.

b. Model the stream reach of interest and adjoining reaches when backwater

from the adjoining reach affects the reach of interest.

c. Include appropriate discharges for all modeled reaches.d. Locate stream cross-sections in accordance with program guidelines and far

enough along the reach to account for all impacts that could affect flood water

surface elevations.e. Extend cross-sections to a high enough elevation to contain the 100-year

flood.

f. Establish flow boundary conditions based on survey data or water surfaceelevations that result from downstream factors.

g. Model replacement structures in the same manner as existing structures unless

the type of replacement warrants a different technique.



17-4

Oct 2011

h. Use the culvert routine to model structures under fill that generate a

headwater to depth ratio greater than 1.0.i. Select the appropriate high and low flow analysis methods for bridge

models. j. Disregard existing silt and sediment deposits that will be removed byhigh flow when modeling the streambed in bridge routines; transportable

deposits do not affect water surface elevations.

k. Disregard streambed shape when modeling natural bottom structures asculverts. HEC-RAS does not consider ground points in its culvert

routine. The program models a level surface across the culvert bottom

based on input invert elevations.

l. Deduct depth of streambed material from overall height of opening or use blocked bottom option to establish reduced vertical height of solid

bottom structures that are anticipated to fill in with streambed material

and are modeled using the culvert routine.m. Use the Generate Report option to provide a reviewable, detailed output

of the HEC-RAS model.

n. Plot HEC-RAS cross-sections and profiles in landscape style to areasonable and consistent scale.

3. Use HY-8 for culvert extensions and similar situations where simplified

backwater analysis is generally accepted. Additional analysis is necessary whenculvert extensions are a different shape, slope, size or material type using the

appropriate reference material (HEC-22, Hx5-5, etc.) to ensure related headwater

elevations.

a. Construct the HY-8 model in accordance with the on-screen menu.

b. Adjust Manning’s value to account for streambed friction for silted-in and natural bottom culverts.

B. Backwater Analysis

Perform a backwater analysis for the existing and proposed conditions to determine

the effects of the structure modifications, embankment encroachment, and channel

change on flood flow.

1. Create an existing condition HEC-RAS model that establishes the base flood

elevations against which the effects of the proposed condition are compared.

2. Superimpose on the existing condition HEC-RAS model the proposed structure

modifications, associated embankment encroachments, and channel changes tocreate a proposed condition model that computes their backwater effect.



17-5

Oct 201

a. Use the same stream cross-sections for both the existing and proposed conditions

to the maximum extent possible. b. Avoid adding or deleting cross-sections in the proposed model when possible

adding, subtracting, and re-orienting cross-sections leads to questionable results.c. When adding cross-sections is unavoidable, ensure that reach lengths are adjusted.d. Make reach lengths for the existing and proposed models the same unless channe

changes necessitate modifying the reach length for the proposed condition. Make

the proposed reach lengths consistent with the differences resulting from thechannel change.

e. Justify hydraulic performance of transitions due to culvert extensions with a

dissimilar shape.

f. Maintain the modeled slope of the existing culvert for the culvert extensions unlessthere is a clear and compelling reason to break the slope. The existing slope of the

culvert is best determined by survey of the culvert roof or crown at each end.

g.

Model a “cleaned” streambed for both the existing and proposed conditionsstreambed cleaning is not a justifiable reason for backwater decreases resulting

from the hydraulic analysis of the proposed condition.

3. Account for the effect of any temporary facilities required for construction in an

additional HEC-RAS model.

a. Include a temporary stream crossing when necessary to facilitateconstruction access.

b. Model stream crossings as culverts and size the pipes and embankment

material for normal flow, or greater depending on the anticipated use of thetemporary facility, with adequate freeboard.

c. Model cofferdams and causeways as blocked obstructions.

d. Include the existing and proposed structures in the same model where phasing will require both structures to be in place at the same time.

e. Evaluate the temporary condition for a 2.3-year storm and include a

discussion in the risk assessment. If the backwater from a 2.3-year storm

associated with the temporary crossing is contained within the channel banks, no flowage easements will be required. If the proposed temporary

crossing causes an increase in the 2.3-year that is not contained within the

channel banks and causes additional flooding on land outside the Turnpikeright-of-way, written consent from the affected property owners allowing

this temporary flooding of their property will be required.

C. Scour Analysis

Perform a scour analysis for the recommended structure in accordance with Section

7.2 of PennDOT Design Manual 4 and the equations and guidelines provided inFHWA Hydraulic Engineering Circular No. 18, Evaluating Scour at Bridges.



17-6

Oct 2011

1. Compute contraction scour for all natural bottom structures; compute local

scour for piers and abutments when they are subject to flood flow. Compute scour depths as needed for setting footing depths in accordance

with PennDOT Design Manual 4 PP7.2.4.2. Address aggradation and degradation scour based on field observations. 3. Ignore backwater resulting from existing downstream factors, such as a

confluence with another waterway, when computing scour depths. 4. Determine properly-sized rock for backfilling of substructure excavations

within the floodplain.

17.4 Risk Assessment or Analysis

Include a risk assessment or analysis that addresses permanent and temporary

impacts to the natural and manmade features of the floodplain.

• Perform a risk assessment for impacts that occur in non-sensitive rural locationsand that produce minimal changes in floodwater elevations and velocities.

• Perform a risk analysis for impacts in sensitive urban locations that potentially

produce significant economic damages to existing properties.

17.5 Summary Data

Provide a summary of waterway and structure data. An acceptable blank form Summary

Data Sheet form may be downloaded from the PennDOT website, www.dot.state.pa.us/hh/.

17.6 Drawings

Attach drawings for use in obtaining the joint permit that are consistent with the permit

requirements.

A. Provide a full size site plan that includes the following items:

1. Layout of existing and/or proposed structures, stream channels, and embankment encroachments.

2. Existing and proposed contours.

3. Wetlands.

4. Property lines and owners.5. Location and extent of all survey/HEC-RAS cross-sections.

6. Delineated 100-year flood boundary for existing and proposed conditions.

7. Temporary facilities required during construction (stream crossing, access road,cofferdam, diversion facility, etc.).

http://www.dot.state.pa.us/hh/

http://www.dot.state.pa.us/hh/



17-7

Oct 201

B. Provide an elevation view of the structure that includes the following items:

1. Existing and proposed roadway profile.

2.

Streamed and floodplain configuration.3. Span arrangement and clearances.4. Normal water design flood and 100-year flood water surface elevations.



18-1

2010

Chapter 18 – SPECIFICATIONS, ITEM NUMBERS, QUANTITIES AND

COST ESTIMATING

18.0 Introduction

The intent of this section is to clarify the Commissions use of specifications, formattingof quantities and cost estimating procedures. A spec book is not a cook book – actual

thinking and engineering judgment are required.

18.1 Specifications

A. General

Specification for a project consisting of the following:

• PennDOT Publication 408;

• Commission Specifications (CS-XXX);

• Commission Standard Special Provisions; and

• Non-Standard Project Specific Special Provisions

B. PennDOT Publication 408

In general, all work is to be performed in accordance with PennDOT Publication

408 unless replaced by a Commission Specification (CS-XXX) or modified by a

Special Provision.

C. Commission Specifications

Commission Specifications (CS-XXX) replace in whole the correspondingPennDOT Publication 408 Specifications section.

Commission specifications are never changed. They are only modified by projectspecific special provisions.


Commission Standard Special Provisions fall into two categories. Those in

Categories A thru E inclusive and Category F. Each provision includes a date

following the title. When a Commission Standard Special Provision is used as is,with no modifications, the date of that Special Provision is to be shown where

indicated in the title in the spec book but not in the index.



18-2

2010

Various Standard Special Provisions in Categories A thru E include different

applications which are identified with an “*” and are typed in bold and italic

lettering. These notes are to be removed by the designer/consultant prior to the provision being included in a spec book.

Various Standard Special Provisions in Category F contain notes to designersmarked with an “*” and are typed in bold and italic lettering or have left space or

XXXX for project specific information to be added. These notes are to be

removed, spaces are to be filled in, and the underline removed (if it exists), prior

to the provision being included in a spec book.

1. Categories A thru E (no modifications)

When a Commission Standard Special Provision in Categories A thru E is

used as is with no modifications, that Special Provision along with the date of

the Special Provision is included in the spec book. Deletion of information not

relevant to the given project does not constitute a modification as long as theremaining information is not revised in any way. As previously noted, the

date of the Special Provision is only shown where indicated for the Special

Provisions in the spec book; it is not shown in the index.

2. Categories A thru E (modified)

When a Commission Standard Special Provision in Categories A thru E is

modified, the Standard Special Provision is replaced with a Project Specific

Special Provision and is included in the spec book as FXX.00. Deletion of information not relevant to the given project does not constitute a

modification as long as the remaining information is not revised in any way.

The date that was associated with the Commission Standard Special Provisionis not used.

3. Category F (no modifications)

When a Commission Standard Special Provision in Category F is used as is

with no modifications, that Special Provision along with the date of the

Special Provision is included in the spec book. Completion of the informationin the blank or XXXX spaces where project specific information is to be

added or deletion of information not relevant to the given project does not

constitute a modification as long as the remaining information is not changed in any way. The date of the Special Provision is only shown where indicated

in the Special Provision in the spec book; it is not shown in the index.



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2010

4. Category F (modified)

When a Commission Standard Special Provision in Category F is modified the

item number associated with that Standard Special Provision is changed to

4XXX-XXXX and the date associated with the Commission Standard SpecialProvision is not shown. Completion of the information in the blank or XXXX

spaces where project specific information is to be added or deletion of

information not relevant to the given project does not constitute a

modification as long as the remaining information is not changed in any way.

E. Category F - Non-standard Project Specific Special Provisions

Specifications in this category are those that are specific to a project and either

modify a Commission Specification (CS), a Commission Standard Special

Provision, a PennDOT Specification or do not relate to any of the above. They are

included in Section F in the spec book. No dates are shown with these SpecialProvisions.

18.2 Item Numbers

A. General

The PennDOT Master Items list is used as a basis for establishing item numbers

on a project. Items are arranged on the Summary Sheet, Tab sheets, and in the

Schedule of Prices in exactly the same order as they appear in the PennDOTMaster Items list. Items proceeded by a 0 or 1 indicate that all work pertaining to

that item is in accordance with PennDOT Publication 408. Items preceded by a 2

indicate that PennDOT Publication 408 has been modified by either aCommission Specification (CS) or a Commission Standard Special Provision.

Items preceded by a 3 indicate that PennDOT Publication 408 has been modified

by a non-standard project specific special provision. Items preceded by a 4

indicate that either a Commission Specification (CS) or a Commission Standard Special Provision has been modified by a non-standard project specific special

provision.

In certain instances, the Commission has established standard item numbers for

items covered by either a Commission Specification or Commission Standard

Special Provision that do not appear in the PennDOT Items Catalog. These itemsare identified in the PTC Master Item List and/or the Standard Special Provision.



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2010

B. PennDOT Publication 408

Work to be performed in accordance with PennDOT Publication 408 is shown on

the Summary Sheet, Tab Sheets and in the Schedule of Prices with a standard

PennDOT item number. The reference on the Summary Sheet in the columnheaded “Specification Reference” is shown as 408.

ITEM NO QTY UNIT DESCRIPTION REF TAB

ON

SHEET

0205-0100 13,666 CY FOREIGN BORROW EXCAVATION 408

C. Commission Specifications

When a Commission Specification (CS-XXX) is used, the item number to which

that specification pertains is shown on the Summary Sheet, Tab Sheets and in the

Schedule of Prices as 2XXX-XXXX and the reference on the Summary Sheet onthe column headed “Specification Reference” is shown as CS. As an example,

CS-305 “Bituminous Concrete Base Course” and CS-1001 “Cement Concrete

Structures” are Commission Specifications that replace in whole Sections 305 and 1001 in PennDOT Publication 408. When these Commission Specifications are

used on a project, the items to which they pertain are shown on the Summary

Sheet as:


ON

SHEET

2305-0005 12,726 SY BITUMINOUS CONCRETE BASE COURSE, 5” DEPTH CS

2001-0010 22 CY CLASS A CEMENT CONCRETE CS


The item number to be shown on the Summary Sheet, Tab Sheets and in the

Schedule of Prices is the item number associated with that particular Special

Provision. The reference on the Summary Sheet in the column headed “Specification Reference” is shown as SP. There are instances where Standard

Special Provisions incorporate materials that are required by the particular item of

work but wholly provided by the PennDOT 408 specification without materially

revising the item. These items are identified within the Standard SpecialProvision as a standard PennDOT item number. The reference on the Summary

Sheet in the column headed “Specification Reference” is shown as 408.



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2010

For example, if Commission Standard Special Provisions AXX.00 “Construction

Schedule”, B0X.00 “Construction Lighting”, DXX.00 “Shoulder Reconstruction in

Unsuitable Material Areas”, FXX.00 “Temporary Traffic Signals” and FXX.00“Underdeck Protection Shields” were applicable to a project and were to be used

with no modification, they would be shown on the Summary Sheet as follows:


ON

SHEET

2108-0001 --- LS CONSTRUCTION SCHEDULE SP

2203-0001 25 CY CLASS 1 EXCAVATION SP

2203-0003 5 CY CLASS 1A EXCAVATION SP

0212-0007 40 SY GEOTEXTILE, CLASS 4 408

2350-0121 15 TON SUBBASE (NO. 2A) SP

2901-0202 10 EA CONSTRUCTION LIGHTING SP

2901-1000 --- LS TEMPORARY TRAFFIC SIGNALS SP2090-0200 5,000 SF UNDERDECK PROTECTION SHIELDS SP

E. Non-standard Project Specific Special Provisions

1. General

Items in this category are those that are specific to a project and either modifya Commission Specification (CS), a Commission Standard Special Provision,

a PennDOT Specification or do not relate to any of the above. The reference

on the Summary Sheet in the column headed “Specification Reference” isshown as SP.

There are instances where Non-standard Project Specific Special Provisionsincorporate materials that are required by the particular item of work but

wholly provided by the PennDOT 408 specification without materially

revising the item. These items are identified within the Standard SpecialProvision as a standard PennDOT item number. The reference on the

Summary Sheet in the column headed “Specification Reference” is shown as

408.

2. Modifications to Publication 408

When a Publication 408 Specification is modified and there is no CommissionSpecification or Commission Standard Special Provision, it becomes a Non-

standard Project Specific Special Provision and the item number will begin

with a 3. The other 7 digits must match the PennDOT Items Catalog. Thereference on the Summary Sheet in the column headed “SpecificationReference” is shown as SP.



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2010

For example, if it were necessary to modify the Publication 408 specification

for mobilization to be job specific, the item number would be shown on theSummary Sheets as follows:

ITEM NO QTY UNIT DESCRIPTION REF

TAB

ON

SHEET

3608-0001 --- LS MOBILIZATION SP

3. Modifications to either Commission Specifications or Commission Standard

Special Provisions

The item number associated with the Commission Specification or

Commission Standard Special Provision is changed so that the first number comprising the item number is always a 4. The reference on the Summary

Sheet in the column headed “Specification Reference” is shown as SP.

For example, if Commission Specification CS-305 “Bituminous Concrete

Base Course” and Commission Standard Special Provisions AXX.00

“Construction Schedule”, B0X.00 “Construction Lighting”, and FXX.00“Underdeck Protection Shields” were modified, they would be replaced with

Non-standard Project Specific Special Provisions and included as FXX.00

“Bituminous Concrete Base” Course FXX.00 “Construction Schedule”,

F0X.00 “Construction Lighting”, and FXX.00 “Underdeck ProtectionShields”.

These items would be shown on the Summary Sheets as follows:


ON

SHEET


4305-0005 12,726 SY BITUMINOUS CONCRETE BASE COURSE, 5” DEPTH SP

4901-0202 10 EA CONSTRUCTION LIGHTING SP

4090-0200 5,000 SF UNDERDECK PROTECTION SHIELDS SP

4. Items that do not relate to any PennDOT or Commission Standard

Specification

All items in this category are shown on the Summary Sheet, Tab Sheet and inthe Schedule of Prices as: 4000-XXXX. The reference on the Summary Sheet

in the column headed “Specification Reference” is shown as SP.

Examples of such items are:



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2010


ON

SHEET

4000-0046 --- LS EXPRESS E-Z PASS POWER SUPPLY SP

4000-0047 --- LS UNINTERRUPTIBLE POWER SUPPLY SP

4000-0050 --- LSDEMOLITION OF PORTION OF EXISTING TOLL

PLAZA SP

F. Alternate Structure Items

If alternate structures are included with “either/and/or” line items, each like itemof work for each structure must have a unique item number. This unique number

may be associated with the alternate if the alternate provides for “and” items.

This item must also be different than a like item that is not included in the“either/and/or” line items.

The following illustrates the proper item number assignment:



18-8

2010


ON

SHEET

1002-0001 28,000 LB REINFORCEMENT BARS

1002-0053 7,200 LB REINFORCEMENT BARS, EPOXY COATED

1002-0153 20 EAMECHANICAL SPLICE SYSTEM FOR NO. 6

REINFORCEMENT BARS, EPOXY COATED

EITHER:

4120-0001--- LS BRIDGE STRUCTURE AS DESIGNED, ABC-123

AND:

1002-0114104 EA

MECHANICAL SPLICE SYSTEM FOR NO. 7

REINFORCEMENT BARS

AND:

1002-0152628 EA



AND:

1002-1153538 EA



AND:

1002-018050,395 LB REINFORCEMENT BARS

AND:1002-0190 231,370 LB REINFORCEMENT BARS, EPOXY COATED

AND:

1005-11049,205 LF STEEL BEAM BEARING PILES, HP12x74

AND:

1005-1154225 EA STEEL BEAM PILE TIP REINFORCEMENT, HP12x74

OR:

4000-0001--- LS

PRESTRESSED CONCRETE BRIDGE STRUCTURE,

ABC-123

AND:

1005-1104LF STEEL BEAM BEARING PILES, HP12x74

AND:

1005-1154EA STEEL BEAM PILE TIP REINFORCEMENT, HP12x74

EITHER:

4120-0002

--- LS BRIDGE STRUCTURE AS DESIGNED, XYZ-789

AND:

1002-018135,570 LB REINFORCEMENT BARS

AND:

1002-0191200,927 LB REINFORCEMENT BARS, EPOXY COATED

AND:

1002-111470 EA


REINFORCEMENT BARS

AND:

1002-1152676 EA



AND:

1002-1153600 EA



AND:

1005-111412,995 L.F STEEL BEAM BEARING PILES, HP12x74

AND:1005-1164 171 EA STEEL BEAM PILE TIP REINFORCEMENT, HP12x74

OR:

4000-0002--- LS

PRESTRESSED CONCRETE BRIDGE STRUCTURE,

XYZ-789

AND:

1005-1114LF STEEL BEAM BEARING PILES, HP12x74

AND:

1005-1164EA STEEL BEAM PILE TIP REINFORCEMENT, HP12x74



18-9

2010

G. Item Number Sequencing

All item numbers appear on the Summary Sheet, Tab sheets, and in the Scheduleof Prices in numerical order as if that item were in the PennDOT Items Catalog,

regardless of the first digit. Item numbers associated with Project Specific

Special Provisions (4000-XXXX) are the last item numbers shown in theSummary Sheet, Tab Sheets and in the Schedule of Prices.

An example of the proper arrangement of items on the Summary Sheet, Tab

Sheets, and in the Schedule of Prices follows:

ITEM NO QTY UNIT DESCRIPTION REF

TAB

ON

SHEET


0205-0100 263 CY FOREIGN BORROW EXCAVATION 408

4305-0005 12,726 SYBITUMINOUS CONCRETE BASE COURSE, 5”

DEPTH SP

0501-0020 8,567 SYPLAIN CEMENT CONCRETE PAVEMENT, 4”DEPTH

408

3608-0001 --- LS MOBILIZATION SP

2623-2001 158 LF CONCRETE SAFETY WALL SP

0703-0025 790 CY NO. 57 COARSE AGGREGATE 408

2850-0031 12 CY ROCK, CLASS R-3 CS

2001-0010 56 CY CLASS A CEMENT CONCRETE CS

1002-0190 183,564 LB REINFORCEMENT BARS EPOXY COATED 408

3005-1104 9,205 LF STEEL BEAM BEARING PILES, HP12x74 SP

2018-0001 --- LS REMOVAL OF BRIDGE NO. _________, MP. _____ SP4090-0200 5,000 SF UNDERDECK PROTECTION SHIELDS SP

4000-0001 --- LS REMOVAL OF PORTION OF EXISTING CANOPY SP

4000-0002 --- LS MODIFICATION OF EXISTING CANOPY SP

18.3 Quantities

To be added at later date

18.4 Cost Estimating

When preparing cost estimates, the customary contingencies to be used shall be 20% for

the design field view submission, 10% for the 60% submission and 5% for the pre-PS&E

(90%) submission.



19-1

Oct 201

Chapter 19 – PLAN PRESENTATION

19.0 Introduction

All plan drawings are to be developed in accordance with the Pennsylvania TurnpikeCommission’s Engineering Department current CADD standards and the Design

Deliverable Scope with this Manual superseding the current CADD standards where

applicable. All other CADD standards or plan presentation details not covered by the previously noted documents shall be in accordance with PennDOT Publication 14,

Design Manual Part 3, Highway Plans Presentation.

19.1 Tips for Design Field View Presentation

A. Show existing drainage on the proposed cross sections.B. Show proposed drainage on the proposed cross sections.

19.2 Tips for Plan Presentation

A. Right-of-Way lines for all state and township highway easements are not shownthrough Turnpike limited access Right-of-Way.

B. List contract drawings on the title sheet and not in the specifications.

C. On index maps – show Structure numbers, Mile Post, Stationing, etc.

D. Show contours on construction plans only for special conditions.

E. Show match lines between drawing sheets denoting adjacent sheet numbers.F. Right-of-Way numbers and Station/Offset values for right-of-way are not shown on

construction drawings; but, they are shown on the Right-of-Way/Geometry Plan.

G. Show item number on plan for special details that have special provisions.H. Items are to be arranged in the tabulation and summary sheets based on the last three

(3) digits of the first grouping of four (4) digits.

I. Typical sections do not show stationing on final plans.J. Do not include the inlets conditions (CS-605.3) on the plan sheets.

K. Profiles – it is not necessary to show longitudinal drainage.

L. Graphic Scale Bar shall be used on all scaled drawings.M. For Mainline sections, provide Milepost references every tenth of a mile.

N. Labels for BEGINS and ENDS for pavement markings are to run with the stationing.

Do not run the BEGINS and ENDS with direction of travel.

19.3 Tips for Property Plot Plans

A. Take areas should be subtracted from the larger of either the deed area or thecalculated deed area. If the deed area is not able to be obtained, use the calculated

deed area. Areas to be shown in acre units to three decimal places. Square feet to be

used for areas less than 40 square feet. If the deed area is square feet, then show thetake are in both square feet and acres.

B. Calculate and subtract legal right-of-way areas (S.R.’s, Township Roads).

C. Take area descriptions should be based upon the project bearings except for total

takes.



19-2

Oct 2011

D. Plots without limited access takes do not need oil, gas or surface mining note.

E. Cut and Fill lines should not be screened on property plot drawings.

F. Proposed and existing roadway pavement lines should be shown.G. Existing PTC limited access right-of-way can be shown as an adverse or exception, as

applicable.

H. Show adverse and exception areas, but do not show the bearings and distances on

these areas.I. Change Pre-Final date in Property Plot block with each submission.

J. Show all features close to the right-of-way that may experience damage (fences,

mailboxes, lights, statues, swings, shrubs, trees, etc.) and features (buildings, septicsystems, wells, etc.) affecting the property assessment.

K. Show details of existing driveways and proposed driveways.

L. Proposed utility work should be shown.M. Remove any hatching where it obscures important topographic features.

N. Required Right-of-Way breaks should be set with whole numbers (+00.00, +05.00,

etc.) when ever possible.O. Scaled offset values should be rounded to the nearest foot.

P. New offset values should be expressed to 2 decimal places.Q. With the exception of “total takes”, avoid creating new right-of-way corners /

changes in direction upon existing property lines. Establish and define new right-of-

way corners by station (plusses) and offset distances from baselines. Creating a new

right-of-way corner / change in direction on an existing property line could require

record research and field recovery of evidence to re-establish that property line.R. If possible, try to avoid creating any new right-of-way or easement corners radial to

spiraled baselines. In spirals, try to make “required” Right-of-Way lines straight lines

originating and ending at points perpendicular to tangents and radial to simple curves.S. A submission of the computer print out denoting all courses and error of closure is to

be submitted with the original deed.

T. Legal descriptions should always be in a clock-wise direction.U. Prime consultants should make all right-of-way submissions.

V. No abandonment or vacations should be shown without approval of legal department.

W. The use of abbreviations should be avoided.

X. Limits of the 100 year flood plain should be shown on the plot when it is in thevicinity of the required take area.

19.4 Tips for Cross Section Presentation

A. Should be presented using PennDOT Design Manual Part 3 and the following:

B. Label Superelevation rates on each section when in transition or pick a point in the

pavement and state the elevation difference from the profile grade.C. Show the following on the cross sections: guide rail with out the start/stop notes,

right-of-way lines, perpetual easements, drainage inserts and super elevation.D. Label the Legal Right-of-Way Lines and Perpetual Easements (i.e. Drainage

Easements, Utility Easements)

E. Ensure that the Graphic Grade (GG) elevations are labeled where applicable.

F. Clearly label the Edge of Barrier elevations at the Concrete Glare Screen when thereveal varies throughout the Graphic Grade transition areas.



19-3

Oct 201

G. Provide lateral offsets from the Survey and Construction Baseline to objects that vary with

respect to the Baseline. (i.e. retaining walls, 50’ rounding when SE >6%)

H. Provide lateral offsets and elevations for pavement breakpoints that are not clearlydefined either on the plans or typical sections. (Examples could include, but are not

limited to, interchange gore locations and mainline/auxiliary lane junctions)

I. Label the invert elevations of parallel ditches along with the associated Class 2

ExcavationJ. Provide Earthwork Quantities (Cut/fill) by the overall stage and not each phase in

each stage.

K. Cross section grids are generally acceptable as generated by the design software and only needs to be shown in the area of the cross section.

L. Label inlet conditions along with the required drainage data.

M. Provide benching quantities for earthwork. rock and embankment.



20-1

Oct 201

Chapter 20 – SAMPLE LETTERS AND FORMS



20-2

Oct 201

Date

Name

xxxx Township

Address Address

RE: Design Contract No. xx-xxx-xxxx

Total Reconstruction – M il epost xx to M ilepost xx

xxxx Townships

xxxx County

Dear Name:

The Pennsylvania Turnpike Commission (PTC) has initiated preliminary design for the

reconstruction and widening of the Pennsylvania Turnpike from Milepost xx, approximately xx miles

east of xxxx Interchange, to Milepost xx, approximately xx mile east of xxxx Interchange, in xxxx County. The municipalities that are affected include xxxx Townships.

The PTC will conduct a study as one of the first tasks to determine the impacts to utilities, localroad and stream crossings, and properties adjacent to the Turnpike due to the roadway widening and will

investigate and evaluate impacts from flattening existing substandard horizontal curves.

In addition, this project will require the replacement of bridge structures carrying local traffic

over or under the Turnpike and the potential elimination of a few of these low traffic volume structures

during the study task will be evaluated. The PTC will investigate the distribution of local road trafficduring the construction activities at each bridge structure and will evaluate the need for separate

construction contracts in order to utilize effective detour routes where detours are required. Consultant name is under contract with the Commission to perform the study task as well as the design for the project. They may be contacting you in the near future for pertinent traffic or other information. Your

cooperation and input will be greatly appreciated.

At the completion of the widening study task (six to eight months), the PTC will schedule a public officials meeting to discuss our findings and to hear your concerns. Should you have any

questions, please contact me at (717) 939-9551, extension xxxx, or by email at [email protected].

Sincerely,

Name

Title

Figure 20.1 – Notification of Project to Municipalities



20-3

Oct 201

Date

Name

Title of Position Address

Address

RE: Design Contract No. xx-xxx-xxxx Total Reconstruction – M il epost xx to M il epost xx

xxxx Townships

xxxx County

Dear Name:

The Pennsylvania Turnpike Commission (PTC) has initiated preliminary design for the

reconstruction and widening of the Pennsylvania Turnpike from Milepost xx, approximately xx miles

east of xxxx Interchange, to Milepost xx, approximately xx mile east of xxxx Interchange, in xxxx CountyThe municipalities that are affected include xxxx Townships.

The PTC will conduct a study as one of the first tasks to determine the impacts to utilities, localroad and stream crossings, and properties adjacent to the Turnpike due to the roadway widening and will

investigate and evaluate impacts from flattening existing substandard horizontal curves.

In addition, this project will require the replacement of bridge structures carrying local trafficover or under the Turnpike and the potential elimination of a few of these low traffic volume structures

during the study task will be evaluated. The PTC will investigate the distribution of local road traffic

during the construction activities at each bridge structure and will evaluate the need for separateconstruction contracts in order to utilize effective detour routes where detours are required. Consultant

Name is under contract with the Commission to perform the study task as well as the design for the

project. They may be contacting you in the near future for pertinent traffic or other information. Your

cooperation and input will be greatly appreciated.

At the completion of the widening study task (6-8 months), the PTC will schedule a public

officials meeting to discuss our findings and to hear your concerns. Should you have any questions, please contact me at (717) 939-9551, extension xxxx, or by email at [email protected].

Sincerely,

Name

Title

Figure 20.2 – Notification of Project to Local Officials



20-4

Oct 201

Date Name

District Engineer Pennsylvania Department of Transportation Engineering District x-0

Address Address

Re: Design Contract No. xx-xxx-xxxx

Total Reconstruction – M il epost xx to M ilepost xx

xxxxxxxx County

Dear Name:

The Pennsylvania Turnpike Commission has initiated the design for the total reconstruction of

the Pennsylvania Turnpike mainline from Milepost xx, approximately xxxx miles east of xxxx Interchange, to Milepost xx, approximately xx miles east of xxxx Interchange. Consultant Name will

perform the design for this reconstruction project. Due to the coordination that will be required betweenthe Department and the Commission for traffic control, detour routes, highway occupancy permits, and

other issues, we are writing to inform you of this project.

The total reconstruction project will include the removal of the existing bituminous and concrete

pavement and replacement with a full-depth bituminous pavement, the replacement of the drainage, and the widening of the median from the existing 10-foot width to a 46-foot width, if possible. We are

currently in the Study Phase of this project to determine if a 46-foot width median is feasible, and, if not

what widths can be obtained.

The additional median width will require replacement or possible elimination of overhead

bridges and replacement or widening of the mainline Turnpike bridges to accommodate the proposed typical section. The Commission has identified the replacement or elimination of the following bridgesas key components within this project.

(i) Bridge

Number Milepost

Overhead

or

Mainline Intersecting Feature

Number

of Spans Structure Type

Figure 20.3 – Notification of Project to PennDOT



20-5

Oct 201

Currently, it is anticipated that the study and design work for this project will extend from

___________ _________ through __________ ________. It is also anticipated that construction for themainline Turnpike total reconstruction project will extend from the 200__ through the 200___

construction seasons. However, some of the bridge replacements or possible eliminations may occur in

separate contracts in which the construction could be as early as the 200___ construction season. This

would insure that two bridge crossings in the same vicinity are not being detoured at the same time.

As the design efforts for this project progress, we will continue to keep you informed of any

issues with regard to this project that require Department attention. We currently anticipate scheduling a preliminary coordination meeting for this project between the Department and the Commission at the

end of the study phase/beginning of the design phase, which will be in approximately six months. We

will contact you closer to that time to set up a meeting date, time, and location. Should you have anyquestions concerning this project, please do not hesitate to contact me at (717)939-9551, extension xxxx,

or via e-mail at [email protected].

Sincerely,

Name

Title



20-6

Oct 201

Date

County: Name

Municipality: Name

Map: xx-xx-xx

Parcel Number: xx-xx-xx-xxx

Name Address

Address

Re: Notice of Intent to Enter

Dear Property Owner:

The Pennsylvania Turnpike Commission is beginning engineering and environmental studies for

the reconstruction of the Pennsylvania Turnpike from Milepost xx, approximately xxxx miles east of

xxxx Interchange, to Milepost xx, approximately xxxx mile east of xxxx Interchange. In order for thesestudies to be performed, it will be necessary for employees and/or agents of the Commission to enter

properties in this vicinity to obtain information required to complete surveys and obtain information for

permits and reports.

You are hereby notified, pursuant to Act of May 4, 2006, Number 34, Section 1, P.L. 112 known

as the Eminent Domain Code (26 Pa. C.S.A. 309), that in order to conduct surveys, studies, tests,

soundings, core borings, and/or appraisals, it will be necessary for employees and/or agents of thePennsylvania Turnpike Commission to enter your property or properties along, adjacent to, or in the

vicinity of the contemplated highway improvements on or after ten (10) days from receipt hereof and

continuing until the completion of the work. Some or all of the listed work may be done on your property.

The employees and/or agents of the Commission who may need to enter your property have beencautioned to do their work expeditiously, courteously, and with minimal interruption to your use of the

premises. Also, they have been instructed to minimize disturbance of property and to assure its

expeditious restoration. Your cooperation with them in their performance of this necessary work is

gratefully appreciated. Should you have any questions after receipt of this letter, please contact Project Manager Name, at (717) 939-9551, Extension xxxx.

This notice is not

to be interpreted as a condemnation of your property.

Sincerely,

Alphonse P. Lepore, Jr.

Deputy Chief Counsel

Fi ure 20.4 – Intent to Enter



20-7

Oct 201

Date

Name

Address

Address

Re: Design Contract No. XX-XXX-XXXX

Roadway and Br idge Reconstruction f rom

M il epost XXX to M il epost XXX

XXXXXXXX County

Sound Barr ier Meeting

Dear Property Owner:

The Turnpike Commission is currently performing the engineering design work for the

reconstruction of the Carlisle Interchange on the inside of the toll booths. As part of the design effortsfor this project the Turnpike Commission conducted noise analysis studies throughout the project limits.

The noise analysis studies indicated the area along the Eastbound Exit Ramp, south of the Turnpike, as a

potential sound barrier location.

Since your property is adjacent to the potential sound barrier, the Turnpike Commission seeks

your opinion on whether or not the proposed sound barrier should be constructed at this location. If

there is agreement among property owners in the adjacent residential neighborhood to proceed with thissound barrier construction, then the Turnpike Commission seeks your opinion on the appearance of the

proposed sound barrier facing the residential neighborhood.

A meeting is scheduled for Date from XX:XX XM to XX:XX XM at the Location, Address to

discuss the proposed sound barrier for the above referenced project. In order to have an influence on this

process, you must be present at this meeting.

During this meeting, you will be shown the location and height of the proposed sound barrier,

along with texture and color options. A consensus needs to be reached on the desire for a sound barrier,

and if a sound barrier is desired, a consensus also needs to be reached on the texture and color of thesound barrier on the side facing the residential neighborhood.

Please contact me at Telephone Number to let me know if you are able to attend this importantmeeting. Your cooperation in this matter is appreciated.

Sincerely,

Name

Titlecc: Company

Figure 20.5 – Notification of Sound Barrier Meeting



20-8

Oct 2

ROADWAY AND BRIDGE RECONSTRUCTION – MP XXX to MP XXX

PENNSYLVANIA TURNPIKE COMMISSION

SOUND BARRIER SURVEY

DATE

Where do you live?

• ___Along Hill Drive

• ___Other _________________

___________________ (Specify)

Do you own the property where you live?

• ___yes

• ___no

Do you want a sound barrier constructed?

• ___yes

• ___no

Which wall texture do you prefer? Please rank your first and second choice.(1 for first; 2 for second)

• ___ (A) STONE

• ___ (B) 6” CEDAR

• ___ (C) GRAPE STAKE

• ___ (E) SHIPLAP

Which color do you prefer? Please rank your first and second choice for the

textures chosen above.(1 for first; 2 for second)

• STONE ______ GRAY

• 6” CEDAR ______ RED _______ TAN ______GRAY

• GRAPE STAKE ______ BROWN _______ TAN ______GRAY

• SHIPLAP ______ BROWN _______ TAN ______GRAY

General Comments: ______________________________________________________________ _______________________________________________________________________________ _______________________________________________________________________________

_______________________________________________________________________________

Please print. Name: _________________________

Address: ______________________

______________________________

Telephone: _____________________

Please leave this comment form with or mail to:

Name

TitleCompany

Address

Addresse-mail:

Figure 20.6 – Sound Barrier Survey Form



20-9

Oct 201

______________________________________________

Name

Company

Address

Address

PlaceStampHere



20-10

Oct 201

GEOTECHNICAL QUALITY ASSURANCE FORM - PS&E REVIEW

PROJECT NAMEPTC DESIGN CONTRACT #

Element of Design:_________________

By signature and seal, I hereby certify that I have completed a review of the PS&E plans, special

provisions, details and cross-sections, and other PS&E documents; and they accurately and appropriately

include the geotechnical recommendations presented in the final approved geotechnical reports for this project.

<stamp here>

___________________________________ __________________________________ Printed Name (Geotechnical Representative) Date

___________________________________ __________________________________

Signature Firm Name

By signature and seal, I hereby certify that I have reviewed the geotechnical reports and incorporated

their recommendations in the design.

<stamp here>

____________________________________ __________________________________

Printed Name (Engineer of Record) Date

____________________________________ _________________________________ Signature Firm Name

Notes:

• A hard copy of this completed form is to be included with the PS&E submission.

• An electronic pdf copy of this completed form is to be submitted with the final project documentation.

Figure 20.7 – Geotechnical Quality Assurance Form-PS&E Review



20-11

Oc

Monument Data & Recovery FormPennsylvania Turnpike Commission

Figure 20.8 – Monument Data & Recover Form




20-12

Oct




20-13

Oct



- 1 -February 2007

APPENDIX A

REQUIRED RIGHT-OF-WAY FOR LIMITED ACCESS

Beginning at a point on the northerly legal right-of-way line for limited access of the grantee, said point

being ______ feet left of and opposite Turnpike Survey & Right-of-way Baseline Station ___________.

Thence along the northerly legal right-of-way line for limited access of the grantee, North _______ East

a distance of ______ feet, to a point being located _________ feet more or less far of and oppositeTurnpike Survey and Right-of-way Baseline Station _____________, said point also located on the

required right-of-way line for limited access.

Thence through lands of grantor, South ___________ East, a distance of ___________ feet, to a point

being located ___________ feet left of and opposite Turnpike Survey and Right-of-way Baseline Station

__________.

Thence through the same, South ___________ East, a distance of ______ feet to a point being located ___________ feet left of and opposite Turnpike Survey and Right-of-way Baseline Station

______________, said point also located on the northerly legal right-of-way line for limited access of the grantee.

Thence along the northerly legal right-of-way line for limited access of the grantee, North ________ West, a distance of ____________ feet, to the point of beginning.

Containing _______ Acre(s) of which includes __________ Acre(s) of drainage easement for channelchange granted to the Pennsylvania Turnpike Commission by Ralph K. Landis and Luella R. Landis by

their deed dated ______________ and recorded ______________, in the Recorder of Deeds Office of and for __________ County at Somerset, Pennsylvania, in Deed Book ___________, at Page ________.

REQUIRED RIGHT-OF-WAY FOR S.R. ____

Beginning at a point on the eastern legal right-of-way line for S.R. _____, said point being located

_________ feet right of and opposite S.R. __________ Survey and Right-of-Way Baseline Station

_____________, said point also located on the northerly legal right-of-way line for limited access of thegrantee.

Thence along the eastern legal right-of-way line for S.R. ______, by a curve to the right, having a radiusof ___________ feet, an arc length of ___________ feet, and a chord bearing North ____________

East, a distance of _________ feet to a point being located ____________ feet right of and opposite S.R

__________ Survey and Right-of-Way Baseline Station ____________, said point also located on therequired right-of-way line for S.R. _________.

Thence through lands of the grantors, South _____________ East, a distance of ____________ feet to a

point being located ___________ feet right of and opposite S.R. _________ Survey and Right-of-WayBaseline Station ____________.



- 2 -February 2007

Thence through the same, South _____________West, a distance of __________ feet to a point being

located __________ feet more or less right of and opposite S.R. __________ Survey and Right-of-WayBaseline Station __________, said point also located on the northern legal right-of-way line for limited

access of the grantee.

Thence along the northern legal right-of-way line for limited access of the grantee, North ____________ West, a distance of __________ feet to the point of beginning.

Containing __________ Acre(s).

Being portions of the same property The Court of Common Pleas of Somerset County, by Decree of

Distribution dated ____________, and recorded _________, in the Recorder of Deeds Office of and for ___________ County at __________, Pennsylvania, in Deed Book ______, at page ________, awarded

grant and conveyance unto ______________, the grantor herein.

All those certain tracts or parcels of land situated in _______________ Township, Montgomery County,

Commonwealth of Pennsylvania, being bound and described according to Pennsylvania TurnpikeCommission Plan No. R/W _______, Contract No. ____________, dated ____________ and as follows

to wit:

REQUIRED RIGHT-OF-WAY FOR LIMITED ACCESS

Area No. 1

Beginning at a point of intersection on the northern legal right-of-way line for limited access of thegrantee and the Required Right-of-way Line for Limited Access, said point being located ______ feet

left of and opposite Survey and Right-of-Way Baseline Station ________, said point also located _______ feet left of and opposite Existing Turnpike R/W Centerline Station ______;

Thence through lands of the grantor, North ___________ East, _______ feet to a point being located ____________ feet left of and opposite Survey and Right-of-Way Baseline Station _________.

Thence through the same, North ___________ East, ________ feet to a point being located _________

feet left of and opposite Survey and Right-of-Way Baseline Station __________.

Thence through the same, South _________ East, ________ feet to a point on the northern legal right-

of-way line for limited access of the grantee, said point being located ____________ feet left of andopposite Survey and Right-of-Way Baseline Station ____________, said point also located ______ feet

left of and opposite Survey and Right-of-Way Baseline Station ___________.

Thence along the northern legal right-of-way line for limited access of the grantee, _________ feet

along the arc of a curve to the left having a radius of ________ feet, the chord of which has a bearing of

South ____________ West and a length of _______ feet, to the Point of Beginning.

Containing ________ Acre(s).



- 3 -February 2007

Area No. 2

Beginning at a point on the southern legal right-of-way line of Jefferson Street (___ feet wide), said

point being located __________ feet more or less left of and opposite Survey and Right-of-Way

Baseline Station ___________.

Thence along the southern legal right-of-way line of Jefferson Street, North _________ East,

__________ feet to a point on the western legal right-of-way line of Flint Hill Road (____ feet wide),said point being located _____ feet more or less left of and opposite Survey and Right-of-Way Baseline

Station __________.

Thence along the western legal right-of-way of Flint Hill Road, South ____________ East, ________

feet to a point on the northern legal right-of-way line for limited access of the grantee, said point being

located _________ feet left of and opposite Survey and Right-of-Way Baseline Station _________, said point also located _________ feet left of and opposite Survey and Right-of-Way Baseline Station

_________.

Thence along the northern legal right-of-way line for limited access of the grantee, South _____________ West, _________ feet to a point being located _________ feet left of and opposite

Survey and Right-of-Way Baseline Station _____________.

Thence along the same, ___________ feet along an arc of a curve to the left having a radius of

___________ feet, the chord of which has a bearing of South ________ West and a length of _________

feet to a point being located __________ feet left of and opposite Survey and Right-of-Way BaselineStation _________.

Thence along the same, __________ feet along an arc of a curve to the left having a radius of

___________ feet, the chord of which has a bearing of South __________ West and a length of

__________ feet to a point, said point being located ________ feet left of and opposite Survey andRight-of-Way Baseline Station __________, said point also located __________ feet left of and

opposite Survey and Right-of-Way Baseline Station ________.

Thence through lands of the grantor, North ____________ East, _______ feet to the Point of Beginning.

Containing _________ Acre(s).

REQUIRED SLOPE EASEMENT

Beginning at a point on the northern legal right-of-way line for limited access of the grantee, said point

being located __________ feet left of and opposite Survey and Right-of-Way Baseline Station

__________, said point also located _________ feet left and opposite Survey and Right-of-WayBaseline Station

________.



Thence through lands of the grantor, North __________ West, ______ feet to a point on the southern

legal right-of-way line of Jefferson Street (____ feet wide), said point being located ________ feet moreor less left of and opposite Survey and Right-of-Way Baseline Station __________.

Thence along the southern right-of-way line of Jefferson Street, _______ feet along the arc of a curve to

left having a radius of _________ feet, the chord of which has bearing of North _________ East and alength of _______ feet to a point being located ______ feet more or less left of and opposite Survey and

Right-of-Way Baseline Station __________.

Thence along the Required Right-of-way Line for Limited Access (described herein), South

___________ West, ______ feet to a point on the northern legal right-of-way line for limited access of

the grantee, said point being located _________ feet left of and opposite Survey and Right-of-WayBaseline Station _____________, said point also located ________ feet left of and opposite Survey and

Right-of-Way Baseline Station _________.

pa turnpike design consistancy manual 2011

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