HomeMy WebLinkAbout02 - Design Report - Laurel Glen Ph 1 - Roadn n
0 ROAD DESIGN REPORT
A. General
c
The primary access to the Laurel Glen Development is Durston Road. Durston is an east-
west arterial, approaches the development from an intersection with North 19th Avenue
three miles east of the property. The project will include right-of-way dedications for all
interior streets, Durston Road and Oak Street. See Figure 2 for the layout of the roads
within the subdivision and the arterials connecting the project.
The following references were used in the road design:
a. COB Design Standards and Specifications Guide, 2001
b. COB Modifications to Montana Public Works Standard Specifications (MPWSS)
c. City Subdivision Regulations
d. City adopted MPWSS and Adopted Addenda
e. AASHTO Policy on Geometric Design of Highways and Streets
f. Bozeman Transportation Plan
g. Americans with Disabilities Act
B. Major Roads
Durston Road
At full build out, Durston Road will be constmcted from the west property line to the
intersection of Cottonwood Road to a City of Bozeman Arterial Standard consisting of a
three lane section, including a center left hand turn lane, two travel lanes, bike lanes, curb
and gutter, boulevards, sidewalks, storm drainage, landscaping, and lighting. For Phase I
Durston Road will be improved from the west property line to Laurel Parkway consisting
of two travel lanes and a bike lane with curb and gutter, boulevard and sidewalk on the
northern side of the roadway. The curb line will be constructed inline with the future full
section (See Figure 1). A road side ditch will be constmcted on the south side of the
road. The street crown will be constmcted at the location of the full street section.
A 28-foot wide paved section will be constructed during Phase I from Laurel Parkway to
Cottonwood Road. The section will be constructed for future widening to full arterial
section. All stream and drainage swale culverts, as well as utilities, will be installed
during the construction of Phase I in Durston Road. Additional street improvements will
be completed during future phases on the north side of the road, adjacent to Laurel Glen,
as constructed during Phase I. No street improvements other than as outlined above are
proposed for Durston Road west of the property.
The horizontal and vertical design elements meet a 50 mph AASHTO design speed.
Access to Durston Road from intersecting streets will be controlled by stop signs and stop
bars and sufficient sight distance will allow for the safe entrance of vehicles onto Durston
Road.
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The transition at the westerly end of the subdivision will require the design of an S-curve
requiring superelevation of the road. This transition will also require a taper from full
roadway width to an existing 22-foot wide gravel road.
To create a more aesthetically pleasing landscaped boulevard, the sidewalk will meander
with curves on both sides of Durston Road within the right-of-way rather than being a
straight parallel offset from the road.
Durston Road will have a 90-foot dedicated right-of-way for the length of full roadway
improvements and a 75-foot right-of-way east of the subdivision due to exiting right of
way.
Oak Street
The applicant plans to dedicate sixty-feet of right-of-way along the site's north boundary
for the constmction of the south side of Oak Street. The intent of this right-of-way
dedication is to constmct the southern half of the roadway as a 28-foot paved width (two
fourteen-foot driving lanes and two-foot curb and gutter on each side) centered 30-feet
from the north boundary of the 60-foot dedication. In the future, this typical road section
could be mirrored north of the site to provide a four-lane, divided roadway with a 28-foot
median, all within a 120-foot right-of-way. Until traffic counts find it necessary for
additional lanes. Oak Street will be used for two-way traffic to access Lionheart Lane,
Laurel Parkway, and Forestglen Drive. Sidewalk will be constructed one-foot to the
north of the northerly property line with an eight-foot boulevard between the sidewalk
and curb and gutter. The entire paved section will be crowned three percent to the south
and the future north side will be crowned three percent to the north to allow for drainage.
Oak Street construction will take place during future phases of the project.
Laurel Parkway
Laurel Parkway is a designated as a minor collector extending north-south connecting
Oak Street to Durston Road. It will have a 90-foot dedicated right-of-way. Laurel
Parkway will have a twelve-foot driving lane and a five-foot bike lane and is divided in
the center with a 26-foot wide median and left turn lanes. Five foot wide sidewalk will
be constructed one-foot from the property line with an eight-foot wide boulevard.
Roundabouts will be constmcted to control traffic at the intersections with Annie Street
and Glenellen Drive. See Figure 4 & 5 for the roundabout design.
Laurel Parkway will be constructed from Durston Road to the intersection with Glenellen
Road during Phase I and the remainder will be constructed during Phase II.
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r' Annie Street
Annie Street will run east to west through the entire project and will have dead end
barricades constructed at the east and west property lines. It will have a 74-foot
dedicated right-of-way. There will be two eleven-foot driving lanes, a five-foot bike
lane, and a seven-foot parking lane. The parking lanes on both sides include two-feet of
curb and gutter.
The westerly portion of Annie Street will be constructed during Phase I, and the
remaining half on the east will be constructed during future phases.
C. Local Interior Roads
Approximately 5.3 miles of dedicated interior roads will be constmcted in sequence with
the proposed phasing of the project (See Figure 2). All dedicated interior roads will have
a 60-foot right-of-way with curb and gutter, sidewalk and boulevard. Sixteen dedicated
roads will service the site's interior, as listed below:
Brookside Lane
Glenellen Drive
Crossbow Court
Shadowglen Drive
Loxley Drive
Saxon Way
D. Design Criteria
Glenwood Drive
Sherwood Way
Woodbridge Drive
Westgate Avenue
Longbow Lane
Forestglen Drive
Immanuel Way
Broadsword Way
Momingstar Lane
Gail Court
All roads within the Laurel Glen Subdivision will be designed and constructed according
to the City of Bozeman Design Standards, AASHTO Policy on Geometric Design of
Highways and Streets, City of Bozeman Modifications to Montana Public Works,
Montana Public Works Standards, Americans with Disabilities Act, and the Bozeman
Transportation Plan.
Roadway typical sections conform to the City of Bozeman Standards and the Bozeman
Transportation Plan. Figure 1 shows the typical section of each major road and the local
interior roads. The section of each road will consist oftwenty-four inches of pit run base
course material, three-inches of road mix top course material, and three-inches of asphalt
pavement. The geotechnical report is included in Appendix A and outlines the criteria
used to determine the road section thickness.
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Concrete sidewalk will be constructed on both sides of every road within the project and
will be five foot wide and be located one-foot within the right-of-way. Sidewalks will be
six-inches thick across driveways and four-inches thick elsewhere. Sidewalk location
will vary around the roundabout intersections.
Integral curb and gutter will be used on all roadways. Spill curb will be used to line the
medians and the north side of Oak Street.
Pedestrian ramps to ADA standards shall be installed at all intersections and at certain
mid-block locations.
The crown on all roads in the subdivision, except intersections, will have a three percent
crown as measured from centerline to lip of curb, or lip of median curb to lip of outside
curb on roadways with raised center islands. Road profile tangent grades will be a
minimum ofone-half(0.5) percent.
Intersections were designed such that the crown of a side street transitions into the edge
profile grade of the through street.
Temporary erosion control and dead end barricades will be placed at the ends of all
roadways that are not completed due to project phasing, subdivision boundaries, etc.
Curb return radii at intersections will be 15-foot on local roads and 25-foot on major road
and minor roads intersecting with major roads. The curb radius will be measured from
top back of curb.
Street identification signs will be installed at all new intersections. Stop signs will be
installed on local streets where they intersect with a collector or arterial street.
Durston Road will require pavement markings designating the two travel lanes, center
turn lane, and bike lanes and appropriate markings at each transition back to the existing
road. Laurel Parkway and Annie Street will require pavement markings designating bike
travel lanes. Local streets will require stop bars at all intersections with arterials and
collectors. All pavement markings shall be in accordance with the City of Bozeman
Design Standards and the Manual on Uniform Traffic Control Devices.
Lighting will be required at intersections of all roads with Laurel Parkway, Durston Road
and Oak Street. Lighting shall be designed in accordance with the "American National
Standard Practice for Roadway Lighting" (ANSI/IESNA RP-8-00).
Modem Roundabouts
Modem roundabouts will be used at the intersection of Laurel Parkway and Annie Street
and the intersection of Laurel Parkway and Glenellen Drive. The key concepts of the
modem roundabout intersection include: yield control of entering traffic; channelized
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approaches; counterclockwise circulation; and geometric curvature design to slow the
speed of traffic.
The design of the roundabouts is based on criteria specified in the manual "Roundabouts:
An Informational Guide" prepared by the U.S. Department of Transportation Federal
Highway Administration (FHWA). See Figures 3 and 4 for the layout of the modem
roundabouts. The Laurel Parkway roundabout design elements are based on an urban
single lane site category. The recommended maximum entry design speed is 20 mph. The
inscribed circle (outer) diameter is 130 feet. The circulatory roadway width is 18 feet to
accommodate a school bus, which requires a minimum curves lane width of 17.6 feet. A
concrete apron will be constmcted behind a mountable curb on the central island to
accommodate vehicles with a required minimum curved lane width of greater than 18
feet. The combined width of the circulatory roadway and the concrete apron is 30-feet
which is adequate for the design vehicle, a WB-50 vehicle (semi tmck and trailer). A two
percent outward cross slope is provided, rather than the City of Bozeman Standard three
percent, since traffic is traveling on a negative superelevation through the roundabout.
Pedestrian traffic is accommodated with sufficient sidewalks, ramps, crosswalks, and
signing to allow safe passage around the roundabout. Since the bike lane temiinates 100
feet prior to the roundabout, cyclists have the option to merge into vehicle traffic or
utilize the safety of the sidewalk as a pedestrian to travel around the roundabout.
Pavement markings and signing will follow the guidelines presented in the above
referenced FHWA roundabout document. The landscaped boulevard between the
sidewalk and the roadway provides a buffer to discourage sight impaired individuals from
crossing at locations other than the crosswalk. Textured concrete will be used at the
crosswalks but not at the bike lane entry/exit ramps to discourage sight impaired
individuals from trying to cross at the bike lane entry/exit ramps. The splitter islands and
curb ramps will be demarcated with detectable warnings 24 inches wide at each
street/sidewalk edge.
D. Future Development of Roads
Existing topography 200-feet beyond the limits of design was looked at to assure that
future extension of dead end roads was feasible. The roads under this category consist of
Annie Street, Glenellen Drive, Glenwood Drive, Sherwood Way and Oak Street.
Existing topography shows that future extension of these roads is permissible. Grades are
less than two percent and soil conditions appear consistent with that on the Laurel Glen
Subdivision site. See Figures 5-8 for conceptual designs.
E. Traffic Generation and Capacities
A traffic impact analysis study was performed for the project by Robert Peccia and
Associates and is included as Appendix C. The traffic study showed that the
development will impact several intersections. The following impacts were identified as
stated in the study:
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1- The intersection of Laurel Parkway and Durston Road will function adequately
until the background traffic on Durston Road reaches 5,OOOVPD. At this point
some type of traffic control will be needed at this intersection. If Oak Street is
extended to connect to the proposed development site then the intersection of
Laurel Parkway and Durston Road will function adequately until the background
traffic on Durston Road reaches 10,000 VPD.
2- The intersection of Cottonwood Road and Huffine Lane will require signalization
by the year 2003.
3- By the year 2010, the traffic from the proposed development will account for 50%
of the new traffic at the Cottonwood Road/Huffine Lane intersection.
4- The intersection of Cottonwood Road and Durston Road will fall to LOS F by the
year 2008 with the current traffic control configuration.
5- The two roundabouts within the development should function adequately with the
anticipated traffic volumes.
The following recommendations were provided in the study so that the development
functions with minimal impacts on the road system in the area.
1- All intersections within the development should be controlled by STOP signs on
the minor street approaches.
2- Provide marked pedestrian crossings at all major intersections.
3- The roundabouts should be designed to provide pedestrian and bicycle facilities
and adequate room for large vehicles (WB-50).
4- Provide left- and right-tum lanes for vehicles turning from Laurel Parkway onto
Durston Road.
5- The developers should help with the installation of the traffic signal at Huffine
Lane and Cottonwood Road.
F. Conclusion
All roadways within the proposed Laurel Glen Subdivision and Durston Road will be
designed and constmcted to the City ofBozeman Design Standards.
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60' ROW-
—1.9.0' 0'
DRIVING
7.0'
PARKING
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\—0.5' 0.5'—
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LOCAL STREETS
-90' ROW
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TURNING LANE
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DETAIL
SPLITTER ISLAND ON GLENELLEN STREET
SCALE: 1" - 20'
DETAIL
TYPICAL SPLITTER ISLAND ON LAUREL PARKWAY
SCALE: 1" = 20' '14.76'
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NO. REVISIONS DRAWN BY DATE 0 20 40 60
LAUREL GLEN SUBDIVISION - PHASE I PROJECT If: 00-185
ROUNDABOUT DETAIL - LAUREL & GLENELLEN
BOZEMAN, MONTANA
Civil Engineering
Land Surveying
Geotechnical Engineering
Structural Engineering
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NO. REVISIONS DRAWN BY DATE 0 20
40 60
SCALE: 1 INCH +0 FEET
PROJECT ENGINEER: CGB
DESIGNED BY: PJS
ORAWN BY: PJS
REVIEWED BY: CGB, SRS
CHfttS
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ALLIED
ENGINEERING
SERVICES, INC.
August 27, 2002
Bob Murray, PE
Project Engineer
CityofBozeman
P.O. Box 1230
Bozeman,MT 59771-1230
RE: Laurel Glen Design Report Review Comment Responses
J.O. 00-185
Dear Bob:
Attached please find our responses to your review comments for the Laurel Glen Design Report.
Please review the submitted material at your earliest convenience. If you have any questions or
need additional information regarding this project please feel free to contact us at 582-0221.
Sincerely,
Allied Engineering Services, Inc.
^
Chris G. Budeski, PE
Senior Civil Engineer
enc: Laurel Glen Design Report review comments responses
ec: Chuck Hinesley, Owner
file
S:\Projects\2000\00-185 Laurel Glen SubVDesign Report\Bob Murray Letter 08-27-02.doc
32 Discovery Drive • Bozeman, MT 59718 • (406)582-0221 • Fax(406)582-5770
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Table 2. Summary ofLow-Level Slot Width Sensitivity Analysis.
Detention
Pond #
Tailwater'
Elevation
Ke = 0.5
(feet)
Tailwater2
Elevation
Ke = 0.2
(feet)
1
2
0.95
0.85
0.88
0.79
Tailwater3
Elevation
@ normal
depth (feet)
Required
Slot Width
Ke = 0.5
(feet)
Required
Slot Width
Ke = 0.2
(feet)
Required
Slot Width
@ normal depth
(feet)
0.44
0.40
1.36
0.75
1.31
0.73
1.10
0.64
1
1
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1
1
1
1
1
1
1
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Durston Road. The traffic volumes we are using as the basis for our calculations are after
full build-out of the Laurel Glen and Valley West subdivisions have been completed.
Since we applied no growth factors to more accurately model yearly traffic volume
increases, we feel our design ESAL values for these roadways are conservative.
ESAL Calculation for Laurel Parkway and Annie Street
Basis for design: 8,000 VPD after full subdivision build-out at Laurel Parkway/
Durston Rd. intersection (see page 9 of traffic study).
Traffic per drive lane: Assume 4,000 VPD.
Percentage of heavy truck traffic: According to the traffic study, 1% of east
and west bound traffic at the N. 19 Ave./Durston Rd. intersection will be heavy
trucks in 2010.
Truck traffic per lane per day at Laurel Parkway/Durston Rd. mtersection:
40 tmcks per lane (ie. 1% x 4,000 vehicles).
ESALs per truck (average): Based on previous transportation experience, we
have assumed the average number ofESALs per tmck is 1.125.
ESALs per day (from trucks): 45 (40 tmcks x 1.125 ESALs per truck).
Total ESALs for 20-year service life (from trucks): 328,500 (ie. 45 ESALs per
day x 365 days per year x 20 years).
Design ESALs: Assume 350,000 for all vehicles.
ESAL Calculation for Durston Road
Basis for design: 11,000 VPD after full subdivision build-out and development
of Valley West subdivision at Durston Rd./Cottonwood Rd. intersection, (see
pages 9 and 10 of traffic study).
Traffic per drive lane: Assume 5,500 VPD.
Percentage of heavy truck traffic: According to the traffic study, 1% of east
and west bound traffic at the N. 19 Ave./Durston Rd. intersection will be heavy
tmcksin2010.
Truck traffic per lane per day at Durston Rd./Cottonwood Rd. intersection:
55 tmcks per lane (ie. 1% x 5,500 vehicles).
ESALs per truck (average): Based on previous fa-ansportation experience, we
have assumed the average number ofESALs per tmck is 1.125.
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ESALs per day (from trucks): 62 (55 trucks x 1.125 ESALs per tmck).
Total ESALs for 20-year service life (from trucks): 452,600 (ie. 62 ESALs per
day x 365 days per year x 20 years).
Design ESALs: Assume 500,000 for all vehicles.
Based on the same pavement design parameters that were incorporated in the original
pavement recommendation for the subdivision's street improvements (see Laurel Glen
geotechnical report, prepared by AESI, January 2002), we have provided two section
alternatives for the subdivision's collector and arterial facilities. The first alternative is
for a three-inch asphalt layer, while the second is for a four-inch layer. We recommend
consideration be given to the alternatives with the four-inch asphalt layer.
Design Alternatives for Laurel Parkway and Annie Street
MATERIAL COMPACTED THICKNESS ON) COMPACTED THICKNESS (IN)
Asphalt 3.0 4.0
Base Course Gravel 3.0 3.0
Sub-Base Course Gravel 26.0 23.0
TOTAL 32.0 30.0
Desi.gn Alternatives for Durston Road
MATEMAL COMPACTED THICKNESS fIN) I COMPACTED THICKNESS ON)
Asphalt 3.0 4.0
Base Course Gravel 3.0 3.0
Sub-Base Course Gravel
TOTAL
28.0
34.0
24.0
31.0
I
I
Page 6 of 6
3
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,^!£^7 '..^Ss:^..
ALLIED
ENGINEERING
Civil Engineering
Land Surveying
Geotechnical Engineering
Structural Engineering
32 DISCOVERY DRJVE
B02EMAN.MT 59718
PHONE (406)582-0221
f AX (406} 582-5770
FIGURE 1
DRAWN BY: WMS
DATE: 8/22/02
PROJECT #: 00-185
W-MODEL
3
4
0.44
0.68
0.40
0.63
0.22
0.32
0.37
0.58
0.37
0.57
0.35
0.52
5
6
7
0.75
0.68
0.51
0.69
0.63
0.48
0.35
0.32
0.25
0.60
0.58
0.41
0.58
0.57
0.41
0.53
0.52
0.39
Tailwater used in low level weir analysis is equal to the computed headwater for the outlet culvert. The
outlet culvert was calculated with an entrance loss coefficients of 0.5.
Tailwater used in low level weir analysis is equal to the computed headwater for the outlet culvert. The
outlet culvert was calculated with an enta-ance loss coefficients of 0.2.
3 Tailwater used in low level weir analysis is equal to the normal depth for the outlet culvert.
As can be seen from Table 2, the slot width is relatively insensitive to the entrance loss
coefficient used for the outlet culvert calculations. For all but detention pond #1, the slot
width varied by less than 0.10 feet for the highest tailwater elevation (Ke = 0.5) and the
lowest tailwater elevation (normal depth of outlet culvert). In summary, we feel that the
slot widths in our report are reasonable.
9. The north system storm calculations -were made using a return frequency of 2
years. Revise for 25 years.
Thank you for catching this oversight. Calculations for the Stomi Sewer System #1
North were revised using a return frequency of 25 years. The analysis determined that
the pipe sizes shown on Figure 5 of the Surface Water and Stormwater Facilities Report
are still adequate. Revised output sheets are included in Appendix C.
Asphalt Design:
10. The ESAL value seemed to be an assumption. This is low compared to what has
been used in other places for collector and arterial type facilities. Justify this
number for the collector and arterial facilities using the traffic study that was
done for the project.
Based on the information provided in the project's Traffic Impact Analysis Report,
prepared by Robert Peccia & Associates in February, 2002, we have re-calculated the
ESAL values for the subdivision's collector and arterial roads assuming a 20-year design
life. According to our calculations, which are detailed below. Laurel Parkway and Annie
Street shall be designed for 350,000 ESALs, while 500,000 ESALs is the design value for
Page 4 of 6
4720.0
4715.0
4710.0
4705.0
4700.0
!s
-t
^
^FINISHED GRADE
I
$
t"—
g
-I— —-r-r1-1-1^:-:^-^
EXISTING GROUND
F200' EXTENSIW
PROFILE VIEW-WEST OAK
4765.0
4760.0
4755.0
4750.0
4745.0
4740.0
4735.0
4730.0
4725.0
4720.0
4715.0
4710.0
4705.0
4700.0 Is\
al
sl
g|
II
NO. REVISIONS ORAWN BY OATE HORIZONTAL SCALE
0 30 60
1 INCH - 60 FEET
VERTICAL SCALE-
10 20
INCH - 20 FEET
PROJECT ENGINEER: CGB
DESIGNED BY: WMS
DRAWN BY: WMS
REVIEWED BY: CGB
LAUREL GLEN SUBDIVISION
OAK STREET - 200' EAST-WEST EXTENSION
BOZEMAN, MONTANA
'^SSi.
Lj^S
ALLIED
ENGINEERING
SERVICES, INC.
Civil Engineering
Land Surveying
Geotechnical Engineering
Strucmral Engineering
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-0221
FAX (406) 582.5770
PROJECT #: 00-185
DATE: 2/2002
R-OAK-ext.DWG
FIGURE 8
4740.0
4735.0
4730.0
4780.0
4775.0
4770.0
4765.0
4760.0
4755.0
4750.0
4735.0
4730.0
§L
S;?3
p^
lul ^^
Ill
4780.0
sBNISKEBi.GRAOE—
K
s
"CN
^
R
?
I
s
4745.0
v y
Kg 1.11%
4740.0 y-
EXISTING GROUND
-ZOO'-EXTENSION—
4775.0
4770.0
_4765.0
4760.0
4755.0
4750.0
4745.0
4740.0
4735.0
4730.0
PROFILE VIEW-EAST GLENWOOD
Iil
II
sl
s|
NO. REVISIONS DRAWN BY DATE t/J
HORIZONTAL SCALE
0 30 60 0
VERTICAL SCALE
10 20
1 INCH - 60 FEET 1 INCH 20 FEET
PROJECT ENGINEER: CGB
DESIGNED BY: WMS
DRAWN BY: WMS
REVIEWED BY: CGB
LAUREL GLEN SUBDIVISION
GLENWOOD DRIVE- 2005 EAST-WEST EXTENSION
BOZEMAN, MONTANA
"saas,
ALLIED
ENGINEERING
SERVICES, INC-
Civil Engineering
Land Surveying
Geotechnical Engineering
Sti-uctural Engineering
32 DISCOVERY DRJVE
BOZEMAN.MT 59718
PHONE (406) 582-022]
FAX (406) 582-5770
PROJECT #: 00-185
DATE: 2/2002
R-GLENWOOD-EXT.DWG
FIGURE 7
4740.0
4735.0
4730.0
4720.0
4780.0
4775.0
4770.0
4765.0
4760.0
4755.0
4750.0
4745.0
4740.0
4735.0
4730.0
4725.0
4720.0
I...s
FINISHED GRADE
i<
co
......1.1
I
I
s
EXISTING GROUND
200' EXTENSION
^—.-.
•—!-
PROFILE VIEW-EAST ANNIE
4780.0
4775.0
4770.0
4765.0
4760.0
4755.0
4750.0
4745.0
4740.0
4735.0
4730.0
4725.0
4720.0 Jl
II
ll
11
sl
8-1
NO. REVISIONS DRAWN BY I DATE HORIZONTAL SCALE VERTICAL SCALE II
0 30 60 0 10 20
1 INCH 60 FEET 1 INCH 20 FEET
PROJECT ENGINEER: CGB
DESIGNED BY: WMS
DRAWN BY: WMS
REVIEWED BY: CGB
BUDESKI
f.CE#
LAUREL GLEN SUBDIVISION
STREET- 200' EAST-WEST EXTENSION
BOZEMAN, MONTANA
ALLIED
ENGINEERING
Civil Engineering
Land Surveying
Geotechnical Engineering
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-0221
FAX (406) 582-5770
PROJECT j|l: 00-185
DATE: 2/2002
R-ANNIE-EXT.DWG
FIGURE 6
NO. REVISIONS DRAWN BY DATE HORIZONTAL SCALE
0 30 60
1 INCH 60 FEET
VERTICAL SCALE
10 20
INCH - 20 FEET
PROJECT ENGINEER: CGB
DESIGNED BY: WMS
DRAWN BY: WMS
REVIEWED BY: CGB
LAUREL GLEN SUBDIVISION
GLENELLEN ROAD -200' EAST-WEST EXTENSION
BOZEMAN, MONTANA
^ •;^"^.
ENGINEERING
Civil Engineering
Land Surveying
Geotechnical Engineering
Stmctural Engineering
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-022[
FAX (406) 582-5770
PROJECT #: 00-185
DATE: 2/2002
R-GLENELLEN-ext.DWG
FIGURE 5
ROUNDABOUT DETAIL - LAUREL PARKWAY & ANNIE
BOZEMAN, MONTANA
^^/ -•y'^^Sf.
ALLIED
ENGINEERING
Civil Engineering
Land Surveying
Geotechnical Engineering
Structm-al Engineering
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-0221
FAX (406) 582-5770
PROJECT jjl: 00-185
DATE: 7/1/02
R-DETAILS-2.DWG
FIGURE 4
MSB!, DATE: 7/1/02
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-0221
FAX (40«) 582-5770
SCALE: 1 INCH 4.0 FEET SEZ^S R-DETAILS-2.DWG
ALLIED
ENGINEERING
PROJECT DESIGNED ENGINEER: BY: PJS CBG DRAWN REVIEWED BY: BY: PJS CBG FIGURE 3
BROOKSIDE LANE
T"'"""—'"-T''-'
b
<
u^ I
y
^
DURSTON ROAD
!l
il
ll
il
sl
II
_NO. REVISIONS DRAWN BY DATE 800
SCALE: 1 INCH - 600 FEET
PROJECT ENGINES^: CGS
DESIGNED BY: WMS
DRAW) BY: W<S
REVIEWED BY: CG8
LAUREL GLEN SUBDIVISION
ROAD LAYOUT PLAN
BOZEMAN, MONTANA
zL/3
ALLIED
ENGINEERING
Civil Engineering
Land Surveying
Geotechnical Engineering
Structural Engineering
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-0221
FAX (406) 582-5770
PROJECT f: 00-185
DATE 7/23/2002
R-OVERALLOWG
FIGURE 2
DRIVING
1.0'— -5.0' 8.0' 14.0'
J.- ^5^.
3% 3-
3% 1
A/^.
OAK STREET
-90' ROW-
-14.0'-
BOULEVARD
5.0'_
BIKE
-0.5'
12.0'
DRIVE LANE
_....................._..., 5.0'-.-—^^^^^
CENTER TURN LANE DRI\€LANE
-5.0"--|
BIKE
--.14,0'-
BOULEVARD
CITY OF BOZEMAN STD.
CURB AND GUTTER (TYP.)
12.0' 4.0'
-I
u
3% 3%
<'.• / \
z-
+.-^.0'-.-j
/w. !
r-1,0"
—
PHASE I FRONTAGE ON DURSTON ROAD
WEST PROPERTY BOUNDARY TO LAUREL PARKWAY
FUTURE CURB
AND GUTTER
FUTURE ROADWAY
SECTION
3: ^^.
I.II sl
II
II w
NO. REVISIONS DRAWN BY DATE
NOT TO SCALE
PROJECT ENGINEER: CGB
DESIGNED BY: CGB
DRAWN BY: RFC
REVIEWEO BY: CCB
LAUREL GLEN SUBDIVISION - PHASE I
TYPICAL ROADWAY SECTIONS
BOZEMAN, MONTANA
sss. ''s^^.
ALLIED
ENGINEERING
SERVICES, INC.
Civil Engineering
Land Surveying
Geotechnical Engineering
Structural Engineering
32 DISCOVERY DRIVE
BOZEMAN.MT 59718
PHONE (406) 582-022]
FAX (406) 582-5770
PROJECT f: 00-185
DATE: 7/1/02
R-DETAILS
FIGURE 1