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ALASKA POWER AUTHORITY
SUSITNA HYDROELECTRIC PROJECT
TASK 2 -SURVEYS AND SITE FACILITIES
SUBTASK 2.10
ACCESS PLANNING STUDY
JANUARY 1982
PREPARED FOR:
ACRES AMERICAN INCORPORATED
PREPARED BY:
R&M CONSULTANTS,INC.
ARLIS
Alaska Resources
Library &Information ServIces
Anchorage,Alaska
ALASKA POWER AUTHOR ITY
SUSITNA HYDROELECTRIC PROJECT
ACCESS PLANNING STUDY
,JI'JIl.TABLE OF CONTENTS Page
-LIST OF TABLES v
LIST OF FIGURES vii
1 -
INTRODUCTION
1 .1 The Study Area 1-1
1.2 Study Description 1-1
1.3 Objectives and Scope of Study 1-2
--1.4 Plan Formulation and Selection Process 1-3
1.5 Organization of Report 1-5
2 -
SUMMARY
2.1 Scope of Work 2-1
2.2 Previous Studies 2-1
2.3 Project Design 2-1
2.4 Project Schedule 2-2
2.5 Logistics Requirements 2-2
2.6 Project Parameters 2-3
2.7 Alternative Segments 2-4
..-2.8 Alternative Access Plans 2-4
3 -
SCOPE OF WORK-3.1 Corridor Selection 3-1
or-3.2 Modal Split Analysis 3-2
co 3.3 Access Plan Development 3-2<.0
N..q-
..q-
0 4 -
PREVIOUS STUDI ES0
0
II)4.1 U.S.Army Corps of Engineers -
II)
"1975 and 1979 4-1..-(")
(")4.2 Others 4-1
.-
5 -PROJECT DESIGN
5.1 The Dams and Related Facilities
5.2 The Construction Camps
5.3 The Permanent Village
5.4 Air Strip
5.5 Project Access
6 -PROJECT SCHEDULE
6.1 Power Demand Growth
6.2 Generating Facility Schedule
6.3 Access Facility Schedule Constraints
7 -LOGISTICS REQUIREMENTS
7.1 Construction Equipment,Materials
and Supplies
7.2 Support Requirements
7.3 Permanent Village
7.4 Summary of Freight Movements
7.5 Personnel Movements
8 -ACCESS ROUTE DESIGN PARAMETERS
8.1 Roadway Parameters
8.2 Railroad Parameters
9 -CORRIDOR SELECTION
9.1 Methodology
9.2 Discussion of Alternative Segments
(i)Description
(ii)Line and Grade
(iii)Drainage Features
(iv)Bridges
(v)Soils
(vi)Environmental Concerns
(vii)Segment Suitability
9.3 Corridor Summary
i i
5-1
5-2
5-2
5-3
5-3
6-1
6-1
6-2
7-1
7-6
7-7
7-7
7-8
8-1
8-4
9-1
9-2
9-57
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_.
-,
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10 -ACCESS PLANS
10.1 Supply Sources and Shipping Options
10.2 A Ias ka Po rts
10.3 Modal Options
10.4 Access Plans
(i)Description
(ii)Ports
(iii)Modal Split
(iv)Sections Included
(v)Borrow Pits
(vi)Cost Estimates
(vii)Advantages/Disadvantages
11 -CONCLUSIONS AND RECOMMENDATIONS
12 -APPENDICES
10-1
10-2
10-8
10-9
11-1
-
A.
B.
C.
D.
Preliminary Design Development
Proposed Alternative Segments
Alternative Comparison -Grade,Curvature and
Distance
Terrain Unit Mapping
D.1 Introduction
D.2 Terrain Unit Analysis
D.3 Terrain Unit Descriptions
D.4 Terrain Unit Properties and
Engineering I nterpretation Chart
D.5 Regional Quaternary Geology
D.6 Field Verification Program
D.7 Regional Bedrock Geology
D.8 References
D.9 Terrain Unit Maps
D.10 Test Hole Logs
;;;
A-1
B-1
D-2
D-7
D-8
D-14
D-20
D-29
D-35
D-39
D-43
D-68
E.Environmental Concerns E-1
F.Cost Estimates
F.1 Introduction F-1
F.2 Seaports F-1
F.3 Linehaul F-2
F.4 Railhead F-3
F.5 Bridges F-9
F.G Quantity Estimating Cross-Sections F-10
F.7 Drainage F-11
F.B Construction Cost Estimate F-35
F.9 Pioneer Road F-37
F .10 Logistics Costs F-39
G.Borrow Pits G-1
iy
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LIST OF TABLES
Table
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2.1
2.2
2.3
2.4
2.5
7.1
7.2
7.3
7.4
7.5
7.6
8.1
8.2
8.3
10.1
10.2
10.3
10.4
10.5
10.6
C.1
C.2
C.3
Major Quantities in the Dams
Average Weekly Freight Movements
Approved Roadway Design Parameters
Approved Railroad Design Parameters
Linehaul Rates in Dollars/Ton-mile
Major Quantities in the Dams
Construction Fleet
Required Diesel Fuel Requirements for Construction
Required Diesel Fuel Flow Rates
Required Material Flow Rates
Summary of Required Average Material Flow Rates
Original Proposed Design Criteria
Approved Roadway Design Parameters
Approved Railroad Design Parameters
Milleage from Ports to Railhead or Project
Across the Dock Handling Costs
Linehaul Rates in Dollar/Ton-Mile
Basic Corridor Segments
Maintenance Factors
Borrow Pits
Summary of Segments Used
Summary of Aligment Parameters
Combination of Segments into Corridors
2-2
2-3
2-4
2-4
2-7
7-2
7-3
7-4
7-4
7-5
7-7
8-2
8-4
8-5
10-7
10-8
10-9
10-10
10-11
10-12
C-1
C-2
C-3
F.2.1 Across the Dock Handling Costs
F.2.2 Linehaul Rates in Dollars/Ton Mile
v
F-2
F-2
Table
F.4.1 Railhead Estimate
F .7.1 Culverts
F.10.1 Watana Logistic Breakdown
F.10.2 Devil Canyon Logistic Breakdown
F.10.3 Road hau I Segment Costs
F.10.4 Logistics Total
F .11 Cost Estimate Breakdown Tables
vi
F-8
F-35
F-40
F-41
F-42
F-43
F-45
-
LIST OF FIGURES
Figure Page
1 .1 Location Map 1-9
1.2 Access Study Logic Diagram 1-10
2.1 Project Access Location Alternatives 2-5
8.1 Typical Road Cross Section 8-3
8.2 Typical Railroad Cross Section 8-6
9.1 Susitna Access Corridor -Segments 1 A,AB 9-7
9.2 Susitna Access Corridor -Segments 1 C,1 D,1 E,1F 9-14
9.3 Susitna Access Corridor -Segments 2A,2B 9-20
9.4 Susitna Access Corridor -Segments 2C,2D,2E 9-25
9.5 Susitna Access Corridor -Segments 2F,2G,2H 9-31
9.6 Susitna Access Corridor -Segments 21,2J,JK 9-37
,"",-
9.7 Susitna Access Corridor -Segment 2L 9-40
9.8 Susitna Access Corridor -Segments 2M,2N,2P 9-45
9.9 Susitna Access Corridor -Segment 2R 9-49
9.10 Susitna Access Corridor -Segment 2RR 9-51
9.11 Susitna Access Corridor -Segments 3A,3B,3C 9-56
9.12 Project Access Location Alternatives 9-59
.,-
10.1 Access Plan #1 10-15
10.2 Access Plan #2 10-19,-10.3 Access Plan #3 10-22
10.4 Access Plan #4 10-25
10.5 Access Plan #5 10-27
10.6 Access Plan #6 10-31
.-10.7 Access Plan #7 10-33
10.8 Access Plan #8 10-37
vi,i
-------'----"._,-,
~,
Figure Page
10.9 Access Plan #9 10-39
10.10 Access Plan #10 10-43
10.11 Access Plan #11 10-46
A.1 Watana Dam Plan A-5
A.2 Devil Canyon Dam Plan A-6
A.3 Preliminary Watana Schedule A-7
A.4 Preliminary Devil Canyon Schedule A-8
B.O Access Corridors -Index Map B-2
B .1 Access Corridors -Alignments B-3
B.2 Access Corridors -Alignments B-4
B.3 Access Corridors -Alignments B-5
B.4 Access Corridors -Alignments B-6
B.6 Access Corridors -Alignments B-7
B.7 Access Corridors -Alignments B-8
B.8 Access Corridors -Alignments B-9
B.9 Access Corridors -Alignments B-10
B.14 Access Corridors -Alignments B-11
B.15 Access Corridors -Alignments B-12
B.16 Access Corridors Alignments B-13
B .17 Access Corridors -Alignments B-14
B.18 Access Corridors -Alignments B-15
B .19 Access Corridors -Alignments B-16
B.20 Access Corridors -Alignments B-17
",,~,.
B.21 Access Corridors -Alignments B-18
D.i Title Page -Terrain Unit Maps D-44
D.H Terrain Unit Properties and Engineering Interpretation 0-45
D.iii Terrain Unit Index Map 0-46
D .1 Access 'Corridors -Terrain Unit Maps D-47
D.2 Access Corridors -Terrain Unit Maps D-48
D.3 Access Corridors -Terrain Unit Maps D-49
D.4 Access Corridors -Terrain Unit Maps D-50
vi i i,
Figure Page
0.5 Access Corridors -Terrain Unit Maps 0-51
0.6 Access Corridors -Terrain Unit Maps 0-52
0.7 Access Corridors -Terrain Unit Maps 0-53
0.8 Access Corridors -Terrain Unit Maps 0-54
0.9 Access Corridors -Terrain Unit Maps 0-55
0.10 Access Corridors -Terrain Unit Maps 0-56
0.11 Access Corridors -Terrain Unit Maps 0-57
0.12 Access Corridors -Terrain Unit Maps 0-58
0.13 Access Corridors -Terrain Unit Maps 0-59-0.14 Access Corridors -Terrain Unit Maps 0-60
0.15 Access Corridors -Terrain Unit Maps 0-61
0.16 Access Corridors Terrain Unit Maps 0-62
0.17 Access Corridors -Terrain Unit Maps 0-63
...~0.18 Access Corridors -Terrain Unit Maps 0-64
0.19 Access Corridors -Terrain Unit Maps 0-65
0.20 Access Corridors -Terrain Unit Maps 0-66
0.21 Access Corridors -Terrain Unit Maps 0-67
Test Hole Logs 0-69 ff
E.O Access Corridors -Index Map E-2
E.1 Access Corridors -Envi ronmental Conflicts E-3
E.2 Access Corridors -Environmental Conflicts E-4
E.3 Access Corridors -Environmental Conflicts E-5
E.4 Access Corridors -Envi ronmental Conflicts E-6
E.6 Access Corridors -Envi ron mental Conflicts E-7
~,"""'"
E.7 Access Corridors -Environmental Conflicts E-8
E.8 Access Corridors -Environmental Conflicts E-9
E.9 Access Corridors -Environmental Conflicts E-10
E.14 Access Corridors -Environmental Conflicts E-11
E .15 Access Corridors -Environmental Conflicts E-12
E.16 Access Corridors -Environmental Conflicts E-13
E.17 Access Corridors -Environmental Conflicts E-14
E.18 Access Corridors -Environmental Conflicts E-15
ix
Figure
F.4.1 Typical Plan -Rail to Truck Transfer Facility
F.5.1 Indian River Bridge
F.5.2 Susitna River Bridge
F.5.3 Cheechako Creek Bridge
F.5.4 Fog Creek Bridge
F.5.5 Road Bridge Southeast of Devil Canyon
F.5.6 High Susitna River Bridge at Devil Canyon
F .5.7 Rail Road Bridge Southeast of Devil Canyon
F.6.1 Typical Road Section - 0 10%cross-slope
F.6.2 Typical Road Section -15%cross-slope
F.6.3 Typical Road Section -25%cross-slope
F.6.4 Typical Road Section 30%cross-slope
F.6.5 Typical Road Section -35%cross-slope
F.6.6 Typical Road Section -40%cross-slope
F.6.7 Typical Road Section -45%cross-slope
F.6.8 Typical Road Section -50%cross-slope
F.6.9 Typical Railroad Section 0 to 10%cross-slope
F.6.10 Typical Railroad Section 15%cross-slope
F.6.11 Typical Railroad Section 25%cross-slope
F.6.12 Typical Railroad Section 30%cross-slope
F.6.13 Typical Railroad Section 35%cross-slope
F.6.14 Typical Railroad Section 40%cross-slope
F.6.15 Typical Railroad Section 45%cross-slope
F.6.16 Typical Rai Iroad Section 50%cross-slope
F-4
F-12
F-13
F-14
F-15
F-16
F-17
F-18
F-19
F-20
F-21
F-22
F-23
F-24
F-25
F-26
F-27
F-28
F-29
F-30
F-31
F-32
F-33
F-34
G.1 Borrow Pit Locations
x
G-2
INTRODUCTION
-
SUSITNA HYDROELECTRIC PROJECT
ACCESS PLANNING
REPORT
1 -INTRODUCTION
The Susitna Hydroelectric Project has,for many years,been
considered a viable source of lIc1ean ll energy for Central Alaska.
The project has been viewed as including one or more dams on the
upper Susitnq River.Extensive preliminary work has been done
on the project by various government agencies.In an effort to
expedite the project,the State of Alaska through the Alaska Power
Authority,in late 1979,initiated the necessary feasibility studies
and preparation of the necessary FERC (Federal Energy Regulatory
Commission)license application.Access to the project is a part of
those studies.
1 .1 -The Study Area
The location of the project is approximately 120 air miles north of
Anchorage (see Figure 1.1).The dams,as proposed,would be up
stream from Talkeetna laying between the Parks Highway and the
Denali Highway.This area is remote,with no existing access.
The quantities of materials and supplies required for construction
of the project and for the maintenance of the construction camps
are of such a magnitude as to require major transportation
faciltties to serve the project site.
1.2 -Study Description
The Access Planning Study involved the selection of potential
highway and rail road alignments that would serve the dam sites
r23/d 1-1
selected for detailed study.The process involved aerial recon-
naissance of the potential corridors,definition of the parameters
which control the horizontal and vertical alignment and the selec-
tion and analysis of alternative alignments which serve the needs
of the entire project.
1.3 -Objectives And Scope of Study
The objectives of the Access Planning Study are as follows:
(a)To define an access route location or combination of route
locations that will serve the supply needs of the hydroelectric
project with a minimum of environmental impact.
(b)To determine a reasonable combination of transportation modes
which will provide a cost effective system of supply.
(c)To define an access plan that will meet the overall scheduling
requirements of the hydroelectric project.
The Scope of the Study includes the definition and analysis of
routes within three general corridors.Corridor 1 is located on
the north side of the Susitna River from the Parks Highway to the
Watana site.Corridor 2 is on the south side of the Susitna River
between the same general termini.Both corridors were required
to serve both Devil Canyon and Watana Dam site.The third
corridor connects the Watana Dam site with the Denali Highway to
the north.Both road and railroad access are to be considered.
The study must examine the corridors and generate preliminary
route locations and cost estimates.The cost estimates will include
the costs of constructing the access,maintaining the facility and
moving material over the route.The environmental impacts of the
various alignments are to be addressed under Task 7,however a
"'*""
r23/d 1-2
continuous flow of input from the environmental studies will be
provided to aid in studying the alignments.
Engineering,Soils,Cost and Environmental information will be
combined to develop alternate access plans that satisfy the stated
objectives.This report will present those alternate plans.
1.4 -PLAN FORMULATION AND SELECTION PROCESS
There are a number of important factors to be considered in
developing and analysing transportation facility plans.The
locations of the dams,of course,dictate terminal points common to
all access plans.The number and size of loads of material and
supplies together with the volume of traffic to be generated by the
construction camp population dictate the design parameters appro-
priate to the facility.The terrain,soils and environmental con-
cerns control and limit the possible location for the facility.All of
these factors will be considered.
.--'
.-
(a)Planning Methodology
The planning process for transportation facilities of this
magnitude is one of a series of iterations in which proposals
are developed,tested,revised and tested again until a plan
emerges that serves the desired function in a cost effective
and environmentally sound manner.Following this pattern
design parameters were developed,then potential alignments
were selected that appeared to serve the project needs.A
number of alternative alignments were identified for further
consideration.During the process of evaluating the en-
gineering considerations of the alternatives some were
eliminated and-some sections of others were revised so that
r23/d 1-3
all remaining sections conformed to the required design
parameters.The information on the remaining sections was
then given to the geological team and the environmental team
for additional input.Consideration of this input has resulted
in elimination of additional sections and changes in some of
those remaining.The various available port facilities and
transportation modal options were identified and then
combined with the remaining possible alignments to form
possible access plans.Each plan was then analyzed to deter-
mine how well the project objectives were satisfied.Any
advantages or disadvantages were identified and the estimated
costs for construction,maintenance and logistics were
developed.
(b)Economic Analysis
Each access plan has four major cost factors associated with
it.Each of the cost factors were considered and used in
comparing the alternate access plans and determining the
cost-effectiveness of the various plans.
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o
o
r23/d
Construction cost estimates were prepared for each
alternative.These estimates were very preliminary and
valid only for comparison and determining the order of
cost magnitude.More refined cost estimates are not
possible or necessary at this stage of the work.
Detailed cost estimates are not possible due to the lack
of micro-scale data.The estimates prepared are,
however,correct with regard to order of mag n itude and,
because of the assumptions,for comparison purposes.
Maintenance cost estimates were developed for the
1-4
-
o
o
various plans.These costs covered only maintenance on
the facility constructed.Maintenance costs on existing
facilities that may be atributable to the project would be
difficult to identify and the difference between plans
would be insignificant.
Logistics costs as used herein are the costs associated
with moving material,supplies and equipment to the site.
Port costs,freight rates for various modes,and the
transportation modal split combine to generate signficant
cost variations when comparing access plans.Each plan
was evaluated by estimating the transportation costs for
major material items to be moved to the site.
Schedule costs were discussed in terms of time delays
that would result from selecting any of the alternate
plans.Dollar costs were not estimated for any such
delays because the complexities of such estimates go far
beyond the scope of this work.It is intuitively
obvious,however,that with a project of the magnitude
of the Susitna Hydroelectric Project any delays from the
planned schedule will have major construction cost
ramifications due to inflation and social cost resulting
from the inability to meet the demand for power.
1.5 -Organization of Report
The objective of the report is to present a series of alternative
access plans which serve the needs of the Susitna Hydroelectric
project.The report does not include a single recommended plan.
-r23/d 1-5
The body of the report contains a discussion of the pertinent
features.Detailed technical information is contained in a series of
appendices.The report is organized as follows.
Section 1.Introduction
Section 2.Summary
The section contains a complete Summary of the report..'
Section 3.Scope of Wor k
This section outlines the Scope of Work associated with the results
presented with this document.
Section 4.Previous Studies
This section briefly summarizes the access information available in
previous Susitna Basin Studies done by others.
Section 5.Project Design
This Section briefly describes the Susitna Hydroelectric Project in
a way that sets the stage for the remainder of the access analysis.
Section 6.Project Schedule
This section discusses the overall planned schedule for the Susitna
Hydroelectric Project and identifies the scheduling requirements for
construction of the access facilities.
r23/d 1-6
Section 7.Logistics Requirements
This section presents the estimated quantities of the major items of
equipment,materials and supplies that must be transported to the
site during the course of construction,including the supplies
necessary for the construction camp.Any particular constraints
affecting the mobilization and/or movement of material for access
construction are also discussed.
Section 8.Access Design Parameters
Tr.is section discusses the specifics of the basic design parameters
for both road and rail road construction.The parameters discussed
include curvature,maximum grades,horizontal and vertical
clearance requirements,load requirements and surfacing require-
ments.
Section 9.Corridor Selection
This section discusses the process by which the suggested
corridors were selected for study and includes a discussion of each
of the alignment segments originally investigated.
Section 10.Access Plans
This section presents a series of alternate access plans including a
discussion of the pros and cons of the various available ports,
shipping options,and land transportation modes.Cost estimates
for each plan are developed which include construction,main-
tenance and logistics costs.
Section 11.Conclusions and Recommendations
Conclusions and recommendations are not a part of this report
because additional environmental data is to be considered along
r23/d 1-7
with the data presented here.A final recommendation is expected
to result from that analysis combined with the results of this
study.
APPENDICIES
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Appendix A
Appendix B
Appendix C
Appendix 0
Appendix E
Appendix F
Appendix G
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Preliminary Design Development
Proposed Alternative Segments
Alternative Comparison -Grade,Curvature
and Distance
Terrain Unit Maps
Environmental Concerns
Alternative Plans
Borrow Pits
1-8
LOCATION MAP
-
PREPARED BY'
RIM CONSULTANTS,INC.
LOCATION
DREPARED FOR'
MAP
FIGURE 1.1
,)~mJ:IImo=FinalPlanS.I.ctlonACCESSSTUDYLOGICDIAGRAMfiG.1.2D.velopeAlt.rnatlv.~PlanSPublicInputI--Logl,tlcEUlmatuMod.1SplitR.comendatlon,Soli,DataI--~~I--RailroadOption,PortFaclHtl..Road-wayOption,Logl,tlcR.qulrement,LandTransport~OptionsrEnvlronmtnlOl~Corridorl-I,IIConc.rn,.-----,Sel.ctlonIIJ<!lU1!!P!!, IINPUTFROMOTHERSLogl,tlc,I---JR.qulr.""n..Proj.ctSch.dul.D.fln.HProj.ctHD.fln.ProJ.ct'Obj.ctlv..DealgnI--Paramet.r,Pr.1IminaryDulgnD.v.IOpmllllIFROMnOTHERSINPUTFROMAVAILABLESOURCES,PASTaCURRENTSTUDIESi~(.::.":):)r»OnGIn-mnm~Igm»01:iiil.DI»GJ'is:.aiuIa:IIm."IJ~&JiiIg
.....
-
SUMMARY
-
2 -Summary
This summary is intended to provide a brief overview of the access
study,its methods and results.
2.1 -Scope of Work
The scope.of work for the Susitna Access Study was defined in
general terms in the original Plan of Study (PaS)for the Susitna
Hydroelectric Project.The pas required that three corridors be
examined and the both road and rail options be included.The
access plan was required to serve both Watana and Devil Canyon
Dams and be able to satisfy the desired project schedule.
2.2 -Previous Studies
Previous studies of the Susitna Hydroelectric project were reviewed
to determine the extent of work that had been done relative to
access.Very little had been done.The Corps of Engineers had
carried the access question the furthest and their 1975 reports
included a roadway that followed closely the alignment described as
Plan 1 from Parks Highway to Watana on the south side of the
river via Gold Creek.
2.3 -Project Design
Preliminary design of the hydroelectric project provided input to
the access study.The quantities of materials to be imported to
the project site and the size of the work crews were considered in
estimating the costs of transportion and in selecting the ports and
land transportation modal splits suggested in the various plans.
-r30/b 2-1
2.4 -Project Schedule
The overall schedule for the Susitna Hydroelectric project has been
set based on projected power requirements in the region.These
studies show that power from Watana Dam is needed first with
power on line required in 1993.A period of eight years is
projected to build the facility.This requires initial construction
in 1985.The Federal Energy Regulatory Commissions license is
anticipated in late 1984 on early 1985.Construction of access
facilities cannot predate the FERC license therefore an access plan
was desired that would allow mobilization and resupply activities to
occur in 1985.This meant a plan providing access to Watana that
could be made passable in one construction season.The estimated
construction time for Devil Canyon is seven years with construc-
tion projected to begin in 1993.
2.5 -Logistics Requirements
The primary requirements for imported material and supplies were
provided by other tasks.The volumes of materials were combined
with planned construction schedules to project required average
rates of flow for supplies.
TABLE 2.1
Major Quantities in the Dams
-
Excavation (Rock &Earth)
Fill
Construction Equipment
Explosives
Cement
Reinforcing Steel
Rock Bolts
Steel Support &Liners
Mechanical,Structural &
Electrical Equipment
Fuel
r30/b
Watana
22,000,000 c.y.
76,000,000 c.y.
16,000 ton
20,000 ton
350,000 ton
33,000 ton
12,500 ton
3,600 ton
15,000 ton
75,000,000 gal.
2-2
Devil Canyon
5,000,000 c.y.
1,335,000 c.y.
5,000 ton
3,000 ton
650,000 ton
22,000 ton
3,000 ton
2,200 ton
13,500 ton
17,000,000 ga I.
-
Camp populations were estimated at 4,500 persons for Watana and
3,100 persons for Devil Canyon.Past experience shows that
camps of this size require 13 pounds of food and supplies per
occupant and 1.1 gallons of fuel oil per occupant on a daily
basis.*These quantities where combined with the construction
schedules to develop the following average material flow require-
ments for the project.
*Data provided by Arctic Hosts,Inc.,Anchorage Alaska.
TABLE 2.2
SUMMARY OF REQUIRED AVERAGE MATERIAL FLOW RATES
Watana Dam Devil Canyon Dam
Trucks 90 110
Contingency &Misc.18 22
Total 108 Truck Loads/week 132 Truck Loads/week
Rail Cars 39 44
Contingency &Misc.8 9
Total 47 Rail Car Loads/week 53 Rail Car Loads/week
2.6 -Project Parameters
The required freight movements and the size and weight of trans-
formers and other major components were used to establish
parameters for line,grade and load requirements for both railway
and roadway options.These parameters were then used to
identify potential access routes and are based on standards
published by The American Association of State Highway and
Transportation Officials (AASHTO)and the American Railway
Engineering Association (AREA).
r30/b 2-3
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TABLE 2.3
APPROVED ROADWAY DESIGN PARAMETERS
Design Speed
Maximum Grade
Maximum Curvature
Design Loading
(Construction Period)
Design Loading
(After Construction)
TABLE 2.4
60 mph
6%
5%
80 Kip Axle &200 Kip
total
HS-20
APPROVED RAILROAD DESIGN PARAMETERS
Maximum Grade
Maximum Curvature
Loading
2.7 -Alternatives Segments
2.5%
10°
E-72.
....
The design parameters were used to define a series of alternative
alignment segments that could be mixed and matched to define
alternate access routes meeting project requirements.The
segments as originally defined were given to the soils and
environmental teams for their input.That input,along with
engineering considerations was used to eliminate some segments and
modify others.The remaining segments were combined to establish
preferred routes in each corridor.These corridor alignments are
shown on Figure 2.1.
2.8 -Alternative Access Plans
Alternative access plans were developed.Each plan included
recommended Alaskan ports,line haul mode,location of transfer
points and delivery mode.
r30/b 2-4
PREFEREDROUTEINEACHCORRIDOROTHERALTERNATES1NVESTIGATEDPREPAREDBY'PREPAREDFOR'FIGURE2.1I2-5I
The sea ports checked include the following:
Anchorage
Seward
Whittier
Valdez
Anchorage is the preferred port for those items suitable for ship-
ment in conventional containers and trucks.The port has the
apparent adequate capacity and the best facilities of the four.
The drawback in Anchorage is a lack of capabilities for roll-on
roll-off rail shipment.Anchorage does,at times,have an ice
problem.
Seward is unable to compete directly with Anchorage in facilities or
capacity.Seward is suitable for an overflow port as there is
equipment available to handle container cargo and there is direct
rail and highway access.Seward is an ice free port.
Whittier is unique in that there is roll-on roll-off rail capability.
Because of freight rates and handling charges Whitter is the
obvious choice for arrival of all materials that can be shipped by
rail car.
Valdez has a considerable capacity and is expanding its port
facilities.Valdez has been eliminated from major consideration for
a number of reasons that would contribute to increases in project
cost.
o
o
o
r30/b
Lack of Rail Service
Highest Wharfage and Handling Costs of Any of the Four
Longest Truck Haul to the Project
2-6
Anchorage and Whittier are the ports selected and are common to
all plans.
Line haul rates were collected from the Alaska Railroad and several
trucking firms.A comparison of line haul rates is shown below.
TABLE 2.5
LINE HAUL RATES IN DOLLARS/TON-MILE
Item Rail Truck
Equipment 0.1878 0.2069
Steel 0.2577 0.2069
Cement 0.1565 0.2069
Fuel 0.1450 0.2069
General Cargo 0.1262 0.2069
Explosives 0.6267 0.2069
While certain items may move by truck with lower costs,the mix of
items and quantities make it clear that the overall most cost
effective line haul mode is rail.For this reason all plans con-
template rail haul to the maximum extent practicable.
A total of eleven access plans have been outlined.There are no
plans including the segments around Portage Creek as the
engineering,soils and environmental problems have combined to
make the Portage Creek drainage very undesirable.
Plan 1 serves both Devil Canyon and Watana Dam by road south of
the Susitna River.This plan includes a rail head at Gold Creek
and road access to the Parks Highway.This plan encounters
significant amounts of critical wildlife habitat around Stephan and
Fog Lakes.There are some extensive areas of deep organic soils
and soils containing massive ic'e near Stephan Lake.There are
major schedule constraints involving two major bridges and
extensive rock construction.The schedule constraints are such
r30/b 2-7
that the construction of Watana could be delayed by as much as
th ree yea rs .
Plan 2 is the railroad alternative to Plan 1.Plan 2 also does not
satisfy the requirement of being able to allow resupply of con-
struction activities at Watana in one construction season.
Plan 3 serves Watana by road from the Denali Highway east of
Cantwell.A railhead is called for at Cantwell.Access to the
Devil Canyon Dam is by road with a railhead at Gold Creek.This
plan meets all primary objectives of the study but does not include
a direct connection between Watana and Devil Canyon.The road-
way from Denali.Highway can be made usable for construction
equipment and resupply in one construction season allowing access
to Devil Canyon to be constructed as required.
Plan 4 is similar to Plan 3 except that access to Devil Canyon is to
be by rail rather than road.
Plan 5 uses all roadway connecting with the Parks Highway and a
railhead at Gold Creek.The south side of the river is followed to
Devil Canyon.At this point the plan .calls for a low bridge over
the Susitna River during construction,to be replaced by a road
across the Devil Canyon Dam crest when that is completed.The
road would then follow the north side alignment between Devil
Canyon and Watana.This plan avoids the majority of the
identified environmentally critical areas of all three corridors.The
steep terrain in the location of the Devil Canyon low level crossing
necessitates below standard road parameters.The design speed
would be reduced to 30 mph.
Plan 6 is the same as Plan 4 except that a road is included
between Watana and Devil Canyon for the exclusive use of the
maintanance and operations personnel.This plan satisfies all major
objectives of the study.
r30/b 2-8
.'-----------_._------,-------
Plan 7 is the same as Plan 3 except
between Watana and Devil Canyon for
maintenance and operations personnel.
major objectives of the study.
that a road is included
the exclusive use of the
This plan satisifies all
Plan 8 is similar to Plan 5 except that there is no road access
between the Parks Highway and the rail head at Gold Creek.
Supplies are hauled by rail to Gold Creek,then shuttled by truck
to the two damsites.The advantage of this plan is a total lack to
public access.
Plan 9 is similar to Plan 8,except that rail replaces road access
from Gold Creek to Devil Canyon.A road then continues from the
railhead at Devil Canyon to Watana along the north side.This
plan,while good from an environmental aspect,still has the major
design constraint of the row construction bridge at Devi I Canyon.
Plan 10 is similar to Plans 1 and 2.Corridor Two,along the
south side is used.Access is by rail,from Gold Creek to Devil
Canyon,then by road,along the south side,to Watana.This
plan has the same environmental and engineering constraints as
Plan 1 in the vicinity of Stephan Lake and Fog Lakes.The Fog
Creek Bridge is a time constraint that could cause a delay of up to
three years.
Plan 11 serves the entire project from the Denali Highway.No
access is provided at Gold Creek.Supplies are shipped by rail to
a railhead at Cantwell,then trucked to Watana via the Denali
Highway,then on to Devil Canyon along the north side.This
plan has the advantages of no major bridges,no major environ-
mental conflicts and no scheduling delays.The longer haul,
however,makes this route the most expensive from a logistics
standpoint.
r30/b 2-9
The final choice of access plan will be made after additional input
from the remainder of the study team can be evaluated.
r30/b 2-10
SCOPE OF WORK
-
3 ..SCOPE OF WORK
The Scope of Work discussed in this Section includes the develop-
ment and selection of corridor alignments,an analysis of modal
split options and selection of alternative access plans designed to
provide a cost effective access system that will satisfy the project
requirments while meeting the project schedule.
Further details of the Scope of Work may be found in Acres·Plan
of Study (POS).
3.1 ..Corridor Selection
The initial step in selecting the corridors was definition of the
parameters that control line and grade.Preliminary estimates of
the size and weight of the critical components were made and the
width,grade and curvature parameters were selected to allow
movement of those components
After the controlling parameters were defined,possible alignments
were identified using 1 :63,360 scale contour maps.A number of
alternate segments were identified for further analysis.Potential
corridors were to be identified on both sides of the Susitna River
from the Parks Highway to Watana and,from Watana north to the
Denali Highway.At least one corridor was to include a potential
for rail service to both Dam sites.
The alternative segments were grouped into possible total routes.
The possible routes were compared with regard to alignment,
gradient,soil conditions,environmental constraints and other
considerations to determine the most favorable alignment within
each corridor.
r27/c 3-1
3.2 Modal Split Analysis
The modal split analysis was necessary to suggest the optimum mix
of transportation modes and the most advantagou"S transfer point
between modes.
Potential seaports and the cargo handling capability of the res-
pective ports are of prime importance.It was necessary to deter-
mine if roll-on roll-off rail barge service was possible or if material
must come by barge and be transfered to rail and/or truck.
Freight rates for the railroad and for truck haul were checked to
determine the most economical way to ship various items within the
State of Alaska.
The estimated quantities of the major items were supplied from
other tasks.Using these quantities and the rate information a
variety of modal mix options were examined to determine the cost
effectiveness of the apparent options.
3.3 Access Plan Development
This effort is a mix and match exercise in which the various
combinations of potential corridor segments and modal split options
are tested to compare cost effectiveness of the over all plan and
the degree to which overall project time schedules are served.
The cost effectiveness of the various plans are based on combined
costs of construction,maintenance and logistics over the construc-
tion life of the project.The degree to which the overall time
schedule can be satisfied is based on two factors,estimated
construction time for the access facility and whether the plan will
allow inital work on the dams to begin as planned.
r27/c 3-2
PREVIOUS STUDI ES
4 -PREVIOUS STUDIES
The studies done by the various agencies that have looked at the
Susitna Hydroelectric project have presented much information on
the many alternative power developement plans.These sarne
studies have included very little data on access to the project.
Generally,construction of a road is presumed and little else is
mentioned.
4.1.U.S.Corps of Engineers
The 1975 report prepared by the Corps of Engineers incorporated
a road access that corresponds very closely with one of the
corridors defined in the study.That access proposal began at the
Parks Highway near Chulitna Station,parallels the Alaska railroad
south and east to a crossing of the Susitna river then proceeds up
the south side of the river to Devi I Canyon and on the the Watana
site via the north end of Stephan Lake and the west end of Fog
Lakes.The faciJity contemplated was a 24-foot wide roadway
designed for 30 miles per hour.A raiJ head was planned at Gold
Creek also.
4.2 Others
Other studies done on the Susitna Hydroelectric project over the
years mentioned access only in passing and and did not develop
access plans.
r27/d 4-1
PROJECT DESIGN
-_._---------------_.
...
5 -PROJECT DESIGN
The Susitna Hydroelectric Project is developing as a two dam
system.The total system will include,in addition to the dams
themselves,all associated on-site power generating facilities,and
transmission facilities.A large construction camp with at!of the
required support facilities will be needed during construction,at
each dam,and a permanent village for the operating and main-
tenance staff will be necessary after construction is complete.An
airstrip and other access facilities over which all of the equipment,
personnel and supplies will reach the project site must be provided
as early in the project as possible.
5.1 -The Dams and Related Facilities
(a)The Watana Dam is projected to be a large earth and rockfill
structure involving placement of approximately 76 million cubic
yards of zone type embankment that will come largely from
borrow areas near the site.The dam is to be located on the
main stream of the Susitna River a short distance above the
mouth of Tsusena Creek.During construction,the river is
to be diverted through tunnels which will be gated and used
for other purposes after completion of the work.The Power
house is planned to be underg.round while the spillways are to
be surface structures configured to prevent nitrogen
saturation of downstream waters.Staging areas for con-
struction activities are available on both sides of the river at
the Watana Site.
(b)The Devil Canyon Dam is projected to be a concrete arch
structure set in the section of the Susitna River known as
Devil Canyon.To achieve planned pool elevation,a low
saddle dam will be required south of the main dam.River
r27/e 5-1
diversion will again be through tunnels during the construc-
tion period and the power house for this structure will also
be underground.Construction activities will probably be
staged from the south side at Devil Canyon because of the
terrain.
(c)The Transmission Lines are proposed for the north side of
the river from Watana west to a connection with the
Anchorage-Fairbanks intertie near Chulitna Pass.The final
location of the transmission corridor has not been selected as
of this time.
5.2 -Construction Camps
A Construction Camp is 'expected to be located near the Watana
site and probably on the north side of the river.Manpower
requirements based on quantities of materials and projected
construction schedule show a need for up to 4,500 persons during
the peak of construction activities at Watana.Current plans call
for a construction camp at each of the dams.There is a shortage
of land suitable for a camp near the Devil Canyon site,however,
there is one.site near the south end.Manpower projections for
Devil Canyon construction indicates a peak population of 3,100
persons.
5.3 -Permanent Village
The size and complexity of the overall system will require a full
time maintenance and operations staff.Projections show that this
staff including their dependents will require a permanent village of
approximately 45 dwelling units plus support buildings.
-
r27/e 5-2
5.4 -Airstrip
Over-all project development,the size of the work force involved
and the remote nature of the site indicate that an airstrip will be
desirable for a wide variety of reasons including the movement of
personnel and a need of rapid emergency evacuation capability.
To that end,a runway site has been located on the north side of
the Susitna River near the proposed site for the Watana con-
struction camp.It is expected that the airstrip will be
constructed very early in the project.The proposed facility would
be adequate for aircraft up to and including a C-130.The
location study for the airstrip has been done as a part of another
task.
5.5 -Project Access
Providing access into a remote area such as the upper Susitna,
while small in comparison to the total project,is a major under-
taking in itself.Massive quantities of material,supplies,equip-
ment and fuel must be moved to the project site in an uninterupted
flow.Estimates of the amounts of the principal materials to be
imported to the site and used in construction of the dams and
related facilities are included in Appendix A.The movement of
materials in such quantities requires a railroad or a high type of
highway comparable to rural highways throughout the country.
The access to the project is the topic of this study.
r27/e 5-3
PROJECT SCHEDULE
6 -PROJECT SCHEDULE
The Susitna Hydroelectric project is intended to provide electrical
power to the Alaska Railbelt region.The time frame for providing
the required generating capacity has been determined as a result
of Task 6 IIDesign Development ll •
6.1 -Power Demand Growth
The load and demand growth projections presented in the Task 6
IIDesign Developmentll report indicate that more electrical power
will be required by the year 2000 than can be generated by the
Susitna Hydroelectric Project alone.The demand over and above
that which Susitna can satisfy will have to be provided from other
sources,quite probably fossil fuel fired steam generators.The
demand growth curves indicate that power from the Watana Dam is
needed in 1993 and power from Devil Canyon Dam in needed by
2000.The Watana generating capacity can be installed in stages
with the initial 400 megawatts available in 1993 and the second
400 megawatts on line in 1996.
6.2 -Generating Fac'ility Schedule
Construction periods for Watana Dam and Devil Canyon Dam are
projected as eight years and Seven years respectively.If power
from Watana is needed in 1993 and an eight-year period is required
to construct the dam then construction must begin in 1985.Power
from Devil Canyon is needed in 2000.Backing up seven years
indicates that construction must begin in 1993.The construction
schedules currently show access construction beginning
January 1985 with work on the diversion tunnels beginning during
the second quarter of 1985 and on the cofferdams and main
abutments of Watana in the third quarter of 1985.
r27/f 6-1
6.3 -Access Facility Schedule Constraints
Access is an integral part of the total project and as such may be
subject to FERC approval for construction.Current project
schedules are based on FERC licensing in late 1984.Access
construction is currently planned to begin in very early 1985,as
soon as possible following FERC licensing.If access construction
is to begin in 1985 and construction activities on the dam are to
begin in mid to late 1985 then it is necessary that an access
facility be provided that can be passable for heavy equipment,
explosives and fuel supplies sometime during the 1985 construction
season.Any access plan that cannot be brought to rough grade
and kept passable in a single construction season will require one
of two schedule adjustments,access construction prior to FERC
licensing or delay in work on the Watana Dam.Early reactions
from regulatory agencies indicate a strong reluctance to issue the
necessary permits for even a pioneer road prior to FERC licencing,
however there has been no definite position taken.
r27/f 6-2
LOGISTICS REQUIREMENTS
7 -LOGISTICS REQUIREMENTS
The dams and associated facilities are of a size that require vast
quantities of equipment,materials,supplies and personnel for
construction.Because of the remote location,a base camp must be
provided that will resemble a small town complete with all essential
services near each dam site.A permanent village must also be
provided for the operations and maintenance personnel who will be
stationed at the project when construction is completed.
The principle logistics requirements include the equipment,
materials and supplies necessary for the dams and related facilities
including the camp and permanent village,the food and other items
necessary to provide for the crew during construction and the
logistics requirements for construction of the access facilities.
The requirements for the dams and related facilities and the camp
supply needs will be discussed here.Logistic requirements for
the alternate access plans will not be discussed in detail.Logistic
requirements at access construction will vary with location,length,
and bridge requirements.Significant constraints of access
construction will be identified.The cost of this element of
logistics will be included in the estimated construction costs.
7.1 -Construction Equipment,Materials and Supplies
The following estimates of equipment,materials and supplies are
presented as a basis for the cost estimates to be generated as a
part of analyzing and comparing the various access plans to be
presented.
The major quantities to be incorporated into the project are shown
in Table 7.1.
r25/e 7-1
Table 7.1 Major Quantities in the Dams
....
Watana Devi I Canyon
Excavation (Rock &Earth 22,000,000 c.y.5,000,000 c.y.
Fill 76,000,000 c.y.1,335,000 c.y.
Construction Equipment 16,000 ton 5,000 ton
Explosives 20,000 ton 3,000 ton
Cement 350,000 ton 650,000 ton
Reinforcing Steel 33,000 ton 22,000 ton
Rock Bolts 12,500 ton 3,000 ton
Steel Support &Liners 3,600 ton 2,200 ton
Mechanical,Structural
Electrical Equipment 15,000 ton 13,500 ton
Fuel 75,000,000 gal.17,000,000 gal.
Additional items that will be required for each dam include:
Tires,Equipment Parts,and miscellaneous lumber and building
materiaJ.Actual estimated quantities are not available and are
largely a function of the contractor1s operation.
For a comparison of transportation costs only the easily identified
major items will be listed individually.These items will allow
comparisons of the relative differences in transportation costs when
reviewing alternative plans.
In order to estimate quantities of fuel,tires and parts required at
each site,estimates of equipment fleets with average unit fuel
consumption figures were made.See Table 7.2.
The fuel consumption rates shown in Table 7.2 are estimates based
on Alaskan General Contractors experience with similar equipment.
r25/e 7-2
Table 7.2 Construction Fleet
Fuel Per Unit #Units *
Equipment (1 gallon/hr.)Watana Devil Canyon
40 C.Y.End Dumps 21 40 6
8 C.Y.Loaders 15.5 10 5
Motor Patrols (Cat 14)6.5 8 4
D-9 17 30 5
D-7 8 10 3
Cranes 10 2 4
Rock Crusher 20 1 2
Screening Plant 10 1 2
Concrete Plant 10 1 2
Mixer Trucks 10 3 3
Fork Lifts 5 6 6
Dump Trucks 10 10 2
Compactors 8 6 2
Power Generator 20 2 2
Mi scellaneous 7 20 15
Pickups and 2 60 30
other Gasoline Vehicles
Equipment Shipping Mode Watana Devil Canyon
By Rail:Flat car loads 133 66
By Road:Truck loads 67 31
self driven units 143 62
Total Units 210 93
*The number of units represents the anticipated number of pieces
necessary based on the materials needed to be moved,amount of
time per machine to move them and the total time frame provided
to complete the task.When this input was not available it is
a result of estimates from previous project experience.
r25/e
----------,--,-----------
7-3
Table 7.3
WEEKLY 01 ESEL FUEL REQU I REMENTS FOR CONSTRUCTION
Equipment
Type
End Dumps
Loaders
Motor Patrols
0-9
0-7
Cranes
Crushers
Screening Plant
Concrete Plant
Mixer Trucks
Fork Lifts
Dump Trucks
Compactors
Power Generator
Miscellaneous Vehicles
**Total Gallons per week
Watana
gallons/week
94,080
17,360
5,820
57,120
8,960
2,240
2,240
1,120
1,120
3,360
3,360
11,200
5,380
4,480
15,680
227,700
Oevil Canyon
gallons/week
14,100
8,680
2,900
9,520
2,700
4,480
4,480
2,240
2,240
3,360
3,360
2,240
1,790
4,480
11,760
78,330
*Assume 24 hours per day and seven days per week.An
assumption has been made that 1/3 of the equipment will be
down for service and maintenance at all times this provides
for 112 hours/week base.**This is an estimated average fuel flowage during the major
portion of the activity.Actual flowage may vary
significantly.
Table 7.4
REQUIRED DIESEL FUEL
Diesel Fuel
Truck Loads
@ 7,500 Gal./Ioad ***
Rai I Car Loads
@ 20,000 Gal/load ***
Watana
227,700 Gal./wk.
30 Loads/wk.
11 Loads/wk.
Devi I Canyon
78,330 Gal./wk.
10.4 Loads/wk.
4 Loads/wk.
***Sizes of loads are typical of what is currently available.
r25/e 7-4
TABLE 7.5
REQUIRED MATERIAL FLOW RATES
Gasoline
Truck Loads
@ 7,500 Gal./load
Rail Car Loads
@ 20,000 Gal./Ioad
Time Requirement***
Cement
Quantity per week
Truck Loads @ 30 ton/Load*
Rail Car Loads @ 75
ton/Load*
Steel (all)
Quantity per week
Truck @ 30 ton
Rail Car Loads @ 75 ton
Explosives
Quantity per week
Truck loads @ 30 ton
Rail Carloads @ 75 ton
Mechanical,Structural
Electrical
Quantity per week
Truck loads .@ 30 ton
Railcars loads @ 75 ton
Tires and Parts **
Truck loads
Watana
20,160 GaL/wk.
3 Loads/wk.
1 Load/wk.
7 yrs.
350,000 ton
1154 ton/wk.
38.5 Loads/wk.
15.4 Load/wk.
49,100 ton
162 ton/wk.
5.4 Loads/wk.
2.2 Loads/wk.
20,000 ton
66 ton/wk
2.2 load/wk
0.9 load /wk
15,000 ton
49.5 ton/wk
1.6 load/wk
0.7 load/wk
2 Loads/wk.
Devi I Canyon
10,000 Gal./wk.
1.3 Loads/wk.
0.5 Load/wk.
6 yrs.
650,000 ton
2,500 ton/wk.
83.3 Loads/wk.
33.3 Load/wk.
27,200 ton
105 ton/wk.
3.5 Loads/wk.
1.4 Load/wk.
3,000 ton
11.5 ton/wk
0.4 load/wk
0.15 load/wk
13,500 ton
52 ton/wk
1.7 load/wk
0.7 load/wk
2 Loads/wk.
Subtotal Trucks Loads/wk.52.7
Subtotal Rail Cars Loads/wk.22.2
92.2
38.1
*Sizes of loads are typical of what is currently available.
**This Figure represents a rough estimate of truck/rail car
loads of materials that will be needed for maintenance of
construction equipment.
***Assumed deliveries over 10 months per year activity and 1 year
less than total construction time.The schedules show startup
period of about one year before the peak activity levels are
approached.
r25/e 7-5
7.2 -Support Reguirements
Supplies and fuel for the base camps must flow steadily and
smoothly.It has been estimated the construction camp population
will be approximately 4,500 for Watana and 3,100 for Devil Canyon.
A camp operation report together with information from experienced
arctic work camp contractors indicates a camp of 3,000-5,000
people would require approximately thirteen (13)pounds of food
and supplies per person per day and fuel for power and heat at
1.1 gallons per person per day.These figures convert to the
following delivery rates:
Camp Supplies
4500 persons 13 lb.x
2000 Ib./ton man-day
x 7 days =204.8 tons/week (Watana)
week
3100 persons
2000 lb./ton
x 13 lb.x 7 days =141.1 tons/week (Devil Canyon)
man-day week
Truck Loads @ 30 tons each =
Rail Cars @ 7S tons each =
Watana
6.8 load/wk
2.7 load/wk
Devil Canyon
4.7 load/wk
1.9 load/wk
Camp Fuel
4500 persons x 1.1 gal.x 7 days =35,000 gal./week (Watana)
day week
3100 persons 1.1 gal.x 7 days =24,000 gal./week (Devil Canyon)x
day week
r25/e 7-6
Truck Loads @ 7,500 gallons =5 loads per week for Watana;3\per week
for Devil Canyon.
Rail Car loads @ 20,000 gallons =2 loads per week for Watana;11a per
week for Devil Canyon.
7.3.-Permanent Village
The permanent Village is estimated as 45 dwelling units.It is
expected that construction of the village will occur over a period
of two years at an average of two truck loads of materials per
dwelling unit.
7.4 -Summary of Freight Movements
The following summary of freight movements is intended to show
the order of magnitude for transport requirements on the access
facility.
Table 7.6
SUMMARY OF REQUIRED AVERAGE MATERIAL FLOW RATES
Watana Dam Devils Canyon Dam
Trucks 95 111
Contingency &Misc.19 22
Total 114 Trucks Loads/week 133 Truck loads/week
Rail Cars 38 45
Contingency &Misc.8 9
Total 46 Rail Cars loads/week 54 Rail Cars Loads/week
Note:Total includes Tables 7.4,7.5,camp supplies and camp
fuel.Total does not include initial mobilization of construc-
tion .equipment or materials for permanent village.
r25/e
------_._-_....._-_._------
7-7
7.5 -Personnel Movements
In addition to the requirements for moving freight the workers
themselves must be moved to the site.There are at least four
options for accomplishing the movement of personnel depending on
the nature of the access facility provided and the types of controls
put on the construction personnel.construction crews and
support personnel will be working 7 days per week and three
shifts per day.Even with this kind of schedule large numbers of
people will be off shift at anyone time.It would seem appropriate
that these people have some way of leaving the area.Options
include the following =
1.An aircraft shuttle
2.A rail shuttle if rail only is provided
3.A bus shuttle
4.Private vehicles
An aircraft shuttle could be used for the movement of personnel to
the construction camp.Transportation costs would be high and
the mode is extremely vulnerable to weather limitations.
Several of the access plans outlined herein include options for
access to all or part of the project by rail only.The camp
populations are such that a steady flow of personnel to and from
camp may be expected.If only ten percent of the population
travels on a given day I the total person trips will be in the
range of 300 to 500 daily.
Rail coaches normally seat 50 to 80 persons.If access to either
dam is limited to rail only I then a regularly scheduled shuttle train
.of an engine and two to four passenger cars will be needed to
provide the required service.This service combined with the
freight haul requirements will necessitate additional rail sidings
and a much more complex communication system on the rails.
r25/e 7-8
If roads are provided as primary access to the job site,a bus
shuttle could be provided for personnel movements.This would
best be handled by commerical carrier.The cost could be born
either by the individual or the project.
The use of private vehicle would be the simplest method to ad-
minister.It would also allow the workers the greatest flexibility.
If only 10%of the population travels on a given day,traffic
volumes on the access road could exceed 500 vehicles per day.
Traffic volumes at this level normally warrant a paved surface
rather than a gravel surface.
For the purpose of comparison,in this report,logistics costs will
not include passenger transportation.
r25/e 7-9
.•.......•.••._..•--.---,._._-_.
ACCESS ROUTE
DESIGN PARAMETERS
8.-ACCESS ROUTE DESIGN PARAMETERS
The plan of study for the Susitna Project calls for the analysis of
three general routes and two transportation modes to provide
access to the proposed dam sites from port facilities or instate
sources of supply.Consideration must be given to using road,
railroad or a combination of both to serve the project.
The alternate routes to be studied were required to accomodate the
following:
o
o
Serve all dam sites that might be proven feasible by
other portions of the overall study.
Corridors had to be included on the North and South
sides of the Susitna River with connections to the
Alaska Railroad near Gold Creek,to the Parks
Highway and to the Denali Highway.
I n order to be able to make a valid comparison between alterna-
tives a basis for that comparison must be established,with this
thought in mind,proposed design criteria were developed.
8.1 -Roadway Parameters
Originally the access road was envisioned as a low volume service
road.The road was to be adequate for moving the necessary
amounts of material and personnel but not necessarily in confor-
mance will all requirement for a major public highway.As a result
the original proposed design parameters were for a 30 mile per
hour design with a 30 foot top width.
r25/f 8-1
TABLE 8.1
ORIGINAL PROPOSED DESIGN CRITERIA
Road
~'
Design Speed
Maximum Grade
Maximum Curvature
Design Loading
30 mph
10%
19°
HS-20
Design criteria such as these are used to establish guidelines for
design.The designer normally attempts to provide horizontal and
vertical alignment that is better than the minimum alignment such
limits would provide.In order to maintain schedule,work began
on a number of possible alignments prior to approval of the
proposed criteria.While the corridor definition work was in
progress information on certain primary dam components was
developed that required flatter grades and curves.Satisfying
these criteria would provide a roadway that would essentially
conform to a 50-60 mile per hour design speed.Subsequent work
confirmed the need for roadway design criteria for 60 mile per
hour design speed.The relatively high roadway design
parameters are required because of the size and weight of certain
components of the dams that must be manufactured and imported to
the site.The approved roadway design parameters are given in
Table 8.2.With acceptance of the design parameters,a typical
cross section was developed and is depicted in Figure 8.1.
Projected traffic volumes suggest that asphalt pavement should be
provided if personnel access to the construction camps is by
private auto.
r25/f 8-2
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The 60 mph design criteria was attainable in all major corridors
except one -the crossing of Devil Canyon to join the south
corridor to the north corridor.The precipitous terrain in Devil
Canyon can be crossed by a high suspension bridge spanding from
the south bluff to the north bluff,or by a low bridge just above
the high water level.The low bridge could be reached only by a
30 mph road (10%grades,19°curves)cutting into the sides of the
bluffs.The low level crossing would be needed in any event as a
pioneer road,because a high suspension bridge would require
3 years to construct.For the purposes of this report,the low
level crossing has been used for the entire construction period.
After the Devil Canyon Dam has been constructed,access will be
rerouted to cross the dam along its crest.The rerouted access
will be built at the 60 mph criteria.
TABLE 8.2
APPROVED ROADWAY DESIGN PARAMETERS
Design Speed
Maximum Grade
Maximum Curvature
Design Loading
(Construction Period)
Design Loading
(After Construction)
8.2 -Rail Road Parameters
60 mph
6%
5°
80 Kip Axle &200 Kip
total
HS-20
The volume of bulk materials to be moved to the Susitna project
during the fifteen year period of construction make consideration
of rail service mandatory.The principle concern with using the
Alaska railroad was the load capacity of existing trackage and
bridges.Horizontal and verticle c1earences governing the overall
size of loads that can be moved by rail are controlled by existing
facilities.The exisiting facilities conform to the American Railway
r25/f 8-4
Engineering Association (AREA)standards.The Engineering office
for the Alaska Railroad states that the ARR is currently rated as
an E-50 railroad.They are in the process of up grading to E-80
facilities.The Chief Engineer for the ARR recommended using an
E-72 loading for railway planning.Input from the railroad
engineering staff and AREA standards suggest the following design
parameters would be appropriate.
TABLE 8.3
APPROVED RAI LROAD DESIGN PARAMETERS
....
r25/f
Maximum Grade
Maximum Curvature
Loading
8-5
2.5%
10 0
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CORRIDOR SELECTION
-
9.0 -CORRIDOR SELECTION
The general locations for the potential access corridors were
defined in the POS.The next step in the process was the
determination of where within these general corridors facilities
could be built that would conform to the required design
parameters.To that end,a series of alternate segments were
identified and then evaluated.This section documents the process
by which this segment selection was done and the results of the
evaluation.
9.1 -Methodology
The Susitna Hydroelectric Project is located on a section of the
Susitna River that is remote wilderness.Earlier studies by
government agencies had generated some contour mapping in the
vicinity of the proposed dam sites.The only other available
contour information was USGS mapping on a one-inch (1")equals
one (1)mile scale with one-hunderd foot (100 1 )contour intervals.
To aid the project team in selecting possible routes,a low level
helicopter flight was made in late March,1980.A mosaic was then
made of the USGS mapping from Gold Creek and the Parks
Highway through the Watana site and out to the Denali Highway
north of Watana.Using the preliminary design parameters and
information gained from the overflight of the project area,a
number of possible alignments were laid out on the map mosaic.
The various alternatives were split into convenient segments.
Some of these segments were unique while others could be common
to two (2)or more alternatives.Each segment was analyzed for
grades on a section by section basis.Each curve was checked .for
degree of curve and deflection angle.Each curve and each
identifiable gradient section were then tabulated.The various
segments considered were combined to provide a total of
r15/b
---_._----,-_._.-------
9-1
thirty-six (36)possible alignment alternatives that could
conceivably be constructed to provide access to one or both of the
principle dam sites.The various combinations of segments making
up potential access route alignments were compared.The align-
ments identified as being.the most attractive within each of the
three (3)general corridors required by the plan of study was
selected for further work.A low level reconnaissance flight with
part of the environmental team was made April 30,1980 to review
the proposed corridor alignments prior to the photographic flights.
Valuable input for future analysis was gained,and there was
nothing identified that would force a major line change at this
early stage of the work.
On May 5,1980 the proposed corridor alignments were approved
for photographic flights.
For the purpose of analysis the proposed general corridors are
identified as follows:
Corridor 1
Corridor 2
Corridor 3
On the north side of the Susitna River between the
Parks Highway and the Watana Camp.
On the south side of the Susitna River between the
Parks Highway and Watana Dam site.This corridor
is being studied for railroad possibilities as well as
road.J ncluded in this corridor are the possible
connections to Corridor 1.
Connecting Watana Camp with the Denali Highway to
the north.
9.2 -Discussion of Alternative
A number of alternative segments were considered within each of
these three (3)general corridors.The alternative segments within
r15/b 9-2
.-.
the respective corridors are discussed below and shown in
Appendix B.
(a)Segment 1-A
(i)Descri ption
This segment begins near MP 156 on the Parks Highway in
the vicinity of Chulitna Pass.The line runs south east
through Chulitna Pass crossing the rail road near summit
lake,then proceeds easterly across Indian River and on to
the Portage Creek Canyon.The line travels northeasterly for
several miles while desending into a crossing of Portage Creek
then south westerly while climbing out of Portage Creek to
the north side of the Devil Canyon Dam Site.From Devil
Canyon the line proceeds north easterly crossing into the
upper reaches of Devil Creek then easterly through a
4,OOO-foot high pass and follows a drainage to a crossing of
Tsusena Creek then south to the north side of the Watana
Dam Site.Over-all length of the line is sixty four and seven
tenths miles.The segment is shown on Figure 9.1.
(ii)Line and Grade
Segment 1-A is well within the desired limits with regard to
alinement and grade with the exception of the portion through
Portage Creek and near Devil Canyon.The terrain in
Portage Creek Canyon is very difficult.Providing an align-
ment through Portage Creek Canyon that conforms with the
design parameters will require very heavy earthwork and
several small to medium length bridges across the side
drainages.
r15/b 9-3
(iii)Drainage Features
Most of the drainages along 1-A carry flows which can be
passed through standard culverts quite satisfactorily.
Bridges will be required for Indian River,and Portage
Creek;multiplate at Devil Creek and Tsusena Creek.
(iv)Bridges
As stated,at least two bridges are expected.The Indian
River bridge is a 440-foot long three span structure whose
configuration is dictated more by the shape of the crossing
than by the quantity of water in the river.The Portage
Creek bridge will be a two or three span structure approxi-
mately 200 feet long.Any construction within the Portage
Creek Canyon will require additional structures in the under
200-foot class at several side drainages.
(v)Soils
Much of the alignment for segment 1-A from the Parks
Highway to Devil Canyon traverses frozen soils,generally
basal til I with moderate side slopes.Drill holes indicate
permanent ice beginning at depths of around fifteen feet.
The material consists of gravels,sands and silts.Properly
handled the material can be used to construct road bed,
however the silts and sands will erode readily unless
protected.The material is generally frost susceptible due to
the silt content which will require a substantial non-frost
susceptible subbase layer in the road bed.The soil is very
susceptible to thaw settlement making it necessary to severly
limit the depth of excavation and then requiring extensive
borrow areas to provide roadway embankment.
r15/b 9-4
There are extensive organics in the section of line from the
Parks Highway through Chulitna Pass.This material is ten
to twenty feet deep and will be difficult to build on.The
remainder of the segment encounters occasional small areas of
organic soils.With the exception of the crossings of Portage
and Tsusena Creeks these areas of organics can be avioided.
The Portage Creek Canyon section traverses very steep cross
slopes.Because of the frozen soils any road-way
construction in the area could result in major erosion and
thaw settlement problems at deep cuts will be unavoidable.
The section of 1-A from Devil Canyon to Watana traverses
soils with shallow to exposed bedrock.Most of this section
traverses relatively gentle cross-slopes.These conditions will
allow road bed construction without undue problems with
erosion and thaw settlement.Borrow sources are available
close by the alignment.
(vi)Environmental Concerns
Portions of Segment 1-A have significant potential environ-
mental problems.The section between the Parks Highway and
Chulitna Pass traverses an obvious wetland area and
encroaches on the Denali State park.Both Indian River and
Portage Creek are anadromous fish streams.I ndian River
could be crossed without a serious conflict with the fish,
however the potential for erosion that would result from
construction in the Portage Creek Canyon may well pose a
threat to the Portage Creek fish runs.The lower Portage
Creek area has been identified as a potential raptor area and
most of Portage Creek is known furbearer habitat.The
alignment between Devil Canyon and Watana does not encroach
on any environmentally sensitive areas.
r15/b 9-5
---------_._,-,-------_._-_.__.-._---------
(vi i)Segment Su itabi Iity
Segment 1-A is actually a full length alternate alignment.
The section from the Parks Highway to Devil Canyon is not
considered suitable for access construction.This section has
numerous construction,soils and environmental problems.
The section from Devil Canyon to Watana remains viable.
(b)Segment 1-B
(i)Description
Segment 1-B is an alternate to a portion of 1-A between Devil
Creek and Tsusena Creek.The segment begins just west of
Devil Creek and drops into the Devil Creek drainage,cros-
sing the creek,and swings north and east past Mama Bear
Lake,then south easterly through a wide pass at 3,400-foot
elevation,then proceeds easterly to rejoin segment 1-A before
reaching Tsusena Creek.See Figure 9.1.
This alignment lies south of 1-A and utilizes a broader,lower
pass which should be easier to keep open during and after
snow storms.The cross slopes are gentle to moderate with
the steepest being as the line climbs out of Devil Creek.
This segment is 16.2 miles in length
(ii)Line and Grade
Alignment and grade on this segment are we!I within the
required parameters.
r15/b 9-6
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(iii)Drainage Features
Segment 1-B encounters no major or complicated drainage
features.Cross culverts will be required at intervals.The
only major stream crossing is Devil Creek,which can be
spanned by culverts.
(iv)Bridges
No bridges in this segment
(v)Soils
Some frozen Basal till with shallow bedrock occurs as the line
drops into Devil Creek.Cross slopes are such that heavy
cuts should not be required.Erosion and thaw settlement
problems should be kept to a minimum.The crossing of Devil
Creek is on thawed soils generally Ablation tills and flood
plain deposits which are good soils for road bed construction.
Climbing out of Devil Creek,the line crosses good soils with
bedrock at or near the surface.Frozen soils are not en-
countered untill the east end of Mama Bear Lake.The
remainder of the alignment is sporadically frozen soils
however the terrain has gentle to moderate slopes which will
allow road bed construction without heavy cuts.
(vi)Environmental Concerns
This segment does not appear to cross any environmentally
sensitive areas.The alignment is generally at or above the
~ree line and conflicts with wildlife appear to be minimal.
Where erodable soi Is are encountered,slopes are flat enough
that a minimum of soil will be exposed thereby keeping the
potential for erosion down.
r15/b 9-8
(vii)Segment Suitability
Segment 1-B is a viable alternate.It does exhibit some
advantage over 1-A in that the pass is lower and such that
snow control should be easier.
(c)Segment 1-C
(i)Description
This segment leaves 1-B at Devil Creek and descends Devil
Creek to the Susitna River then up the Susitna River
crossing Tsusena Creek near its mouth and climbing to the
north end of the Watana Dam.This alignment was intended to
provide a water level access along the Devil Canyon
reservoir.See Figure 9.2.
The segment is 27.5 miles in length.
eii)Line and Grade
This segment can be constructed to meet 30 mph design speed
but cannot meet the desired parameters.There are two
sections where grades approaching eight percent cannot be
avoided.
(iii)Drainage Features
This segment is generally side hill construction with numerous
stream crossings.With the exception of Devil Creek and
Tsusena Creek,culverts should handle the drainage concerns
with no more than normal considerations.
r15/b 9-9
(iv)Bridges
Two bridges are positively identified at Devil Creek and at
Tsusena Creek.Both bridges would be in the one hundred
fifty to two hundred foot catagory with two or three spans.
(v)Soils
This alignment crosses generally marginal soils with some
scattered frozen materials near Watana Camp.The portion of
Alternate 1-C along the Susitna River is mostly in frozen
materials composed of solifluction deposits which are composed
of saturated soil material and rock debris especially subject to
frost creep or down slope movement.In addition there are
large slide scar areas crossed and one apparently active
landslide area (see Appendix D).The unfrozen and organic
soils at the surface are covering sections of permafrost and
these soils are prone to frost heave and thaw settlement.
Since the majority of the slopes face the south,thawing is
more likely giving lower bearing strengths and very low slope
stability as evidence by the existing slide scars.
(vi)Environmental Concerns
There are a number of potential environmental concerns with
this alignment.Erosion from cut and fill slopes in frozen
soils and existing slides would be a major problem.The
timbered side hills are important moose and black bear
habitat.The most important habitat area is near the mouth
of Tsusena Creek.
(vii)Segment Suitability
This segment is not very suitablei poor soils conditions,the
inability to meet grade requirements,and the encroachments
r15/b 9-10
on wildlife habitat make this segment unattractive.In
addition,the alignment encroaches on a borrow area needed
for construction of Watana Dam (Borrow Area C)and crosses
a portion of the construction area.
Cd)Segment 1-D
This alignment is a shorter,steeper crossing of Portage
Creek.The alignment uses switch backs,steep grades and
sharp curves to minimize the amount of damage in the Portage
Creek Canyon.See Figure 9.2.
The segment is 9.0 miles in length.
(ii)Line and Grade
Vertical and horizontal alignment violate the desired
parameters.There is no possibility of constructing an
alignment on this segment that satisfies the design
parameters.
(iii)Drainage Features
There are no significant drainage features on this alignment.
Ditches and cross culverts would be standard type construc-
tion.
(iv)Bridge
A bridge would be required at Portage Creek very similar to
the segment 1-A Portage Creek Bridge;a three span
structu re approximately 200 feet long.
r15/b 9-11
(v)Soils
This segment traverses some very steep ground completely
characterized by frozen soils which are highly subject to
erosion,thaw settlement and frost heave.
(vi)Envi ronmenta I Concern s
Portage Creek is an anadromous fish stream and there is
concern that erosion of cut and fiJI slopes would be
detrimental.In addition the alignment traverses known
furbearer habitat and potential raptor nesting areas.
(vii)Segments Suitability
This segment is not considered to be suitable for further
consideration.
(e)Segment 1-E
-(i)Description
,-
-
This segment is an 'alternate crossing of Tsusena Creek
upstream from the 1-A crossing and connects with 3-A near
Deadman Creek.See Figure 9.2.
This segment is 7.5 miles long.
(ij)Line and Grade
While longer than the 1-A crossing,this segment crosses
Tsusena Creek with easier grades and good horizontal
alignment.
r15/b 9-12
(iii)Drainage Features
There are no significant drainage features on this segment.
Normal ditch and culvert construction will serve.
(iv)Bridges
No bridges are needed on this segment.
(v)Soils
This segment crosses generally thawed soils exhibiting good
road building characteristics.
(vi)Envi ronmental Concerns
The crossing is far enough up Tsusena Creek to avoid the
most critical moose habitat.The soils are such that the
erosion possibilities are low I making this an attractive option.
(vii)Segment Suitability
This is a good segment much more suitable than 1-A in the
Tsusena Creek drainage.The bridge crossing is good and
cross slopes are moderate.
(f)Segment 1-F
(i)Descri ption
This segment is an alternate to the section of 1-A from Parks
Highway through Chulitna Pass.This segment crosses the
railroad track closer to the highway and traverses the base of
Chulitna Butte against the railroad tracks connecting with 1-A
east of Summit Lake.See Figure 9.2.
-
r15/b 9-13
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-
This segment is 4.1 miles long.
(ii)Line and Grade
This segment conforms with the preferred design parameters
although is not as straight and flat as the comparible
sections of 1-A.
(iii)Drainage Features
No major drainage features are encountered.There are a few
small streams crossed which can be handled with culverts.
The line does avoid the wetland area traversed by 1-A.
(iv)Bridges
This segment does not include any bridges.
(v)Soils
This section crosses frozen basal till and organic soils just as
1-A does,however,the extent of organics is much smaller.
1-F is further up slope and on moderate cross-slopes.The
terrain is generally suitable for fill type construction often
used to bridge organics and insulate frozen soils.As with
other areas of the project there is some 10-15 feet of
unfrozen soil over the permafrosti at least a portion of which
can be worked in normal fashion provided due care is used
with regard to erosion,thaw settlement and frost heave.
(vi)Environmental Concerns
The first two miles of the line encroach on a corner of Denali
r15/b 9-15
state park essentialy parrallel to the rail road.This align-
ment may require the taking of some dwelling units in the
Chulitna Pass area.No critical habitats area appear to be
impacted.
(vii)Segment Suitability
This segment essentially parallels the railroad and in so doing
should have minimal added environmental impact.The wetland
area in the pass is avoided and,while frozen and organic
soils are a factor,they can be dealt with.This segment is
preferable to the corresponding section of 1-A.
(g)Segment 2-A
(i)Description
This segment begins at Sherman on the Alaska railroad south
of Gold Creek.The alignment climbs the river bluffs via
switchbacks to the higher ground near the head of Gold
Creek.From there the line runs generally east on the high
ground to the divide above Prairie Creek.The line then
desends along a ridge and passes just north of Stephan Lake
then proceeds easterly to a crossing of Fog Creek and north
to the Watana Dam site past the west end of Fog Lakes.See
Figure 9.3.
This alignment is 56.7 miles long.
(ii)Line and Grade
This alignment conforms quite well with the design parameters
except for the climb from Sherman to the head of Gold Creek.
This section is switchbacks using grades to ten percent and
very sharp curves.
r15/b 9-16
(iii)Drainage Features
Drainage features along this route are routine.The only
problem areas being the west area near Stephan Lake and
near Fog Lake where flat,boggy and frozen ground will be
difficult to drain.
(iv)Bridges
The only Bridge involved with this alignment is the crossing
of Fog Creek.This is a major bridge.The canyon is fairly
deep with near vertical rock walls.The length of the
crossing is approximately 600 feet.The probable structure
type is a continuous deck truss that can utilize cantilever
type construction techniques.This bridge will take eighteen
to twenty four months to construct and will require a
passable road over which to transport materials.This bridge
could be a major schedule constraint.
(v)Soils
This alignment traverses a variety of soils.The climb
through the switchbacks from Sherman is in an area of frozen
Basal till over bedrock.The steep terrain will require heavy
cuts and fills which will not be suitable.The Basal till is
erodable and subject to frost heave and thaw settlements all
of which would be major problem in the switch back area.
The section from the head of Gold Creek to the Prairie Creek
divide crosses sporadically frozen soils and colluvial deposits
mixed will bedrock.The material is generally acceptable for
roadbed construction provided proper care is exercised with
regard to frost susceptibility and erosion control.Scattered
pockets of shallow organics exist that could be largely
avoided.
r15/b 9-17
From Prairie Creek divide to Watana the soils are Lusterines
over frozen tills with pockets of organics and some bedrock
near Fog Creek.The soils are acceptable for roadbed con-
struction provided that consideration is given to frost
susceptability,and thaw settlement and erosion.The soils
near the end of Stephan Lake show evidence of massive ice.
This area should be avoided if possible.
(vi)Environmental Concerns
The environmental concerns along this alignment are in the
Stephan Lake -Fog Lakes area.These areas are prime
habitats for varity of big game animal~,waterfowl,and fur
bearers.There is a potential for raptor use in the Fog
Creek area.These same areas have been identified as having
archeological sites of potential significance.There is a
concern that public access to these area will have detrimental
effects on big game populations and on the archeaological
sites.
(vii)Segment Suitability
The portion from Sherman to the Prairie Creek divide is not
considered as suitable because of difficult line and grade
restrictions above Sherman and the fact that this line does
not directly serve Devil Canyon.
The portion from the Prairie Creek divide to Watana is
suitable for construction although there are some unavoidable
environmental concerns.A portion of the line passes through
b9rrow area H designated for use in construction Watana Dam.
Some re-routing would be required to avoid the massive ice
near Stephan Lake.
r15/b 9-18
(h)Segment 2-B
(i)Description
This segment begins in at the south side of the Devil Canyon
Dam site and travels south,up Cheechako Creek,about two
miles before turning east and crossing the creek.The line
then continues south easterly for about five miles whi Ie
climbing to the top of a deep gorge.At this point the
segment turns southerly following the top edge of th.e gorge
to its head and join 2-A at the Prairie Creek divide.See
Figure 9.3.
This segment is 13.6 miles in length.
(ii)Line and Grade
The horizontal aJignment on this segment is acceptable.It is
not possible to bring the portion south of Devil Canyon into
conformance with the required gradient criteria.7%to 10%
grades would be required for about two miles.
(iii)Drainage Features
This alignment is located on high ground with little or no
drainages involved.The one exception is a three mile reach
that follows a small stream.The line appears to be above the
stream far enough to avoid direct conflicts and should be no
problem.
(iv)Bridges
One Bridge will be required crossing Cheechako Creek.This
will be over a deep rock gorge.It will be curved and will
r15/b 9-19
SUSITNAACCESSCORRICORBEGMENTRA-I!5B.7ML.B.IIMENT8B-13.&MI.9-20FIGURE9.S[i]
require long spans and some tall towers for the intermediate
supports.Because the bridge will be on a curve it will likely
be a steel box girder structure.A second,more conventional
bridge may also be required across a tributary of Cheechako
Creek.
(v)Soils
The soils are Basal till over bedrock -generally frozen along
the first part of the line and bedrock or colluvium over
bedrock along the remainder.The frozen till is on variable
cross slopes much of it steep enough to require large fills to
avoid cuts in frozen soils.Extensive borrow may be required
to provide material for the fills.
(vi)Environmental Concerns
Portions of this segment traverse areas used by caribou as
winter range because the wind keeps the ridge tops blown of
snow.No other environmental conflicts have been identified.
(vii)Segment Suitability
The westerly section of 2-B near Devil Canyon is not suitable
in that excessive grades cannot be avoided.The easterly
end along the deep gorge approaching the Prairie Creek
divide is highly suitable in that soils are rock,grades and
alignment are satisfactory.
(i)Segment 2-C
(i)Description
This segment runs south from 2-8 near Devil Canyon up the
Cheechako Creek drainage to join 2-A.This was intended to
r15/b 9-21
be the side connection to serve Devil Canyon from 2-A.See
Figure 9.4.
This segment is 7.5 miles long.
(ii)Line and Grade
The horizontal alignment on this segment is satisfactory
however grades exceed the desired maximum with no way of
improving it.Over four miles of the line would be in the 7%
to 9%range.
(iii)Drainage Features
There are no special drainage features along the segment.
Several cross drainages exist;however standard ditchs and
culverts will serve.
(iv)Bridge
There are no bridges on this segment.
(v)Soils
This segment crosses unfrozen colluvial deposits and bedrock
generally acceptable for normal roadway construction with
proper attention to erosion control and frost classification of
materials.
(vi)Environmental Concerns
There have been no significant environmental conflicts
identified along this alignment.
r15/b 9-22
(vii)Segment Suitability
This segment is not considered suitable because of excessive
grades.
(j)Segment 2-D
(i)Description
This section begins at Sherman,crosses the Susitna River
and cuts through a pass inside Denali State Park to connect
with the Parks Highway.See Figure 9.4.
This segment is 10.7 miles long.
(ii)Line and Grade
All of this segment conforms
horizontal and vertical alignment.
however.
(iii)Drainage Features
to the requirements for
The grades do approach 6%
This segment is located nearly in the bottom of drainages and
may generate some conflicts with the streams.I n addition
there is a wet area in the pass west of the river which may
result in surface drainage problems.
(iv)Bridges
A major bridge over the Susitna River will be required.
bridge will be a mulitspan structure,probably welded
girders,and approximately 1,000 feet long.
The
plate
r15/b 9-23
(vi)Soils
The soils along this corridor have not been mapped.The
material immediately north has been mapped and is frozen
basil till over bedrock with some pockets of organics inter-
spersed.
(vi)Envi ronmental Concerns
This segment cuts directly through Denali State Park.Some
wetlands are involved,and while not verified,the vegitation
is typical of other areas that have been identified as Moose
habitat.
(vii)Segment SUitability
This segment is not considered viable because it passes
through Denali State Park and would disrupt the Park without
demonstrating an off setting distinct advantage.
(k)Segment 2-E
(i)Descriptions
This segment connects 2A and 20 at Sherman with 1-A at
Chulitna Pass.The line generally parallels the railroad and
was looked at as an alternative to 2-D in connecting with the
Parks Highway.From Sherman to Gold Creek the alignment
runs between the railroad and the base of the mountain.In
two locations it is squeezed into some difficult side hill con-
struction.After crossing the Susitna River the line stays
back from the bluff above Indian River to avoid some side hill
construction.See Figure 9.4.
-
r15/b 9-24
SUSITNAACCESSCORRICORBBlaMENT2C-7.11MI.BIIIIMENT2C-1D.7MI...BBI3MBNT215-18.6MI.9-26FII3URB9.4.
The length of the line is 15.6 miles.
(ii)Line and Grade
Horizonal and vertical alignment conform with the desired
parameters.
(iii)Drainage Features
There are no special drainage considerations on this segment
normal ditches and culverts will serve.
(iv)Bridges
There are a total of three bridges identified on this segment.
The main stream Susitna River Bridge is located immediately
upstream of the Railroad Bridge.The first of two bridges
over Indian River is just upstream from the Susitna River and
will be an approximately 400-foot,three span structure.The
second bridge over Indian River is near Chulitna Pass this
will also be an approximately 400-foot,three span structure.
(v)Soils
Th is segment has a va riety of soi I types.The portion south
of the Susitna River crossing is largely alluvial and flood
plain deposits exhibiting good road building characteristics.
This material is unfrozen and normal care with erosion contol
and frost heave will result in a quality facility.The section
north of the Susitna River crosses frozen Basal till and,some
floodplain deposits near the stream crossings.
r15/b 9-26
(vi)Environmental Concerns
The principle environmental concerns for the segment result
from potential impacts on the Susitna and Indian Rivers.In
each case there is a potential for equipment working in the
streams.The impacts should be temporary in nature and not
adversely effect the fish populations.
The segment does border a State land disposal area known as
the III ndian River Remote ll disposal.
(vii)Segment Su itab i Iity
The entire segment is suitable for construction.Only
portions of it may be used depending on the final access plan
accepted.
(I)Segment 2-F
(i)Description
Segment 2F is a road alignment develop~d to shorten the
distance traveled by 2A in crossing Fog Creek.The segment
uses a bridge and somewhat steeper grade to effect a nearly
straight crossing rather than a long switch back.See Figure
9.5.
This segment is 3.9 miles long.
(ii)Line and Grade
This segment does conform to the desired parameters for
horizontal and vertical alignment.Grades do approach the
6%maximum.The horizontal alignment can allow safe truck
r15/b 9-27
operations on the alignment and need not be designed at the
maximum curvature.
(iii)Drainage Features
The segment does not encounter major drainage features other
than Fog Creek.A bridge will be required for Fog Creek
while other drainage considerations can be treated
satisfactorily with normal ditches and culverts.
(iv)Bridges
A major bridge is required on this segment at Fog Creek the
structure crosses a deep rocky gorge.The structure type
suggested is a deck truss because of the probable span
arrangement and height of intermediate support towers.
Structures of this type require considerable length of time to
assemble.One and one half to two years is probable.
(v)Soils
The soils are Lusterines over frozen Basal tills south of Fog
Creek and frozen Basal tills over bedrock north of Fog
Creek.There is bedrock at or near the surface at Fog
Creek.The south side of Fog Creek is a designated borrow
sou rce for Watana Dam.
(vi)Environmental Concerns
The entire area traversed by the segment has been identified
as Moose and Caribou habitat.Fog Creek has been identified
as potential raptor habitat.
r15/b 9-28
(vii)Segment Suitability
The segment is considered suitable for construction with one
exception.The alignment does pass through one of the
borrow sources for Watana Dam.For this reason segment 2-F
was modified by segment 2-J.
(m)Segment 2-G
(i)Description
Segment 2-G begins at Devil Canyon Dam on the south side
and follows the side hill upstream while climbing to join
segment 2B as both lines turn south away from the Susitna
along the top of a deep gorge.This segment is an alternate
to 2-B that can conform with design parameters.See Figure
9.5.
Over all length of the segment is 7_7 miles.
(ii)Line and Grade
This segment has acceptable line and grade_The segment
was designed to bypass the grade problems of segment 2-B_
(iii)Drainage Features
Standard culverts and ditches will serve all known drainage
considerations for this segment.
(iv)Bridges
This segment includes a major structure over Cheechako
Creek just after leaving Devil Canyon.This structure would
be a three span deck truss over a deep narrow gorge.This
r15/b 9-29
---------------------------------------
type of structure will require one and one half to two years
to construct.A bridge is also required at Station 1490,over
an unnamed creek.
(v)Soils
Soils on the segment are varied.Portions of the line cross
frozen Basil till with bedrock near the surface,exposed
bedrock,and bedrock under Colluvium.Cross slopes are
generally steep.This segment will require extensive rock
excavation resulting in slow construction.
(vi)Envi ronmental Concerns
The segment passes along the Susitna River ban ks wh ich have
been identified as potential raptor habitat.Extensive side
hill construction on fairly steep terrain increases the potential
for erosion and slides.
(vii)Segment Suitibility
This segment is suitable for construction should south side
road access be selected.There are some scheduling
constraints however because of the bridges and the extent of
construction in rock.
(n)Segment 2-H
(i)Oescri ption
This segment leaves 2-E at Indian River and closely parallels
the railroad south across the Susitna River then turns north
easterly to connect with 2-1 about two mi les upstream from
Gold Creek.This segment would be one logical route if road
r15/b 9-30
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access were provided from the Park Highway while providing
a rail head at Gold Creek.See Figure 9.5.
This segment is 5.4 mIles long.
(ii)Line and Grade
The horizontal and'vertical alignments for this segment will
meet desired parameters.
(iii)Drainage Features
The only drainage features of note on this segment are Indian
River and the Susitna River.
(iv)Bridges
Bridges required on this segment would be similar in con-
figuration to those required at the Susitna River and the first
I ndian River crossing of Segment 2E.The location will vary
from the 2-E rocation,however the general design would be
similar.
(v)Soils
The soils encountered along 2-H are largely floodplain and
terrace deposits with portions located on frozen Basil till.
(vi)Environmental Concerns
Both the Susitna River and I ndian River are anodromous
streams at the proposed crossing.Bridge construction would
have to be done in a manner approved by the responsible
agencies.No other significant environmental concerns have
been identified.
r15/b 9-32
'---~----------'----'--'-''.._._-".,,-,-
Some of these may
or pipe arches of a
A portion of the
must be taken to
(vii)Segment Suitability
This segment is suitable for construction.All or part may be
used depending on the final access plan adopted.
(0)Segment 2-1
(i)Description
This segment is located on the south side of the Susitna
River slowly accending in elevation to reach the south end of
Devil Canyon Dam.The segment begins about 2 miles above
Gold Creek.See Figure 9.6.
The segment is 11.4 miles long.
(ii)Line and Grade
This segment has very good horizontal and vertical alignment
generally providing an aligl'1ment that will be better than the
required minimums would provide.
(iii)Drainage Features
Several drainages cross this segment.
require large culverts such as multiplate
type common to highway construction.
alignment follows a small drainage,care
protect this stream.
(iv)Bridges
It appears that no bridges will be required on this segment.
r15/b 9-33
-
(v)Soils
Nearly all of this segment traverses frozen Basal till on side
slopes varying from flat to moderately steep.Care must be
taken not to cut so deep as to disturb the thermal regime
without insulation or other special features to protect the
underlying conditions.Large quantities of borrow will be
required for this section because of the frozen soils.
(vi)Environmental Concern
No major environmental concerns have been identified along
this segment.There are small wetland areas that must be
considered in final design.
(viii)Segment Suitability
This segment is suitable for construction of roadway.Access
to Devil Canyon from Gold Creek could be provided fairly
rapidly via this segment.
(p)Segment 2-J
(i)Description
This segment provides an alternative to 2A around Stephan
Lake and the borrow area near Fog Creek.The alignment
moves north of 2A as it passes Stephan Lake to avoid some
wetland and bad soil areas then crosses 2A and runs south
and east of 2A joining 2F north of Fog Creek.See Figure
9.6.
The segment is 12.2 miles long.
r15/b 9-34
(ii)Line and Grade
This segment has good line and grade its entire length.
There are some maximum (6%)grades at Fog Creek.
(iii)Drainage Features
This alignment crosses several small drainages of the type
normally handled with culverts.There appears to be no
significant drainage problems.
(iv)Bridges
There is a major bridge over Fog Creek.This bridge would
be similar to the structure required on 2-F,multispan,and
approximately 1,250 feet in length.It may be possible to use
a welded plate girder structure rather than a truss.If so,
some six to twelve months could be saved on the construction
schedule when compared to the bridges on 2-F.This bridge
will still require a year to build.
(v)Soils
The soils along this segment are largely Lusterines over
frozen Basal tills.These soils are sensitive and require care
in designing slopes,ditches and other features to avoid
erosion,frost heave and thaw settlement.Cross slopes are
generally gentle to moderate thus allowing cuts to be kept to
a minimum.
(vi)Environmental Concerns
The entire segment traverses quality wildlife habitat.Moose,
Bear,Caribou,Raptors,and Furbearers use this area.The
r15/b 9-35
-
segment does stay further from Stephan Lake,other than that
the impacts would be comparible to 2A.
(vii)Segment Suitability
The segment is suitable for construction.It has two
advantages over 2A in that it is further from Stephen Lake
and the associated environmental concerns and it skirts the
edge of borrow area H for Watana Dam.
(q)Segment 2-K
(i)Description
This segment was proposed as a shorter alternative to a
portion of 2-H.The segment leaves 2E as the south side of
the Susitna River and turns sharply east climbing to join 2H
on top of a bluff.See Figure 9.6.
This segment is only 0.9 miles long.
(ii)Line and Grade
This segment conforms to the required parameters however
maximum curvature and gradients are involved.
(iii)Drainage Features
No significant drainage features are encountered by this
segment.
r15/b 9-36
ItSUSITNAACCESSCORRICORBEGMENT·21-11.4ML·••caMENT2.1-12.2MI...SEGMEN~2K.D.~MI~&-37FIGUREB.BFOR:[i]
(iv)Bridges
No bridges are involved on this segment.
(v)Soils
The soils crossed are flood plain deposits and frozen Basal
tills.Much of the alignment would require high fills con-
structed of borrow.Some cuts in frozen material are also
likely as the line joins 2-H on top of the bluff.
(vi)Environmental Concerns
No major environmental conflicts appear along this segment.
(vii)Segment Suitability
The segment is suitable but not desirable due to the use of
maximum curves and grades and the requirment for high fills.
(r)Segment 2-L
This segment is parallel to 2-E connecting 1-A at Chulitna
Pass with 2-1 east of Gold Creek.Portions are coincident
with 2-E.The primary purpose of this alternate is to
provide a line that has less potential for conflict with a State
of Alaska Land disposal tract.Another potential Susitna
River crossing is identified that allows the alignment to avoid
going over or around a short,high bluff.See Figure 9.7.
-
-
(i)Description
This line is 8.7 miles long.
r15/b 9-38
(ii)Line and Grade
The horizontal and verticle alignments for segement 2-L
satisfy all requirements.
(iii)Drainage Features
No abnormal drainage features are encountered.There are
several small cross drainages suitable for conventional
culverts.
(iv)Bridges
The Susitna River must be crossed.This structure can be a
mulitspan continuous welded plate girder structure.The
over all length is such that approximately two years will be
needed to construct this structure.This segment also
requires one bridge over Indian River.This would be a one
span steel box girder structure about 180-foot in length.
(v)Soils
The soils traversed by the segment are predominately frozen
Basal till.Care must be taken to avoid disturbing the
thermal balance.The side slopes are moderate.The line is
intended to stay along the break just on the top of a bluff
along Indian River.
(vi)Environmental Concerns
There are salmon using Indian River,therefore care should
be taken to minimize erosion.There is private property close
to the line.Property owners have expressed a negative
feeling about having any access facility near them.
r15/b 9-39
SUSITNAACCESSCORRICORRIMCONSULTANTS.INC.I!SEGMENTE!L=B.7ML9-40l\FIGUREl-~~(PREPAREDFOR:S.7[i]
(vii)Segment Suitability
The segment is suitable for construction and would be
preferable to the corresponding section of 2E.It reduces the
possibility of any potential encroachment on private property.
The line requires one less crossing of Indian River than does
f'2-E,and provides a good crossing of the Susitna while
eliminating the need to build over or around a bluff on the
south side of the Susitna River.
(s)Segment 2-M
(i)Description
This segment connects 2-1 with 1-A across Devil Canyon.
The crossing is via a road that winds down Cheechako Creek
Canyon to the south side of the Susitna River,crosses on a
low bridge,climbs up the canyon bluff on the north side,
then travels up a broad valley to connect with Segment 1-A.
The portion within Cheechako Creek Canyon and along the
north bluff of Devil Canyon is designed as a 30 mph road i
the rest is at the required 60 mph design speed.This line is
7.9 miles long,with 3 miles at 30 mph.
(ii)Line and Grade
As described above,the line has 3 miles of below standard
grades (up to 10%)and tight curves.The rest of the line
conforms to the 60 mph design standards,but much of it is
at the maximum 6%grade.
(iii)Drainage Features
No major drainage features,other than the SLisitna River,are
crossed.
r15/b 9-41
(iv)Bridges
The Susitna River crossing will be a one lane temporary
bridge,such as those made by Bailey Bridges.In order to
avoid extremely sharp curves at each end of the bridge,it
will be installed a skew.The resulting span will be about
620 feet long.This type of bridge can be installed in the
first construction season.
(v)Soils
The road generally traverses exposed bedrock bluffs,with
extensive rock work,and frozen basil till.
(vi)Environmental Concerns
The long term impact on the environment by this segment is
minimal,because the steep,bluff cut sections are below the
final water surface of the reservoir.Since the segment is
within the construction limits of the Devil Canyon Dam and
camp,no additional short term impact is expected by
construction of the road.
(vii)Segment Su itabil ity
Ths segment appears to be the only suitable pioneer
connection between Corridor 1 and Corridor 2.It can be
used only during construction of the dams,as the flooding of
the Devil Canyon Reservoir would submerge it.The segment
is very suitable for use as a three year pioneer road while
construction the bridge for segment 2-N,or marginally
suitable for use during the entire 15 year construction period
(if 2-N is not built).
r15/b 9-42
(t)Segment 2-N
(i)Description
This segment connects 2-1 with
with a high suspension bridge.
only until Devil Canyon Dam is
wi II cross the crest of the dam.
The line is 7.3 miles long.
(ii)Line and Grade
1-A,crossing Devil Canyon
This bridge would be used
completed after which traffic
-
The line conforms with the desired parameters for road
construction,though much of the length is at the maximum
6%grade.
(iii)Drainage Features
No notable drainage features,except the Susitna River,are
crossed by this segment.
(iv)Bridges
The Susitna River will be crossed by a 2,600 long suspension
bridge,requiring a three year construction period.During
bridge construction,the low level crossing,Segment 2-M,
with its temporary bridge,would be utilized.
-(v)Soils
-
The soils along this segment are general-Iy frozen basal till.
r15/b 9-43
(vi)Environmental Conflict
As with Segment 2-M,the environmental conflicts of a road in
the immediate area of the dam will be a minimal addition to the
impact created by the dam construction and activity.
(vii)Segment Suitability
Ths segment has been dropped in favor of Segment 2-M,the
low level crossing.The low level crossing would have to be
built in any case,as an immediately useable river crossing.
The final alignment,after construction of Devil Canyon Dam
is completed,will be across the dam crest.The suspension
bridge would have to be dismantled after 12 years of use.
(u)Segment 2-P
(i)Description
This segment connects 2-1 with 1-A using the same alignment
as Segment 2-N,except that the Susitna is crossed via the
Devil Canyon Dam crest.This segment will be built only
after the dams are completed and is considered only as a
maintenance access road,and not a construction access road.
The line is 7.3 miles long.
(ii)Line and Grade
The alignment conforms to the desired parameters,though it
reaches the maximum allowed 6%grade over much of its
length.Lower speeds would be enforced along the dam
crest,due to the volume of pedestrian traffic.
r15/b 9-44
SUBITNAACCESSCDRRI.CDR•EGMEN~2M-7.BMI~.B.IIM.NT2N=7.~MI..BEGIMENT·813-7.3MI.9-45FIGUREs.a•
(iii)Drainage Features
No notable drainage features are encountered,except the
Susitna River.
(iv)Bridges
No bridges are needed,as the Susitna River is crossed over
the Devil Canyon Dam crest.
(v)Soils
The soils on this segment are generally frozen basal till.
(vi)Environmental Conflict
As with Segments 2-M and 2-N,the environmental conflicts of
the road are over shadowed by the impacts created by dam
construction and activity.
(vii)Segment Suitability
This segment is suitable for use only after dam construction
is completed.
(v)Segment 2-R
(i)Description
This segment is the principle rail alternative identified for the
project.The alignment is within corridor 2 on the south side
of the Susitna.The line would begin at the railroad at Gold
Creek traversing a short section of steep terrain at water
level then becoming coincident with Segment 2-1 all the way to
Devil Canyon.From Devil Canyon 2-R traverses the side
r15/b 9-46
hill above the Susitna River parallel to and below segment 2-G
turning south and requiring a full bench cut up the side of a
steep gorge to the Prairie Creek divide above Stephan Lake.
From this point the segment is essentially coincident with
Segment 2-A all the way to Watana Dam except for a few
sections that require wider swings to maintain the acceptable
grades.See Figure 9.8.
The line is 57.7 miles long.
(ii)Line and Grade
The line conforms with the desired parameters for railroad
construction.The ruling grade is approximately 2.5%which
we are advised is comparable to some mainline sections on the
Alaska Railroad.
(iii)Drainage Features
Drainage features along the route include the same small
streams and wet areas encountered by the roadway segments.
Culverts will handle most cross drainages.although a few will
be large enough to require multiplate or pipe arch type
structures.There are some wetland areas that must be
considered also,particularly near Stephan Lake.
(iv)Bridge
The railroad alignment requires two major bridges.The first
is across Cheechako Creek just upstream from Devil Canyon.
This will probably be a Deck Truss requiring three spans.
This type of structure will require about two years to build
and no rail service could be provided with any sort of
bypass.The second is across an unnamed creek,1.9 miles
beyond Cheechako Creek,at Station 1,455.This structure,
--
r15/b 9-47
due to its proximity,could be built concurrently with the
Cheechako Creek bridge.
(v)Soils
This alignment crosses the same general soil type as other
segments described.Much of the alignment is on frozen soils
that tend to be subject to erosion,frost heave,and thaw
settlement with a few sections of deep organic soils and one
section between Devil Canyon and Stephan Lake having very
heavy rock work.
This line also crosses the massive ice area near Stephan
Lake.
(vi)Environment Concerns
The Environmental concerns for the railroad are the same as
for the roadway.The primary area of environmental concern
is near Stephan and Fog Lakes.2-R does encroach on the
borrow area H for Watana Dam.
(vii)Segment Suitability
If railroad is chosen for access this segment is quite suitable.
There are however certain schedule constraints to be
considered.The Cheechako Creek bridge is a two year
construction project.The portion of road bed from Devil
Canyon to the Prairie Creek divide is,to a large extent,a
rock excavation project requiring extensive blasting.This
section alone will take a construction season.The terrain
south of the Susitna makes winter mobilization very difficult if
not impossible.Summer supply would require extensive roads
and resulting environmental damage.It appears that
construction of rail access to Watana would require three to
four years.
r15/b 9-48
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(w)Segment 2-RR
(i)Description
This segment is an alternate railroad alignment in the Stephan
Lake area which avoids the worst soils conditions of Segment
2-R in this vicinity.See Figure 9.9.
Length of the segment is 13.6 miles.
(ii)Line and Grades
The alignment conforms to the required parameters for line
and grade with no distinct advantage over 2-R.
(iii)Drainage Features
There are no unique or special drainage features on this
segment.Standard drainage practice will serve adequately.
(iv)Bridges
No Bridges are required on this segment.
(v)Soils
The soils are predominately frozen Basal till or Lusterines
over frozen Basal till.These materials require care in design
and construction.They are common to all segments however.
(vi)Environmental Concerns
All environmental conflicts have been identified.They are
essentially the same as for 2-R.
r15/b 9-50
RIMCONSULTANTS,INC.BUSITNAACCESSCORRICOR.ElIIMENT2AR.13.BMI..,9-51FIGURES.1D[i]
-
(vii)Segment Suitability
This segment does have some advantage over 2-R in that it
avoids the worst of the organic soils near Stephan Lake and
avoids borrow area H as designated for construction of Watana
Dam.
(x)Segment 3-A
(i)Description
Segment 3-A begins at Watana Dam on the north side of the
river.The alignment proceeds north easterly to Deadman
Creek then ascends Deadman Creek on an easy grade past
Deadman Lake,continuing onto Butte Lake and connecting
with the Denali Highway some 40 miles east of Cantwell.See
Figure 9.10.
The line is 38.5 miles long.
(ii)Line and Grade
The horizontal and vertical alignment of this segment are
excellent.
(iii)Drainage Feature
All streams and intermitent drainages on this alignment could
be served by culverts of varying sizes.
(iv)Bridges
There are no bridges on this alignment
r15!b 9-52
(v)Soils
The soils traversed along this alignment are unfrozen till,
frozen Solifluction deposits,flood plain deposits,alluvial fans
and Lusterines.The cross slope,with few exceptions are
gentle enough so that major cuts and fills can be avoided.
This will keep the disturbance of erodible and/or frozen soils
to a minimum.The needed borrow areas to provide embank-
ment over frozen soils will be much less than for other seg-
ments discussed so far.
(vi)Environment Concerns
The environmental concerns identified to include archaeological
finds near Deadman and Butte Lakes.A known Bald Eagle
nest tree,and the fact that much of the line traverses areas
sometimes used by the Nelchina Caribou herd as calving
grounds and summer range.
(vii)Segment Suitability
This segment is suitable for roadway construction.The
terrain is gentle enough that by using mulitple contracts and
winter mobilization this entire alignment could be made
possible in a single construction season,thereby minimizing
any potential schedule impact on construction of Watana Dam.
(y)Segment 3-B
(i)Description
This segment leaves 3-A at Deadman Creek and proceeds east
into the Watana Creek drainage.The line proceeds up Watana
Creek to its head then follows Butte Creek northeasterly to
an intersection with the Denali Highway at the Susitna River.
See Figure 9.10.
r15/b 9-53
-
(vi)Environmental Concern
(v)Soils
(ij)Line and Grade
9-54
This segment has been detemined to be less suitable that 3A
or 3C for the following reasons.
o The crossings of Deadman and Butte Creeks
(vii)Segment Suitability
This alignment also serves known Caribou calving grounds.
(iv)Bridges
The soils along this alignment are similar to thoses
encountered along 3-A except that more wet ground is
encountered as the Denali Highway is approached.The soils
along this line were not mapped in detail.
(iii)Drainage Features
At this time no bridges are planned.The crossing of Dead-
man and Butte Creek could be accomplished using Pipe arch
structures that are much faster and more economical than
bridges.
All desired parameters for line and grade are satisfied.
No abnormal drainage feature are encountered although
crossings of Deadman Creek and Butte Creek are required.
These will necessitate small bridges or large pipe structures.
This line is 36.6 miles long.
r15/b
(ii)Line and Grade
(v)Soils
No Bridges are required on the alignment.
9-55
Intersects Denali Highway furthest from the potential
railhead at Cantwell,thereby increasing hau I distance
and the length of Denali Highway to be maintained.
o
This segment shows the largest amounts of unfrozen materials
of any line investigated.Because of terrain and soil types
nearly all of this alignment can be constructed with side
borrow techniques requiring a minimum of disturbance away
from the alignment.
(iv)Bridges
Drainage for the alignment will be by roadside ditches and
standard culverts.
(iii)Drainage Features
The line and grade for this line are excellent comparing
favorably with 3-A.
(i)Description
This segment is 23.4 miles long.
This segment leaves 3-A north of Deadman Lake and travels
northerly to intersect the Denali Highway west of Seattle
Creek some 25 miles east of Cantwell.See Figure 9.10.
r15/b
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(vi)Environmental Considerations
This line avoids most of the area identified as caribou calving
area.Summer caribou range is traversed,however little
other environmental impact is identifiable from construction
activities.
(vii)Segment Suitabiltiy
This segment appears to be quite suitable for implementation.
It largely avoids the principle environmental concern per-
taining to caribou calving.It can be made passable in a
single construction season and it requires the least
reconstruction and maintenance on the Denali Highway.
9.3 -Corridor Summary
With the various segments identified and estimates made of grades
and curvature a series of probable combinations were developed
and compared.The criteria used to compare the alternative
combinations are as follows:
...
°
°
°
Overall length to be constructed;
Average grade;
Average deflection per mile .
-The tabulation of the comparison in included in Appendix C.
The alternatives identified as being most favorable based on
length,alignment and grade are as follows:
For Corridor 1.Parks Highway to Watana Dam site -North side
Segments 1-A,1-B,1-E,and 3-A.
r15/b
Overall
Average Grade
Deflection Per Mile
9-57
72.50 Miles
2.4%
7°06 1+
.._-----_._.•._._--_....•...........~_._.._........_._--_......•...........-...-._-_.._._-_..•__._-----------
This Corridor will be identified as Alternate A in further studies.
For Corridor 2.Parks Highway to Watana Dam Site -South Side
Segments 1-F,1-A,2-L,2-1,2-G,2-B,2-A,2-J and 2-F
Overall
Average Grade
Deflection Per Mile
62.03 Miles
2.2%
7.0 50 0 ±
This Corridor will be identified as Alternate B in further studies.
For Corridor 3.Watana Dam to Denali Highway
Segment 3-A and3-C
Overall
Average Grade
Deflection Per Mile
44.32 Miles
1.3%
1°30 1±
This Corridor will be identified as Alternate C in further studies.
For Railroad.Use 2-R and 2-RR on the south side of the river
from Gold Creek to Watana Dam site.This closely follows the
preferred road alignment for Corridor 2.
Overall
Average Grade
Deflection Per Mile
57.86 Miles
1.5%
5°11 1±
This line will be identified as Alternate R in further studies.
For Corridor 1 to Corridor 2 Connection.Devil Canyon Dam
Crossing.Use Segment 2-M during construction and 2-P after the
Devil Canyon Dam is complete.
r15/b 9-58
PREPAREDBY'RAMCONSULTANTS.INC.PRO.lECTACCESSLOCATIONALTERNATIVESPREFEREDROUTEINEACHCORRIDOROTHERALTERNATESINVESTIGATEDPREPAREDFOR-
ACCESS PLANS
10 -ACCESS PLANS
The Access plan selected should provide a cost effective method of
serving the total requirements of the project,including
construction schedule,provide a facility that can serve the
ultimate recreational uses following construction,provide for
maintance of the facilities,and control or minimize the impact on
the environment.
10.1 -Supply Sources and Shipping Options
Nearly all material supplies and equipment that will be required for
construction of the Susitna project will have to be brought in from
outside Alaska.The major exception to this is fuel which is
available from two separate in state sources.
For this reason an assumption has been made that all such items
other than explosives will be shipped from Seattle,Washington.
Explosive will be shipped through Prince Rupert B.C.It is felt
that this is reasonable in that sources of supply and transportation
within the Continental United States will be identical for all
alternatives and.that differences in shipping costs will result from
Port of Entry in to Alaska and differences in modal split and route
traveled within the state.
Sources of fuel within the state are the refineries at Kenai and at
North Pole,Alaska.Transport from Kenai would be via product
pipe line to Anchorage and rail or truck from Anchorage.
Transport from North Pole would be via rail or truck.
Shipping options include a variety of transportation modes.There
is no direct rail connection to Alaska therefore all items brought in
from elsewhere must come by sea or air.Air Transport will not
be adressed because of the costs involved and the limitation on
quantities.Ships and barges will be most likely be used to bring
r31/f 10-1
most items to Alaska.Trucks could be
disparity between sea and trucking
unattractive.The barges offer some
connecting land transportation modes.
used,however the rate
makes trucking very
options with regard to
o
o
o
o
o
Roll-on Roll-off Rail Cars
Roll-on Roll-off Trucks
Containers
Pallatized Cargo
Bulk Cargo
The type and quantities of materials and supplies required by the
project are such that the roll-on roll-off modes and containers are
the obvious choice because of the reduced need for storage and
handling.
Once the materials are in Alaska the shipping options are reduced
to rail or truck.Rail can offer bulk car load transport or piggy
back from the dock to the project rail head.Trucks are capable
of moving everything from either the dock or the project railhead.
10.2 -Alaska Ports
The sea ports within Alaska that could serve the project are:
0 Anchorage
0 Seward
0 Whitter
0 Valdez
r31/f 10-2
(a)Anchorage
(i)Facilities
o
o
o
o
o
o
Petroleum Terminal -612 feet long with multiple
manifolds and electric hose handling hoists.
General Cargo Terminal #1 -600 feet long -47 feet
wide.Live load 600 pounds per square inch,
Containers.
General Cargo Terminal #2 -610 feet long -69 feet
wide containers and Bulk Cement.
General Cargo Terminals #3 898 feet long
Roll-on Roll-off trucks and containers
35 feet of water MLLW at the dock face.
Cranes
2 -40 Ton Level Luffing Gantry
1 -r~Ton Level Luffing Gantry
2 -2r~Ton Container Cranes
r31/f
o
o
Transit Shed 52,950 square feet
ceiling -heated -Rail and truck access.
Staging and Storage Areas
A -4.6 acres
B -6.4 acres
C -6.7 acres
10-3
22-foot
(ij)Limitations
o
o
(b)Seward
Cook Inlet does form heavy ice floes during the
winter months.Tidal fluctuations keep the ice
broken up,however there are periodic problems for
shipping due to winter ice.
There is no provision for roll-on roll-off rail.
(i)Facilities
o
o
o
o
One general cargo dock capable of handling a single
ship.
A single 40 ton level luffing gantry.
Truck and rail service to the dock.
20 acres open storage.
(ii)Limitations
o
o
o
(c)Whittier
No covered storage
Limited capacity
No movement of explosive allowed
(i)Facilities
r31/f
o Single dock with roll-on roll-off rail capacity
10-4
o Rail switchyard for storing cars from barge and
making up train.
(ii)Limitation
o
(d)Valdez
No truck access
(i)Facilities
r31/f
o
o
o
o
o
o
o
o
o
o
600'X 60'wooden dock
33-foot of water MLLW at the dock face
1 -150 ton crawler crane
1 -100 ton fork lift
2 -30 ton fork lifts
3 - 9 ton fork lifts
5 - 3 ton fork lifts
200 acre open storage area four miles from dock
12,000 square foot warehouse at dock
Two private barge docks having 0-to 1-foot of
water at MLLW.Both were used during the
Trans-Alaska pipe line construction.
10-5
o New dock under construction is a floating dock 700·
x 100·with live load capacity of 1,000 Ib./sq.ft.
and served by two 150 ton crawler cranes.Work
should be completed in 1982.
(ij)Limitations
o No railroad access
(e)Comparisons
Anchorage is closest to the project and has the greatest
flexbility.Winter ice and the lack of roll-on roll-off rail
capability not withstanding Anchorage is a viable sea port for
the project.
Seward is a longer haul than Anchorage and does not have
the capacity of Anchorage however it is an ice free port and
could be used nicely as an alternate should ice conditions or
volume of traffic become such that there would be delays in
reaching Anchorage.For this reason Sewared is not con-
sidered further except as an alternate if needed.It must be
noted that explosives cannot flow through Seward.
Whitter is a viable port for all items that can be shipped via
rail car load lots.The roll-on roll-off rail barge capability is
very attractive for bulk items and heavy equipment.Whitter
is an ice free port so that material can flow year round.
Valdez apparently will have the capacity to handle the
material flow however this is the longest truck haul and there
is no rail access to Valdez.The lack of rail acess and the
length of truck haul combine to effectively eliminate Valdez
from consideration as a viable sea port to serve the Susitna
Project.
r31/f 10-6
TABLE 10.1
Mileage from Ports to Rail Head or Project
Anchorage Seward Whitter Valdez*
Rail Haul
to
Gold Creek 149 mi 262 211 NA
Devil Canyon 165 mi 278 227
Cantwell 205 mi 318 267 NA
Watana via Devil Canyon 207 mi 320 269
Truck Haul
to
Gold Creek,via B-1 180 307 NA
Devi I Canyon 193 320 NA 393 mi
Cantwell 212 339 NA
Watana via Devil Canyon,229 356 I'JA
B-3
Watana via Denali Highway 277 404 NA 349 mi
Watana via Devi I Canyon,234 361 NA
A-2
*The road milage from Valdez is shown via Denali Highway and
Richardson Highway and Corridor 3.
r31/f 10-7
--------------------------
The access plans must include the ports through which materials
should flow.For comparison purposes shipping rates through the
possible ports were requested.Table 10.2 below includes lIacross
the dock ll costs including handling as derived from the data
supplied by port offices and shippers.
TABLE 10.2
ACROSS THE DOCK HANDLING COSTS
Cost in $/Ton
Material (1)To (2)To (4)To (1)To
From Seattle (6)Anchorage Seward Whittier Valdez
Reinforcing Steel 72.00 72.00 55.00 86.00
Structural Steel 85.40 85.40 55.00 125.00
Cement 66.00 66.00 (3)55.00 80.00
General Cargo 80.00 80.00 55.00 110.00
Equipment 160.00 160.00 120.00 191.00
Explosives 89.00 Not Allowed 55.00 115.00
1 Quoted by Pacific Western.
2 Information not received -Estimated equal to Anchorge.
3 Rate for 140,000 lb Hopper Cars -Rates for Bags 100.00/ton as
per ARR.
4 Rates derived from quotion by ARR.
5 Includes Stevedoring at all ports.
6 Explosives must flow through Prince Rupert,B.C.
10.3 -Surface Transportation Modal Options
There are two obvious modes of transportation available to serve
the project,Truck and Rail.The project may be served by either
one or a combination of both.In order to compare the two modes
the respective rates are presented in ton-mile figures.I n this
way length of haul may be considered in the analysis.
r31/f 10-8
TABLE 10.3
LINE HAUL RATES IN $/TON-MILE
Item RaIl*Truck**
Equipment 0.1878 0.2069
Steel 0.2577 0.2069
Cement 0.1565 0.2069
Fuel 0.1450 0.2069
General Cargo 0.1262 0.2069
Explosives 0.6267 0.2069
*From price per 100 Lb.rates quoted by ARR.**One rate for all quoted by three separate truck lines.
The cost shown is an average of three rates.
The modal alternates that seem most probable include the
following:
o
o
o
Truck from port to the site.
Rail from port to the site.
Rail to Gold Creek or Cantwell and truck from the
rail head to the site.
-10.4 -Access Plans
To this point three alternative Corridors have been defined,
Corridors A,Band C.Estimates have been made of the amounts
of materials required at each site and freight handling costs have
been identified for the available transportation modes and ports.
The three major costs pertaining to access are logistics,construc-
tion and maintenance.Estimated construction costs are outlined.
-r31/f 10-9
Maintenance costs will not be estimated in detail.Instead,an
estimate of the relative difference in difficulty of maintenance will
be applied to an average maintenance figure of $10,000 per mile
per year.Alaska Department of Transportation and Public
.Facilities records show an average annual maintenance cost of
$10,000 per mile for primary highways.
The alternate corridors identified herein are split into sections for
further analysis.Those sections are as follows:
TABLE 10.4
BASIC CORRIDOR SEGMENTS
Section
A-1
A-2
B-1
B-2
B-3
C
D
H
R-1
R-2
Description
Parks Highway to Devil Canyon (north side)
Devil Canyon to Watana (north side)
Parks Highway to Gold Creek
Gold Creek to Devil Canyon (south side)
Devil Canyon to Watana (south side)
Denali Highway to Watana
Devil Canyon Trans-Dam Crossing
Devil Canyon Low Level Crossing
Gold Creek to DevIl Canyon
Devil Canyon to Watana
The access plans outlined on the following pages are made of
combinations of the above listed corridor segments.
r31/f 10-10
TABLE 10.5
MAl NTENANCE FACTORS
Section
Maintenance
Factor*
A-1
A-2
B-1
B-2
B-3
C
D
H
R-1
R-2
Parks Highway to Portage Creek
Portage Creek -Devil Canyon
Devil Canyon -Watana
Parks Highway to Gold Creek
Gold Creek to Devil Canyon
Gold Creek to Stephan Lake
Stephan Lake to Watana
Denali Highw~y to Watana
Devil Canyon Trans-Dam Crossing
Devil Canyon Low Level Crossing
Gold Creek to Devil Canyon
Devil Canyon to Stephan Lake
Stephan Lake to Fog Creek
1.0
1.4
1.0
1.0
1.2
1.3
1.0
0.8
1.0
1.3
0.5
0.7
0.6
*Based an author's past experience.
Potential borrow pit areas are listed in the discussion of each
access plan.The locations of the pits were determined by
calculating the earthwork and locating areas along each corridor
that would need borrow.The terrain unit maps were then used to
determine potential pit sites.Environmental comment was provided
by TES and is shown in Appendix G.The pit sites are shown on
the segment maps in Appendix B.The entire area in which
favorable material may be taken is shown,however,the actual pit
will encompass a much smaller space.The pits are as follows:
r31/f 10-11
TABLE 10.6
BORROW PITS
Pit
1
2
3
4
5
6
7
8
9-10
Corridor
B-1, B-2,R-1
B-2,R-1
B-2,R-1
B-2,R-1
B-2,R-2
B-3,R-2
A-2
A-2
A-1
Map
6
6
6
7
7
7
2
2,3
2
Comments
Private land - I ndian River
Disposal area,relatively high
value wildlife habitat
Creek banks have relatively
high value wildlife habitat
and high erosion potential
Creek bank erosion potential
Partly wetlands (wet sedge
grass habitat)Native Claim -
Knik
Medium -High value.
Wildlife habitat,
Native claim - C I R I
Wi II be su bmerged
Moose browse near lake
Moose browse.Avoid creek
on west edge.
Not investigated because
segment was dropped from
consideration
No potential borrow pits were investigated for section C because
this segment had very minimal borrow needs (20,000 c.y.,partly
for the Denali Highway).
Section B-2 has by far the highest borrow needs -445,200 c.y.-
and any plan that uses B-2 may have a higher impact on wildlife
habitat,erosion,and visual esthetics.Rail road section R-1
parallels Section B-2,but because of the narrower typical section,
only one fourth of the borrow needed in B-2 will be needed in
r31/f 10-12
R-1.In the discussion of each plan,all the potential borrow
areas for R-1/B-2 are listed (numbers 1 through 5)but not all of
the areas will be developed for R-1.
The alternate corridors identified herein are split into sections for
further analysis.Those sections are as follows:
(a)Plan I
(i)Descri ption
Access Plan I is a basic roadway plan beginning at the Parks
Highway and serving both Devil Cayon and Watana dams from
the south side of the river.See Figure 10.1.
(ii)Sea Ports
There are two sea ports that appear logical for serving the
project.Anchorage and Whittier.These are common to all
access plans.Seward is available as an emergency backup to
Anchorage.All items that can be shipped in carload lots
should enter the State through Whittier because of the rail
barge facility.I nformation provided by railroad officials
indicates that this facility can handle any rail load that can
be shipped on main line trackage in the continental United
States and fit on the barge.Other cargo should be con-
tainerized for shipment through Anchorage because of port
capacity and available area for short term storage.
(iii)Modal Split
The split in transportation modes is consistant through all
plans.Based on ton mile freight costs,the railroad should
be used to as near the project as practical for all items
except explosives.Therefore the rail mode should be used
r31/f 10-13
--------_._._..__.__..___---_..____._-----------
for all items to a rail head at Gold Creek.For Plan I,a rail
head should be provided at Gold Creek with truck haul from
Gold Creek to the work site.
(iv)Sections Included
The corridor sections included in Plan I include B-1, B-2,
and B-3.
(v)Borrow Pits
This plan uses borrow areas 1 through 6
(vi)Cost Estimates
The estimated cost of Plan
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
in 1982 dollars is outlined below:
$119,072,148
12,645,460
7,426,900
214,438,356
$353,582,864
(vii)Advantages/Disadvantages
The Advantages of the plan are:
r31/f
o
o
o
o
The shortest haul to serve the project.
Only one raIl head at Gold Creek
Utilizes the same section from Gold Creek to Devil
Canyon throughout the construction of both dams.
Second to lowest logistics cost.
10-14
,.-GJCDm~p~IJ"V::DmI::D~~:.•.r',.rCD..•-<~~~niIIIIII1111,.,.2ta~
The Disadvantages of the plan are:
o
o
o
o
(b)Plan 2
The plan includes a major bridge above Cheechako
Creek that will take 18-24 months to construct with
about twelve miles of heavy rock construction
immediately beyond.The rock work will be slow
work and there is no easy access around Cheechako
Creek to allow the rock work to proceed coincident
with the bridge.
A similar but shorter bridge is required at Fog
Creek.The Fog Creek bridge will require approx-
imately 18 months to construct.These time
constraints combined with the length of facility to
be constructed will require an overall construction
period of nearly four years.The terrain is such
that construction of multiple sections simultaneously
would not be practical.
Recent soils investigations have revealed massive ice
at or near the surface with up to 20 feet of organic
soils in the area north of Stephan Lake.
Third highest borrow volume of all plans
672,000 cy with associated environmental and
esthetic impacts.
(i)Descri ption
This plan is the railroad alternative to serve both dams.A
spur track would be constructed beginning at Gold Creek and
following the south side of the river to Watana Dam.There
would be no roadway involved with this plan.See Figure
10.2.
r31/f 10-16
(ii)Sea Ports
Anchorage and Whittier would be the obvious sea ports for
this plan.The rail barge capabilities of Whittier would be
vital to this plan.
(iii)Modal Split
Transportation would be essentially single mode with all
material being transported from the dock to the job site by
rail.The movement of personnel would be by rail or by air.
The volumes of personnel would p~obably dictate passenger
train service.This service has not been included in the cost
estimates.
(iv)Sections I ncl uded
This plan includes Sections R-1 and R-2.
(v)Borrow Pits
Plan 2 uses borrow areas 1 through 6 for borrow,but with
smaller pits than Plan 1.Some areas may not need to be
developed.
(vi)Cost Estimates
The estimated cost of Plan 2 in 1982 dollars is outlined below:
r31/f
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
10-17
102,964,049
10,294,280
3,624,000
213,620,024
330,502,353
(vii)Ad va ntag es/Di sad va ntag es
o
o
o
o
o
o
o
o
o
o
This plan essentially eliminates concern about the
impact of public access to the project area.
The rail line could be used as a transportation
facility to aid in potential mineral resources along
pa rt of the route.
Least cost to maintain
Least Logistics cost
A significant disadvantage is that the line must be
built lineally rather than in simultaneous sections.
Another disadvantage is the major bridge at
Cheechako Creek.This also is an 18-24 month
construction project.
The section of heavy rock construction is even more
severe than for Plan I because grades hold the line
down further on the slope in the critical section.
The ice and organic soils problems near Stephan
Lake would have more impact on the railroad than
on a roadway.
As with Plan I,construction time would be three to
four years.
Second lowest borrow quantities of all plans
(137 ,500 c.Y. )
r31/f 10-18
:!IGICD.11I.a.~IJ
(c)Plan 3
0)Description
This plan uses a combination of rail and truck.Construction
of Watana Dam would be served from a rail head at Cantwell
by truck across the Denali highway and along Alternate C.
Construction of Devil Canyon dam would be served by truck
from a rail head at Gold Creek with road access to Parks
Highway.This plan does not include a connection between
the two dams.See Figure 10.3.
Oi)Sea Ports
Common to all plans are Anchorage and Whittier.
(iii)Modal Split
This plan requires rail heads at Gold Creek and at Cantwell.
Materials would move from port to rail head via railroad,be
transfered to trucks at the rail head and be hauled to the
work site by truck.The movements of construction workers
would be via private auto direct to the construction camp.
(iv)Section Included
This plan includes Sections B-1,B-2 and C
(v)Borrow Pits
Plan 3 uses borrow areas 1 through 5.
r31/f 10-20
(vi)Cost Estimates
This plan is estimated to cost as follows:
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
(vii)Advantages/Disadvantages
The advantages of the plan are:
115,915,734
11,593,479
6,225,000
228,050,617
361,784,830
o
o
o
o
It utilizes Section C which is the only approach to
Watana that could be completed sufficiently in one
season to allow resupply of construction activities at
Watana.
Personnel access via private auto.
No major bridges necessary for movement of con-
struction materials.
Segments B-1 and B-2 including the Susitna River
Bridge could be built during the period of con-
struction for Watana thereby eliminating the time
constraints.
The disadvantages of the plan are:
r31/f
o Potential environmental impacts resulting from public
access to additional portions of the Nelchina Caribou
Range.
10-21
II~&R(I)II:tII~.~II......uo.o.'I•!rN~)Ni-i~i.III~,~.,.-GJCDIII,.aCIJ
(d)Plan 4
o
o
Second to highest logistics cost.
Lack of direct access between dams for maintenance
and operations staff.
(j)Description
This plan serves Watana by truck from a rail head at Cantwell
and Devils Canyon by rail from Gold Creek.In the plan
there is no connection between dams.
(ij)Sea Ports
The same sea ports are common to all plans.They are
Anchorage and Whittier.
(iii)Modal Split
This plan would require rail service to Cantwell via existing
trackage with construction of a rail head at Cantwell and
truck service from Cantwell to Watana.
Devil Canyon would be served by rail only from Gold Creek
with the second rail head at the Devil Canyon dam site.
All material would flow by rail to the rail head.Personnel
access for Watana would be via private vehicle while a shuttle
service would be required for Devil Canyon.
(iv)Section Included
This plan would require construction of Sections C and R-1
r31/f 10-23
(vi)Borrow Pits
Plan 4 will select from borrow areas 1 through 5,but the pits
will be small and not all areas will be developed.
(vi)Cost Estimates
The estimated cost of Plan 4 in 1982 dollars is outlined below:
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
(vii)Advantages/Disadvantages
The advantages of this plan include:
89,737,347
8,977,811
5,118,000
228,004,352
331,837,510
r31/f
o
o
o
o
o
Good compliance with required project schedule.
Section C to serve Watana can be constructed
sufficiently to allow resupply in one season using
multiple simultaneous contracts for shortened
sections with primary mobilization via winter snow
road.
No major bridges.
Smallest borrow quantity of all plans (128,500 c.y.,
partly on the Denali Highway).
Lowest construction cost.
10-24
)--In0n.~.IICD~IIIt~11i,..~.)-Zg.it•,.>iJ!GJCDm.ap,.IJII~"~~J~~~~~,,'~~~..•_/~J~--,,• .'._.-."f,l..,IJ,'~.___//•)I•.--~A!.,y~.,..no/1.'\r"
The disadvantages include:
(e)Plan 5
o
o
o
Potential impact from public access.
Need for rail shuttle to move personnel into Devil
Canyon.
No direct connection between dams for maintenance
and operations staff.
(i)Descri ption
This plan serves both dams by truck from a rail head at Gold
Creek.The south side of the river is used to Devil Canyon
with low level crossing upstream from the damsite,then the
north side is used to Watana.A road way connection to the
Parks Highway is included.
(ii)Sea Ports
This plan utilized Anchorage and Whittier as do the other
plans presented.
(iii)Modal Split
Rail haul to Gold Creek with a subsequent truck haul to the
work site.Personnel would access the camps via private
auto.
(iv)Sections Included
The Sections that would be included in this plan are B-1,
B-2,and A-2.Devil Canyon is crossed during dam
construction via H and after dam completion via D.
r31/f 10-26
...-GJCDII..aa•IIIJ..,yiNi'"Iigl;iI»-nnIIIIIIVr-»-21-III))
(v)Borrow Pits
Plan 5 uses Borrow areas 1 through 5,7 and 8.
(vi)Cost Estimates
The estimated costs of this plan are outlined below:
Construction 122,279,828
Camp Facilities 12,215,529
Maintanance 7,780,900
Logistics 215,571,651-
TOTAL 357,847,908
-
(vii)Advantages/Disadvantages
The advantages of this plan are:
-
o
o
The segments involved encounter the apparent
minimum of environmental conflicts.
Personnel access is via private auto.
The disadvantages include:
o A requirement for total construction of the access
prior to being able to resupply construction at
Watana.
r31/f
o Second highest borrow quantity
associated negative impacts
development (728,500 cy).
10-28
of all plans,with
of borrow pit
,----------'-,-------
(f)Plan 6
o The low levet crossing at Devil Canyon has 3 miles
of 30 mph design criteria including 10%grades,
sharp curves,a narrow bridge,and associated
hazards.
(i)Descri ption
This plan is essentially the same as Plan 4 except that a
secondary road is provided along the north side between the
dams for use by the maintenance and operations staff.This
plan would use the top of Devil Canyon Dam for a crossing
rather than constructing a bridge.
(ii)Sea Port
As with all plans,the sea ports will be Anchorage and
Whittier.
(iii)Modal Split
This plan contemplates rail haul to Cantwell with truck haul
from Cantwell to Watana and direct rail haul to Devil Canyon
via Gold Creek.Personnel access to Watana by private auto
and Devil Canyon by shuttle.
(iv)Section Included
The Sections included are A-2,R-1 and C
(v)Borrow Pits
Plan 6 plans use borrow areas 1 through 5,7 and 8 but not
every area will be developed.
r31/f 10-29
(vi)Cost Estimates
The estimated cost of the plan is outlined below:
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
(vii)Advantages/Disadvantages
130,224,947
13,119,200
8,008,000
228,004,352
379,356,499
The advantages of the plan include:
-
-
o
o
o
Good compliance with the required project schedule.
Section C to serve Watana can be constructed to a
point that would allow resupply in one construction
season using multiple simultaneous contracts over
short sections with primary mobilization over winter
snow roads.
No major bridges involved.
o Direct access between dams for maintenance and
operations staff.
The disadvantages of the plan include:
r31/f
o
o
The potential impact from inc~eased public access.
Second to highest construction cost.
10-30
]IGJCDm.apIDIJI,le.t..~.!~)iLt.~-n.~.21o.niMm~:I~.~u!i~,:,-2o.it.ml1)~rf;
(g)Plan 7
o The need for a rai I shuttle to bring personnel to
the Devil Canyon site.
-
--
-
-
-
-
(i)Description
This plan serves Watana by truck from a rail head at
Cantwell,Devil Canyon by truck from a rail head at Gold
Creek with a road connection to the Parks Highway and a
maintenance road connection between dams north of the river.
This plan would use the crest of Devil Canyon Dam for a
crossing rather than constructing a bridge.
(ii)Sea Ports
Anchorage and Whittier are the logical sea ports for this
plan.
(iii)Modal Split
All freight would travel by rail to the appropriate rail head
then by truck to the work sites.Personnel travel would be
by private vehicle.
(iv)Section I ncl uded
The Sections include B-1, B-2,A-2,C with rail head con-
struction at Gold Creek and Cantwell.
(v)Borrow Pits
Plan 7 uses borrow areas 1 through 5,7 and 8.
r31/f 10-32
::..~.:.J=.n~n~m_.IIICDuII..~2it"...-GJCDm..ap~IJ)r•l
(vi)Cost Estimates
The estimated cost of this plan is outlined below:
-
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
(vii)Advantages/Disadvantages
The advantages of this plan include:
157,403,334
15,734,868
9,115,000
228,050,617
410,303,819
-
o
o
o
o
o
Good compliance with the required project schedule.
Section C to serve Watana can be constructed in
one season sufficient to allow resupply.
The only major bridge is over the Susitna River at
Gold Creek and is not on the project critical path.
Direct access between dams for the maintenance and
operations staff.
All personnel access via private auto.
The disadvantages of this plan include:
r31/f
o
o
The potential impacts from public access.
Highest construction cost of all plans
10-34
o
o
o
Second to highest maintenance cost
Second to highest logistics cost
Highest total cost of all plans
(h)Plan 8
o Highest borrow
(748,500 c.y.)with
pit development.
quantities of all plans
associated negative impacts of
r31/f
(i)Descri ption
This plan is esssentially the same as Plan 5,except that
there is no road connection between the Parks Highway and
Gold Creek.The plan serves both dams by truck from a rail
head at Gold Creek.The south side of the river is used to
Devil Canyon with a low level crossing upstream from the
damsite,then the north side is used to Watana.All truck
tractors will initially have to be ferried to Gold C reek by
train,than they will be able to shuttle between Gold Creek
and the damsites.
(ii)Sea Ports
This plan utilized Anchorage and Whittier as do the other
plans presented.
(iii)Modal Split
Rail haul to Gold Creek with a subsequent truck haul to the
work site.Personnel would access the camps via train to
Gold Creek,than bus shuttle on the road,or by air.
10-35
(iv)Sections Included
The Sections that would be included in this plan are B-2 and
A-2.Devil Canyon is crossed during dam construction via H
and after dam completion via D.
(v)Borrow Pits
Plan 8 uses borrow areas 1 through 5,7 and 8.
(vi)Cost Estimates
The estimated costs of this plan are outlined below:
Construction
Camp Facilities
Maintanance
Logistics
TOTAL
(vii)Advantages/Disadvantages
The advantages of this plan are:
89,910,524
8,980,995
5,942,000
215,571,651
320,405,170
r31/f
o
o
o
o
The segments involved encounter the apparent
minimum of environmental conflicts.
Public access is restricted.
Second to lowest construction cost
Lowest overall costs.
10-36
:DGJCDII~D•CDIJ~-~I!ill....c.>:I:.~-n~n~.IIIICDU~2~CD))
The disadvantages include:
-
(i)Plan 9
o
o
o
A requirement for total construction of the access
prior to being able to resupply construction at
Watana.
Need to provide transportation for personnel
access.
The low level crossing at Devil Canyon has 3 miles
of 30 mph design criteria including 10%grades,
sharp curves,a narrow bridge,and associated
hazards.
-
r31/f
(i)Description
This plan uses a combination of rail and truck.Construction
of Devil Canyon dam would be served by rail from Gold
Creek.Watana would be served by road from a rail head at
Devi I Canyon,across a low level cross ing at Devil Canyon,
and along the north side.
(ii)Sea Ports
Common to all plans are Anchorage and Whittier.
(iii)Modal Split
This plan requires a rail head at Devil Canyon.Materials
would move from port to Devil Canyon via railroad,then be
transfered to storage for Devil Canyon or to trucks for
Watana.Movement of construction workers would be via a
combination of rail passenger shuttle,bus shuttle and/or air.
10-38
~'~l~~~~~~,;';~~j·I1Y~~~.'~AJ~~,".,,'_,.-_no,~".,/~.___,/,t~".i.,.;....(~z~ll~~i~~-y/f'l,r'f~..---*''.''J'~In...:...::.:....:../. - " .."t"f~.~,'I!~~~I~~u;:~~.·~\N·~_~R~lo.>~.~-§IB?')tlt~~_5..32 I 0510...."',!,:,\'""~,,',-<",,:,,wwI:a::;oj;;~a.0GRAPHICSCALE~~,.~.0f,.~',."~'.y~'.l~..,'INMILESi~.181~~V\1.t/~/~~~M1LEGENDIi.~11•••..•......-..CORRIDORIALTERNATIVES..Z~-------CORRIDOR2ALTERNATIVES;12CORRIDOR3ALTERNATIVES=It--------RAILROADCORRIDORSCDROADRAILROAD.,.-GJCD.m.ao•.CDIJ
Personnel transportation costs are not included in the
estimates.
(iv)Sections I ncl uded
This plan includes Sections R-1,
construction)and 0 (after construction)
(v)Borrow Pits
A-2,H (during
Plan 9 may include borrow areas 1 through 5,7 and 8,but it
is unlikely that all areas will actually be developed.
(vi)Cost Estimates
The estimated cost of Plan 9 in 1982 dollars is outlined below:
Construction
Camp Facilities
Maintenance
Logistics
Total
(vii)Advantages/Disadvantages
The advantages of this plan are:
95,101,441
9,601,689
4,128,000
215,594,496
$324,425,626
r31/f
o
o
This plan essentially eliminates concern about the
impact of public access to the project area.
The segments involved encounter the apparent
minimum of environmental conflicts.
10-40
o Second to lowest maintenance cost.
This disadvantages of this plan are:
o The first portion of the line must be built linearly,
rather than in simultaneous sections.
0 The road beyond Devil Canyon,while it can be
built in a relatively short time,cannot be started
until the railroad is completed,hence delaying
resupply of Watana by one to two year.
o
o
(j)Plan 10
The need for rail/bus/air shuttles to bring
personnel to both damsites.
The substandard design criteria at the low level
crossing of Devil Canyon,as described in Plan 8.
..,
r31/f
(i)Description
This plan is similar to Plan 9 except that the road between
Devil Canyon and Watana is on the south side.As with
Plan 9,Devil Canyon is served by rail from Gold Creek to
the damsite.
(ii)Sea Ports
Common to all plans are Anchorage and Whittier.
(iii)Modal Split
Materials for each dam would travel by rail to the rail head at
Devil Canyon.Watana supplies would then travel by road
10-41
along the south side to the damsite.As with Plan 9,a
system of rail;.bus and/or air shuttles will be needed to
transport personnel,and this cost is not included in the
estimate.
(iv)Sections Included
This plan includes Sections R-1 and B-3.
(v)Borrow Pits
This plan may utilize any or all of the following:borrow
areas 1 through 6.
(vi)Cost Estimates
The estimated cost of this plan is outlined below:
-Construction
Camp Facilities
Maintenance
Logistics
Total
(vii)Advantages/Di sadvantages
$92,893,762
9,294,053
4,728,000
214,461,201
$321,377,016
r31/f
o
o
o
Second to lowest total cost
This plan eliminates public access impact,but requires
a system of shuttles for construction personnel.
The scheduling constraints and environmental impact are
as discussed in Plan 1.Construction of a major bridge
at Cheechako Creek,heavy road work beyond,and a
major bridge at Fog Creek combine to stretch the
overall construction time to four years.Massive ice at
10-42
............................_..._._----
...~.:DraeERJ.~aa.n.!m~III-IIII'Ui~2.1-..aoJ!GJCDm..ap..aoII]
-
-
Stephen Lake and environmental concerns at Stephan
and Fog Lakes are also disadvantageous.
(k)Plan 11
(i)Description
This plan serves the entire project by road,from a rail head
at Cantwell.Material is hauled to Watana via the Denali
Highway,then to Devil Canyon along the north side.
(ii)Sea Ports
Common to all plans are Anchorage and Whittier.
(iii)Modal Split
Material would travel by rail to a rail head at Cantwell,then
be transfered to trucks and driven to Watana.Material for
Devil Canyon would continue along the north side to the
damsite.Personnel access would be via private car.
(iv)Sections Included
This plan includes Sections A-2 and C.
(v)Borrow Pits
Plan 11 uses borrow areas 7 and 8.
(vi)Cost Estimates
r31/f 10-44
The estimated cost of this plan is outlined below:
Construction
Camp Facilities
Maintenance
Logistics
Total
(vii)Advantages/Disadvantages
The advantages of this plan are:
$108,260,024
10,821,920
10,661,000
257,903,604
$387,646,548
o
o
o
o
No time constraint,as the portion of the road to Watana
can be completed in one year.The portion from Watana
to Devil Canyon can be completed during construction
of Watana.
Personnel access via private vehicle.
No mcljor bridges.
Lowest borrow quantity of the all road only plans
(176,700 cy).
The disadvantages of this plan are:
r31/f
o
o
o
Longest haul of all plans,resulting in highest logistics
cost and highest maintenance cost.
Potential environmental impacts resulting from public
access to additional portions of the Nelchina Caribou
Range.
Second to highest total cost
10-45
IIGJCDm..ap.a..aIJ...I••~»~...n~.~~IIIiIII11,.»2i:..a..a
CONCLUSIONS
AND
RECOMMENDATIONS
11 -Conclusions and Recommendations
No final conclusions or recommendations are made at this time.
Additional input is required from other project team members
before a final plan selection can be made.
r27/g 11-1
...................__.._----_.._--_.__.._.__._.._._----
APPENDIX A
PRELIMINARY DESIGN DEVELOPMENT
Appendix A -Preliminary Design Development
The Susitna Hydrolelectric project includes two large dams.These
structures are located in remote wilderness however the size of the
structures are such that major transportation facilities are required..
to serve the project and small communities are needed to house the
construction crews.
In order to demonstrate the magnitude of the planned development
plan views of the dams are included as are the projected con-
struction schedules.Correspondence is included that identifies
the major quantity requirements and crew requirements.This data
has been used in the development and analysis of the various
access plans.
r27/n A - 1
•
,,,
August 20,1981
P5700.11.10
T.1078
R&M Consultants Inc.
P.O.Box 6087
5024 Cordova Street
Anchorage,Alaska 99503
Attention:Mr.N.Gutcher
Dear Mr.Gutcher:Susitna Hydroelectric Project
Estimate of Total Weights
As discussed with you on August 10,we have made an initial estimate of
the total weights of various major items needed for construction of the
Susitna development.These quantities should be used in completing the
logistics portion of your access road report and are as follows:
Installed
Mechanical,Structural
&Electrical Equipment
Construction Equipment
Explosives
Cement
Reinforcing Steel
Rock Bolts
Steel Support &Liners
Fuel
ACRES AMERICAN INCORPORATED
Watana
15,000 ton
16,000 ton
20,000 ton
350,000 ton
33,000 ton
12,500 ton
3,600 ton
75 mill i on
gallons
Devil
Canyon
13,500 ton
5,000 ton
3,000 ton
650,000 ton
22,000 ton
3,000 ton
2,200 ton
17 mill ion
ga 11 ons
r'1r.N.Gutcher
R&M Consultants Inc.
August 20 t 1981
Page 2
Please forward your completed report to us by September 15.If you have
any questions or need further information please contact either Tom
Gwozdek or myself at this office.
SincerelYt
tx9~~~
OM/l jr
cc:J.Lawrence
J.Hayden
J.Gi 11
F.Toth
ACRES AMERICAN INCORPORATED
D.Mei 'I hede
•..~
September 4,1981
P5700.11.10
T.1132
R&M Consultants
P.O.Box 6037
5024 Cordova Street
Anchorage,AK 99503
Attention:Mr.N.Gutcher
Dear Mr.Gutcher:Susitna Hydroelectric Project
Project Schedule
As you requested,enclosed please find the following:
1.Preliminary Schedule Watana -July 1981
2.Preliminary Schedule Devil Canyon -July 1981
3.Most Recent Layout-Watana (reduced Dylar)
4.Most Recent Layout-Devil Canyon (reduced Dylar)
As we discussed,these items reflect the present level of development
of the Susitna Project and can be used in completion of your access
road logistics study.Finalized layouts and schedules are,of course,
impossible to provide at this time.Similarly,our present estimate
for peak camp size is 4,500 units at Watana and 3,100 units at Devil
Canyon.
If you have any further questions,please call.
Sincerely,
Dennis Meilhede
DM:db
Enclosures
cc:J.Lawrence
J.Hayden
T.Gwozdek
ACRES AMERICAN INCORPORATED
-:-1~e Liberty B,lnk 8u::':]!ng,Ma,ln at Court
Buffalo.New YorK ,.)202
Teiepnone -~::>053--525 Telex 91'Q~23 ACRES BIJF
ether Offices COlumbia,MD P,ttsburgn PA Ralelgn.NC:Washington.DC
)
1
WATANA DAM PLAN IIPDo I
FIGURE A.1·IlUOo
A-I
_....-.,.-...
----.~
DEVIL CANYCIN
DAM PLAN
FIGURE
PREPARED FOR:
YEAR19841985198619871988 1989199019911992199319941995MAINACCESSTOSITECONSTRUCTIONACCESSATSITEIIDIVERSIONTUNNELSI..HM.......IInl.r.;CLOSURE8DEWATERCOFFERDAMSII..ACUMENTEXC~ATlDN/FOUNDJTIDNPREPARA"IONrTFILLPLACEMENT11••11111•••••111:MAINDAMIIUIIIIII••••••'1••••••11•••11111111.111111••1.••11••••111•••••••11.11111111111111.11111111111111•••••SERVICESPILLWAY,IEMERGENCYSPILLWAY,,INTAKES..JIPENSTOCKS,IPOWERHOUSE,TAILRACEIITURBINEIGENERATORIIINITIALIMPOUNDMENTU~ITS182ONLINE(400MW)TESTANDCOMMISSIONIII•••••I••I••••II~LEGENDKEY{EARLlESTSTARTOFACTIVITYUNITSa840NlINEIN1995(400MWl'""HiliCRITICALACTIVITIES(EARLIESTFINISHOFACTIVITYOTHERACTIVITIES,{LATESTFINISHOFACTIVITYSEASONALLIMITATIONS(400MW),....EPo\REDBY'PREPAREDFOR-O'."a\r.::""".\.AJiJ.•···"~I~l2PRELIMINARV\NATANASCHEDULE~ONSULTANTS.INC."\/FIGURE\1<-7
A 8........YEAR199219931994199519961997199819992000MAINACCESSTOSITE.......................CONSTRUCTIONACCESSATSITEI.DIVERSIONTUNNELS.............DEtNATERtCOFFERDAMS...EXCAVTEABUTMENTS-,rEXCAVATIONINIDECOFFERDAS /FOUNDATIOrPREPARATlO',...MAINDAMCONCRETEMAINDAM.........•••••••••••1111111••11.1'1.111111111••••••••••I.IU.OI.1.1••fUI.,I••'.B•••111.1111.1"••1.SERVICESPILLWAYEMERGENCYSPILLWAY,,INTAKESaPENSTOCKSSADDLEDAMPOWERHOUSE."TAILRACE,,TURBINEGENERATORIUNITIONLINEIJNIT2ONLINEINITIALIMPOUNDMENT..UNIT3ONLINE..'........fNIT4ONLINETESTANDCOMMISSIONII..LEGENp..KllEARLlESTSTARTOFACTIVITY.........,CRITICALACTIVITIES(EARLIESTFINISHOFACTIVITYOTHERACTIVITIESLATESTFINISHOFACTIVITY;,SEASONALLIMITATIONSNOTSHOWN....E"'..EDBY'PREPAREDFOR-'C~~MAJiJjC...;~c:s'.'~..CONSULTANTS,INC.PRELIMINARVDEVILCANYONSCHEDULEFIGURE-
APPENDIX B
PROPOSED ALTERNATIVES SEGMENTS
Appendix B Proposed Alternative Segements
Appendix B consist of a set of map showing each of the
alternatives alignment segments studied during the course of the
work.
r27/p B-1
LEGENDCORRIDORIALTERNATIVESCORRIDOR2ALTERNATIVESCORRIDOR:3ALTERNATIVESRAILROADCORRIDORSHE:..E::""~'-10<;5,iO.fl,I2..,d:13Ai2E.OMlrre.ot-JOA~'Oe>C05<l'2fDOR2>Ar2e:.CDt-JiAfWf!!..D"-t-\ERE:IW,10jGRAPHICSCALEINMILESo5I5 432WI IPREPAREDIIYIPREPAREDFOR'IRFIGUREBIOOIB-2I
(FOR:PREPAREDB.~.FIGURE'~-././~)I../,..!....~.~/.t-!,,//I/~/(I15,~~c\I
PREPAREDFOR:FIGUREB,,2IIMILE23o,f?I/t.;2100PREPAREDBYI
PREPAREDBY'191/20;GRAPHICseALE54849PREPAREDFOR:FIGUREB..3I6IRAMCONSULTANTS,INC.
..~..28PREPAIitEDFOR'FIGURE8.4<>Q<>o'.20Ia-6FORCONTINUATION,SEESHEET9I!'1/201/2I ' :fIItlUICONSULTANTS.INC.I'ftEMIitIEDBY'
PREMMDCY,1/20,!GRAPHICSCALEQlPREPAREDFOR:FIGURE8.6IIRlrMCONSULTANTS,INC.
FOR:FIGURE8..7I13-8IGRAPHICSCALEIN~ILE.~1/2!IpoRAIlICONSULTANTS.If'ilC.
PREPAREDFOR:T31NFIGUREEI..SI8-9IrL.---..1/2;GRAPHICSCALEPREPARlElIBYI
PREP!l'REDlaY'J'x2486'l?-iINMILE3•t123626,2272PREF'AREDFOR'FIGUREBegI8-10I
T31NT30NPREPAREDFOR:FIGUREB.148-11IPfIEMREDBY'
FOROONTINUATlON,SEESHEET.lLoIJfORCONTINUATION,SEEStEET1...,----3.6'~-...r---/<--V--,:1---/,''.~PREPAREDFOR:FIGUREB.'15IB-12PREPl\AEDlilYI
PREPAREDBY·o1/2;,GRAPHICSCALEINMILEPJ1EPAREDFOR:FIGURE8.16IIRAMCONSULTANTS.INC.
/PREPAREDFOR:FIGURE8..'17GRAPHICSCALEINMILE1/201/2;;;I8-14Icc\flUlMCONSULTANTS.INC.PfiEPAREDIllf'
FIGUREB..1BI15I
FOR:)~.,.8-o•FIGURE8.19",'"'MI2(J78j,/~'"-':.,f",,,-/0~,.c<;15(/1817()(!(1~~--•.()0~"..&C>...x3310{)~2419i>020DO.,'1,;..:r:jc,---------t\<\..0\..26\~.c'2.9,\Q(...I\\\~'~CP..;".'22II..I.,'......:~~~xm~\1z~_r_~~~___t\tt_T~~"7¥trn±rtr~_tI\·---'::..QI'lAPHICSCALEINMILE,--/1/2:
P~EPAREDFOR:FIGUREIIEPREPAREDBY:
10PREPAREDFOR:1720,'.,FIGUREB,,21'0=18<ssoIIGRAPHICSCALEINMILE1/2;;RAMCONSULTANTS,INC.""EMPIEDlilYI
APPENDIX C
ALTERNATIVE COMPARISON
APPENDIX C
COMPARISON OF ALTERNATIVE SEGMENTS
GRADE,CURVATURE AND DISTANCE
Appendix C lists the length,average grade and sum of defection
angles for each segment studied and each potential combination of
segments.This tabulation was used to select the combination that
make up the prefered alignment within each corridor.Several
segments studied have been omitted due to grade,curvature or
environmental limitations.The reason for the exclusion of a
segment can be found in the text discussion of that segment.
TABLE C.1
SUMMARY OF SEGMENTS USED
Segment
1-A
1-B
1-E
1-F
2-A
,-2-B
2-E
2-F
2-G
2-H
2-1
2-J
2-L
2-M
2-P
2-R
2-RR
3-A
3-B
3-C
4-A
4-B
4-C
r27/0
Limits
All but Chulitna Pass (Parks Hwy to node 1)
All
All
All
From junction with 2-B (node 30)to Watana
From south junction with 2-G (node 21)to junction
with 2-A (node 30)
From Gold Creek railhead north to 2-H (node 20)
From 2J (node 26)to 2A (node 25)
All
From 2-E (node 20)to 2-1 (node 19)
All
All
All
All -Pioneer Road only
All only after Devil Canyon Dam is built
All
All
All
All
All
Existing Denali Highway:Cantwell siding to north
end of 3-A
Existing Denali Highway:Cantwel I siding to north
end of 3-B
Existing Denali Highway:Cantwell siding to north
end of 3-C
C - 1
------------,----'--'--
TABLE C.2
SUMMARY OF ALIGNMENT PARAMETERS
Distance Average Sum of
Segment Nodes Miles Grade %Defl.Angles
1-A 1-2 0.3 0%0 0
2-DeviJ 25.3 2.88 2034 0
Devil-6 9.5 2.40 1139 0
6-8 18.9 2.49 1223 0
8-9 2.6 1.89 460 0
9-Watana 3.9 3.28 354 0
1-8 6-8 16.2 1.91 707 0
1-E All 7.5 1.96 436 0
1-F All 4.1 1.85 204 0
2-A 30-31 7.6 1.60 297 0
31-25 16.3 1.16 779 0
25-Watana 3.9 2.52 218 0
2-8 24-30 6.0 2.42 689 0
2-E 13-20 0.9 0 00
2-F 26-25 1.5 2.17 44 0
2-G 22-24 5.3 5.21 724 0
2-H 20-19 2.4 2.11 189 0
2-1 16-19 0.6 3.42 52 0
19-22 11.4 2.10 285 0
2-J 31-26 12.2 1.40 453 0
2-L 2-16 8.7 3.05 270 0
2-M All 7.9 7.37 1113 0
2-P All 7.3 5.10 899 0
2-R 13-22 15.9 1.78 446 0
22-31 20.2 1.67 2067 0
31-29 11.3 1.18
462 0
29-Watana 10.3 1.09 927 0
2-RR All 10.5 1.01 414 0
3-A Watana-10.5 1.9 1.96 63 0
10.5-11 3.2 1.70 159 0
11-33 14.1 1.39 276 0
33-Denali 19.2 1.15 659 0
3-8 All 37.2 1.10 1736 0
3-C All 22.6 1.30 365 0
4-A All 41.7 2.37 2590 0
4-8 All 54.9 2.16 3230 0
4-C All 21.0 2.50
1302 0
r27/o C - 2
TALBE C.3
COMBINATIONS OF SEGMENTS INTO CORRIDORS
Distance %Av.Defl./Access
Corridors Segments Miles Grade Miles Plan
A1-A2 1-F,1-A 64.6 2.60 83.8
1-F,1-A,1-B 61.9 2.45 79.1
1-F,1-A,1-E,3-A 70.1 2.48 79.3
1-F,1-A,1-B,1-E,3-A 67.4 2.34 74.8
A1-B3 1-F,1-A,2-M,2-G,2-B,2-A 76.7 2.89 79.0
1-F,1-A,2-M,2-G,2-B,2-A,
2-J,2-F 74.1 3.01 77.9
...,",,"~A1-C 1-F,1-A,3-C,3-A,4-C 92.5 2.07 47.6
1-F,1-A,3-A,4-A 109.8 2.10 54.5
1-F,1-A,3-B,3-A,4-B 126.9 1.96 58.5
B1-B2-'B3 1-F,1-A,2-L,2-1,2-M,2-G,
2-B,2-A 67.9 3.03 75.2
1-F,1-A,2-L,2-1,2-G,2-B,
2-A,2-J,2-F 61.6 2.35 52.5 1
B2-B3 2-E,2-H,2-1,2-G,2-B,2-A 53.8 2.08 59.1
,.~.'.....2-E,2-H,2-1,2-G,2-B,2-A
2-J,2-F 51.2 2.22 56.6
B1-B2"A2 1-F,1-A,2-L,2-1,2-M,1-A 67.9 3.03 75.2
1-F,1-A,2-L,2-1,2-M,1-A,
1-B 65.2 2.91 70.3
1-F,1-A,2-L,2-1,2-M,1-A,
"1-E,3-A 73.4 2.88 71.5
1-F,1-A,2-L,2-1,2-M,1-A,
1-B,1-E,3-A 70.7 2.76 66.9 5
B2-A2 2-E,2-H,2-1,2-M,1-A 57.5 3.04 82.8
2-E,2-H,2-1,2-M,1-A,1-B 54.8 2.89 77.5
2-E,2-H,2-1,2-M,1-A,1-E,
,.~3-A 63.0 2.87 77.9
2-E,2-H,2-1,2-M,1-A,1-B
1-E,3-A 60.3 2.72 70.2 8
B1-B2"C 1-F,1-A,2-L,2-1,3-C,3-A
4-C 87.9 1.94 33.9 3 (7)
1-F,1-A,2-L,2-1,3-A,4-A 105.2 1.99 43.3
1-F,1-A,2-L,2-1,3-B,3-A,
4-B 122.3 1.87 49.1
r27/o C - 3
_.~_..-,-'._._--_.-.......-----~---_.
..,..
TABLE C.3 (Continued)
COMBINATIONS OF SEGMENTS INTO CORRIDORS
Distance %Av.Defl./Access
Corridors Segments Miles Grade Miles Plan
B2-C 2-E,2-H,2-1,3-C,3-A,4-C 77.5 1.80 34.1
2-E,2-H,2-1,3-A,4-A 94.8 1.88 44.5
2-E,2-H,2-1,3-B,3-A,4-B 111.9 1.77 50.1
R1-A2 2-R,2-M,1-A 58.7 2.97 80.7
2-R,2-M,1-A,1-B 56.9 2.77 74.2
2-R,2-M,1-A,1-E,3-A 48.3 3.14 91.8
2-R,2-M,1-A,1-B,1-E,3-A 45.6 2.72 85.9 9
R1-B3 2-R,2-G,2-B,2-A 55.0 2.02 57.3 10
2-R,2-G,2-B,2-A,2-J,2-F 52.4 2.15 54.8
R1-C 2-R,3-C,3-A,4-C 78.7 1.77 33.2 4 (6)
2-R,3-A,4-A 96.0 1.85 43.7
2-R,3-B,3-A,4-B 113.1 1.74 49.8
R1-R2 2-R 57.7 1.50 67.6
2-R,2-RR 56.9 1.47 67.7 2
C-A2 1-A,3-A,4-A 115.0 2.06 60.2
1-A,3-A,3-B,4-B 132.1 1.94 63.3
1-A,3-A,3-C,4-C 97.7 2.03 54.7
1-A,1-B,3-A,4-A 112.3 1.97 57.1
1-A,1-B,3-A,3-B,4-B 129.4 1.86 60.6
1-A,1-B,3-A,3-C,4-C 95.0 1.92 50.8
1-A,1-E,3-A,4-A 120.5 2.02 58.7
1-A,1-E,3-A,3-B,4-B 137.6 1.90 61.8 ~}
1-A,1-E,3-A,3-C,4-C 103.2 1.98 53.2
1-A,1-B,1-E,3-A,4-A 117.8 1.92 55.6
1-A,1-B,1-E,3-A,3-B,4-B 134.9 1.82 59.3
1-A,1-B,1-E,3-A,3-C,4-C 100.5 1.87 49.5 11
r27/o C - 4
APPENDIX D
TERRAIN UNIT MAPPING
Appen'dix D -Terrain Unit Maps
This appendix describes the terrain unit analysis for the access
alternatives.
This data identifies the surface geology and qualitatively discusses
the engineering characteristics of the various soils.The
alternative segments studied are plotted on the Terrain Unit Maps.
The soil types and characteristics have been taken into account in
developing the construction cost estimates for the alternate plans.
The text that follows is a general report,applicable to more than
just access road selection.
r32/a D - 1
D.1 INTRODUCTION
The feasibility study for the Susitna Hydroelectric Project includes
geological and geotechnical investigation of the area extending from
the Parks Highway 80 miles east to the mouth of the Tyone River
and from the Denali Highway 50 miles south to Stephan Lake.The
most cost effective method of generating and compiling baseline
geologic information about this large,little-investigated region is
through the methods of photointerpretation and terrain unit map-
ping.
This text and the accompanying terrain unit maps present the
results of aerial photograph interpretation and terrain unit analysis
for the area including the proposed Watana and Devil Canyon
damsite areas,the Susitna River reservoir areas,construction
material borrow areas,and access and transmission line corridors.
The task was performed for the Alaska Power Authority by R&M
Consultants,Inc.,working under the direction of Acres American,
Inc.
r32/a D - 2
-
-
Scope of Work and Methods of Analysis
Work on the air photo interpretation subtask consisted of several
activities culminating in a set of Terrain Unit Maps delineating
surface materials and geologic features and conditions in the
project area.
The general objective of the exercise was to document geological
features and geotechnical conditions that would significantly affect
the design and construction of the project features.More
specifically the task objectives included the delineation of terrain
units of various origins on aerial photographs noting the occur-
rence and distribution of geologic factors such as permafrost,
potentially unstable slopes,potentially erodible soils,possible
buried channels,potential construction materials,active flood
plains and organic materials.Engineering characteristics listed for
the delineated areas allows assessment of each terrain unit1s
influence on project features.The terrain unit analysis serves as
a data bank upon which interpretations concerning geomorphologic
development,glacial geology,and geologic history could be based.
Additionally,this subtask provides base maps for the compilation
and presentation of various other Susitna Hydroelectric project
activities.
The area of photo coverage was divided into units of workable
size,resulting in 21 map sheets.Base maps were prepared from
photo mosaics and the terrain units were delineated on overlay
sheets.
Physical characteristics and typical engineering properties were
developed for each terrain unit and are display~d on a single
table.
r32/a
,----------,.__.--,_.-
D - 3
The execution of this project progressed through a number of
steps that ensured the accuracy and quality of the product.The
first step consisted of a review of the literature concerning the
geology of the Upper Susitna River Basin and transfer of the
information gained to high-level,photographs at a scale of 1:
125,000.Interpretation of the high-level photos created a regional
terrain framework which would help in the interpretation of the
low-level 1:24,000 project photos.Major terrain divisions identi-
fied on the high-level photos were then used as an areal guide for
delineation of more detailed terrain units on the low-level photos.
The primary effort of the subtask was the interpretation of
300-plus photos covering about 800 square miles of varied terrain.
The land area covered in the mapping exercise is shown on the
index map sheet and displayed in detail on the 21 photo mosaics.
During the low altitude photo interpretation a preliminary work
review and field check was undertaken by R&M and L.A.Rivard,
terrain analysis consultant.A draft edition of the Terrain Unit
maps and report was completed and submitted for review to ACRES
and L.A.Rivard.Comments and questions generated in the
review of the draft report were analyzed by R&M and a second
field check,a test hole boring program,and peat probe study was
undertaken.The final revised maps are included herein.
Terrain units composed of or including bedrock are shown on the
interpretation.However,these divisions are interpreted only as
weathered or unweathered bedrock.Detailed petrologic designa-
tions and age relations of the rock units have been synthesized
from U.S.Geological Survey sources (Csejtey,1978)and project
field mapping accomplished to date.Rock unit designations from
these sources are included on the maps.Lineaments,features-
of-interest,and potential faults have not been shown as their
delineation is outside the scope of R&M's work.
r32/a D - 4
Limitations of Study
This is a generalized study which is intended to collect geologic
and geotechnical materials data for a relatively large area.Toward
this goal,the work has been successful,however,there are
certain limitations to the data and interpretations which should be
considered by the user.The engineering characteristics of the
terrain units have been generalized and described qualitatively.
When evaluating the suitability of a terrain unit for a specific use,
the actual properties of that unit should be verified by on-site
subsurface investigation,sampling,and laboratory testing.
An important factor in evaluating the engineering properties,
composition and geologic characteristics of each terrain unit is
extensive field checking and subsurface investigation.The scope
of the current project allowed only limited field checking and
subsurface investigations to date have been restricted to a few
test holes in terrain units located along the access corridors.
This lack of detailed ground-truth data further restricts the use
of the terrain unit maps and engineering interpretation chart for
site specific applications.
r32/a D - 5
D.2 TERRAIN UNIT ANALYSIS
A landform is defined (Kreig and Reger,1976)as any element of
the landscape which has a defineable composition and range of
physical and visual characteristics.Such characteristics can
include topographic form,drainage pattern,and gully morphology.
Landforms classified into groups based on common modes of origin
are most useful because similar geologic processes usually produce
similar topography,soil properties,and engineering character-
istics.The terrain unit is defined as a special purpose term
comprising the landforms expected to occur from the ground sur-
face to a depth of about 25 feet.It has the capability to describe
not only the most surficial landform,but also,an underlying land-
form when the underlying material is within about 25 feet of the
surface (i.e.a compound terrain unit),and areas where the
surficial exposure pattern of two landforms are so intimately or
complexly related that they must be mapped as a terrain unit
complex.The terrain unit is used in mapping landforms on an
areal basis.
The terrain unit maps for the proposed Susitna Hydroelectric
Project area show the areal extent of the specific terrain units
which were identified during the airphoto investigation and were
corroborated in part by a limited on-site surface investigation.
The terrain units,as shown on the following sheets and described
in this text,document the general geology and geotechnical char-
acteristics of the Susitna Hydroelectric Project area.
On the maps each terrain unit is identified by letter symbols,the
first of which is capitalized and indicates the genetic origin of the
deposit.Subsequent letters differentiate specific terrain units in
each group and when separated by a dash,identify the presence
of permafrost.
r32/a D -6
--
During terrain unit mapping bedrock was identified,as per es-
tablished techniques,only as weathered bedrock or unweathered
bedrock.Details of bedrock geology shown on the mosaic maps is
derived from Csejtey's USGS open file report on The Geology of
the Talkeetna Mts.(1979)and from Acres American (unpublished
data,1981).The letter designations are used here as those
authors defined them and the rock units are shown only where the
photointerpretation located bedrock on the maps.There has been
no attempt to correlate units across areas of limited exposure or to
modify the outcrop pattern.Bedrock symbols are shown in slanted
letters with the capital letters defining the age of the unit and
following lower case letters describing the rock type.
r32/a D - 7
D.3 TERRAIN UNIT DESCRIPTIONS
For this photo interpretation exercise,the soil types,engineering
properties and geological conditions have been developed for the 14
landforms or individual terrain units briefly described below.
Several of the landforms have not been mapped independently but
rather as compound or complex terrain units.Compound terrain
units result when one landform overlies a second recognized unit
at a shallow depth (less than 25 feet),such as a thin sheet of
glacial till overlying bedrock or a mantle of lacustrine sediments
overlying till.Complex terrain units have been mapped were the
surficial exposure pattern of two landforms are so intricatly related
that they must be mapped as a terrain unit complex,such as some
areas of bedrock and colluvium.The compound and complex
terrain units behave and are described as a composite of individual
landforms comprising them.The stratigraphy,topographic position
and areal extent of all units are summarized on the terrain unit
properties and engineering interpretations chart.
-
Bx -BEDROCK:
r32/a
In place rock that is overlain by
a very thin mantle of unconsol-
idated material or exposed at the
surface.Two modifiers have
been used for all types of bed-
rock whether igneous,sedimen-
tary or metamorphic.Weathered,
highly fractured,or poorly con-
,solidated bedrock is indicated by
the modifiers "W "(as in Bxw);
unweathered,consolidated bed-
rock is indicated by the modifier
D - 8
-
C -COLLUVIAL DEPOSITS:
II U Il (as in Bxu).A modifier or
special symbol for frozen bedrock
has not been used,although
bedrock at higher elevations may
be frozen.
Deposits of widely varying com-
position that have been moved
,downslope chiefly
Fluvial slopewash
usually intermixed
deposits.
by gravity.
deposits are
with colluvial
CI -Landslide:A lobe-or tongue-shaped deposit
of rock rubble or unconsolidated
debris that has moved downslope.
Includes rock and debris slides,
slump blocks,earth flows and
debris flows.Young slides are
generally unfrozen while older
slides may be frozen.
Cs-f -Solifluction Deposits:Sol ifI uction deposits are formed
by frost creep and the slow
down-slope,viscous flow of
saturated soil material and rock
debris in the active layer.This
unit is generally used only where
obvious solifluction lobes are
identifiable.Includes fine-
grained colluvial fans formed
where solifluction deposits emerge
from confined channel on a
hillside onto a level plain or
r32/a D - 9
valley.These landforms are
often frozen as denoted by II-fll.
Ffg -Granular All uvial Fan:A gently sloping cone generally
composed of granular material
with varying amounts of silt
deposited upon a plain by a
stream where it issues from a
narrow valley.The primary
depositional agent is running
water (for solifluction fans,see
Colluvial Landforms).Can in-
clude varying proportions of
avalanche or mudflow deposits,
especially in mountainous regions.
Fans are generally unfrozen.
Fp -Floodplain:Deposits laid down by a river or
stream and flooded during periods
of highest water in the present
stream regimen.Floodplains are
composed of two major types of
alluvium.Generally granular
riverbed (lateral accretion)de-
posits and generally fine-grained
cover (vertical accretion)deposits
laid down above the riverbed
deposits by streams at ban k
overflow (flood)stages.
Fpt -Old Terrace:An old,elevated floodplain
surface no longer subject to
frequent flood i ng.Occu rs as
horizontal benches above present
r32/a D -10
floodplains,and
posed of materials
active floodplains.
generaly com-
very similar to
-
Gta -Ablation Till:
Gtb-f -Basal Till:
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Relatively younger ablation till
sheets with more pronounced
hummocky moraine topography and
less dissected than older till
sheets.These deposits are pre-
dominently of the Naptowne
Glaciation,contain abundent
cobbles and boulders,and consist
of water-worked till.The abla-
tion till may be sporadically
frozen in the Denali Highway
access corridors.
Basal glacial till sheets,with
subdued moraine morphology,
which in the Watana Creek-
Stephan Lake area are relatively
older (probably deposited during
Eklutna and older glaciations)and
elsewhere are as young as
Naptowne age.Often frozen in
the Watana -Stephan Lake area
with a higher silt and ground ice
content as denoted by modifier
II-fll;generally unfrozen in the
Gold Creek - I ndian River area;
and possibly frozen between
Watana Camp and the Denali
Highway.
D -11
---------------------------
G Fo -Outwash:
GFe -Esker Deposits:
Coarse,granular relatively level
floodplain formed by a braided
stream flowing from a glacier.
Long ridges of granular ice-
contact deposits formed by
streams as they flow in or under
a glacier.
GFk -Kame Deposits:Hills,crescents and cones of
granular ice-contact deposits
formed by streams as they flow
on or through a glacier.
L-f -LACUSTRINE DEPOSITS:
o -ORGANIC DEPOSITS:
Special Symbols and Landforms
Generally fine-grained materials
laid down in the Copper River
proglacial Lake and gravelly
sands deposited in the Watana
Creek -Stephen Lake proglacial
lake.Often frozen as denoted by
modifier II-fll.
Deposits of humus,"muck and
peat generally occurring in bogs,
fens and muskegs.Frequently
overlies frozen material.
In addition to the terrain unit symbols,several special symbols are
used on the Terrain Unit maps to denote landslide scars,terrace
scarps,frozen soils,buried channels and trails.
r32/a D -12
Well defined landslide scarps,which indicate relatively recent
failure,are shown as lines following the scarp trace with arrows
indicating the direction of movement.Visible on the aerial photos
within many of the terraces and outwash deposits are several
different surfaces which may be related to sedimentation at a
temporary base level which was followed by renewed incision.The
various outwash and stream terraces are noted by lines following
the scarps separating the different elevation surfaces,with tick
marks on the side of the lower surface.Permafrost soils have
been delineated on the terrain unit maps through the use of an -f
following the terrain unit letter designation.By convention the
symbol -f is used where the permafrost is thought to occur at
least discontinously.Sporadically frozen areas have not been
defined on the maps,however,the possible occurrance of frozen
material within a terrain unit is described in the preceeding
section on definitions and on the engineering interpretation chart.
Buried channels along the Susitna River have been delineated by
the use of opposing parallel rows of triangular teeth.Most of
these features are minor and should have no impact on the present
studies,however three buried channels south of the southern
abutment at the Devil Canyon damsite,should be investigated to
assess potential leakage around the dam.A similar but larger
buried channel extends from near the mouth of Deadman Creek to
Tsusena Creek.The trough is filled with quaternary sediments of
several different types and ages some of which may have a high
transmissibility.Because this channel bypasses the Watana damsite
detailed work should be directed towards determining its width,
depth,soil types,and potential for reservoir leakage.
Existing jeep and/or winter sled trails have been noted on the
Terrain Unit maps by a dash-dot line.
r32/a D -13
D.4 TERRAIN UNIT PROPERTIES AND
ENGINEERING INTERPRETATION CHART
In order to evaluate the impact of a terrain unit with respect to
specific project features an interpretation of the engineering char-
acteristics of each unit is provided.On the chart the terrain
units are listed in horizontal rows and the engineering properties
and parameters being evaluated are listed as headings for each
column.Within the matrix formed are relative qualitative char-
acterizations of each unit.Several of the engineering properties
and evaluation criteria are briefly discussed below.The chart is
presented for general engineering planning,and environmental
assessment purposes.In this form,the data are not adequate for
design purposes but when additional laboratory and field informa-
tion is acquired and synthesized,site specific development work
can be minimized.
Engineering Interpretation Definitions:
Slope Classification
r32/a
Following guidelines established
by the U.S.Forest Service,the
Bureau of Land Management and
the American Society of Land-
scape Architects,slopes in the
project corridor have been
divided into the following
classes:Flat - 0 to 5%;Gentle -
5 to 15%,Moderate -15 to 25%
and steep -greater than 25%.
References have been made to
steep local slopes to account for
D -14
small scarps and the
short but steep slopes
characterize ice contact
drift.
similar
which
glacial
Probable Unified Soil Types Based on the laboratory test
results,field observations,
previous work in similar areas,
and definitions of the soils,a
range of unified soil types has
been assigned to each terrain
unit.Often several soil types
are listed,some of which are
much Jess prevelant than others.
Information in the soil
stratigraphy column will aid in
understanding the range and
distribution of soil types.Study
of the borehole logs and lab test
results will give site specific
unified soil types.
Drainage and Permeability How the soils comprising the
terrain units handle the input of
water is characterized by their
drainage and premeability.
Permeability (hydraulic conduc-
tivity)refers to the rate at
which water can flow through a
soil.Drainage describes the the
wetness of the terrain unit,
taking into account a combination
of premeability,slope,topo-
graphic position,and the prox-
imaty of the water table.
r32/a D -15
Erosion Potential
Ground Water Table
r32/a
Erosional potential as described
here,considers the materials
likelyhood of being moved by
eolian and fluvial processes such
as sheetwash,rill and gully
formation,and larger channelized
flow.In genera I th is relates to
the partical size of the soil,
however,the coarse sediments of
floodplains have been rated as
high because the surface is very
active,and likewise coarse
terrace deposits can have a high
rating because of their proximaty
(by virture of the their origin)
to streams.(Mass wasting
potential is considered under
slope stability).
Depth to the ground water table
is described in relative terms
ranging from very shallow to
deep.I n construction involving
excavation and foundation work,
special techniques and planning
will be required in most areas
with a shallow water table and in
some of the areas with a moder-
ately deep water table.In areas
of impermeable permafrost a
shallow perched local water table
may occur.
D -16
Probable Permafrost Distribution The occurance of permafrost
and the degree of continuity of
frozen soil is described on the
Engineering Interpretation
Chart,by the following relative
terms:Unfrozen-generally
without any permafrost;
Sporadic significantly large
areas are frozen.Site specific
work may be required before
design;Discontinous -most of
the area is underlain by frozen
soils site specific work is
required unless design incorp-
orates features relating to
permafrost;Continous the
entire area is frozen.All
designs should be based on
occurrance of permafrost.
Frost Heave Potential Those soils which contain signi-
ficant amounts of silt and fine
sand have the potential to pro-
duce frost heave problems.A
qualitative low,moderate,and
high scale rates the various soils
based on the potential severity
of the problem.Where the soil
stratigraphy is such that a frost
susceptible soil overlies a coarse
grained deposit,a dual classifi-
cation is given;for these soils it
may be possible to strip off the
frost susceptable material.
r32/a D -17
----,--------,-------_._---------,
Thaw Settlement Potential
Bearing Strength
Permafrost soils with a sign-
ificant volume of ice may show
some settlement of the ground
surface upon thawing.In gen-
eral,clays,silts and fine sands
have the greatest settlement
potential,forming the basis for
the three fold classification
presented on the chart.Un-
frozen soi Is do not have the
potential for thaw settlement,as
denoted by II not applicable ll
(NA).Thawing problems may be
initiated or accellerated by
disturbance of the surficial soil
layers or the organic mat.
Based on the terrain unit soil
types and stratigraphy a qualita-
tive description of bearing
strength is given.In general
coarse grained soils have a
higher bearing strength than
fine grained soils,but the
presence of permafrost may
significantly increase the
strength of some fine grained
soils (as indicated on the chart
by the thermal state qualifying
statement).
Slope Stability
r32/a
The slope
rating was
evaluation of
D -18
stability qualitative
derived through
each terrain units'
Suitability as a Source of
Borrow
r32/a
topographic position,slope,soil
composition,water content,ice
content,etc.The stability
assessment considers all rapid
mass wasting processes (slump,
rock slide,debris slide,mud-
flow,etc.).Several terrain
units which have character-
istically gentle slopes and are
commonly in stable topographic
positions have been
oversteepened by the recent,
active undercutting of streams
and/or man (or by older
processes not currently active
such as glacial erosion and
tectonic uplift and faulting).
The stability of the terrain units
on oversteepened slopes and
natural slopes is described on
the Engineering Interpretation
Chart.
Great quanties of borrow mate-
rials will be needed for all
phases of construction.The
rating considers suitability as pit
run and processed aggragete or
impervious core and takes into
account the materials present as
well as the problems associated
with extracting material from the
various terrain units.
D -19
---_•.-._----_.._----_.-
0.5 REGIONAL QUATERNARY GEOLOGY
Quaternary glacial events throughout South-Central Alaska pro-
foundly affected the soils,landforms,and terrain units occurring
in the project area.This history has been discussed and partially
deciphered in papers by Karlstrom (1964),Pewe (1965),Ferrians
(1965),and Wahrhafting (1958).However,these investigations are
of such scope as to make them of limited value here.The photo-
interpretation and resultant terrain unit mapping is the most
detailed study of the Upper Susitna River Basin.The following
discussion of Quaternary Geology is a synthesis of the new infor-
mation,derived during the photointerpretation,supplemented by
data from published sources.
The major topographic features of Southcentral Alaska were es-
tablished by the end of the Tertiary Period.What is now the
Susitna project area was located in the relatively low northern
portion of the Talkeetna Mountains,which separated the broad
ancestral Copper River Basin lying to the east from the ancestral
Susitna Cook I nlet Basin lying to the west.North and south of
the Talkeetna Mountains and the adjacent large river basins stood,
respectivily,the great arc of the Alaska Range and Chugach
Mountains.Streams draining the region that would become the
project study area may have flowed into either the ancestral
Copper or Susitna River systems.During the Pleistocene the
entire Susitna Project study area was repeatedly glaciated.Each
of the glacial events would be expected to follow the same general
pattern with several advances most likely reaching the maximum
event described here.
...
r32/a o -20
The onset of a given glacial advance in Southcentral Alaska would
be marked by the lowering of the snowline on the regions
numerous mountain ranges and the growth of valley glaciers,first
in the higher ranges and those closer to the Gulf of Alaska.
Advancing glaciers from the Chugach,Wrangell,Alaska and
southern Talkeetna ranges would flow out of their valleys and
coalesce to form large piedmont glaciers spreading across the basin
floors,while the ice of the northern Talkeetna Mountains (in the
project area)would still exist as valley glaciers.The piedmont
glaciers of the Chugach and Wrangell Mountains would at some
point be expected to merge,damming the ancestral Copper River
and creating an extensive proglacial lake in the Copper River
Basin.Alaska Range glaciers flowing southward would block
possible ancestral drainage paths of the upper Susitna River
creating a second lake which covered much of the project area and
merged with the lake filling the Copper River basin.Glaciers
flowing from the Kenai Mountains and southern Alaska Range would
also merge creating another proglacial lake in Knik Arm,Cook
I nlet,and the Southern Susitna Basin.Continued glacial advance
would fill the basins eliminating the lakes and possibly forming an
ice dome.Ice shelves may have extended many miles into the Gulf
of Alaska.At this maximum stage many mountains in the project
area were completely buried by ice as evidenced by their rounded
summits while numerous others existed as nunataks.
The deglaciation of Southcentral Alaska would follow a similar
pattern but in reverse.Wasting of the ice would uncover peaks in
the project area and the thinning and retreat of the glaciers in the
Copper River,Upper Susitna and Cook Inlet regions would again
allow lakes to form.Continued melting of the glaciers would
remove ice dams blocking the proglacial lakes possibly creating a
catastrophic (trench cutting)outburst flood.Intervals between
glacial advances would be characterized by the fluvial entrenching
of the Susitna and Copper Rivers and their tributaries.The
r32/a D -21
earlier glacial events of the Quaternary Period are poorly known in
the Upper Susitna Basin due to both the erosion of the older
deposits and their burial beneath younger deposits.However,
from the alpine topography and minor glacial sediments left on high
slopes it can be demonstrated that early Pleistocene glaciers
completely covered SouthcentraJ Alaska as in the maximal event
described above.Most of the glacial deposits that remain and the
terrain units used to describe them have resulted from later glacial
events.
The last glaciation to completely cover the project area is of un-
certain age.It has been interpreted to be of Eklutna age by
Karlstrom (1964)which may be correlated with the Illinoian glacia-
tion of the Continental United States (Pewe,1975),however,with
the limited data available an early Wisconsin (Knik)age may be
just as viable.Whatever the age,ice flowing from the Alaska
Range,the Talkeetna Mountains and several local highland centers
spread across the project lowlands depositing a sheet of gray,
gravelly,sandy and silty,basal till (Gtb-f).The till varies
greatly in thickness,ranging from the 100+feet,displayed in some
river cut exposures,to a thin blanket over bedrock.This till
presumably overlies older,poorly exposed Quaternary sediments.
It is recognized that the basal till,mapped as Gtb-f in the
Stephan Lake-Watana Creek Area may actually represent several
closely related events and that basal till in valleys north of
Deadman Lake and downstream of the Devil Canyon site was
probably deposited during younger glacial advances.Prominent
lateral moraines of the major advance occur on the flanks of
mountains bordering the central Watana Creek-Stephan Lake
Lowland.
Overlying the basal till unit and representing the next major
depositional event is a lacustrine sequence.Presumably the
lacustrine materials were deposited during the Eklutna (?)Glacial
r32/a D -22
retreat and during much of the younger Knik and Naptowne glacial
events.Du ri ng these stad ia I events g laci ers from the Alas ka
Range blocked drainage down the present Susitna channel and
probably through a low divide between Watana Creek and Butte
Creek;Talkeetna River Valley glaciers blocked low divides between
Stephan Lake and the Tal keetna River;and the Copper River
Basin was occupied by an extensive proglacial lake.The
lacustrine deposits mapped within the project area as Land
L/Gtb-f,cover much of the Watana Creek-Stephan Lake Lowland
and extend upstream along the Susitna River to the Susitna-
Copper River Lowland.In the Watana Creek-Stephan Lake
Lowland the unit is generally Jess than 20 feet thick and composed
of medium to fine sand with a significant gravel content.The lake
deposits of the Copper River Lowland are thought to be much
thicker and finer-grained.The coarseness of the lacustrine
sediments (i .e.gravelly sands in the Watana Creek-Stephan Lake
area )is not unexpected as the ancient lake was impounded behind
and ringed by glaciers which were activity calving into the lake.
During the late Naptowne glacial event,in the Watana Creek-
Stephan Lake portion of the proglacial lake,several deltas and
strandline features were formed at about the 3,000-foot elevation.
This shoreline level is higher than most reported shorelines of the
proglacial Jake occupping the Copper River Basin.It is possible
then,that during the Naptowne stadial the Watana Creek -
Stephan Lake proglacial lake stood at a higher level because it was
impounded behing another ice dam in the Kosina Creek -Jay Creek
area.It is also possible that an outlet existed for much of the life
of the lake (conceivably in Kosina -Jay Creek area).Flow from
the lake would remove great quantities of fine grained suspended
sediment,causing a relative increase in the coarseness of the
sediment deposited in the lake.
r32/a D -23
--------------,--_._---,._-_._---
Hummocky coarse grained deposits of ablation till (Gta)overlay
lacustrine sediments between Tsusena and Deadman Creeks and
basal till in the valleys north of Deadman Creek and in the Denali
Highway area.These materials may be correlative with eskers and
kames found along the Susitna River between the Oshetna and
Tyone Rivers,and together they represent the extent of the last
major advance of glacial ice into the project area.They are ten-
tatively determined to be of Naptowne age (Late Wisconsin)
(Karlstrom,1964)suggesting that the Knik Age glaciers were less
extensive and their deposits were overridden and masked by
Naptowne deposits.Lacustrine sediments of the large glacial lake
occupying the Stephan Lake -Watana Creek lowland have not been
mapped overlying the ablation till,indicating that some of the
ablation till and ancient Watana Creek-Stephan Lake lacustrine
sediments were time syncronous and that the proglacial lakes were
drained shortly after the Naptowne maximum.One should note
that several isolated deposits of ablation till are not necessarily
indicative of this late advance and ice of Naptowne age did not
deposit ablation till in all localities (most importantly in the
Portage-Devil Creek area and in the area between Deadman Lake
and the Denali Highway)i and that lacustrine sediments deposited
in small isolated proglacial lakes have been found overlying
ablation till.
Intervals between glacial advances would be characterized by
fluvial erosion and entrenching of the project area portion of the
ancestral Susitna and its tributary streams,however,the majority
of the interstadial fluvial hisory has been destroyed by subsequent
glacial and fluvial history.Remnants of the older entrenching
events are preserved in several abandoned and buried channel
sections along the modern Susitna River.One of the largest older
channels found,at the Vee Canyon damsite has a bedrock floor
(cut below the bedrock floor of the present Susitna channel)which
is now filled with fluvial and glacio-fluvial debris.The second
r32/a D -24
buried channel,between Deadman and Tsusena Creeks,just north
of the Watana site is filled with outwash and lacustrine materials
with intervening till layers (Corps of Engineers,1979).Because
ice of Naptowne and Knik ages presumably did not completely
cover'the project area,and the tills in the channel have character-
istics similar to the basal till unit attributed to the Eklutna
Glaciation,it appears that a portion of the ancestral Susitna River
valley of similar size and depth to the present valley existed as
early as the Eklutna Glacial event (Illinoian).Eklutna age till and
associated lacustrine sediments also filled some of the present
Susitna varley,however,most have been subsequently excavated.
The Eklutna age valley may have been graded to drain east into
the Copper River Basin.The fact that the present Susitna River
flows in a deep canyon across mountainous terrain (in the
Portage-Devil Creek and Jay-Kosina Creek areas),and not across
the low Susitna-Copper River of the Stephan Lake-Talkeetna River
Divides may be the result of glacial derangement and/or the rapid
drainage of proglacial lakes causing a pirating of portions of the
Copper and Talkeetna River drainages.
Other minor channel remnants include three buried channels above
and south of the southern abutment at the Devil Canyon damsite
that may be related to the drainage of a proglacial lake or an older
position of the Susitna River.The channels are probably shallow
but should be thoroughly investigated to assess potential leakage
around the dam.A small,partially buried channel downstream of
Portage Creek and another near the mouth of Devil Creek are
remnants of the downcutting phase of the Susitna River.Similar
channels are found near the river level just upstream of the
Watana Damsite and downstream of Watana Creek.
The present course of the Susitna River was probably established
during or before the Wisconsin Glacial events.Sandy glacial till
observed near the river level at the Devil Canyon site may have
r32/a D -25
--------~.__.,,------..___--__---------_.__.-__----_._------------
been deposited by the glaciers forming the Naptowne Age ice dam.
If this is the case,and the till is in-situ then most of the bedrock
downcutting and removal of Quaternary sediment from the Susitna
channel was accomplished before the end of the Wisconsin.If the
till deposit near water level in Devil Canyon is older than the
Naptowne event (Knik or Ekultna),it would indicate,an earlier
incision date and that the river followed its present course since
the Eary Wisconsin at least.
Numerous modifications of the glaciated surfaces and the develop-
ment of non-glacial landforms has characterized the Sustina project
area since the Pleistocene.The stream incision,as previously
discussed,has produced or at least excavated the V-shaped
Susitna River Valley within the wide glaciated valley floor.This
has rejuvenated many tributary streams which are now down -
cutting in their channels,as is evidenced by the steep gradients
in the lower portions of their channels,lower gradients in the
mid-channel section and frequently a waterfall niche -point
separating these stream segments.Several low terraces (Fpt)
have been formed above the modern floodplain (Fp)of the Susitna
and its major tributaries.Terraces at several different levels
were found throughout the Susitna River Valley.Some occur high
on the valley walls as eroded terrace remnants (upstream of Watana
Creek)i while others appear as very recent,low,flat planar
features.Near the mouth of Kosina Creek and in several other
locations,the terrace materials overlie relatively shallow bedrock
such that they may more accurately be called bedrock benches).
Between the Oshetna and Tyone Rivers the thin terrace gravels
overlie glacial till.The terraces are frequently modified by the
deposition of alluvial fan debris (Ffg)and/or the flow of solifluc-
tion lobes and sheets (Cs)across their surfaces.Correlation of
the terrace levels on the air photos is difficult because of the lack
of continuity and was,therefore,not attempted.In the Gold
Creek area three different,low level terraces are clearly visible
r32/a D -26
and in the Tyone-Oshetna Rivers area four terrace levels can be
discerned.Between these areas the terraces rarely occur in
groups and are more widely spaced.Most tributary streams also
show multiple terrace levels with the best example being in
Tsusena Creek where five or more levels appear as steps on the
valley wall.
The stream terraces are frequently modified by the deposition of
alluvial fan debris (Ffg)and/or the flow of solifluction lobes and
sheets (Cs)across their surfaces.Alluvial fans have also been
deposited where steep small drainages debouch onto floors of wider
glaciated valleys.
Frost cracking,cryoturbation and gravity have combined to form
numerous colluvial deposits.Steep rubbley talus cones have
accumulated below cliffs and on slightly less precipitious slopes
thin deposites of frost churned soils cover bedrock terrain (C).
On numerous slopes in highland areas (as long Devi I Creek)and
on the broad lowlands solifluction has modified the surficial glacial
till and/or lacustrine deposits.
The development of a number of landslides (C I)has occu rred
throughout the project area.Most landslides were found within
the basal till unit (Gtb-f or L/Gtb-f)on steep slopes above
actively eroding streams.The incidence of failure within this
material appears to be strongly related to thawing permafrost and
consequent soil saturation.The basal till unit is frequently over-
lain by lacustrine material and the lacustrine materials fail with the
till.Most failures occur as small shallow debris slides or debris
flows,however,a few large slump failures occur.The slumps and
debris flows are marked with a special symbol on the Terrain Unit
Maps.Steep rock slopes are assumed to be stable.However,this
is undoubtedly not the case where unfavorably oriented
r32/a D -27
discontinuities dip out of the rock slope.Such discontinuities
must be identified and their effects assessed during on-site rock
slope stability investigations.
Finally,revegetation of poorly drained portions of the landscape
has produced numerous scattered deposits of organic materials
(0);and permafrost has developed in many areas.
r32/a o -28
D.6 FIELD VERIFICATION PROGRAM
To verify the terrain unit maps and to more fully characterize the
soils along the various Susitna access routes a field study
consisting of exposure site visits,a test hole drilling program,
and an organic thickness study was undertaken.Information
derived from the study served to increase the reliability of the
engineering interpretation chart and aid in determining the
potential impacts of geotechnical factors such as:the presence of,
depth to and ice content of permafrost;frost susceptability;
organic material thickness;construction material suitability and
depth to bedrock.This data will allow better construction cost
and time estimates and a more accurate preliminary design.
However,the field investigations were not of the scope to do final
design work or to make site specific judgments.
Natural exposures of the terrain units were studied in two field
trips.In the first trip the R&M photo interpreters,accompanied
by L.A.Rivard,visted about a dozen exposures in several
different terrains.This trip was carried out before the majority
of interertation was completed and allowed the development of a
glacial history model and an initial assessment of the soil
characteristics.Some of the specific stratigraphic relationships
and soil characteristics revealed in the exposure visits included:
the presence of a gravelly sandy soil,interpreted to be of a
highly active glacio-lacustrine origin,overlying a gray silty basal
till,in the Watana Creek area;a coarse grained rubbery ablation
till overlying the lacustrine sediments in the Deadman Tsusena
Creek area;the existence of several deltas and kame deltas at the
3,OOO-foot elevation surrounding the Watana Creek -Stephan Lake
lowland;massive degrading ice lenses in the basal till;solifluction
features,thermo karst,and patterned ground throughout the
study area and very thick lacustrine sediments in the Tyone -
Oshetna River area.
r32/a D -29
The second trip was made following reviews of the draft terrain
unit maps and was directed towards refining unit boundaries,
selecting test boring locations,and further characterizing the
soils·engineering properties.Results of the second field visit
included:confirmation of the existance and extent of the Watana
Creek -Stephan Lake lacutrine blanket and its gravelly sand
composition;the presence of several material sources between the
Watana and Devil Canyon sites;and a check of the distribution of
ablation and basal tills in the Watana-Denali Highway access
corridors.
The organic thickness study consisted of making multiple probes in
areas identified on the terrain unit map as organics (0)which
were potentially crossed by access roads.The probe instrument
consisted of a modified oakfield sampler,pushed by hand into the
peaty soils.A field party of a geologist and a laborer supported
by a helicopter preformed hundreds of probes,providing a series
of cross sections or profiles through most of the organic material
deposits encountered along the access routes.The hand driven
limit of sampler penetration seemed to be about 16 feet and in all
cases the probe depths recorded were minimum organic
thicknesses.The probing demonstrated that:1)in general the
organic deposit thicknesses are directly related to the size of
deposit (i.e.the large deposits are generally deeper);2)the
thickness profiles usually appeared to be uniform with greatest
organic material thickness occurring near the center of the
deposits;and 3)organic deposits in bedrock dominated terrains
were generally thinner than (ie.one half to one tenth the
thickness of)organic deposits overlying thick deposits of
unconsolidated material.The recorded organic material thicknesses
ranged from less than one foot to the limit of sampler penetration,
about 16 feet (several of deposits were probably significantly
thicker than 16 feet)and had a median thickness of about 8 feet.
All of the probed organic accumulations were completely saturated
with a water table at the surface.
r32/a D -30
The test hole boring program involved drilling 26 boreholes varing
in depth from 6.5 feet to over 30 feet.I ndividual test holes were
selected to verify the presence of specific terrain units in areas of
uncertainty,document adverse geotechnical conditions,and to
partially characterize a variety of the terrain units that will be
encountered in the access corridors.ACME 55 rig mounted on a
modified helicopter transported base was used by the field party
(geologist,driller and driller's helper).Split spoon hammer
driven samples were taken at 2.5-foot intervals for the first
10 feet,at five-foot intervals below 10 feet and at all detected
changes in strata.
Brass liner,moisture tin,and plastic bag samples collected in the
field were transferred to the R&M laboratory where a few of the
samples were analysed and the majority stored for later reference.
Tests preformed included:sieve and hydrometer analysis;moisture
content;organic content;dry density;and atterberg limit
determinations.Based on these values the tested soils were
classified according to the Unified,ASSHTO,and the Corps of
Engineers Frost Classification systems.
In general the terrain unit maps and engineering interpretation
chart were corroborated by the drilling program.The distribution
of test holes provided a somewhat balanced sampling of units
related to extent and significance of the soils.Accordingly most
of the holes were drilled in basal till (Gtb-7 holes)and lacustrines
over till (L/Gtb-6 holes).Ablation till (Gta-4 holes),Lacustrine
soils (L-3 holes),and Colluvium (C-3holes)follow in importance
and number of test borings.The remaining test borings were
located in solifluction over till and till over bedrock terrain units.
This distribution of holes within terrain units provides a basis for
refining the Engineering Interpretation chart and for checking the
accuracy of the mapping delineations.Of the 26 test holes,22
were interpretated to have been drilled in the material as identified
on the terrain unit maps.The correct interpretation of soil type
r32/a D -31
for 22 test borings was thought to reflect an acceptable accuracy.
Furthermore several of the holes were specifically located to refine
our interpretation and as discussed below the conflicts were very
minor in nature.Concerning the four test holes which conflicted
with the terrain maps:two revealed Lacustrine sediments over
20 feet thick where Lucustrines (less than 20 feet)over till was
expected;one hole was interpreted as encountering basal till (Gtb)
where ablation till (Gta)was mapped;and finally one hole showed
colluvial materials further downslope than expected (where basal
till,Gtb,was anticipated).The terrain unit delineations where
evaluated in light of the test hole data,and it was decided that
significant new interpretation was not required.Instead the
terrain unit boundaries in the test hole areas received minor
adjustment.The existance and importance of all the terrain units
was corroborated;no terrain units were eliminated or added.The
regional interpretation framework (geomorphic model and glacial
history)accurately accounted for the sampled soils,further
verifying the model and,providing a valuable tool for
interpretation in surrounding areas and the evaluation of site
specific data.
The characteristics of the soils revealed during the drilling
program verified and increased the reliability and accuracy of the
Engineering Interpretation Chart.Permafrost proved to less
widespread than the draft report indicated occurring in only nine
holes.These frozen soils,according to our limited sampling,were
confined to the basal till,lacustrine and lacustrine over basal till
terrain units.Massive ice,forming up to 50%of the soil volume,
was found in the lacustrines (overlain by organics),while the
permafrost in the lacustrine over till unit appeared to be relatively
dry.Although per:mafrost was not encountered in test borings in
ablation till or colluvium it is still thought that sporadic to
discontinous permafrost is characteristic of these units.
r32/a D -32
The laboratory sieve tests run on the lacustrine materials
corroborated the field site visits and photo interpretation in that
most of the soils are coarse grained,consisting of sands with some
gravel and very little silt.An explaination of the origin of the
coarse lacustrine deposits is presented in the section on
Quaternary Geology.Sieve analysis also indicated that the
abaJation till,which the initially was thought to be very coarse
grained,does have a significant silt content.Early interpretations
were based on visits of surficial outcrops which must have been
well washed during or following deposition.
Specific geotechnical problem areas revealed in the drilling program
are limited to the organic and ice rich soils found between Stephan
Lake and the Susitna River.Severe thaw settlement in the frozen
sediments and an extremely low bearing strength in the organic
materials will require rerouting or special design of the roads and
rail lines in this area if the southern access corridor is selected.
The test holes drilled along the proposed Watana-Denali Highway
access corridor revealed generally favorable geotechnical
conditions.Borrow materials are abundent,the route avoids
adverse grades,only limited permafrost is expected and relatively
few organic deposits were mapped.
Test holes in the northern corridor between the Devil Canyon and
Watana Sites also revealed generally favorable conditions.The
lacustrine cover over basal till may actually decrease construction
problems as there is a lower silt content (and frost susceptability)
in the lacustrine material than in the tills.The till and
solifluction over till terrain units adjacent to Devil Creek may be
frozen but if frozen soil construction practices are employed
problems can be minimized.Much of the corridor between Devil
Creek and the Devil Canyon Dam site crosses bedrock dominated
soils.
r32/a D -33
._----------_.._---_.._------------------
Between Devil Canyon and the Parks Highway (on Corridor B)test
holes were drilled in basal till which is thought to be unfrozen in
most places.Few construction problems are Ii key to be
encountered in the till or terrace gravels adjacent to the Susitna
River.However,problems may be encountered in crossing organic
deposits,between the Parks Highway and Indian Creek,which
were found to be greater than ten feet thick in many places.
r32/a D -34
D.7 REGIONAL BEDROCK GEOLOGY
The bedrock geology of the Tal keetna Mountains and Upper Susitna
River Basin is examined in numerous publications varying in
nature from site specific to regional.The most comprehensive
report is by Bela Csejtey (1978),entitled the Geology of the
Talkeetna Mountains Quadrangle.This paper and map deals with
the ages,lithology,structure,and tectonics of the regions rock
units.His results,supplemented by unpublished data from recent
project field mapping,are the basis of this report1s bedrock unit
identification.Csejtey (1978)concludes that southern Alaska
developed by the accretion of a number of northwestward drifting
continental blocks on to the North American plate.Each of these
terrains had a somewhat independent and varied geologic history,
consequently,many lithologies with abrupt and complex contacts
are found.Csejtey notes that lithe rocks of the Tal keetna
Mountains region have undergone complex and intense thrusting,
folding,faulting,shearing,and differential uplifting with as-
sociated regional metamorphism,and plutonism".He recognizes at
least three major periods of deformation:"a period of intense
metamorphism,plutonism,and uplifting in the Late Early to Middle
Jurassic,the plutonic phase of which persisted into Late Jurassic;
a Middle to Late Cretaceous alpine-type orogeny,the most intense
and important of the three;and a period of normal and high-angle
reverse faulting and minor folding in the Middle Tertiary,possibly
extending into the Quaternary".Most of the major structural
features of the Tal keetna Mountains trend northeast to southwest
and were produced during the Cretaceous Orogeny.
Major bedrock lithologies as mapped by Csejtey,and included on
the terrain unit maps,are summarized as follows:
r32/a D -35
Tv
Tsu
Tbgd
Tsmg
r32/a
Tertiary volcanic rocks of subaerial and shallow
intrusive origin with a total thickness of over
1,500 feet.The lower part of the sequence
consists of small stocks,irregular dikes,flows
and thick layers of pyroclastic rocks of quartz
latite,rhyolite and latite composition.The upper
part of the sequence consists of andesite and
basalt flows interlayered with tuff.These rocks
are mapped in Fog Creek and its major tributary.
Tertiary nonmarine sedimentary rocks including
fluviatile conglomerate,sandstone,and claystone
with a few thin lignite beds.The only known
exposures of this unit are in Watana Creek.
Tertiary biotite granodiorite forming stocks which
are believed to be the plutonic equivalent of unit
Tv.The most extensive exposures are found on
either side of the Susitna River from just up-
stream of the Devil Canyon damsite to the
northward bend in the river about six miles
upstream of Devil Creek.An outcrop of Tertiary
hornblende granodiorite (Thgd)is located just
west of Stephan Lake.
Tertiary schist,migmatite,and granite which
display gradational contacts.The schist and
Iit-par-lit migmatite are probably products of
contact metamorphism with the entire unit possibly
representing the roof of a large stock.The
rocks occur in apprxoimately equal proportions
with the largest exposures occurring in Tsusena
Butte,west of Deadman Creek,and in the rec-
tangular southern jog in the Susitna River.
D -36
-
TKgr
Jam
TRv
Pzv
r32/a
Csejtey maps this unit at the Watana damsite,
however,more recent field work (ACRES,1981)
has shown that the Watana damsite bedrock
consists of diorite and andesite.
Tertiary and/or Cretaceous granitic rocks forming
small plutons the largest of which is found in the
headwaters of Jay Creek.
Jurassic amphibolite with minor inclusions of
greenschist and occasional interlayers of marble.
The unit is probably derived from neighboring
basic volcanic formations.The amphibolite ex-
tends from the Vee Canyon damsite downstream
for about 12 miles.Other Jurassic rocks which
occur in extremely limited exposures include
Trondjemite (Jtr)and granodiorite (Jgd)
lithologies.
Triassic basaltic metavolcanic rocks form in a
shallow marine environment as evidenced by thin
interbeds of metachert,argillite and marble.The
individual flows are reported as up to 10 meters
thick and displaying pillow structure and colum-
nar jointing.This unit is mapped,in the project
area,in the mountains east of Watana Creek.
Late Paleozoic basaltic and andesitic metavolcano-
genic rocks which form a broad band across the
central Tal keetna Mountains from the southwest to
the northeast.The 5,000+foot sequence is
dominantly marine in origin suggesting that it is
part of a complex volcanic ore system.The
majority of the band of this unit crosses the
D -37
--"-------_.__._,,._--------------------------
Kag
TRvs
project area just west of Tsisi,Kosina and Jay
Creeks.Near the top of this unit several
metamorphosed limestone reef deposits (Pis)have
been mapped.
Cretaceous argillite and graywacke of a thick
intensely deformed flyschlike turbidite sequence.
Low grade dynametamorphism to the low green-
schist facies has allowed several early investi-
gators to map portions of this unit as phyllite.
The graywacke beds form about 30%to 40%of the
unit and tend to be clustered in zones 1 to 5
meters thick.This unit is exposed at the Devil
Canyon site.It extends downstream beyond Gold
Creek and forms the mountain immediately east of
Gold Creek.
Triassic metabasalt and slate in an interbedded,
shallow marine sequence found in two allochth-
onous blocks in the upper sections of Portage
Creek.
Several of the above units have been used to describe rocks
mapped by Acres between the Watana and Devil Canyon damsites.
Where this data was available it took precidence over Csejtey's
map.
r32/a D -38
D.8 REFERENCES
Listed below are some references which may be of help in provid-
ing background information and/or details concerning the soils and
bedrock of the project area.
Anon.(1978)Seismic refraction velocity profiles and discussion,
Watana and Devil Canyon Damsites.Shannon &Wilson,Inc.,
Geological Consultants,in the Corps of Engineers,1979,
Supplemental Feasibility Report on the Southcentral Railbelt
Area,Alaska;Upper Susitna River Basin,Hydroelectric
Power and related purposes.
Anon.(1975)Southcentral Railbelt Area Alaska,Upper Susitna
River Basin Interim Feasibility Report.Hydroelectric Power
and related purposes.Prepared by the Alaska District,-
Corps of Engineers.
Anon.(1975)Subsurface geophysical exploration,proposed Watana
Damsite on the Susitna River,Alaska:by Dames &Moore.In
the Corps of Engineers (1975)I nterim Feasibility Report on
the Southcentral Railbelt Area,Alaska,Upper Susitna River
Basin,Hydroelectric Power and related purposes.
Anon.(1962)Engineering Geology of the Vee Canyon Damsite:
Bureau of Reclamation unpublished report 37,p.4,
Appendices.
Anon.(1960)U.S.B.R.Report on the feasibility of hydroelectric
development in the Upper Susitna River Basin,Alaska.
r32/a D -39
Anon.(1979)Southcentral Railbelt Area Alaska,Upper Susitna
River Basin -Supplemental Feasibility Report Hydroelectric
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r32/a D -40
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r32/a
,~.-._------------------~
D -41
Rieger,S.,D.8.Schoephorster,and C.E.Furbush (1979)
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r32/a D -42
r32/a
D.9 TERRAIN UNIT MAPS
D -43
ALASKAPO\NERAUTHORITVSUSITNAHVDROELECTRICPRO.JECTS-UBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPSR&MCONSULTANTS.INC.ENGINEERSGEOLOGISTSPLANNERSSURVEYORS0-44
109876432GTERRAINUNITSYMBOLTERRAINUNITNAMETOPOGRAPHYANDAREALDISTRIBUTIONSOILSTRATIGRAPHYSLOPECLASSI-FICATIONPROBABLEUNIFIEDSOILTYPESDRAINAGEANDPERMEABILITYINUNFROZENSOILSEROSIONPOTENTIALGROUNDWATERTABLEPROBABLEPERMAFROSTDISTRIBUTIONFROSTHEAVEPOTENTIALTHAWSETTLEMENTPOTENTIALBEARINGSTRENGTHSLOPESTABILITYSUITABILITYASSOURCEOFBARROWGBKUUnwt,llthered.consolidatedoearoekCliffsinrivercanyonroundedknobsonbro<ldva'leyfloorlindmountainpeilks.ModeratetoNeolr-VerticallowDeepNilNilFine·PoorCoarse·GoodCCOlluvi.1IdepositsPredomi"oIntlyfoundoilthebueofsteeperbedrockslopesasAngulilrI.-ostCI"acked,blocksofcoalescingconesandhln,andrOCk,somesiltandsand.MOderatetoSteeprockglacier.GP.GW,GMSW,SMGood/HighModentetoHighDeepSporadicatLowElevation.Discontinuousi111HighEleviltionslowtoHighLowtoModer,lIteLowtoModer~teFine-PoorCo.rse-V.ri.bleCILandslidedepositsGM,SM,MLPoor/LowHighShallow(percned)Active·UnfrozenInactive-SporadicHighlowFCs-fRel~t"',ely~moolhto'.b~tetopo-gr..phytrUlledbytheflowofSiltynnd~ndundysiltshowing~teri~l~~ubJettedtofrequentcontortedl~yering.freeze/tl'1.....'tycles,GentlytoSteepingSloping5W,SM,MlFrozenHighDiscontinuoustoContinuousHighHighHighlowPOO'FFfllGroinuloiroilluvioilronlowconeshoipeddepositsformedwheretHghgroidientstreoimsflowontofloitsurfoices.Roundedcobbles..nd9r..velwithSoind..nosomesilt,somesortingoindloiyeringofm~teri~ls.GW,SWGood/HIghSh.allo....Unfrozenlo...·HighHighFine-PoorCo.rse•GoodFpFlooOploill'depositsFloitpl..:ns,slightly~bove~nd..dj~centtothepresentSusitn.aRiveroindits.m.ajortribuUries.Roundedcobbles,gr.veloindSoindsortedoindI..yered.WithorwithoutSlitcover,GW,GP,SWSP,SMGOOd/HighHighVerySh~lIo...UnfrozenGeneroill}low(Highforsurfoitecover)lowSurfici.1SiltsloW,S~ndsoindGr..velsHighHighFine·PoorCo..rse•GoodFptTerr~ceFI.tsurhceremn.anlSofformerf1oo0pl""noeposltsisolotted.abovepresentfloodpl~in.Roundedtobbles,groivel~nds~ndwithsomesiltcoveredby.athinsiltloiyers,Sorted.andl.ayered,FloittoGentleGW,GP,SW,SP,SM,MlGood/HighlowDeepUnfrozenC.ener~lIylo...{Highforsurf~tecoverlowHighlowtoModer~teFine·PoorCOoirse•GoodEGFoOutwilshdepositsBottomsofU·shoipedtribut.ryv.Ueys..nd~dj..cerntoSusitnl.r....Rounded..strilt.dcobbles,gr.avel.andund,trudelysorted~ndllyered.GentleGW,SWGOOd/HighModerilteShillit"toDeepUnfrozenlowHighFine·PoorCOoirse·ExcellentEGF,EskerdepositsRoundedtoshilrpcrestedsinuousndgesinupperSusitnloire•.Rounded..strioitedcobbles,gr~vel,~ndund.CrudelytowellsortedIndl.yered.Steeplee.1SlopesGW,SWGood/HighDeepUnfrozenlowHighModerilteFine-PoorCo.rse-ExcellentGFkKoimedepositsRoundedtoHummockyhills.shoirp-crested,Rounded..stri~tedgrilvel,oindsilnd.sort.d~ndlilyered.cobbles,CrudelySteepleeoitSlopesGW,SWGood/HighModenteDeepUnfrozenlowlowHighModerlteFin••PoorCo~rs••Excellent-+GtoAbloitiontiltTributilryv.alleysideWillisilndv.all.ybottomsingener.l,b.tweenTsusen.ilndDe.dmlnCreekHummockyrollingsurr..ce,numerousch.nnels...Rounded~ndstri~tedcobbles,gr.Vt:I,ilndSoind,nosortingor'.yerlng.BOUlder-cobblelilgcoveringsurfoice.GentletoSteepGW,GM,SW,SMModerilte/ModerilteSh~t1o....·toModeriltetydeepUnfrozentoSporildiclo.....toModer.atelowtoModer~teModer.tetoHighModer~teFine-PoorCo.rse•FilirGtb-fS.nltill(froun)Bottomsv.atleysslopes.ofondr.rgerU-sh~pedoidjoicentgentleGr;lVelysiltyundOIIndgr.avelys~ndysilt;noI..yerlngorsort-109;cobblesOIIndboulderspoorlyroundeoandstnOlled.GentletosteepGM,SM,MlFrozenMOderateShoitlow(perched)toDeepDiscontinuoustoContinuousHighHighlowifTh.awed.HighwhenfrozenFine-F~irCo.rse-PoorDoInsWillesbetweensmoillriseson10....'loinds.ndinhighelev.tionDecomposedOIIndundecomposedbedrockOIIre.s.Fliltsurfoicetoorg~nicmueri.lwithsomesilt.neptiketerrOilces.Fl~tPT,OllowAtsurr.ceDiscontinuousHighHighVerylowlowNilDL-flOlcustrines(frozen)lo,,'l~nds(below3000')noitsur-f~ceintheTyone-OshetnilRiver~reOil.S.andysilt,andsiltynnd.....ithocC.aSiOnoilpebbles,togrOlvellysilnd.OftensortedOIInd1000yered.GentleSP,SW,MlFrozenHighSh..llow(perched)DiscontinuoustoContinuousHighHighlowwhenThilwed.HighwhenFrozenlowc-'-Gtb-f~Gtb-flOlcustrinesedimentsover.bluiontilll.acustrinedepositsoverbils~ltillSolifluctiondeposits(frozen)overbillultill(frozen)GentlyroHingtohummockysur-filcesurroundingButtel.kelowl.nds,(below3000')betweenSteph~nl~keilndWoitilnilCreek,ilndextendingupstre~mpOlSttheTyoneRiver.Smoothtoloboitestepliketopo-grillphyongentleslopes~bovethepf"Ogl~c.~1l~kelevel,westofTsusen.aCreek.Str~tifiednndysilt~ndsiltys~ndoverunsortedsiltySOllndygr~vel.Wellsortedsiltynnd~ndsOllndysiltoverlyingboinltill.unsortedgrOlvels,s.nds..siltswiththinicelilyers,contortedsoill.ayering.GentletoModerOilteGentletoModerillteMooer..tetoSteepSP,SW.MlGW,GM,SW.SM~SM,SM,MlGM,SM,MlPoor/ModerUel~custrine-Good/GoodBilnlTill-FrozenFrozenModer~lelacustrine-HIghBilsillTiU-Moder~teModer~teShoi.lowModernelydeepSh.aftow(perched)Spor~dicl•spor~dictoDIscontinuousGtb·f-Discon-tinUOUStoCon·DiscontinuoustoContinuousHighHighModerUetoHighHighHighLowitThoiwed.HighwhenFrozenlowifThoiwed.Highwh.nfrozenlowwhenTh.wed.HighwhenFrozenlowl01o.·lowFine·PoorCo.rse-F.irPoo,PooccC.-fGtoSolifluctiondeposits(frozen)over~bl~tiontillSmoothtolob~teOIIndhummockytopogrillphyi1longDudmilnCreekSilty,5OlIndy,gr~vel.andsiltygr~velySOllndshowingcontortedI~yering.Moder.aletoSteepGW,SWGM,SMFrozenSh.llow(perched)toDeepDiscontinuoustoContinuousHighHighlowifThillwed.HighwhenFrozenlowPoocCs-fFptSolifluctIondeposits(frozen)overterr.cesedimentsSmoothtolob..teftowsoffrozenSilty,nndilndundysiltshow-finegr..inedmoiteriills,foundonjngcontortedI.yeringovergenUeterr.aceortheSusitn.,frequentsorted.nd1000yeredroundedbetweentheTyone.andOshetn~cobbles,gr.veloindundoRivers.GentleSW,SM,MlGW,SP,SWSP,SM,MlFrozenModerateSh~lIow(perched)toDeepDiscontinuousHighHighHighwhenFrozen.lowwhenThOilwed.lowFine-PoorCOoirse-GoodBC.-fBKUGtb-fBKUSolifluctiondeposits(frozen)overbedrockFrozenb"$OlI1tilloverbedrockSmoothtolob.testepliketopo-g..phyonthefl.anksofsomemountoiins,northOlndsouthoftheDevilC~nyonoire•.Mixedgr.velssilnds.ndsiltswiththinicelillyers~ndfilintcontortedsoilIilyeringbedrock.ModerOilletoSteepModeroitetoSteeoGW,GMSW.SM,Mlbedrock~b~rockFrozenFrozenHighModer~leShaBow(perched)Sh~lIow(perched)DiscontinuousDiscontinuoustoContinuousHighHighHighHighHighlowifTh~w~.HighwhenFrozenlowlowPoocPoocBGtaBxuAbl.tiontilloverun-we,)theredbedrockHummockyrollingsurf.acetr~nsitionilltohighermountilinsildj~centtoDe.admillnCreek.RoundedOlndstriottedcobbles,gr-.vet~ndSOllnd,nosortingorI..yering,oVl!rbedrOCk.GentletoSteepGW.GM,SW,SMbedrockGood/HighModer~teShilliowtoModer~telydeepSporoidiclowtoModer~telowtoModer.atelowifThOlwedHighwhenFrozenModer.teFine-PoorCo..rse-FOilirB;U+BKUColluviumoverbedrockoindbedrockexposuresHigherI!lev~tionmounuin..re.asfindsteepslopl!sillonglheSusitnilRiver.nditsm..jorlribuuries.AngufoirblocksofrOckwithsome$OlIndOIIndsiltoverlyingbedrock.SteeptoNearVertiCil'GP,GW,GM,~BedrockGood/lowtoHighModeriltetoHighDeepSpor.lldiclowtoHighlowtoModeriltelowtoVeryHighModeroitl!toHighFine·PoorCo.rse-F.irC§iW+BKWCOlluviumwe.thered,poorlyconsolidoitedbedrockSm.llltcliffscutintonon-moirinesedimentsW~t.JIn~Creek.ndvolc~nlcsinFogCreek.terti.aryAngul..rrubblewithsiltilndnndOII'ongoverpoorlyconsolid.atednndterti.ryoverpoortyconsolidOiltedorhighlywe.lltheredbedrock.SteeptoNeoirVertic~lGM,SM,Ml,GW,SWGood/lowtoModeroateModerilteDeepSpor~dkDiscontinuouslowtoHighlpwtoModer.atelowtoModer.ateFine·PoorCoarse·PoorENGINEERINGINTERPRETATIONSPHOTOINTERPRETATIONaUBTASK!S.02r;:U=.=IIJ=lJ1:I~~~A~L~A~S~K~A~~~P~O-W..."-.".E~R::A:-Uc:-T_-H.".-:c:O~R:I-T:c:-=-Y~~:ASUSITNAHYDROELECTRICPROJECT4~OATIAPRil1981ISCAl.II--:D::.-;;",---,f:HO"'.+--------".,;;Cv;;;,,"'_=-.--------+:CHc-.-r.:,.,.:::.-r.:,.,.:::-f.!"C.~~!:-N..T•.!!"'C-~~=~=:=:=·~::.~,.~O~2===~+O'I""'·w"";;;o-;;~;;-.---r.I:A""",-t·t50-456t7ANDt8PROPERTIESUNIT9TERRAIN10
J~ALASKAPOWERAUTHORITYllliffijll---SU-SI-T-N-A--H-Y-D-R-O-E-L-E-C-T-R-IC'--P-R"O-J=-E"C-T-----lREVISIONSDA.TEBUBTABK!!5.02PHOTOINTERPRETATIONI-----f~-----jf____+-+___ITERRAINUNITINDEXMAP
LSUBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPSIAPDW11t-_A::ccL-::-cA::-cSK-,--A---=P-:-;O:-;:-W;:-;-ER-::=A7.U-;;-T--;::H;:;-;:O;-;;R::-;:1T:;-Y----1HUnWSUSITNAHYDROELECTRICPROJECTREVISIONSO~~~2~O~O~Oiiiii~4~O,oOFEETLISCALEDATETriusicmetllbllultlindsillt-e,lininterbeddedsh.llowmarinesequence.livsKogCretaceous.rgilliteandgraywllck.e,orathick.deformedturbiditesequence,towgrlldemetllmorphismPzv(PIs)loillteP,lle-oZ01Cb.u:icilIndilodes,ticmeu-volcilnogenlcrocks,locillmetil-Ilmestone(Pis}.Tn",s",cbillS.lt,emet..",olcanlC'-OCIO,5oformeaInS""dlowmil!",n"envlr-cnmer'lllivJurilSSICamphibolite,trlCluSlonsofgreen-schIst&rnil.-bl,,;lac.1tronClem'tt(JtrJandgrillnod,or,tetJgd).Jam(Jlr)(Jgd)Terti~ryilnd/orCretaceousgrill",l,c,"~ormingsrnilillplutons.TKgrTsmgTertiarysChist.rntgmat,teandgrilmle,""presentingtheroofofillr.rg"Slock.~/~Trail/"/TertooiryOiotltegr,lnodiorrle;.ocalnornblenoegranodlo,.;t(ThgdLTbgdBuriedChannelTertiillrynon-moinnesedtrnentilryrocks;congtomerillte.silInd-stone,ilIndclollystone.TsuTvTerll/H"YVolcimicrocks;shilliowIntrusives.flows,ilIndpyrOClilstics;rovor,(ictobillultlc.BedrockMoppingUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScar,<\Tf]n_A7
TerrainTerrainUnitUnitSymbolNameUnw.athered,Bxucon.alidatedb~rockCCollu",llIldepositsCIL."dslldeCs-fSollnuctiondeposits(froz.")FfgG,.."ula,...lIuvi-''onFpFloodplaindepositsFptTerrac.GFoOutwa.na.poaiuGFeEske,.doposiuGFkKamedepositsGtaAbl.ltiontillGtb-f841ultill(frozen)°OrganicdepositsL-fLoICustrine.(frozen)~L.custrinesedimentsove,.Gta~J.tiontill~L~ustrJn.depositsove..biilUItill(frozen)Cs·f'Solifluctiondeposits(froun)Gtb-fove"banitill(frozen)Cs-fSolIfluctiondeposits(1'I"'O%INl)GtOova,..bJ.UontillCs-fSollfiuctiondeposits(frozen)FP"tove,.terrae.sediments~Solifluctiondeposits(froz.,)XUova"bedrockGJb-fFrozenbauttlllXUoverbedrockAblationtill~ova"un-w••theredbedrockColluviumover~+BXUbedrock.andbedrockexposure.~+BxWColluviumove,.w••theredorpoorlyconsoll-d.t«lbedrockPHOTOINTERPRETATIONLSUBTASK5.02TERRAINUNITMAPSIAPUlPIf-----_A_L_A_S_KA__PO_W_E_R:c.,--A_U,-T_HO,-R----,I_T_Y--iRUn[OSUSITNAHYDROELECTRICPROJECTREVISIONSO~~~2~O~O~Oiiiiii~4~O!.OOFEETLISCALEDATETri<lssicmetilbasattimdslate,olnInterbeddedshallowmoilrlnesequence.livsC'-etaceousargilliteandg,-aywacke,ofathickdtfo,-medtu,-biditesequence,lo"grademetamo,-ph,sm.KagLatePaleOZOICb<isalticandanoe!>,t,cmeta-volcanogeniCrocks,localmeta-limestone(Pis).Pzv(Pis)livTroass,cba~aH,c~etavol(an,c":lcksrcrmedinshallowmaroneef"\vl'-Ollment.Jom(Jtr)(Jgd)JurilSSICamphibolite.,ncIU~donsorgreen-scn,st&moilrole;localt,-ondlem,te(Jt'-landg,-anOd,o,-,te(Jgd).//'/RockContact,.-..JTertiaryandlorCretifceousgran'tlc!>fermlngsmallplutons.TKqrTsmq~j/~Trail./TbgdTertiaryb,ot,teTertiarysch,stgranodlonte;localm,gmatlteanogr,mlle,horntlh;"ndegranod,oritereoresentingtheroof(Thgd).ofiIlargestock.BuriedChannelTert,ar,non-marmeseO,men!aryrocks;conglomerau',sand-stone,andclay:HoneTsuTvTertlar~Vole.n,trocks;shallowIntrUSives,flows,anooyrocIOlS!'CS;rhyolilic10basaltic.BedrockMappingUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScar;(0TJn_AG
!\LTerrainTerrainUnitUnitSymbolNomeUnweoithered.BxuconsoliduedbedrockCColluvialdePDsitsCIL.andslideCs-fSolifluctiondeposits(frozen)FfgCr~1I1uli)r.lIuvl.l'.nFpFloodpl..indepositsFptTerrae..GFoOutwashdepositsGFeEsker(Jeposil~GFkKoimedepositst-GtaAbLationtill'"'":z:'"'"8_ultIll(frozen)'"Gtb-f'"~~°Organicdeposits=>Z~8~L-fLacuSlnnes(frozen)U.LL.lIcustrineGIOsedimentsoverabLationtillLlacustrinedepositsoverGtb-fbualtill(frozen)Cs-fSolifluctiondeposits(frozen)Gtb-foverbaultill(frozen)Cs-fSolifluctiondeposits(frozen)GiOoverablationtillCs-fSolifluctiondepOSits(frozen)FPtoverterroicesedImentsCs-fSolifluctIon~eposilS(frozen)BXUoverbedrockGtb-fFrozenbils.lIltill-sxuoverbedrockAblationtill~overun·XU....eathl!'redbedrockColluviumover~+BxUbedrOCk,JndbedrOCkexposuresColluviumover~+BXW...·e~theredorpoorlyconsoli-d~tedbedrockSUBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPSIAPO[QII--_A_L_A_S_KA---,-"P-::-:O::-::-W-::-:ER-=-=-=A:::-U:::-T-=H~0:-cR::-::-1T::-Y--tnunwSUSITNAHYDROELECTRICPROJECTREVISIONS.O~~~2~O~O~O~iiiiii4~O!O.OFEETLISCALEDATETnassICmet..basaltilndslate,anInter-DeCIdedshallo"m<lnneSeQuence.RVSCretilceouS~rgilhte~ndqrilywilCke,0'iltnlckcercrmedturbiditeseQuence,lowgrildemetamorpn,smKaqPZV(PIs)LatePaleOZOICbaSil""ane~ndesltlcmeu-volcanogeniCrocks,locoalmeta*llmestone(PIs).0-49TriaHicboaulticmetav('llcanH::rt'Cks'ormedInsh..trowmanneenvlr"roment.RVJuroassicamphibolite,,ncluSlonsofgreen-schist!.marble;localtrondlemlle(Jtr)imdgranodlonte(Jgd).Jam(Jtr)(Jqd)//RockContactr~/TKqrTerti~ryoand/orCretaceousgr~nlticsformingsm~1Iplutons.TsmqTbqdTert,arybIotiteTertl~rySChiSt,gr~nodlorlte;localm'gm~tite~ndgrilnlte,hornblendegrilnodiorla-representinglheroof(Thgd).ofoalarge:Hock.BuriedChannel~Trail.r-//TsuTertl.rynon*m.nnesedimentaryrocks;conglomerilte,silnd-stone,~ndclaystone.lertl~ryVolcilnlcrocks:sh~llow,ntrus'ves,flOWS,~ndpyroclilstlCs;rhyolitictotlilsaltic.TvBedrockMoppinqUnitsMiscellaneousMopSymbolsScarp~SlideScarA'"AbbreviatedDescriptionsJ]
TvTsuTbqdTsmqTKqrJom(Jtr)(Jqd)RVPzv(PIs)KoqRVSTertiaryVolcanicTertiOlrynon-marIneTertiarybiotiteTertiarySChist,Terti.ilryand/orJurasSIcamphibolite,TriaSSICbasaltICLiltePilleozo;cbaullicCretaceousilrgillite'TriassICmetabasaltrocks;shalla....·sedlmennryrocks;groinod'Qrlle;localmlgmiltltFandgranite,Cretaceousgranltic!>Inclusionsofgreen-metavolCOlnlCrOCks,tnd.mdesiticm"t.l-andgr.aywilcke,of•oilndslilte,.nIntrU5.lves.flOW~tconglomerate,und-hornblendegranOdioritreoresenl,ngtheroofformingsmallplutons.schistt..marble;10c..1'armeDIn51'1.110....VOICiJnogenicrocks,thickC1eformed,nteroeddedshalh,>.....<Jndpyroclastics;stone,ilnoClaystone.{Thgdl.of;IIilrgestOCk.trond,em,te(JlrIandmarIneenvlronml£,-~localmet41-limestoneturbidltesequence.marInesequence.rhyolItictobasaltlc.granodlonte(Jgd).(Pis).10wgrademetamorphism]JBedrockMoppinqUnitsAbbreviotedDescriptionsMiscellaneousMopSymbolsScarp~Slidescar;('ITT~.~//BuriedChannel;.>-'Trail/'//~RockContactr~/0-50DATEO....~~2~O~O~Oiiiiiii~4~0'O.OFEETSCALE1=,RE....ISIONSCH.A1'P.APP.TerrainTerrainUnitUnitSymbolNomeUnwelthered.Bxuconsolid.lltedbedrockCC:oiJuvi.ll1depositsCIL",ndslideCs-f!'nlifluctiondeposits(frozen)FfgGr.llnular4l11uvialr.nFpFloodplaindepositsFptTerraceGFaOutwashdepositsGFeEskerd"'l..lositsGFkKamedepOSItsGtaAbl,itiontIllGtb-fBaultIll(frozen)0OrganICdepOSItsL-fL.custrrnes(frozen)LL.lIcustl"ineGiOsedimentsoverablationtiltLL..custrinedepositsoverGtb-fbanItill(frozen)Cs-fSolifluctiondeposits(frozen)Gtb-foverb.llnltill(froze;")Cs-fSolifluctiondeposits(frozen)GtOover.lIbl.tiontillSolifluctionCs-fdeposits(frozen)FPtoverterracesedImentsCs-fSollfluctronoeposrts(frozen)BXUoverbedrockGtb-fFrozenb.llultilllrxUoverbeorockAbl,ltlon{.ll~overun4XU....e.theredoedrockColluviumover"lfxu+BxUbedrock.ndoedroCke>..posures~+BxwColluviumoverwe",{heredorpoorlyconsoli4d.tedbedrockLJALASKAPOWERAUTHORITYSUSITNAHYDROELECTRICPROJECTSUBTASK5.02PHOTOINTERPRETATION
TerrainTerrainUnitUnitSymbalNameUnweillthered,BxuconsolidolltedbedrockCC.ollul,I;i11ldepositsCIlillndslideCs-tSolifluctiondeposits(frozen)FtgGrillnulill".l1uvi.'r.nFpFloodpLillindepositsFptTerrillceGFoOutwiuhdepositsGFeEsker(jr'positsGFkKillmedepositsGtaAblilltiontillGtb-tBu,,_till(fronn)°OrOillnicdepositsL-tLillcuslrlnes(frozen)LlillcustrineGtasedimentsove,...bl.tiontillLl.custrinedepositsove,.Gtb-tbUiIIltill(frozen)Cs-fSolifluctiondeposits(fronn)Gtb-fave,.bois.Itill(frOlen)Cs-fSolifluctiondepos.its(frOlen)Gtci"""over..bl..tiontillCs-fSolifluctiondeposits(frozen)FPToverterrolcltsedimentsCs-fSolifluctIonBXUdeposits(frozen)overbedrockGtb-fFrozenbillultill1rxUoverbedrockAblitiontill~ove,.un-weilltheredbedrockColluviumovertfxu+BXUbedrock..ndbedrockexposuresE&w+BxwColluviumoverwelltheredorpoorlyconsoti-d..tedbedrockLSUBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPSI.PUlPII-_A_L_A_S_KA_--,-PO_W,...,.E-,R,....,...".,A,-U,-TH=O:-::-R,...,.I-,TY,.---lHUn0SUSITNAHYDROELECTRICPROJECTREVISIONS.o20004000FEETi'SCALEDATE.....RockContact~/BuriedChannel~Trail..r./TvTsuTbqdTsmqTKqrJam(Jtr)(Jqd)RVPzv(PIs)KaqRVSTertl..r",VolcanICTf'rtlllrynon-marcneTertiarybiotiteTertillrySChist,Tertillryand/orJur..SSIClImphlbolite,Tn..ss,cb..sattlcLatePaleOZOICCo..s.·;cCret..c~:>us/Irgll"teTriil.$sicmet.c..s..ltrocks;sn.llo,,",sedlmenuryrocks;granod,orlte;tocalmigm..t'te..ndgranite,CreuceousgranlticscnclUSlonsofgreen-meuvolc..nlCrOCKsandandesltlcmet..-andgraywilIcke,of•..ndstate..nIntrUSIves.flo....';,conglomer..te,sand-nornbiendegranodloritrepresentcngthercofformingsmallplutons.schIst&m..rOle;10c..1formedinsh..llowvolcanogenICr:cks,thickdeformedinterbeddedshallo....andpyroclastICS;stone,andcl<tystone.(Thgd).ofillI..rgestOck.trondlemlte(Jtr)andmanneenvIronmentlocalmeta-lImestoneturbiditesequence,mannesequence.rhyolitiCtobasaltIC.granodIorIte(Jgd).(Pis).lowgrademeUmorphlsmCs-fGttrlBedrockMoppinqUnitsMiscellaneousMapSymbolsScarp~Slidescar,<\TTAbbreviatedDescriptionsi~~~~~~~~~JJ
O~2~02L-fLilcustrines(frozen)LLilcustrineGtasedimentsoverilbl;ltiontIllLLoicuslrinedepositsoverGtb-fbilultill(frozen)Cs-fSolifluctiondeposits(frozen)Gtb-foverbll$illtill(frozen)Cs-fSolifluctiondeposits(frozen)GtOoveritt-lilliontillSolifluctionCs-fdeposits(frozen)FPtoverterrile.sedimentsCs-fSolirLuctiondeposits(frozen)BXUoverbedrockGtb-fFrozenbasilltill1m]overbedrockAbliltiontill~overufl-weiltheredbedrockColluviumover-efxu-+Bxubedrock.lind,bedrockexposuresColluviumoverBti+Bxwweiltheredorpoorlyconsoli-dilledbedrockTerrainTerrainUnitUnitSymbolNameUnwe..thered.BxuconsolidiltedbedrockCC:olluvi.i11depositsCILilndslideCs-fSolifluctiondeposits(frozen)FfgGnnul;lri1l1uviilltonFpFloodplilindepositsFptTerr;lceGFoOutwuhdepositsGFeEskerurpositsGFkKilmedepOSitsGtaAblilliontillGtb-fBilultillerrozen)°OrgiJnicdepos.tsLPHOTOINTERPRETATIONSUBTASK5.02TERRAINUNITMAPSIIPo[Pjl------=A-,."L=AS-,."K,-A-::-::-:P:-::-OW::-::E-,."R:-:-::-:A=UT---:H:-::-O::-;R::-;1T:-=-Y-------tHUnlOSUSITNAHyaROELECTRICPROJECTREVI$IOHS0ill;~~~2~O~O~Oiiiii~4~O,O.OFEETSCALEDATERVSTriilS$ICmetaO,n..lt,jndslille.ilnInuoroeOOedshallOWmoilnnesequence.Creuce:lUsilq;l'I"leilndilroilv.....ilcke.ofilthickdeformedturtllditesequence,lowgrildemfUmorphlsmKaqlatePilleoLo,cD"S""eanaandeslticmetil-voleilnogenlerceks,loeillmelil-llmestone(Pis).PZV(PIs)TnoilsSICboilSoilltlcmetavolcoiIn,crOCkSformedInshoilliowmoilnneenvironmentRVJur;lssicilmph,bolite,inclUSIonsofgreen-schist&moirble;loc.'trondlem'teUtr)ilndgrilnodlonle(Jgd).Jam(Jtr)(Jqd)//-RockContactr~/TKqrTertiilryilnd/orCreuceovsgr..nlticsformingsm.I1plutons.Teniilryschist,m'Qmill'leilnd9rOln'1",representingtheroofofiiilargestock.TsmqTbqdTertIaryblOllteQrilnod,or,te:localnornblendegrilnod,orll(ThgdL~/BuriedChannel9Trail/'/Tertl.irynon·m,lrlnesedlmenlilryrocks:cenglam",."I",:;ilnd-stone,andClilystone.TSIJTertl.'-YVOle.nierocks;sn.lIo...HltruS,yes.flow,,;,ilndpyroclilst'cs;rnyellllCtobasaltIC.TvBedrockMappinqUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp/Slidescar;(\lTJ
Abluiontilloverun-weolltheredbedrock.ColluviumoverbedrOck;lndbedrockexposuresColluviumoverwe,jtheredorpoorlyconsoli-dolltedbedrockLilcustrinesedimentsoverolIbluiontillSolifluctiondeposits(frozen)over(e..rOicesedimentsLolIcuSlrines(frolen)Solifluctiondeposits(frozen)overilbl.lltiontill'-JSolifluctiondeposits(frozen)overbollultill(frozen)FrozenbollnltilloverbedrockLilcustrinedepositsoverb.nltill(frozen)SolifluctIondeposits(frozen)overbedrockCs-tFPtL-tCs-tGiCJCs-tBXULGteGtb-t1lxUCs-tGtb-tSUBTABK!5.02TerrainTerrainUnitUnitSymbolNameUnwe.lIthered.Bxuconsolldiltednedroc.kCCollu..,i.1depositsCILiillndslideCs-t~olifluctiondeposits(frozen)FtgGrollnulilr.1luvi.1ronFpFloodpl.indepositsFptTerrollcl!GFaOutwollshdepositsGFeEskertl"positsGFkK..medepositsGtaAblolltiontitlGtb-teolultill(frozen)°Oq;joinlCdeposits~+Bxu~+BXWPHOTOINTERPRETATIONTERRAINUNITMAPSIAPOWIII--_A_L_A_SK_A_P.,.-O-,-W.,.-ER-::-::-::A__U__T-,-Hc:-:0-,-R::-::-1T=-Y~MUnW$USITNAHYDROELECTRICPROJECTREVISIONSO~i~~~2~O~O~Oiliii~4~OPOFEETSCALEDATERVSTrlas:!"cmetabasalt.'10slate,iln,nterOeddedshallOWman'll"seQuence.KoqCretace::>us,Jrglli.teand~r,jyw,jck.e,ofoilthickdeformedturbiditesequence,lowgr,jdemetamorphismLatePaleOZOIC0..5.:;Candoindes.LICmeu·volcanogeniCrccks,loc,jlmeta-limestone(Pis).Pzv(PIs)RVTr'.5511:bilsalt,cmetavolcanIC:rOCkSformea,'1shallowm,jrlneenvironment.FORCONTINUATION,SEESHEET14Jam(Jfr)(Jqd)Jur,U5ICamphibolite,inclUSionsofgreen-Schist&mollrble;10c.1trond,em,lt(Jtr),mdgranod,orlte(Jgd)._//RackContactr~/Tertiaryand/orCretaceol,lsgriHl,ticsrormingsmallpluton$.TKqrTsmgTenLaryschist,Il'Ilgmatlteandgrilnlte.representingtheroofofaLargestock.TertiarybiOtIteg"'o1'1od'O"',II";localhornblendegrilnodlor,l(Thgd).Tbqd~.~//BuriedChannel~Trail"TsuTertiarynon-mar'nesedtmentilryrocks;conglomerate,sand-stone,andclaystone.TvTertl~ryVolcaniCrcck5;10'1.110.....IntrUSives,flow,;,andpyroclaS!IC5;rhvolltlctob.ultic.BedrockMoppingUnitsAbbreviotedDescriptionsMiscellaneousMapSymbolsScarp~SlideScar,.(\IT
JCOlluviumoverbedrockandbedrockexposuresColluviumoverweatheredorpoorlyconsoli-datedbedrockAblationtilloverun-weatheredbedrockFrozenbasaltilloverbedrockSolifluctiondeposits(frozen)overbanitill(frozen)Lacustrines(frozen)La,,;ustrinedepositsoverbanItill(frozen)SolifluctiondeposiU(frozen)overterrace5edimenUSollfluctiondeposits(frozen)Overbedrocklacustrinesedimentsoveri1blilltiontillL-fLGteCs-fBXUGtb-f~Cs-fGtb-ftPxu+BxuSUBTASK5.02~+BXWSolifluctionCs-fdeposit5(frozen)G"i'O~i~lerablation------+-------1Cs-fFPtTerrain TerrainUnitUnitSymbalNameUnweathered,BxuconsolidatedbedrockCColluvialdepositsCILoindslideCs-fSl'llifluctiondeposits(frozen)FfgGr..nuLlir~i1luvi..1tonFpfloodpl.llindepositsFptTerrloceGFaOutw,;nhdepositsGFeEskerdt"jJositsGFkK.medepositsGtaAblationtillGtb-fBaultill(frozen)1-----°OrganicdepositsPHOTOINTERPRETATIONTERRAINUNITMAPS\_PO[PII--_A_L_A_SK_A_P,...,.OW.,...,E,-R::-:--A,--U,-TH,-O.,--R-::-IT,-Y--jRUnlO$USITNAHYDROELECTRICPROJECTREVISIONSO~""'III~2~O~O~O_~4~O!OOFEETLISCALED....TETriaSSICmetabasaltandslate,anInterbedded5hallowmarine5equence.RVSKoqCretaceousargilliteandgraywacke,ofatnickdeformedturb'dltesequence,lowgrademetamorphismLatePaleOZOICbasalticandandeslticmeta-VOlcanogenicrocks,loca!meta-limestone(PI5).PZV(PIs)Triassicbas,JlticmetavolcanicrocksformedInshallowmarineenVironment.RVJam(Jtr)(Jqd)Jurassicamphibolite,InclUSionsofgreen-schistt.marble;localtrondlemlte(Jtr)andgranodlQrlte(Jgd)./,r-/RackContactr~/Tertiaryand/orCretaceousgraniticsformingsmallplutons.TKqrTsmq,--.-:;/9Trail,,r-./TbqdTertiarybiotiteTertiaryschist,granodiorite;localmlgmatiteandgrim,te,hornblendegranodiorl:~reoresentingtheroof(Thgd).ofalargestock.BuriedChannelTsuTertiarynOn-marinesedlmentilryrocks;conglomerate,sand-stone,andclaY5tone.Tv1ertl.ryVolcan,crocks;shallowIntrUSives,flOws,,lindpyrocl<istlcs;rhyolitictobasalt;cBedrockMappinqUnit,-MiscellaneousMapSymbolsScarp~SlideScar,,<'01AbbreviotedDescriptions
TerrainTerrainUnitUnitSymbolNameUn....e.thered,BxuconsolidatedbedrockCColluvi.1depositsCILa.ndslideCs-fSolifluctiondepOSIts(froun)FfgGranul'H"aHuvialhnFpFloodpl.irldepositsFptTerra.cf!GFaOutwa.shdepositsGFeEskerdepOSIt:!,GFkK.medepoSItsGtaAbl.tlontillGtb-fAnaltill(froun)°Orga.nlCoeOOioltsL-fLacustrmes(froun)LLa.custrineGiQsedimentsovera.blationtillLLacustrinedepOSItsoverGtb-fbanitill(frozen)~Solifluctiondeposits(froun)Gtb-foverbasa.ltill(frozen)Cs-fSolifluctiondeposits(frozen)GiQoverablationtillSolifluctionCs-fdeposits(froun)FPToverterracesedimentsCs-fSolifluctiondeposits(froun)BxuoverbedrOckGtb-fFrozenbasaltill"""BXUoverbedrockAbla.tiontill~overun-.....e.theredbedrockColluviumovertfxu+BXUbedrocka.ndt:ledrock,exposul""esCollu...iumover~+BXWwe.theredorpoorlycon-soli-datedbedrockPHOTOINTERPRETATIONLSUBTASK!5.02TERRAINUNITMAPSIAPm~JI--_A_L_A_SK_A_P-,--,O-,-W,,-ER-::-::-::A..".,U..".,T--::-H::-::O--::R::-::-1T,,-Y---iHUn[OSUSITNAHYDROELECTRICPROJECTReVISIONSO~~~2~O~O~Oiiiii~4~O,oOFEETSCALE'-,DATE,/RackContactr~/~Tra,'1.~//BuriedChannel~rTvTsuTbgdTsmgTKgrJam(Jtr)(Jgd)livPzv(PIs)KaglivsTertl~ryVolColinicTertlollrynon*mollroneTerti.ryb,ot"eTertiarySChist,Tertiarrand/orJurolluic.mpnlcolite,Trloilssicb."olIltir:LateP;lIleozoicbollulticCretaceousolIrgiliiteTriilssicmeUbil$illlrocks;"hOllllowsedimentaryrocks;granOdiOrite;locOiImlgmat'te,lfldgr1Jnlte,CretaceousgraniticsinclUSionsofgrel!n'metolvolColInicrOLks.ndolIndes,l,Cmeta-ilndgrollywolcke.or•.ndsl.te,.nonlruSlvl!'s.ftows,conglomerilte,~und-hornblendegranodIoritereoresentingtheroofforming!maHplutons.schist[.marble;localformea'11~h",lIowvolCiinogenicrocks,thickdeformedInterbeddedshallow.lindoyree-lilstles;stone.,lindcl,iystone.(Thgd).of•lilrgestock,trondlemlle(Jtr)..ndm.nneenvirO""'t!nt.10c.1meU-hmeSloneturbiditesequence.marinesequence.rhyolitICtobasaltic.granOOlonte(Jgd).(Pis).lo"grademetamorphism,BedrockMoppingUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScar,<0'
TerrainTerrainUnitUnitSymbalNameUnweathered,BxuconsoliduedbedrockCC:olluviilldepositsCILolIndslideCs-f50lifluctiondeposits(frozen)FfgGnnuLar,lIuvi.,t.nFpFlvodpl.aindepositsFptTernlceGFaOutwashdepositsGFeEskercJ"'posiuGFkK.medepositsGtaAbliiltiontillGtb-fRilUIt;1I(frozen)°Qrg,jnicdepositsL-fl.custrirus(frozen)LLileu,lrineGIOsedimentsover.bl.tiontillLLilcustrinedepositsoverGtb-fbu.'tilt(frozen)~SOlifluctiondeposits(frozen)Gtb-foverb,lI5.ttill(frozen)Cs-fSolifluctiondeposits(frozen)GtOover.bhltiontillSolifluctionCs-fdeposits(frozen)F""iitoverterr.ceudimentsCs-fSolifluctIonBxudeposits(frozen)overbedroCkGtb-fFrozenb,H.•1tilltmJoverbedrockAblilliontillareoverun-....·eillheredbedrockColluviumover~+BxubedrockilndbedrockexposuresColluviumoverrt:w+BXWweatheredorpoorlyconsoJi-dnedbedrockLSUBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPSI.powII---:A-:L=AS-:K:-A~P:-::-OW:-::E-:R=A-:UT-:H:-::-O::-:R::-::IT:-::-Y-----iHUnWSUSITNAHYDROELECTRICPROJECTREVISIONSO~i~~~2~O~O~Oiiiii~4~O!O.OFEETSCALEDATERVSTnasslcmetabasaltCilndslate,anInteroeddedshallowmCiinnesequence.CretaceousargilliteandgraywCilcke,ofathickaeformedturb,d,tesequence,lowgrademetamorphismKaqPZV(PIs)LCiitePaleozoicbCilsCillticandanoes,ticmeta-yolcCiinogenicrocks,10cCilImeta-limestone(Pis).RVTriassicbasalticmetayolCCiinicrocksformedInshallowmCilrlneenYlronment.Jam(Jtr)(Jqd)Jurassicamphibolite,InclUSionsofgreen-schIst$.mllrble;tocaltrondlemlte(Jtr)andgranodiorite(Jgd).r/RockContactr,../Tertiaryand/orCretaceousgran,ticsformingsmallplutons.TKqrTsmqTbqdTertiarybiotiteTertiaryscnist,granodiorite;localmlQmatiteandgranite,hornblendegranodion:frepresent,ngtheroof(Thgd).ofalaq;estock.BuriedChannel~Trail.r//Tert,arynon-marineseOlmentaryrocks;cor;rgtomerate,sand-Slone,andcl.fystone.TsuTert,aryVolc.nlCrOt:k.s;shallowIntr"lJslyes,flows,anapyroclastiCS;rhYOlitictobasaltic.TvBedrockMappinqU;lI'fSMiscellaneousMapSymbolsScarp~SlideScarj(\l1AbbreviatedDescriptions
L-fl.lcus!nnes(frozen)LlilcustrineGiClsedimentsoverolIbl.iltiontillLL.lIcustrlnedepositsoverGtb-fb;aultill(froun)~SolifluctiondepOSits(frozen)Gtb-foverbaHItill(frozen)Cs-fSolifluctiondeposits(frozen)GIOover.bl..tlontillSolifluctIonCs-fdepOSits(frozen)F""Ptoverterr.lcesedimentsCs-fSolifluctionBxuaeposlts(f,-ozen)overIjedrockGtb-fFrozenb.ls;lttilltmJoverbeorockAbl.tlont,11~overun-.....eillheredbedrockColluviumovertfxu-+BxubedrockOIndoedroc:kexposuresColluviumover~+BXWweilltheredorpoorlyconsoli-dOlledbedrockTerrainTerrainUnitUnitSymbolNameUnw•.lthered.Bxuconsolid..tedbedrockCColluvi".depositsCIl.lndslideCs-fSolifluctiondeposits(frozen)FfgG,...nu!;)r""lIuvL.,r.nFpFloodpliolindepositsFptTerrae.GFoOutw.lshdepositsGFeEskerdeposil:loGFkK;lmedepOsItsGtaAbl~tiontillGtb-fRo1S.l1till(frozen)°O,-g.nlcoeposltsLSUBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPSIAPOI~l~-,A,----L,--:A,----SK-,---A~P:-:::-OW-=-=E-,R=-=-=-=A:-:-:U,----TH::::0-::cR:::-:'T:-::-Y-------lHUn0SUSITNAHYDROELECTRICPROJECTREVISIONS20004000FEET!oISCALERVSTriaSSICmetaO"saltandslate.•InInterbeaaedsnaliowmannesequence.KaqCretilceousilrg,lIitea"ogr~l\"acke,ofilUllckoelormedturbidIteseouence,IOI,grademetamorph,smPZV(Pis)LatePale~zolcbaulttc,H'Cancesltlcmeta-"olcanogenlCrOckS.ecalmeta-l,mestone::>'SJ.RVTr,ass,cboil"iilltJf.'netavolc"nICrockslormedInst,allOwmilrlneenvIronment.Jam(Jtr)(Jqd)JurillSSICilImphloollte,inClUSIonsofgreen-SChIst&.marple;localtronCllemlte(J,rIandsranOCl,orlte(Jgd).I.//RockContact,'JTKqrT~rt,aqand'orCI'e!oiIC~OUSgranltlcsform,ngsmallplutons.Tsmq~/~Trail/JTbqdT~rtlilr)bIotIteTertlilr)SChist,granodlonte;10coiIImlgma!lt~oiIndgroiln'te,ho"nbl~nd~granodIoritereoresentlngtheroof(Thgd).ofalargestOCk.BuriedChannelTert'oiIr~non-moilrlnesedlmenl<1r~rocks;conglomeroilte,sand-stone,oiInacloilystone.TsuTvTertlillr~VolCillnlCrocks;SnililiowIntrUSives,flows,ilInClD\"roclilIstICS;rhyolitiCtobasaltic.BedrockMappinqUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScar;(0T]
JLTerrainTerrainUnitUnitSymbolNameUnweathered,BxuconsolidatedbedrockCColluvialdepositsCIlandslideCs-fSolifluctiondeposits(frozen)FfgGrilnuloralluviilll(onFpFloodpl",indeposit5FptTerrae'"GFoOutw,uhdepositsGFeEskerdeposIt:.GFkKamedepositsGtaAbLHiontillGtb-fRaultill(frozen)0OrganicdepositsL-fLacustrines(frozen)LL4IcustrineGiClsedimentsoverablationtillLLacustrinedepositsoverGtb-fbanitill(frozen)~SOlifluctiondeposits(frozen)Gtb-foverbasaltill{frozen)Cs-fSolifluctiondeposits(frozen)GiClover.blationtiltCs-fSolifluctiondeposits(frozen)FPtoverterrollC!!sedimentsCs-fSolifluctionBxudeposits(frozen)overbedrockGtb-fFrozenbanitill~overbedrockAblationtill~overun-weatheredbeorockColluviumover~+BXUbedrock.lindbedrockexposuresEfxw+BXWColluviumoverweatheredorpoorlycon~('Ii'datedbedr.:l.,:kSUBTABK~.02PHOTOINTERPRETATIONTERRAINUNITMAPS~~D[PI~_A_L_A_S_K_A_P_OW_E_R_A_U_T_H_O_R_IT_Y_-;HUnlOSUSITNAHYDROELECTRICPROJECTREVISIONS20004000FEET,oiSCALERVSTriaSSICmetaboualtanoslate.anInterbedd!!dshallowmarl'll'sequenc!!.LGtb·fKaqCreta~e;)usargil,teand~ray....acke,ofthickoeformedturbldlt!!sequ!!nc!!,lowgrad!!m!!tamorphlsm-Pzv(PIs)LatePal!!ozolct...so"CandanO!!Slticmeta-volcanogeniCr~cks,loca!m!!ta·'lmestone(Pis).RVTriaSSICbasaltiCmetavolcaniCrOCksformedInShallowmarineenVlronrnen:Gtb-fBXUJam(Jtr)(Jqd)JurassIcamphibolite,InclUSionsofgreen-SChist&marble;localtrono/emlt!!(Jtr)andgranodlorlle(Jgd).TKqrRockContactTertiaryand/orCr!!taceousgranltlCSformingsmallplutons.TsmgTertiarySChist,migmatiteandgranite,representingtheroofofalargl!stock.TbqdTertlar~biotItegranodlorlle;localnornbl~ndegranodlorlt(Thgd).LGtlrfTsuTertl.rynon·marlneSedlm~nlaryrocks;conglomerale,sand-stone,andclaystone.TvTertiaryVolcaniCrocks;shallo.....IntrUSives,flows,andpyroclastiCS;rhyol'l'ctobas.ltlc.Gtb-f~BedrockMappingUnitsMiscellaneousMapSymbalgScarp~Slidescor,<\TTAbbreviatedDescriptionsJ
L-fLacustrlnes(frozen)LLoicustrinesedimentsoverGtOablationtillLLacustrinedepositsoverGtb-fbanitill(frozen)Solifluction~deposits(frozen)Gtb-foverbo1lultill(frozen)Cs-fSolifluctiondeposits(frozen)GtOoverabliiltiontillSolifluctionCs-fdeposits(frozen)FPloverterracesedimentsCs-fSolifluctiondepOSits(frozen)BxuoverbedrockGtb-fFrozenbaslIltill--exuoverbedrockAblationtill~overun-we.lltheredbedrockColluviumover1fxu+BXUbedroCkandbedrOCkexposuresColluviumover~+BXWweatheredorpoorlyconsoli-datedbedroc.kTerrainTerrainUnitUnitSymbalNameUnweathered,BxuconsolidatedbedrockCColluvi.11depositsCILolindslideCs-fSolifluctiondeposits(frozen)FfgGrollnuloilr.lIuvi.lt.nFpFtoodpl.indepositsFptTerrolcf!GFaOutwashdepositsGFeEskerdeposit..GFkKilmedepositsGtaAbt.tiontqlGtb-fRas;lrtill(frozen)°OrganicdepositsLSUBTASK5.02PHOTOINTERPRETATIONTERRAINUNITMAPS11"0[0I~_A_L_A_SK_A_P_O_W_ER_A_U_T_H_OR_I_T_Y-----jHUn(OSUSITNAHYDROELECTRICPROJECT4000FEETI2000REVISIONSoISCALETriassicmetabasaltilndsliHe.anInterbedoedshallowmarineseauence.RVSKaqCretaceousargilliteandgraywilckt:'.of•Ulickdt:'formt:'dturbldltt:'st:'quence,lo"grademetamorphism.Lat~Pale~lOtCoasaltlcClncances,ticmeta-VOlcanogenicrocks.localmeta-limestonelills}.PZV(Pis)FORCO~INUATION.SEESHEET12TriaSSICba!i.alticOletavolcan,crocksformt:'dlr'\shallowmannt:'envlronmt:'ntRVJam(Jtr)(Jqd)JurilSSICamphibolite.InclUSionsoforeen-SChist&marble;locallronalemite(JtrjandgranO(llonte(Jgd).I--'/RackCantactr--JTKqrTeniar~'ilnd/orCretaceousgranlticsformingsmallplutons.Tsmq~/~Trail//TbqdTenlarybiotiteTertiaryschist.grilnodlonte;Joc..1mlgmallteandgranite,hornblendegranodioritereoresentingtheroof(Thgd).ofalargestock.BuriedChannelTsuTenlarynon-m.nnesedimentaryrocks;conglomerate.Silnd-stone,i1ndclaystone.Tv"Tertlar.,Volc.nlCrocks;shallowIntrusives.flo.....s..1'10pyroclastiCS;rhyolitictobasaltic.BedrockMappinqUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScar;('0'JJ
LGtb-fLTerrain TerrainGtb-fUnitUnitSymbolNameUnwe.thered.Bx~("onsolid.tedbedrockCCelluv'.1depositsCILolIndslideCs-f~Qlifluctiondeposits(frozen)FfgGrollnulollr.lluyillt.nFpfloodpl.indepositsFptTerr.lceGFaOutwolshdepositsGFeEsker<.J"'~osits~;::..GFk::>K.medepositsZ~15GtaAbl,uiontill"-Gtb-fBilultill(froun)0Org.anicdeposItsL-flolcustrlnes(frozen)LlilcustrineGtasedimentsoverolibliltiontillLLoIC\.lstl"'inedepositsoverGtb-fbaultill(frozen)Cs-fSoli"uetiondeposits(frozen)Gtb-foverbols.1till(frozen)Cs-fSolifluctiondeposits(frozen)""GiCoveroIbl.i1tiontillCs-fSolifluctiondeposits(frozen)Fiitoverterr,lcesedimentsCs-fSolifluctiondeposits(frozen)BXUoverbedrOCkGtb-fFrozenbols.1till1lXUoverbedrockAblolltiontill~overun·....·e.theredbedr"ockColluviumover"Efxu-+BxubedroCkAndbedrockexposures,~+BXWCOlluviumoverweiltheredorpoorlyconsoli-diltedbedrockTvTsuTbqdTsmqTKqrJam(Jtr)(Jqd)RVPzv(PIs)KaqRVSTertlilryVolCiinicTertiilrynon-marineTertiilrybiotiteTertIaryscnist,Tertiaryand/orJurilnici1mphibolite,Triassicbas"llticLatePaleoZOICb.s.lt.cCret.ceous.rgtlliteTriassICmet,:;basaltrocks;shilltowsedlmenUryrocks;granodlortte;101.011mlgm,Hiteandgrilnlte,Cret.ceollsgraniticsInclUSionsorgreen-metavolcanicrO<.:ks,:;ndancesltlcmeu-andgr.ylVacke,OfiI,ndSlate,.nIntrUSives,flOws,conglomerate,s.nd-hornblendegran.;Jdioritt:reoresentlngtheroof~ormingsmallplutons.schistSmarole;localformedInsl1"1llo....volcanogenicrocks.tnlCI-.deformedrntereeddedshallowolIndpyroclastics;stone,olIndcLaystone.(Thgd).ofalar<;estock.trondlemite(Jtr)dndmarineenvrron"'ellt.localmeta-limestone[UrelOrteSeQUenCe,marineseQu!':nce.rhyolitictobasaltic.granodIOrite(Jgd).(Pis).lowgr.demetamorphism/\MAPSLSUBTASK5.02SUSITNAHYDROELECTRICPROJECTALASKAPOWERAUTHORITYPHOTOINTERPRETATIONCH.AIIP.APP.ReVISIONSO....~~2~O~O~Oiiiii~4~O!OOFEETSCALE'_,DATED-AO//RockContactr~/BuriedChannel~Trail.r-//BedrockMappinqUnitsMiscellaneousMapSymbolsScarp~SlideScar;(0'AbbreviatedDescriptionsJJ
1L-fFORCO","INUATION.SEESHEET9TerroinTerroinUnitUnitSymbolNameUnweiilthered,BxuconsolidiiltedbedrockCColiuviiilldepositsCILoindslideCs-fSolifluctiondeposits(frozen)FfgGriilnularoiliuviiillr.nFpFloodpl..indepositsFptTerrilCflGFoOutwiilshdepositsGFeEsker(Jeposil~GFkKoimedepOSItsGtaAt:>loitiontillGtb-fBilUItill(frozen)0OrgilnicdepositsL-fLilcustrines(frozen)LLiilcustrineGtesedimentsoveriilbLiltiontillLLiilcustrinedepositsoverGtb·fbilultill(frozen)~Solifluctiondeposits(frozen)Gtb-fOverbilSiil!till(frozen)Cs-fSolifluctiondeposits(frozen)GteoveriilbliiltiontHICs-fSolifluctiondeposits(frozen)FptoverterrilC.sedimentsCs-fSolifluctionBXUdeposits(frozen)overbedrockGtb-fFrozenboiultill"'1mJoverbedrockAbl..tiontillareoverun-weoitheredbedrockColluviumover1fxu-+BxUbedrock..ndbedrockexposuresCOlluviumover~+BxWweoitheredorpoorlyconsoli·doitedbedrockMiscelloneousMapSymbolsScorp~Slidescor,<'lTMAPSLBUBTASK8.02SUSITNAHYDROELECTRICPROJECTALASKAPOWERAUTHORITYPHOTOINTERPRETATIONCH.APP.APP.REVISIONSo20004000FEETSCALE~i~~~~~iiiii~!DATE//~RockContoctr~/BuriedChonnel~Troil/'//TvTsu'TbgdTsmgTKqrJam(Jtr)(Jqd)livPzv(PIs)KoqlivsTert••,..,.VolcaniCTerlloOlrynon-manneTert'a,.....brotHeTenioOi'-yschisl,Terti.ryand/orJurassic..mph.bolite,Tnil5sicb.salt,cLateP.leoZOlc0.$.';cCret.ceou$iIIrg,I'.leTriassicmet.casaltrocks;5h.1l0...sedimentaryrocks;grilnod,orrle;localrn'gm..tlleimdgr.nlle,CretilCeOU5grar1lticsinclusIonsofgrel!n-melavolc.InICrocksand.ndi!$ltlCrneu-oindgraywolcke.of•.ndsliltl!,.nmtru:!"ves,flow,;,conglomer"ate.sand-hornblendegrolnod'Orilrepresentingtheroofformingsmallplutons.schIst&marole;10c.Iformedinshallowvolcanogenicreeks,thickdeformedInterbeddedshallowandp~'rocloil5tlc5;stone,ilndclaystone,(Thgd).of•lolrgestock.trondlemlte(Jtr)a.ndmilrlneenvironmenttocillmetoi·llmestoneturbiditeseQuence,m<lrlneseQuence.rhyolitiCtoboisaltlC.grilnodlorlle(Jgd).(Pis).lowgrademetamorphismBedrockMoppingUnitsAbbreviatedDescriptionsJJ
Abf.tiontillBinitill(frozen)OrgOlnicdepositsLacustrines(frozen)TerrainUnitNameUnweotthered,consoliduedbedrockLilcustrinesedimentsover.bl.uiontillLotcustrinedepositsoverbu.!till(frozen)Solifluctiondeposits(frozen)overb.nltill(frozen)Solifluctiondeposits(frozen)overolIbliitiontillSolifluctiondeposits(frozen)overterrollcesedimentsSolifluctiondeposits(frozen)overbedrockSolifluctiondeposits(frozen)Floodplolindeposit5Frozenb;asaltilloverbedrockGrillnulilfi1l1uvi..1'.nColluviumoverbedrOCkandbedrockexposuresAblationtilloverun-weatheredbedrockColluviumoverweatheredorpoorlycon~olid..tedbedrockLoIndsJideK_medepositsEskercJeposit!j;Outw.shdepositsBxuCCIFptCs-fGFkFfgCs-fBXU°FpL-fLGtaCs-fFPt!>tQBXUGFeGFoCs-fGtQGtaGtb-ftlXUCs-fGtb-fLGTi)-fGtb-fsuaTASK5.02tfxu+BXUTerrainUnitSymbol~+BxwPHOTOINTERPRETATIONTERRAINUNITMAPSIIPD[PII--_A_L_A_SK_A----:Pc-c-0Wc:-::E--:R:-:c=A--:UT--:H:-::-O.,....R::-:IT-::-Y---tHUn0SUSITNAHYDROELECTRICPROJECTREVISIONSO~IIIIIIIII~2;,;;O~O~Oiiiiii~4~0'00FEETi_ISCALETriassicmetaDasaltandslilte.anInterDeddedshallowman.,esequence.RVSKaqCret.ceousargilliteilndgr.yl'·iilcke,ofiiithickaelormedturblaltesequence,lo\\grademetamorphism.LatePaleOZOICbasaltICandanaeSltlCmeta·volcanogenicrocks.localmeta-limestone(piS).Pzv(Pis)FORRVTnaSSICbasaltiC"'netilvolCanlCr:>cksformeaInshallo",·marineenvironment.FORCONTINUATION,SEESHEET9Jam(Jtr)(Jqd)Jurassicamphibolite,H'lCluSIOnsofgreen-schist.\.marble;localtrondJf!m,le(Jtr)andgranOdiOrite(JgdJ..--.,-."TKqr//'/RockContact,-../Tertiaryand/orCretaceousgran,ticsformingsmallplutons.TsmqI.lB+Bxu#"XU__~..-.~~.,j/~Trail./'TbqdTertiarybiotiteTertiarySChIst,granodiorite;loc4I1migmiltlteandgranite.hornblendegr;;lnod,oriterepresentingtheroof(Thgd).otalargestock.BuriedChannelTsuTertl..r~non-marlnll!sedimentaryrocks;congfomera.tt',sand-stone,ilndcLaystone.TvTertlilr'rVolcaniCrecks;ShilliowintruSives.flows,.mdpyroclastics;rhyolitiCtobasaltic.....BedrockMappinqUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScarJ01'JJJ
MiscellaneousMapSymbolsScarp~SlideScar~~./BuriedChannel~Trail/'/OATIAPRIL1981,""O.CTO:i2:i02LSUBTASK5.02TerrainTerrainUnitUnitSymbolNomeUnwe.~h.".d.Bxuconsolia~t.dbedrockCC.olluvi..JdepositsCILoindslideCs-fSolifluctiondeposits(frozen)FfgGnnul......lh,Jvi..t'.nFpFloodpl..indepositsFptTerr.lceGFoOutw.sh.depositsGFeEskerul"lJositsGFkK..medepositsGtaAbJ;UiontillGtb-fBn.iltill(fronn)0Org..nicdepositsL-fLoicustrines(frozen)LLoicust,.ineG"t(]sedimentsover..billiontillLLoicustr-inedepositsove..Gtb-fbUilltill(frozen)£tlSolifluctiondeposits(frozen)Gtb-fave..boluiltill(frozen)Cs-fSolifluctiondeposits{frozen)GtOoveroIbl.tiontillSolifluctionCs-fdeposits(frozen)Fptovertcrr.eltudimentsCs-fSolifluctionBXUdeposits~frozen)overbedrockGtb-fFrozenboilSilltill--sxuoverbedrockAbhlliontill~overun-weoilthe:redbedrockColluviumovertfxu-+BxubedrockoiIndbedrockexposures1Ew+BxwColluviumoverweuheredorpoorlyconsoli·duedbedrOCkSUSITNAHYDROELECTRICPROJECTALASKAPOWERAUTHORITYPHOTOINTERPRETATIONCH.A1'P.AP1'.REI/ISIONSO~e:=~~~2~O~O~O~iiiiii~4~O!OOFEETSCALElivsTriassicmetab..s.ltandslate,anInterbeadedshallOWmarinesequence.KogCreroilceoUSargillite.ndgraywackl:',ofilthick(feformedturbldilesec;uence.lo"grademetamorphism,Pzv(PIs)LatePale':lZOICb<!luHicundandesltlcmeta-volcilnogenlCrocks.10c.1meta-limestone(Pis).FORCONTINUATION,SEESHEET18FORCONTINUATION,SEESHEET16livTri41sslcbasalt,cmetavolc.nlCrocksTormedInshallowmilrll""!eenvironment.Jam(Jtr)(Jgd)JurasSICamphIbolite,InclUSionSofgreen-scnlst&milr!)le;10Cilitrondiemlle(JlrJand"ranoOlonte(.Jgd).•I.//RockContactr'~TKgrTerti.ryandlorCreUceOusgranlticsform,ngsm.tlplutons.TsmgTbgdTertloilryblotlleTertioilrysch,st,groilnodlorlte;Jocoillm,gm.tite.Indgranne,hornblendegranodIoriterepresentingtheroof(Thgd).'of•largestock."Tertloilr}non-m.rlneSed,mentaryrocks;conglomer.te,sand·stone,.ndclaystone.TsuTv"Tertloilr}Volcoilnlcrock:;;;shoilliowInlrUSlves,flows,oiIndpyrocloilstlcs;rhyolitiCtobas.l~ic.BedrockMoppingUnitsAbbreviatedDescriptions1J
/\L-fLollcustrines(frozen)LlilcustrineGtOsedimentsoverolIbl.tiontillLL.custrinedepositsoverGtb-fb.ultill(frozen)~Solifluctiondeposits(frozen)Gtb-foverbas,ltill(frozen)Cs-fSolifluctiondecasits·lfrozen)GiOover.blilliontillSolifluctionCs-fdeposits(frozen)Fiitoverlerr4llCesedimentsCs-fSolifluctiondeposits(frozen)BxuoverbedrOCkGtb-fFrozenbas,ltill-sxuoverbedrockAbl.tiontill~overun-weiltheredbedrockColluviumover~+BXUbedrockandbedrockexposuresColluviumover--fxw+BXWweatheredorpoorlyconsoli-datedbedrockTerrainTerrainUnitUnitSymbolNomeUnwe.thered,Bxuconsolid.tedbedrockCCollu...i,1depositsCIL,ndslideCs-fSolifluctiondeposits(frozen)FfgGr.nul.lr,lIuvi.1ronFpFloodpliolindepositsFptTerr.e,",GFaOutw.shdepositsGFeEskerdepositsGFkKilmedepositsGtaAbliltionti!!Gtb-ffl...!>.1till(frozen)°Or~anic:depositsSUBTASK5.D2PHOTOINTERPRETATIONTERRAINUNITMAPSI_PO-f~If-----:A-,---L:-::AS-,---K,-A...,.,..,..-::PO-::-W::-::E---:R:-::-=A---:UT----:Hc-::-0::-cR::-:1T-::-Y-----lnun0susrTNAHYDROELECTRICPROJECTREVISIONSO~~~2iiiO~O~Oiiiiiii~4~O!OOFEET,-,SCALETriassicmetabaultandslitte,anInterbeddedShallowmarinesequence.livsCretaceousargilliteandgraywacke,ofathiCkdeformedturbiditesequence,lowgrademetamorphIsmKaqPzv(Pis)LatePaleozoicbasalticandandesiticmeta-volcanogenicrocks,localmeta-limestone(Pis).Triassic.basalticml!tavoitanicrOl.:ksformedInsl1ali"wmClroneenVIr(1I1rnent.livJurassicamphibolite,Inclusionsofgreen-schistSomarble;localtrondJemite(Jtr)andgranodiorite(Jgd).Jam(Jtr)(Jqd)//RockContactr~/TKqrTertiaryClnd/orCretaceousgrannicsformingsmCll1plutons.TsmqTbqdTertiilrybiotiteTertiarySChist,granodiorite;)olo.llmlgmatiteandgranite,hornbleflll('grarOl.-,.liorilereoresentlngthercof(rhgd).ofa100rgestock.BuriedChannel~Trail.~.//TsuTertiarynon-mannesedimentaryrocks;conglomerate,5i1nd-stone,andclaystone.TvTertiaryVolcaniCrocks;shallowIntrusives.flows,andpyroclastics;rhyolitictobasaltic,BedrockMoppinqUnitsMiscellaneousMopSymbolsScarp~SlideScar;(\T'AbbreviatedDescriptionsJ
MiscellaneousMapSymbolsScarp~SlideScar;(\ffOAT(AUGUST1981L~"OJtCT052502TerrainTerrainUnitUnitSymbolNameUllweilthere:d,BxuconsoliduedhedrockCC:olJuvi.fdepositsCILilndsJideCs-f~olifluctiondeposits(frozen)FfgGr.nul.rilliuviillt.nFpFloodplilindepositsFpiTerrilceGFoOulwilshdepositsGFeEskerd('~ositsGFkKilmedepositsGtaAbfUiontillGtb-fBu~i1till(frozen)0OrgilnicdepositsL-fL.lIcustrines(frozen)LLilcustrlneGtasedimentsoverilbl.i1tiontillLUlicustrinedepositsoverGtb-fbilultill(frozen)Cs-fSolifluctiondeposits(frozen)Gtb-foverb.lultill(frozen)Cs-fSolifluctiondeposits(frozen)GiOoveroibliltiontillSolifluctionCs-fdeposits(frozen)FPtoverterrilcesedimentsCs-fSolifluctiondeposits(frozen)BXUoverbedrockGtb-fFrozenbilultill""B"X"UoverbedrockAbl.tiontill~overun·wtiltheredbedrockColluviumover1fxu+BxUbedrockOIndbedrockexposures~+BXWColluviumoverwltilltheredorpoorlyconsoli-dolledbedrockaU.TASKe.oaPHOTOINTERPRETATIONTERRAINUNITMAPSREVISIONSO~IIIIIII~2~O~O~Oiiiiiiiiiiii4~O!OOFEET,-,SCALElivsCs-f/Gtb-fTrla$SICmetabasaltandslate.anInterDedded$hallowmarine$equenc:e.Cretaceousargilliteandgraywacke,of;Ithickoeformedturbiditesequence,lowgrademetilmorphlsmKaqPzv(Pis)LatePaleOZOICbas;llticandanaeslticmet.<l·vOlcanogenicrocks,localmeta-limestone(Pis).livTrlilssicbilsalticmetavolcanicrocksformedm1nallowmarmeenvironment.JurassIcampnloofite.InclUSIonSofgreen-schist8.ffiilrble;localtrondlem'te(Jtr)ilndgranodiOrite(Jgd).Jam(Jlr)(Jqd)//RockContactr/TKqrTertiaryand/orCrelOiceou5granlticsformingsmallplutons.TsmqTbqdTerti.rybiotiteTertiaryscnist,granodiorite;IOCillm,gmatlteilndgr.anite,hornblendegrOlnodioriterepreseontlngthercof(Thgd).ofaI.rgestock.BuriedChannel~Trail.///TS/lTertiarynon-marinesedimentaryrocks;conglomerate,sand-stone,andclaystone.TvTertiaryVolcaniCrocks;sh.lllowIntrUSives,flows.,jmdDyrccl<1lstlcs;rhyolilictobasaltic.BedrockMappinqUnitsAbbreviatedDescriptionsJJ
MAPS0....T!AUGUST1981I'I\0JlCT052502TerrainTerrainUnitUnitSymbalNameUnweltne,.ed.BxuconsolidltedbedrockCColluvi.ldepositsCIL.ndslideCs-f5Qlifluctiondeposits(froun)FfgGr,.nulillr.i1luvi.1tonFpFloodpLaindepositsFptTerrie.GFoOutw.shdepositsGFeEskerul"lJositsGFkK"medepositsGtaAbl.tiontillGtb-fBUilltill(froun)0Org.nicdepositsL-fL.custrines(froun)LLolcustrin.GtOsedimentsave,..bruiontillLL.custrinedepositsoverGtb-fb.nltill(frozen)Cs-fSolifluctiondeposits(frozen)Gtb-foverbillnltill(frozen)Cs-fSolifluctiondeposits«rozen)G"iCover"blilltiontillSolifluctionCs-fdeposits(frozen)FPtoverterr.cltsedimentsCs-fSolifluctiondeposits(froun)BXUoverbedroCkGtb-fFrozenbU'"till-sxuoverbedrockAbl.ltiontIll~overun-we.theredbedrockColluviumover"Efxu+BxUbedrockoIndbedrock,exposures~+BXWColluyiumoyerwe~theredorpoorlyconsoli-duedbedrockLBUBTABK15.08PHOTOINTERPRETATIONTERRAINUNITml---------lCH.APP.Apt.20004000FEET!oiREVISIONSQATETri.ssicmetaoilsaltandslale.antnlerbedaedshallowmannesequence.livsKaqCretaceous.rgiliite.ndgrav....acke.of•thickoerormedturtlldltesequence,10l'.grademetamorphism.Pzv(Pis).oiItePaleozo,coasalt'c.,noiIonoes,t,cmeu·volc.nogenlCrocks,10Cilimet.-I,mestone{Pis).livTnaSSlCb.isalt,cmetavolC.imcrockslormeaInsh.iIIOwmarIneenv,ronment.JuraSSIC.moh,Ooltte,InclUSIonsofgreen·scnist&marOle:10c.ItronOlemlteIJtr)andgranoo,or,tt!'(.IgdJ.Jam(Jtr)(Jqd)I.//RockContactr--JTKqrTertl.ryandlorCretaceousgranlticsformingsmallplutons.TsmqTbqdTertIarybIotIteTertiaryschIst.granodIorIte;localmlgmatlteandgranIte.hornolendegranodiorIterepresentingtheroof(Tngd).ofalargestock.BuriedChannelTsuTertlar)'non-m.nnesedImentaryrocks;conglcrnerate.sand-stone,andclaystone.TertIaryVolcanICrocks;ShallowIntrus,ves.flows.anoovrocLiistlC:S;rhyolItiCtobasaltic.TvBedrockMappinqUnitsAbbreviatedDescriptionsMiscellaneousMapSymbolsScarp~SlideScarA0'J
]/\OAT[AUGUST1981fOlilOJICT052502TerrainTerrainUnitUnitSymbalNameUnweathered.BxuconsolidatedbedrockCColluvialdepositsCILandslideCs-fSolifluctiondeposits(frozen)FfgGranul.:lralluvialt.nFpFloodpl.indepositsFptTerrac..GFoOutwashdepositsGFeEskerdepositl;GFkKamedepositsGtaAblationJillGtb-f~asaltill(frozen)0OrganicdepositsL-flacustrines(froun)LlacustrineGtOsedimentsoverablationtillLlacustrinedepositsoverGtb-fbualtill(frozen).£U..Solifluctiondeposits(frozen)Gtb-foverbasaltill(froun)Cs-fSolifluctiondeposits(frozen)GtOoverablationtillSolifluctionCs-fdeposits(froun)FPToverterracesedimentses-fSolifluctiondepoSIts(frozen)BxuoverbedrockGtb-fFrounbasaltilltlXUoverbedrockAblationtill~overun-weatheredbearockColluviumover1fxu+BXUbedrockandbedrockexposuresColluviumover~+BXWweatheredorpoorlyconsoli-datedbedrock8UBTA8K".oaPHOTOINTERPRETATIONLTERRAINUNITMAPS_1--------1CH.»".A"".REVISIONSO~I~~~2~O~O~Oiiiiii~4~O,OOFEETSCALERVSTrlass.cmetaoasaltancslate.anInteroeddedshallowmarmeseouence.KogPzv(PIs)lUePaleOZOICCaS•.;-;CreUteOU$olIrg",.teanaanoeslt,cmet,.-and;ray......cke,ofiIvolcanogeniCr;~k,s,tnickdeformedlocalmeta-limestoneturb.diteseQuence,(PiS).lo.....grademetamorphismRVTrias$,tb,ualtlcmetilvolc.n,crecksformeaInsholllowmarlneenvlrO:"lmentJurassIcamphibolite,inclUSionsofgreen-schist&marole;IOCOIdtrond,ern.le(Jtr)andgranodiorite(Jgd).Jam(Jtr)(Jgd)Tertiilryand/orCretaceousgranlticsformongsmallplutons.TKgrTertiOirySChist,ffilgrnOltltf!i1ndgran,te,representingtheroofof01l,lrgestock.TsmgTertlOlirybiotitegranOello,.,te;tocoiIlf'lornblendegranodiorit(Thgd),Tbgd/BuriedChannel&Trail./JTsuTertlOirynon-marinesedimentaryrocks;conglomerate,sand-stone,andcla"slone.TvTert'OIryVolcanicrocks;shilllowIntrUSives.flo...'>,andpyroclastics;rnyolltictooilsa!t,c.BedrockMoppingUnitsAbbreviatedDescriptionsMiscellaneousMopSymbolsScarp~SlideScar$jJ
-
0.10 SOILS LOGS
D-88
SOILS
CLASSIFICATION AND CONSISTENCY
CLASSI FI CATION:Identification and classification of the soil is accomplished in
i~ccordance with the Unified Soil Classification System.Normally,the grain size
distirbution determines classification of the soil.The soil is defined according to
major and minor constituents with the minor elements serving as modifiers of the
major elements.Minor soil constitutents may be added to the classification
breakdown in accordance with the particle size proportions listed below;(i.e.,!
sandy silt with some gravel,trace clay).I
,
no call -0-3%trace -3-12%some -13-30%sandy,silty,gravelly ->30%!.
1
>40%Numerous -Scattered -0-40%
Iidentification and classification of soil strata which have a significant cobble and
boulder content is based on the unified classification of the minus 3 inch fraction
augmented by a description (i.e.,cobbles and boulders)of the plus 3 inch
fraction.Where a gradation curve,which includes the plus 3 inch fraction,exists
(samples from test trenches and pits)a modifier is used to describe independently
the percentage of each of the two plus 3 inch components.If there is no gradation
curve incorporating the plus 3-inch fraction (as in auger holes),the plus 3-inch
material is described as a single component (i .e.,cobbles and boulders),and a
modifier is used to indicate the relative percentage of the plus 3-inch fraction based '
on the field logs.The modifiers in each case are used as follows:i
'1-
.-
SOIL CONSISTENCY -CRITERIA:Soil consistency as defined below and determined
by normal field and laboratory methods applies only to non-frozen material.For.
these materials,the influence of such factors as soil structure,i.e.fissure
systems,shrinkage cracks,slickensides,etc.,must be taken into consideration in
making any correlation with the consistency values listed below.In permafrost
zones,the consistency and strength of frozen soils may vary significantly and
unexplainably with ice content,thermal regime and soil type.
Cohesion less Soils Cohesive Soils
N*
(blows/ft)Relative Density
N*
(blows/ft)gu -(tsf)
Very Loose
Loose
Medium Dense
Dense
Very Dense
0-4
4 -10
10 -30
30 -50
>50
20%
20 to 40%
40 to 60%
60 to 80%
>80%
Very Soft
Soft
Medium
Stiff
Very Stiff
Hard
0-2
2 - 4
4 - 8
8 -15
15 -30
>30
o -0.25
0.25 -0.5
0.5 -1.0
1.0 -2.0
2.0 -4.0
>4.0
~...Standard Penetration "N":Blows per foot of a 140-pound hammer falling
30 inches on a 2-inch OD split-spoon except where noted.
Often the split-spoon samplers do not reach the total intended sample depth.Where
.this occurs the graphic log notes a refusal (Ref.)and give an indication of the
.cause of the refusal.Tight soils are indicated by a blow count value followed by a
:penetration length in inches.The presense of large rock fragments is indicated by
:a cobble and boulder callout following the refusal callout.In certain instances a
blow count of 100+may be listed to indicate tight soils where total sampler
penetration is possible with more than 100 blows per foot.
PREPARED BY I
RIM CONSULTANTS.INC.
----------_.__._....
PREPARED FOR'
0-69......._..__--=--=-=_._------------------
EX?LANATI ON OF SELECTED SYMBOLS
STANDARD SYMBOLS
g Em tZJ ~.......-ORGANIC \lATERIAL COBBL£S a BOULDERS <:-,/"..IGNEOUS ROCK SANDY SILT........-
~CLAY ~CONGLOMERATE WI METAMORPHIC ROCK ~SILT GRADING TO
.~.CI!~SANDY SILT
~~II ~SANDY GRAVEL.SILT SANDSTONE ICE,MASSIVE SCATTERED COBBLES_......-(ROCK FRAGMENTSI
LEiJ SAND a MUDSTONE ~ICE -SILT 8 INTERLAYERED SAND
a SANOY GRAVEL
0°0 GRAVEL.~LIMESTONE ~ORGANIC SILT ~SILTY CLAY "ITR SAND°0 0400
SAMPLER TYPE SYM BOLS
S I •••••1.4"SPLIT SPOON WITH 41 #HAMMER
S.,••••1.4"SPLIT SPOON WITH 140 #HAMMER
SI ••••.2.~"SPLIT SPOON WITH 1401#HAMMER
Sh •••••2.~"SPLIT SPOON WITH 340#HAMMER
S••••••2.0"SPLIT SPOON WITH 140 #HAMMER
Sz •••••1.4"SPLIT SPOON WITH 340#HAMMER
Sp •••••2.~"SPLIT SPOON,PUSHED
H••••"1.4"SPLIT SPOON DRIVEN WITH AIR HAMMER
HI ,••••Z.:I"SPLIT SPOON DRIVEN WITH AIR HAMMER
NOTE:SAMPLER TYPES ARE EITHER NOTED ABOVE THE
SAMPLE OEPTH.
T •••••SHELBy TUBE
Tm ••••MODIFIED SHELBY TUBE
Pb ••••PITCHER BARREL
C•••••CORE BARREL WITH SINGLE TUBE
Cd ••••CORE BARREL WITH OOUBLE TUBE
Bs ••••BULK SAMPLE
A ••••,AUGER SAMPLE
G•••••GRAB SAMPLE
BORING LOG OR ADJACENT TO IT AT THE RESPECTIVE
TYPICAL BORING LOG
~O'rD.-TOTAL DEPTH
SANOy SILT
___~APP~X/~~TESTRATA CHANGE
Lilli.,oNoViSibl.Ie.13'-~0'V.-IC£,DESCRIPTION 8 CLASSIFICATION
(2)1Z,57.1 %.85.9 pet,28~GP (CORPS OF ENGINEEfiS METHCO/
'""\\\'"'-......UNtFJED OR FAA CLASSIFICATION
\
"TEMPERATURE.of
OR"Y OENS""Y
WATER CONTENT
BLOWS/FOOT
SAMPLE NUMBER
SANOY GRAVEL
26'
&,1 ~.3 9~SCHIST-GENERAL/ZED SOIL DR ROCK OESCRIPTION
"';AMPL£LOCATION
EI ••.214.6 -£LEVATION IN FEET
All So"!pl ••Ss_SA~PLER T"YPE
ORG':'NIC MATERIAL 0,
Con sid.VIsible Ice D -7 iCE+ML I
ICE -SILT
stimat.65%VIsible lee
90 562°1 STRATA CHANGE1Ii!"~'3-~~:""':":':":";':'':'''':'';,o L_-l'
80RING NUMBER __T.H.30-1:1
DATE ORILLED_IO_21_S0
FROZEN GROUNO
SAMPLER T"YPE ......
Ss
WATER TA8LE --.,....,
9*
W.O.
DRILLING SYMBOLS
WD:
WL:
WS:
While Drilling
Water Level
While Sampling
AB:
TO:
After Boring
Total Depth
Note:Water levels indicated on the boring logs are the levels measured in the
boring at the times indicated.In pervious unfrozen soils,the indicated elevations
are considered tg represent actual ground water conditions,In impervious and
frozen soils.accurate determinations of ground water elevations cannot be obtained
within a limited period of observation and other evidence on ground water elevations
and conditions are required.
PREPARED BY 1
EXPLANATION OF SELECTED SYMBOLS
0-70
PREPARED FOR:
EXPUNATION OF ICE SYMBOLS
Percf::ntage of visible ice has been grouped for the purpose of designating the
amount of soil ice content.These groups have arbitrarily been set out
as follows:
0%
1%-10%
11%-20%
21%-35%
>35%
No Visible Ice
Little Visible Ice
Occasional Visibie Ice
Some Visible Ic2
Considerable Visibk Ice
The ice description system is based on tha t presen l"J by K.A.Linell,and
C.W.Kaplar (1966).In this system,which is an eXll:r.sion of the Unified
Soil Classification System,the amount and physical d'ldracteristics of the
soil ice are accounted for.The following tahle is a brief summary of the
salient points of their classification system as modified Lo meel the needs
of this study.
ICE DES CR I PT ION S
GROUP ICE VISIBILITY a CONTENT
SUBGROUP
SYMBOL
-----~-----
DESCRIPTION SYMBOL
Poorly bonded N forfriablef---.--------------,---
N Ice not visible ~No eAcess I NbnWell~c:..e___•Nb 1----bonded I EAcess i NbtIIce
Individual Ice
crystals or VI
in cl u Sl ons.r----"--------_.---
Ice coatrnQ$Vcallparticles--V Ice visible,<50%Random or
irrequ I orly V rorientedIce
formotlOllS -
Stra tifi ed or
distinctly orj en ted V siceformations
Ice visible,>50%Ice wi th 5011 ICE +
inclusions soi I ty pe
ICE Ice withoutIndividuallayer>6"thick •soil ,nclusions ICE
•In some cases where the soil is ice poor a thin Ice layer may be Called out
by special notation on the 10Q,i e.2"ice lens at 7'
PREPARED BY I
EXPLANATION OF ICE SYMBOLS
R&M CONSULTANTS,INC.
0,:,,"71·
PREPARED FOR:
l6.0'T.D.
0.0'
@561 ----- -8.0'
GRAVELLY SILT WITH SOME
SAND AND SCATTERED COBBLES
Gray,Very Dense
T.H.AH 1-1
-20-1
Sh
Sh
Sh
SP II"'-~~1 ~.-c.~ORGANIC MATERIALSp.....(J)Loose 0.5'
~.SILT WITH SOME ORGANICS,
.Ii f TRACE SAND AND GRAVEL
•0-•.~Brown...L.....1Qo~1.5'
o 1.5·~3.5'Numerous
,.............,...Cobble:;;;
0)57,GM
GRAVEL WITH SOME
SAND AND SILT
Gr~ell..1?e~__5.0'
@ ~h~pk)T s~itr~~lff
Gray,Very Dense
0)40 -
Water Table Not Encountered.
ACCESS CORRIDORS
AUGER HOLE AH 1-1
R&M CONSULTANTS.INC.
0-72
Scale:
Prepared for:
-'--------------------------'------~
__---l.0'
----~.5'
SILTY SAND WITH SOME
GRAVEL
Gray,Very Dense
@46.GM
SANDY GRAVEL WITH SOMESILT
Gray,Dense to Very Dense
®Ref~50/4.0"
®110 ,6.5%,124.3 peL,SM
1:lLltaa;.1....I.l.,;;L..:.;.;::..:.l:........:~..::..;:..::::..__J..5 •5'T.D.
Sp EB-I
Sp ~~-t.
Sp
Sh
Sh
Sh
Sh
Sh
Sh
12.0'
W.D~I'.-rr.;,..""l!it -"l2.0'
-::;;;r Completely WeatheredPHYLLITE
SANDY GRAVEL WITH SOME
SILT
Gray
14.0'
A.B·Y
-
ACCESS CORRIDORS
AUGER HOLE AH 2-2
R&M CONSULTANTS.INC.
Prepared for:
5ca1e'1"=3'.12-73
Sp
Sp
Sh
Sh
Sh
Sh
Sh
Sh
;::..=..=...;~..,...0.0'
__1.5'
No Visible
Si\.L~DY GRAVEL WITH SOME
SILT AND SCATTERED
COBBLES AND BOULDERS
Brown to Gray,Very Dense,
Sand and Gravel Angular to
Subangular.
Ref.,Cobble
130
106L::.II...c;;I'-I:::~16.6'T.D.
Table Not Encountered.
_.
ACCESS CORRIDORS
AUGER HOLE AH3-1
I'l&.M CONSULTANTS.IN~.
-
Scale:1"=3'
Prepared for:
Cobble
27.5'Boulder
GRAVELLY SILT WITH
SOME SAND N~D SCATTERED
COBBLES
@ Ref.;Cobble
~'7""I'_._'-_._.
t;....t::....!Ia...27.5'
T.D.
Sh
__.__.__.__._18.0'
GRAVELLY SILT WITH SOME
SAND AND SCATTERED COBBLES
Gray,Med.to Very Dense,
Sand and Gravel AngulartoSubrounded
_________7.5'
C!JRLT WITH SOME SAND AND
TRACE GRAVEL
Gray,Angular to subro~~8~d®R-------
AH 4-1
S
S
S
S
0.0'A.aI...~~~O.0'
"'="s 1-LM~r1 ORGANIC MATERIAL~hin Cobble Layer at 0.5'S 2 -----0.6'
~~~~~ORGANIC SILT WITH
TRACE SAND Sh3Brown_______1.5 '
~15,14%,104.7 pef,SM
SILTY SANDBrown,Med~Dense to
Dens~L SanulAngularf?\to Suo angu ar
0 16
Prepared for ~
ACCESS CORRIDORS
AUGER HOLE AH 4-1
R&M CONSULTANTS.INC.
Scale:1"=3'
0-75
--.-----------------------------------------"'1
l
AH 4-2
9-7-81 0.0'
Sp -ORGANIC MATERIAL
"~Loose.~~Cobbles at Surface 0.5'
Sp ::.~2 SAND WITH SOME----zmGJrn'I"CS
'...•~AND SILT,TRACE GRAVEL0'11:,,:.Brown Med.Dense. "1 5'S •..' .0 SA D 'mTlI --smm 'Gro'\\TEL •
p ~.~AND SILT
"Brown Med.Dense,Sand
"and Gravel Subangular
IQ'ln'iU'lll 17i\-- - - _3.0'
Ss ,0".~:'~Ref.,Cobbleg:~~J SANDY GRAVEL AND GRAVELLY
';''0 SAND WITH SOME SILT AND
~SCATTERED COBBLES
Sh ~:.5 Ref.,Cobble,SM
~,bbSh;D..'q 6 Ref.,co l.l=,.0 .
1fAI~~G23ef.,Cob~8.0 '
SANDY GRAVEL AND GRAVELLY
SAND ~UTll SCAT'.I.'ERED COBBLES
AND'BOULDERS
12.0'-14.0'Boulder
'--_.....L..__,....-14.0 'T.D.
Water Table Not Encountered.
~&M CONSULTANTS.INC.
D-78
Prepared for:
Scale:1"=3'
ACCESS CORRIDORS
AUGER HOLE AH 4-2
ed by:Pr
-
1.A'Sp
A.B.!Sp
Sp
Ss
Sh
Ss
Sh
T.H.AH 4-3
9-6-81 0.0'
1 ~§~IC MATERIAL~~msLC.Q.bW..sLAt~f.as::e ',~GANIC SILT WITH 0.3'
$ffRACE GRAVEL AND SAND
3
4
Brown,G~l Subrounded ,
1.0
Sfu~DY SILT WITH TRACE
GRAVi:L®8,1.8%,SM
Gray to Brown,Loose toMeu..Dense,Sand and GravelAngulartoSUbangular
@35
®79,6.6%,SM
GRAVELLY SAND WITH SOME
SILT~SCATTERED COBBLES
AND .t:SOULDERS
Gray,Dense to Very Dense,
Sand Angular to Subangular,
Gravel Subangular
19 ..0'-20.5'Boulder
1.-_....L.20.5 'T.D.
ACCESS CORRIDORS
AUGER HOLE AH4..,..3
R&M CONSULTANTS.INC.
D-ZZ
Scale:1"=3'
Prepared for:
1\,'"
12.5'
____17.5'
SILTY GRAVEL WITH
SOME SAND
GraYi Very Dense,Gravel
Angu ar to Subangular
3.0'-17.5'Scattered
Cobbles
SANDY SILT WITH TRACEGRAVEL
GraY1 Very Dense,Sand
Angu ar to Subangular
1&,;;,,::::...AL..&..:o.9'-R_e_f--:..,_5_0_/'--4_._0_"20 •5 ' T •D•
Table Not Encountered
T.H.AH6-1
9-20-8 0.0'
Sp'"1 ORGANIC MATERIAL
,..,@Loose 0.8 '
2 GRAVELLY SILT WITH SOMEORGANICSANDSAND .
~~«~rown,Sand Subangular 5'~~~1.Sh .:'i 3 ---------
...Q:.,'~~~k~T~If.~ME SAND
~":i1.:,"Brown-G~ay,Angular ,.fii\...tU-EmmeteJ1......_ __3 .0
Sh :.,.::.~T'7"";"SM
:'.'::..,SILTY SAND WITH SOME GRAVEL
.::~::';Gray,Med.Dense 5.0'
@18 '
SILTY SAND WITH GRAVEJ,
Gray Med.Dense,
Angular to Subrounded 5'®42-,---..E.
GRAVELLY SAND WITH SOME
SILT
CD 39
Gray,Dense,Gravel
Angular to Subrounded.
ACCESS CORRIDORS
AUGER HOLE AH6-1
R&M CONSULTANTS.INC.
0-78
Scale:1"=3'
Prepared for:
8.5'
0.0'
___12.5'
GRAVEL WITH SOME SAND
AND TRACE TO SOME SILT,
SCATTERED COBBLES
Brown,Very Dense
Angu~aL ~o Subangular
GRAV~LLY SAND WITH SCATTERED COBBLES
Brown,Very Dense,Sand
Angular to Subrounded.
9 Ref.,Cobble 20 0'wo..~"""",,,"""____________.T.D.
Sh
Sh
br!lr6t-l ------
Sh CV 82,GM
Sh
Sh
0.0"T.H.AfI7-1
A.~9-18-81
~p""Q;)ORGANIC MATERIAL
Loose 0.6'
Sp ORGANIC SILT WITH SAND
Gray-Brown,Sand~Angnlar to SUbrounded
1.5 '3~-------
GRAVEL WITH SOME SANDBrown,Dense,Gravel'"Angu.Lar to Subrounded
~3.0'@)~------
U SANDY GRAVEL WITH SCATTERED COBBLES
~.Brown Med.Dense to DenseO:o~"Gravel Angular to Rounded.
Sh :~«.~®11.R·o'6.0'
;:.:..:GRAVELLY SAND WITH SaCAnTTERED COBBLES:,'::Brown,Med.Dense S dA:.:.'Angu.Lar to Rounded.
Sh :':)..)~.'®27 -........
•4"."
.~.
R&M CONSULTANTS.INC.
___.0'_-'-"-"
ACCESS CORRIDOR
AUGER HOLE AH7-1
0-78
Prepared for:
Scale:1"=3'
-
GRAVEL WITH SOME
SAND,SILT AND
SCATTERED COBBLES
Gray,Dense,Sand and Gravel
Angular to Subangular
@32
GRAVEL WITH SOME
S.M·Jnl1ND S IL'T'
AND SCATTERED COBBLES
KL..lIIl::I....I -'21.5 'T.D.
S
S
S
-r;--.;;;.;;..-r-oi"'f""'"""-----------O.0'S .Ll-,,-~~ORGANIC MATERIAL
S Loos~0.4'
~~f5N£iDS~H~lTH SOME
~~;~~,Loose,Sand and~el Sub~ar.1.5'
GRAVELLY SAND WITH
SOME SILT""-Brown,Dense,Angular
~to Subangular 3.0'8)27 SANDY GRAVEL w'YTH
TRACE SILT
'5\24 Gray,Med.Dendse to 1~Dense,Sand an Grave
Angular to Sub angular
_________6.0'
S
S
Water Table Not Encountered.
ACCESS CORRIDORS
AUGER HOLE AH 7-2
R&M CONSULTANTS.ItIIC.
0-80
Prepared far:
Scale:1"=3'
S
S
S
S
",=,--='r-+~:-------------0.0'
___1.5'
SANDY SILT
tS'I9~Brown to Gray,Loose
to Medium Dense.
~L~WITH SOME SAN~6.0'
AND GRAVELGray,Loose to Med.Dense,SanO and r,~ayel subangulartoSUbrounded.
(2)13
~9.0'
~40,9.0%
9.Q'-13.0'Some
Visible Ice VR
GRAVELLY SILT WITH SOME
S~ND,SCATTERED COBBLES AND
BOULDERS
Green-Gray,Gravel Angular
to Rounded.
@Ref.,Cobble
13.0'-17.0'Little
Visible Ice-VR
17.0'
17.0'-26.0'No Visible
Ice Nbn
SAND WITH TRACE SILT
Gray,Sand Angular to
Suhangular
23.0'
SAND WITH SOME GRAVEL,
TRACE SILT
Gray,Sand Angular to
Suhangular,Gravel
Suhangular to Suhrounded
Ref.,50/4.0"-........-'-"--26.0'T.D.
ACCESS CORRIDORS
AUGER HOLE AH 8-1
~&M CONSULTANTS.INC.
D-81.
Prepared for:
Sp
Ss
Sh
Sh
Sh
Sh
~.-..:J,r-l"'=""'------------0.0 I
ORGANIC MATERIAL
Brown,Loose
o 4 5'-6 5'Som~to Considerable
,VisJ.bl,e J.9.~,VS+VR
5 0'WIO:-----.
ORGANIC SILT
Brown _6.5'@)7----
ICE-ORGANIC SILT
Tan
6.5'-10.0'Estimate
50-70%Visible Ice VR+VS
@24
~0.O'-20.0'Estimate
85%Visible Ice
ICE-ORGANIC SILT
_!L.JL....-20.0'T.D.
ACCESS CORRIDORS
AUGER HOLE AH 8-2
R&M CONSULTANTS.INC.
D-82
Prepared for;
Scale:1"=3'
30.5'
T.D.
"50
21.0'
Ref.
----23.0'
SILTY GRAVEL WITH SOMESAND
Gray,Gravel Angular
to Subrounded.
Little to No Visible
Ice 18.0'-30.5'VX
Sh
Sh
0.0'-2.0'Boulder
13,13.1%,124.4 pcf.,SM
SILTY SAND WITH TRACE
TO SOME GRAVEL
Gray-Brown,~ed.to VeryDens~.t Grave Angular 'to SUDrounde .
SILTY SAND WITH TRACE
SOME GRAVEL
25
8-3
,',:'.0
-o.':~/·::·i
.fO.a :•..g,:",O........
.."..~:.•.
i2=-~r=i~-------------O.0'
Sh
Sh
Sh
Ss
Sh
..-1-4.0'
__.__--l8.0'
GRAVELLY SAND WITH TRACESILT
Gray-Brown,Sand and
Gravel Subangular
Ref .1.Cobble 'SANDy GRAVEL WITH TRACESILTANDSCATTEREDCOBBLES
Gray-Brown,Very Dense,
Gravel Angular to
Subangular
Sh-....,;..;".;:.L...&.;8::::,.1.'12~__..--21.0'
Ss
~&M CONSULTANTS.INC.
------,
ACCESS CORRIDORS
AUGER HOLE AH 8-3
D-8
Prepared for:
Sh Ref.,35 2.0"
Water Table Not Encountered.
'I'm
TIn
TIn
Ss
Sh
Ss
Sh
Sh
Sh
0.0'~~~tI'J.O~R~G;::-AN;:;I;'C:::-;MA:;;;T;'E;;-;RI~A;:-;L;---O. 2 I
~C::J-~,2':.JQRGANICr.§IT,T WITHdSOME SAND
r §QgwnU degs-e,SanJ;,1l,.~-l~ffi~t~;:~:,,:~O!m SNlD le'O,
_____"'-.J
5 16
SAi'W WITH SONE GRAVEL~D SILTrayMed.Dense,ngnlar to SUbrounded
":";'::A:,;4-l ®37____5 . 5 I
0 5.5'-9.0 1 scattered Cobbles
7 83SANDY SILT WITH SOME GRAVEL
Brown-G~ay,Very Dense,Sand and GravelAngulartoSubrounded.
@s3
9.0'
No Visible
(VlsO
SILTY GRAVEL WITH SOMESANDANDSCATTEREDCOBBLESGray,Very Dense,Gra1)'el Angular
___________13.0'
SANDY GRAVEL WITH SOI'1E
SILT AND SCATTERED COBBLES
Gray,Very Dense,Sand andGravelAngulartoSUbangular
lS.s'T.D.
._,
I
ACCESS CORRIDORS
AUGER HOLE AH9-1
R&M CONSULTANTS.INC.
D-8
Prepared for:l
-
r
!
0.0'T.H.AH9-2
A..llI.-9-10-81 0.0'
--S~1 ORGANIC MATERIAL
~se ---IJ.5 '
00RGAN""'IC"sILT --
'...,....~-lCDBrown .
1 5'iTS ---------,".
3 SANDYGRAVEL WITH TRACE
~~.....SILT
Gray-Brown,Angular 3 0'n-------.
§~ZELLY SILT WITH SOME
Gray-Brown,Subrounded®i~AnguJ.ar .,
4.5'-7.5 I Trace Organicsl~~-b'~""'l2~2.--A"6 . 0 '
SILTY SAi~D WITH SOME
GRAVEL
(2)24,11.8%,122.9pcf.,SM.
Gray-Green,Mea.Dense,
Gravel Subangular 9 0'@26 -----.
GRAVELLY SAND WITH TRACESILT
Gray-Green,Med.Dense,
Gravel Subangular
Ref.,40/1.0"
SANDY GRAVEL WITH TRACE
SILT
Ref.
Green,Dense to Very
Dense,Gravel Angular
a4 20.0'T.D.
ACCESS CORRIDORS
AUGER HOLE AH9-2
R&M CONSULTANTS.INC.
D-05
Scale:1"=3'
Prepared for:
1
I
_ ......24.0'I
Gray,Gravel Subangular
to Subrounded
@ 36
SILT WITH SOME GRAVEL,
TRACE TO SOME SAND
--.............._.__.-._-.
...Jt;....:..L..1...31.5 •
Water Table Not Encountered.T.D.
Sh
Sh
13.5'
SANDY GRAVEL WITH SOMESILTANDSCATTEREDCDBBLES
Gray,Gravel Angular toSUbanguLar
13.5'-31.5'LittleVisibleIceVR
@22SILTY SAND WITH SOl1EGRAVELGreenGray,Med.D~nse,Angular to Subrounded.
@43
~9.0·
\,§)Ref.,50/3.0"
9,0'-13.5'OccasionalVlsibleIceVR+VX
(2)22
SILT WITH SOME GRAVEL,TRACE TO SOME SAND
Gray,Grav~l SubangulartoSUbrounded
T.H.AH 9-3
-"'-':;'..\oU._.__•__•__•_._24.0'
0.0'Sp ~~r;:.;.l..+oIpo....,s""c-a-t"""""t-e-r-e""d""""c""o""b""b""""e-s-a""t""""surface
ORGANIC MATERIAL
Sp ~se..------0.5'
Sp (DORGANIC SILT WITH TRACE
g~Sn,Loose,Sand
Angular to Subangul..:=:-3.0'
Ss
Sh
Sh
Sh
Ss
Ss
Sh
ACCESS CORRIDORS
AUGER HOLE AH 9-3
~&M CONSULTANTS.INC.
Prepared for:
l
!
!
BEDROCK
50/3.0"
___5.5'
®Ref.,50/5.0"
®Ref 1:;0/2.A".,~
'----'-.........9.5'T.D.
Sh
Sh
Sp
Sh
Sh
Sh
AH 14-1
A.B.y ~i9:;;;,-~1+{-;.s8~JI....-o.0'
-=-Sp ~,.;G:limGANIC MATERIAL 0.6 I
Sp ~GANIC SILT WITH S~SAND,TRACE GRAVELBrown!Lopse,Sand and~rave Subangular to
Rounded.1.5'
3 SAND WITH TRACE -TO SOt-1E
GRAVEL,TRACE SILT
@ ~~n"Med.to Very DenseSan~Angular to Subrounaed
0.0'
ACCESS CORRIDORS
AUGER HOLE AH 14-1
R&M CONSULTANTS.INC.
Prepared for:
Scale 1"=3'
0-8 .
-
__24.0'
Grey to Brown Grey,
Dense,Sand Angular
to Subangular
1 Ref.,50/3.0"
@140
SAND WITH TRACE TO SOME
SILT
._.'---_._.
Sh
Sh
--8.0'
to Brown-Gray,Dense,
Angular to Subangular
WITH TRACE TO SOME
56
SAND
SILT
Gray
Sand
12.0'-31.0'No VisibleIce,Nf.
_________0.5'
SILT WITH SOME 8RGANICSANDGRAVEL,TRA E SAND
Brown,Gravel Subrounded.1 5'
'l"""'mrn l:5"""m'l'H"""'S"o~VE L
Brown-Grav,Med.Dense,'SS~d Snbangular torounded,Gravel.
angular to Rounded 3 0 ,-.
IT:i%;-TI4 :spcf:"";"GM .
SAi.~DY SILTY GRAVEL
Grav1 Mid.Dense,SandSuoallguar,GravelSubanguartoRounded
17
.._.__.__.__. _._24.0'
Sh
Sh
Sh
Sp
Sp
Sh
Sp
Sp
Sh
8.0'
W.D.
12.0'
A.B.y
ACCESS CORRIDORS
AUGER HOLE AH14-2
~&M CONSULTANTS.INC.
D-88
Prepared for:
Scale:1"=3'
Ah 14-3
R&M CONSULTANTS.INC.
Scale:1"=3'
Prepared for:
0.0'
ACCESS CORRIDORS
AUGER HOLE AH 14-3
26.0'T.D.
12.0'-26.0'.
Brown,Very Dense,
Gr~vel Anqular to
SUbroundea.
_______23.5'
GRAVELLY SAND WrTH SILT
AND SCATTERED COBBLES .
Brown-Gray,Subangular
to Rounded.
(2)25
SANDY SILT WITH SOME
GRAVEL TO GRAVELLY SANDY
SILT,BOTH WITH SCATTERED
COBBLES
Brown,Med.Dense to Very
Dense,Sand Angular to
Subangular,Gravel
Subangular to Subrounded.
~~"!t------18.0'
SANDY GRAVEL WITH TRACE
SLLT AND SCATTERED COBBLES
1 ORGANIC MATERIAL~L~~~e 0.4'~01-1 ~~MDSG~~ETH TRACE
~rown,Sand an~Gravel
Subangular ..
----loS'~01-1 3 e ~E~;T¥RX8~o~~I~D~Brown,Loose,Subangular
4 uz-------3.0'
""",""..c:I"I ~~~~ITH SOME SAND AND
~Brown,Loose,Subangular®ri------4.5'
Sh
Sh
Sp
Sp
2.5'
H.D.
--I....
Sh
Sh
Ss
Sh
D-89---_••.._-_._----------------'------------------------
___loS'
Sp
Sh
Sh
Ss
Sh
Ss
Sh
AH 15-1
9-13-1 o.O.
o 1 ORGANIC SILT WITH TRACE
GRAVEL
Brown,Loose,Gravel
SubroW1ded.~~~~~------IS
130
86.
SANDY .G~VEL
Brown-Gray.to ..Gray,
Med.Dense to Very Dense,
Gravel Subangu~ar toSubroW1ded.
66
41
L.&...........uI.__•__•__•__•__24.5'
Sh
.",.....-......._.__.__._-.
SANDY GRAVEL
Brown-Gray to Gray,
Dense to Very Dense,
Gravel Subangular to
Subrounded
24.5'
Prepared for:
ACCESS CORRIDORS
AUGER HOLE AH 15-1
J=I&M CONSUL.TANTS.INC.
Scale 1"=3'
·Q-90
Sand
to
AND
52SANDY GRAVEL WITH
SCATTERED COBBLES
BOULDERS
Brown-Gray,Dense,
and Gravel Angular
Subangular.
24.0'"""'1"'T.'l'"----------------
Sh Ref.,Flowing Sands1!Li.I6Ll~"""""__"";"'"":'30.5 I
T.D.
Sh
125.9 pcf,SM
12.0'-19.0'Scattered
.'Gobbles
@10
SILTY SAND WITH TRACE
TO SOME GRAVEL
Gray to Brown-Gray,
Loose to yery Dense,Sand An~ar to Subangular,Gravel qular toSubrounect.
41
~.;..;oj-l...__---21.5'
Sh ~~VELLY SAND WITH
SOHE SILT
Gray,Very Dense,Sand
Angular,Gravel Angular
to Subrounded.
o.;;,;..~,.1 24.0'
S5
Ss
Sh
Sh
Ss
Ss
AH IG-l
0.0'"9-5-81 0.0'
A.B.~,...,.,ORGANIC MATERIAL
~~~~N:fSw~~;Wta8;o I
SOME SAND~~~'\Brown,Loose,Sand
Angular
~3 -l.5'
Sp \2)
Ss 09
-~&M CONSULTANTS.INC.
ACCESS CORRIDORS
AUGER HOLE AH 16-1
Prepared for:
-81,
!
79
GRAVELLY SAND WITH
SCATTERED COBBLES
_____24.0'
Gray-Brown,Dense,
Sana and Gravel
Angular to Subangular.
I&.::=:..;:..,L....I.:.......'--31.5'
T.D.
r-:r..,.,.....----
Sh
47
®REF.
SANDY GRAVEL WITH TRACE SILT,
SCATTERED COBBLES AND BOULDERS
Gray-Brown,Dense to Very Dense,
Sand and Gravel Angular to
Subangular.
@21Brown to Gray-Brownh Med.Dense to DenSe,SanuAnquiartoSUb~ounded,Grave.l Sunrouneted
(})27
L..:....O.:......"""24.0'
9.0'~6a-------
\:::.J SAND WITH SOME GRAVEL
AND SILT
Gray-Brown~Subangular
to Subrounaed.
\ir=,~fi---_-,--,-,-,-_.-,----,-11.0'
Sh
ss,
Sh
Sh
S5
Sh
S5
Sp
Sp
Preuarerl by"
ACCESS CORRIDORS
AUGER HOLE AH19-1
R&M COI\ISI.Jl.TANTS.INC.
Prepared for:
Scale:
17.0'T.D.
____7.5'
SANDY GRAVEL WITH TRACE
SILT AND SCATTERED COBBLES
AND BOULDERS
Gray-Brown,Very Dense,
Sand and Gravel AngulartoSubangular.
AH19-2
9-3-81 0 O'1'::":"-:-:Ir-r"7"':"'l....-:'O'::'R-::G"':"AJ:-:~-::I-::C~MA~T=E~R~I~A~L:----•
~Loose ,0SkillY -s-I-.iTWi-Th---SOME'"O.5
I""'i"~-t ORGANICS .
\Brow!l,Loose,Sanl1
~Subrounded ,GJ20 -------1.5
(!)~~t...r~MSAND WITH TRACE
TO Sm-tB GRAVELG~at6 SUbangular torn~t-t®iUO ~d..L.-4.5'
SANDY GRAVEL AND GRAVELLY
SAND WITH SOME SILTGraY1Med.to Very Dense,Angu ar to Subangular
®125
Sh
Sh
Ss
Sh
Sp
Sh
Sp
3.0 '5s •
A.B.!.Ss
-ACCESS CORRIDORS
AUGER HOLE AH19-2
R&M CONSULTANTS.INC.
D-83
Prepared for:
Scale:1"=3'
__.__._24.0'
~~Iil--- -----28.5'
SANDY GRAVEL WITH
TRACE SILT
Ss
Sh
13.5'
and
SAND
Gray,Dense,Sand and
Gravel Subangular
SILTY SANDY GRAVEL
6 3rown-GraYdto Gray,Med.Dense',San and Gtavel.
Angular to Subangular
Sand Layer at 5.0'
ILT WITH SOME ORGANICS,
RACE SAND AND GRAVEL
1.....~.u.r~,oJwn,-Gr~Med.~S~l.0'
"-'-'.....~__.__.__.__.__._24.0'
~!IA=.,l1,lf 18.5'
GRAVELLY SAND WITH TRACE
SILT AND SCATTERED COBBLES
.~nrt-bo~7.5 '
8 G~VEL WITH SOME SAND
fu~D SILT AND SCATTERED
COBBLES
Gr~y,Very Dense,Gravel
Subangul.aJ:.
~"ilAI~9~'2-:=..0.-'--'-__10.0 I
SAND WITH SOME GRAVEL,
TRACE SILT
Brown-Gray,Dense,Sand
Angular to Subangular,
Gravel Subangular
S
S
S
0.0'AH 20-1
A.B.~9-2-8 0.0'
~S..L JRGANIC MATERIAL
-~l.urn lliills.!L-_____0.3 '
S.;."".......o;....t-r 2
S1
Prepared for:
ACCESS CORRIDORS
AUGER HOLE AH 20-1
R&M CONSUL.TANTS.INC.
Scale:1"=3'
D-94
28.0'
26.5'-28.0'
Scattered Cobbles
56
57-
SAND WITH SOME SILT,
TRACE TO SOME GRAVEL
Gray,Dense,Sand
Subangular,Gravel
Subrounded
36.5'~"""'-'-----------
.....~1"""'\~......160--·_·--,.--·-25.0'
SANDY GRAVEL WITH
TRACE SILT
0.6'
MATERIAL
Loose
23.5'
Gray,Med.Dense,Sand
Subangular,Gravel
Subangular to Subrounded
____-18 .5 '
GRAVELLY SAND WITH
SOME SILT
06,ML
SANDY SILT WITH TRACEGRAVEL
Gray,Loose,Sand
Subangular,Gravel
Subangular to Subrounded.
0.0'.-=-,-;?,,..:r~------------'
Ss
Ss
Ss
Sh
Sp ...3.5'
Sp ~""'""'~~ORGANIC SANDY SILT
Brown-Gray,Loose'lSand
./."':WL..JI........Angu.Lar to Suoangu ar.
~~~l~---5.0'
:AND WITH SOME SILTDGRAVELGreen-Gray,Med.Dense t1-7P:.o.;++~Grave~angu~__0.5 '
Ss 11
.0'
.B •..I
--::-Sp
",",,~-I..'-'/
Prepared for:
ACCESS CORRIDORS
AUGER HOLE AH 20-2
I'l&M CONSULTANTS.INC.
Scale:
D-85
3 128 31.5'
Table Not Encountered.T.D.
._._._._.._25.0'
2 30
SAND WITH SOME SILT
AND GRAVEL \'lITH
SCATTERED COBBLES
Gray ,Dense,Sand and
Gravel Subangular
~~""'~28.5'
GRAVELLY.SAND WITH
SCATTERED COBBLES
Gray,Very Derise,Sand
Suhangular ,Gravel ..
Subangular to Subrounded
and
7.0'
42
5.5'-7.0'Numerous
Cobbles
@82
GRAVELLY SAND WITH
SCATTERED COBBLES
Gray,Very Dense,Sand
Gravel Suhangular
@24
GRAVELLY SAND WITH
TRACE SILT WITH SCATTERED
COBBLES
Gray,Med.Dense to Dense,
Sand and Gravel Subangular
____________24.5'
SAND WITH SOME SILT
AND GRAVEL AND SCATTERED..,:._GOlillJ.£L .__.__. _25.0 '
Ss
AH20-3
8-31-81 0 0'
Sp ...,....,1 ORGANIC MATERIAL -~';"..,~ed.Dense 0 3'
Sp .;.\ORGANIrS~w:r.m-TRACE·
:~~SAND AND GRAVEL
::~.~:'~rown,Med Dense.,:.'.1 0'~~;~3~'29 --------- •
:....:..SAND WITH SOME SILT AND
......: TRACE GRAVEL
Ss '::,':-:®62
~".:.:'.'Gray-Brown,Subangular
::.;.I':ffi to Subrounded.
Ss ';-'::~6 Ref.,Cobble
Sh 7 Ref.,Cobble
Sh
Ss
Ss
ACCESS CORRIDORS
AUGER HOLE AH20-3
R&M CONSULTANTS.INC.
0-81
Prepared for:
Scale:1"=3'
CICD....'"~10IPROJECTNO.052506R$MCLIENT:AcresAmerican,Inc.CONS U LTANTS,INC.DATEDecember1,1981PROJECTNAMESusitnaHydro.SUMMARYOFLABORATORYTESTDATAPARTYNO.PAGENO.e-OlE-t>Lll::LIWETDRY%%H.U)H~gDEPTH3"2"1~':'1"3/4"1/2',3/8'#4#10#20#40#80#100#200.02LLPIDENSITYDENSITY~ISTUREORGAN.>Ll0E-t::r:(feet)Itfi"AHl-l33.5-5.(1005643 414139 35302624191815.89.0~H2-253.0-4.c10076 76747166575043.38323127.011.7~2-288.0-9.~10097949182736254434033.413.311?41?416.51\H3143.55.C10069696963605648393125]715l??11NI4-143.0-4.~1009A9A94A777645948.8?C;Q110~1r1A714.0-.._.~H4-254.5-6.(10096Al736962l:i23931?11813.75 1Nf4-353.0-4.~10098959186797260564QQ21.61.A1\H4-399.0-10.c100979595 93877663513631?C;F.71&:.&:.--1AH6-143.5-5.(10092928785Al7670611:\04738.018.0.IA.H7-178.5-10.(10072726754n42342519 14131?1c;?tlli8-143.0-4.c100QQq1QF.8077697QF.1c;1~H8-189.0-10.c9.0I\H8-246.5-8.(27.3 27.8~H8-368.0-9.']009t;R97970565242.6?4.9lLl.rI7l?AA13.1M9-277.5-9.(100939083766964555345.823.6137.4122.911R~H14-243()-LI.c1007878 74706560551:\1411q11?1a713931248117~H16-166.0-7c10096 95888170604642101lR?()4142.6125.913.3~19-143.0-4.c10074716766 63574736181511.7<c;till19-243.0-4.5100.979594--.9l8679·605340.113.3t\.H2G-l53.0-4.5100&:.?QNVNP227REMARKS:-.,._NOTE:SIEVEANALYSIS:PERCENTPASSIN~~ApkiiOv.9L)..--
PROJECTNO.._0_5_2...:;.5...:;.0.=.6_CLIENT:AcresAmerican,Inc.PROJECTNAMESusitnaHydro.R¢MCONSULTANTS.INC.SUMMARYOFLABORATORYTESTDATADATEDecember1,1981PARTYNO.PAGENO.C-02I~8fil~WETDRY% %UlH~~DEPTH3"2"1~"I"3/4't1/2"3/8',#4#10#20#40#80#100#200.02LLPIDENSITYPENSITYMOIST.ORGAN.filO8::I:(feet);;:~20-2109.010.<10096q4RqQ':l7f:..f:..Qr:;Qr:;,;51.329.21lli20-353.04.:10095959478hI),tl7.n::>f.1 Q?,;7_..--.._.--._--f----.REMARKS:_NOTE:SIEVEANALYSIS:PERCENTPASSIN'AP~/~C~
APPENDIX E
ENVI RONIVIENTAL CONCERNS
-----_..-____.
Appendix E -Environmental Conflicts
Appendix E is a series of maps on which the more obvious and/or
critical potential environmental conflicts are indicated.This data
has been provided by the Environmental team and is fully
considered in analyzing the access plans.
The following exhibits do not cover the currently perferred
alignment from Deadman Lake to the Denali Highway.This
segment was selected to avoid the caribou calving area around
Butte Lake.The new line,however,does infringe on summer
Caribou range.
r27/q E - 1
PREPARED BY I
RAM CONSULTANTS,INC.
PREPARED FOR:
SUSITNA ACCESS CORRICOR •
ENVIRCNMENTAL CCNFLICTS _.....00
Il\IDEX'MAP FIGURE!......linD
E-2
---~QSCALE1":2000'15~~-H~i-/r~_.~/J-/./~rI~..',GOII'.'1J::JJm'1JIJTCIa.IImIII2C<III--D-I022)1im)I2n-Inl-mrillnCDo2n~0]InDGJ-IDc:III-DgII"'D(m•.aE~II~
PREPARED BY I
"'.~"~'..-'~",r
Ol \.)
".
PREPARED FOR:
SUSITNA ACCESS CORRIDOR ~
ENVIRDNMENTAL CDNFL=RE E.2 •
"V~1ftJ~1ftCm-<mUI2CS!!!I'~_{(-/--~71(-----26/-~\2&/\I (30\1)',J/i28I -2.7.-r-'2b~-;JIrl,25J\1/30nnR1)\29~\'--f~"--'r--\~__./~"'"',.......'l9D-I02~~II"t~I'----.~0,'I~'b3\-.--/-'~---3~.-/]~~;mJ>~I~J(J(,-_,,-_'~!2n•_ill'It,31NgT~-In(J1~"8~~~m84~~--~/"nUlaucaeoOJ2n'II0~!:DnD-I_DQJam0mDI.J"V~1ftIJ~I./lj~I'~~\\\\b-~;---~~~____~L~__~_~J:~;'(J~~~1_,~~,.f?1>~-.L)2-[~t_U_J\_o:JlTINUATlOli.lEIH£T.QseALE,-:2000'~~~
PREPARED BY I
RAM CONSULTANTS,INC.
1&1....c
(Jen
1~!
~
i
PREPARED FORI
SUSITNA ACCESS caRRIDOR [i]
ENVIRCNMENTAL CCNFLICTB IPon
FIGURE EA IInu
"a21mJ21moIII-<i~'--:..:_:.--':--:---:-'rnIn2CSInD-o-I22i»~I~)-InI»0I.,'--;I'!'1f5i",',.m-I"nIn)~DOJ20,.II,.0nDC-lJlDIDOm0rnD•II"a21IJ~r;:;;on021FORCONTiNUATtoN,SEESKEETIQSCALE"'"j1":2000"
I.~Yll.....28../.~--'--............,..............--............._--------------~,fl;.===i,;.=:;.;.i1lr'lJ::-----""'================.......-.......-----:2Jm::Dmcm~mm,10'zeSmD-a-Iz2~J>&1mJ>~n~QI "15nmIr.-/ )r.,am2n.~0~-D'~'~i/nD..-D~I]Ri'~II0mDII_I~5mT~NcT.............II~._.,.,..,~C.I.!:!-s;:;;~Qf;CAIIE1":2000':D
LJ
:~~__N -
~
,,
PREPARED BY I
RAM CONSULTANTS,INC.
1&1...
C
Uen
PREPARED FOR:
SUSITNA ACCESS CDRRIDDR ~
ENVIRONMENTAL CONFL~~:~E E.S •
l'V2Jm~2JI/~......-~icJ-'~r"'"r~'i±:ET-~'t\-l\CCCTmCJ'''/IX"• •"''''''(/ "/.",\.L·_·ttOO,\._Y'"\\,.I.t'i\1····...~.!WA~AItt.~.p/,,,::-/(~j',l~.,.;.-....--,-"'-/(/~o.'.J:i):\"...'/",,,,"-'./"CD'Jl"'?t,.,\....'.',5?~?1r:-::::\(;1~--/./25If)co.30-<II \III-~llI~:.:...:.~'?<:\¥'I/~~~"'.".~t,~r36~~32~__~-:«-34'II\1.3~i·t~..Jt;\.J...31~-I.32j33~1\,IIi"-<,WUmUJC7..\IJOO2C)~--,lID);/<c:;::::::?~~.IIII)\/-~'bD--IL-a2'12i~12m~~I2n._--.',---/...'\n,/))1716(.~..mWETAHDI!nIIIaOJ2nlr.{,Z/..-=+~~"~'I~\_rJI~:~\i21~'=---~_/~~j;/~~Tp'1~~~1,--.~il,.D~..-Dn...D'.".'.'/"CD-rIa:SD/'LlI?/~.pCD'V2JmtI~~~;~',(~~U-J1rv!h~~~y:!~\lJi]13111'i -/--"'--"TlIONAlAOOIIInNUATIOlI,lEEIHEET'5QSCALE,.:2000'~~2J
-
-
....-
-
PREPARED BY:PREPARED FOR:
SUSITNA ACCESS CORRIDOR [iiJ
ENVIRDNMENTAL CDNFLICTS .I_nn
FIGURE E.14 IInu
E-11
-
-
-
PREPARED BY:
R&M CONSULTANTS,INC.
PREPARED FOR:
SUSITNA ACCESS CORRIDOR [i]
ENVIRDNMENTAL CDNFLICTS IPom
FIGURE E.1B 1100
E-12
-
-
-
-
§
N
-
PREPARED BY:
R&M CONSULTANTS,INC.
PREPARED FOR:
SUSITNA ACCESS CORRIDCR [i]
ENVIRDNMENTAL CDNFLICTS IPOI
FIGURE 1!.1B ling
E-13
-
-
PREPARED BY I
RaM CONSULTANTS,INC.
PREPARED FOR:
SUSITNA ACCESS CORRIDOR •
ENVIRCNMENTAL CCNFLICTB I_DO
FIGURE E.17 lin
E-14
-
.-
..........
PREPARED FORI
t::::J \.'./';SUSITNA ACCESS CORRIDOR ~
RIIICO~~T~NT;:IN~./ENVIRDNMENTAL CDNF';::=-=&.18 •
PREPARED BY I
E-1&
-
APPENDIX F
COST ESTIMATES
APPENDIX F -COST ESTIMATES
The overall costs of the various access plans must be a considered
in the selection process.The access plans and their estimated
costs are outlined herein.The process by which the estimates
were generated is documented and the primary components of each
plan are set forth.
F.1 -Introduction
Common elements to all plans include quantities to be moved,the
ports through which all commodites are assumed to flow and the
ton-mile costs of haul for rail and truck.The costs differences
developed here in will result from differences in length,difficulty
of construction and maintinance,bridges,rail heads,and the
length of haul on each mode.
F.2 -Sea Ports
The Alaska sea ports identified for use in supplying the Susitna
Hydroelectric Project are Anchorage and Whitter.
Anchorage is the perferred port for those items suitable for ship-
ments in conventional containers and trucks.The port apparently
has adequate capacity and the best facilities of any Alaska ports.
The draw back in Anchorage is the lack of capabilities for roll-on
roll-off rail shipments.
Whittier is unique in that there is roll-on roll-off rail capability.
Because of freight rates and handling charges Whitter is the
obvious choice for arrival of all materials that can be shipped by
rail car.
r26/b F - 1
Seward and Valdez were investigated and eliminated as primary
ports for reasons of distance,port facilities and/or port costs.
TABLE F-2.1
ACROSS THE DOCK HANDLING COSTS
Cost in $/Ton
Material (1)To (2)To (4)To (1)To
From Seattle (6)Anchorage Seward Whittier Valdez
Reinforcing Steel 72.00 72.00 55.00 86.00
Structural Steel 85.40 85.40 55.00 125.00
Cement 66.00 66.00 55.00(3)80.00
General Cargo 80.00 80.00 55.00 110.00
Equipment 160.00 160.00 120.00 191.00
Explosives 89.00 Not Allowed 55.00 115.00
1 Quoted by Pacific Western.
2 Information not received -Estimated equal to Anchorge.Rates
for fuel included in modal alternate section.
3 Rate for 140,000 lb Hopper Cars -Rates for Bags 100.00/ton as
per ARR.
4 Rates derived from quotion by ARR.
5 Includes Stevedoring at all ports.
6 Explosives must flow through Prince Rupert,B.C.
F.3 -Linehaul
Line Haul rates were collected from the Alaska Railroad and several
trucking firms.Comparison of line haul rates is shown below.
TABLE F-2.2
LINE HAUL RATES IN DOLLARS/TON-MILE
r26/b
Item
Equipment
Steel
Cement
Fuel
General Cargo
Explosives
Rail
0.1878
0.2577
0.1565
0.1450
0.1262
0.6267
F - 2
Truck
0.2069
0.2069
0.2069
0.2069
0.2069
0.2069
While certain items may move by truck with lower costs,the mix of
items and quantities make it clear that the overall most cost
effective line haul mode is rail.For this reason all plans
contemplate rail haul to the maximum extent practicable.
F.4 -Railhead
Railhead facilities will be required at one or more locations
depending on the final plan adopted.The logistics estimates
indicate a need to be able to handle a flow of 40 to 60 rail car
loads per week.The detailed requirements for the railhead will
vary with location however for the purposes of the study a typical
facility has been developed and will be considered as applicable at
all locations.
The typical railhead layout is based on the following requirements.
The proposed layout is shown in Figure F-4.1.The estimated
construction materials for the typical rail head is are as shown in
Table F-4.1.
Scope:The rail head must be capable of handling about 50 cars
at a time.
1)Piggybacks
2)Containerized (Sealand type)
3)Tank Cars
4)Hopper Cars
Elements:
1)Sidings to store rail cars arriving and departing
2)Siding(s)to store rail tankers for on-demand pumping
into truck tankers
3)Cement pumping areas
r26/b F - 3
PREPAREDBY'L?i'~~~R&MCONSULTANTS,INC.FUELF-4t600•BREAK~l>-t("l::rZfTIPREPAREDFOR'
IJJZ:z::ol-e(:::EENGINETURNAROUNDoo~Io100200SCALEINFEETRaMCONSULTANTS.INC.TVPICALPLANRAILTDTRUCKTRANSFERFACILITVFIGUREF.4.'!ill
4)Piggyback off loading area (ramp)
5)Containerized off loading area (w/crane or forklift)
(contractors to supply equipment)
6)Truck storage and maneuvering area
7)Office space and employee facilities (contractor supplies)
8)Truck fueling/servicing (contractor supplies)
Details
o
o
°
°
Degree of curvature should not exceed 12 0 30'
Require 45 1 length of track per car.Minimum main line or
ladder to ladder spacing 18'center to center.Minimum body
to body track spacing 14 feet.
Maximum angle of ladder to sideing,for a slow moving freight
yard,#8 frog,is 7°9 110 11 •
Arrival and departure tracks should each be long enough to
hold the longest train anticipated.Optimum yard capacity =
110%of arrival rate.
Parameters:
o
o
o
°
Volume:50 cars/wk.Use a maximum of 50 cars arriving in 1
day.These could all be of one type.
Length:need 45 1 per car =2,250'
Between Sidings:Need 2 lane road (24 1 plus track width),
minimum 14 1 from No.1 to 2,141 from No.2 to 3,29 1 from
No.3 to 4,and 29 1 from No.4 to 5.
Ladder Lengths:When spacing =141 ,difference in length =
111\1,when spacing =29 1 ,difference in length =231 1
r26/b F - 6
o
o
o
Actual Lengths:No.5 Minimum =2,250',leg could be longer
if terrain dictates.
No.4 =2,250'(min.)
No.3 =2,250 1 + 2 (231)=2,712
No.2=2,712+2(231)=3,174
No.1 =3,174 +111\=3,397
Note,No.1 siding already exists at Gold Creek and is 4000'
long.
Turnaround:
R =460·
A =100'(2 cars)(Tangent length beyond switch)
Trucks:WB-60, WB-50,maximum turning radius =45',
minimum turning radius =19.8,maximum length =65 1 ,max
width =8.5 1 or for wide load parking slots:use 121 x 70 1
aisle:55 1 wide to allow for turn into stalls,#of slots =50
ea.
Sources:
o
o
Hennes,Robert G.and Ekse,Martin I.,Fundamentals of
Transportation Engineering.McGraw Hill Book Company,1955
New York.
Merritt,Frederick S.,Standard Handbook for Civil Engineers
2nd Ed.McGraw -Hill Book Company 1976 New York.
r26/b F - 7
TABLE F-4.1
RAIL HEAD ESTIMATE
AMOUNT
1.Clearing
2.Waste Excavation
3.Common Excavation
4.Rock Excavation
5.Borrow
6.Grade A Base
7.D-1 Base
8.AC Surfacing
9.Fabric
10.Topsoil and Seed
11.Traffic Control Devices
12.Subballast
13.Trackage
14.Dock Lumber (6 I1 x6 11 )
25 ac.
78,000 cy
505,000 cy
-0-
-0-
4,900 cy
2,400 cy
2,200 tons
-0-
15 ac.
L.S.
25,800 cy
19,700 I.f.
16 mbf
Note:Plans that call for rail segments (R-l and/or R-2)include
the attached railhead(s)within the rail estimate.Separate
railheads at Cantwell and/or Gold Creek are cos ted
separately.The quantities used are the same in both cases.
r26/b F - 8
F.5 -Bridges
Bridges are major cost items and for some plans,major schedule
constraints.Layout plans for the'major bridges are included.
Bridge cost estimates are based on Alaska Department of
Transporation and Public Facilities average bid information.This
information was provided by a Department of Transporation and
Public Facilities estimator.Bridge prices up-dated to 1982 dollars
are approaching $150.00/square foot of deck for complete installa-
tions.
The railroad bridges normally include heavier members and founda-
tion elements,however they are narrower.Information received
from the Alaska Railroad Engineering department indicates that
square foot costs for railroad bridges are approximately double
that for highway bridge.Therefore a cost of $300.00/square foot
will be used for estimating railroad bridge costs.
Figure F 5.1 shows a 180-foot steel box girder structure over
Indian River.This structure,with slight variations in height
and/or length is typical of all possible crossings of Indian River.
Figure F 5.2 shows the Susitna River structure proposed for
segment 2-L.Other segments crossing the Susitna near Gold
Creek would have a bridge that would have different alignment
characteristics,however over-all demensions would be similar in
most cases.Cost estimates are based on the structure shown.
Figure F5.3 shows the road and railroad bridges over Cheechako
Creek immediately above Devil Canyon.This structure is in a
location that makes it a major time constraint.
Figure F5.4 shows the roadway structure over Fog Creek.
Figure F5.5 a roadway structure over an unnamed creek about two
miles east of Cheechako Creek in Corridor 2.
r26/b F - 9
Figure FS.6 shows the type and approximate size of structure that
would be required to serve as a high bridge at Devil Canyon.
This bridge will take approximately three years to construct.The
$150/square foot cost is probably low for this type of structure
however there is no eqiva/ent Alaska bridge,so that estimate is
used.
Figure FS.7 shows a railroad structure spanning the same unnamed
creek crossed by the bridge in Figure F5.5
F.6 Quantity Estimating C ross Sections
For purposes of estimating excavation quantities along the
preferred routes within each of the 3 corridors and the railroad
corridor,cross slopes were taken from available contour maps
along with lengths of alignments.
Cross sections were prepared for cross slopes of 0-10%,15%,25%,
30%,35%,40%,45%,and 50%.The upper 2 feet of material was
considered as waste excavation on all alignments.
It was considered that average variations of subgrade from the
ideal cut equal fill section would be 10 feet.
Frozen materials were considered to have a maximum cut of 10 feet
to protect the 15 feet depth of frozen indicated in the soils
information.This maximum cut depth requires a higher grade line
than would be most economical for a balanced cut =fill section.
Local borrow would be necessary to make up the difference.
On cross slopes up to 10%,particulary along corridor #3 a borrow
pit type of cross section is proposed to provide material for
raising the subgrade elevation above the existing ground.
Stripped or waste material can go back into the borrow pits.
-
r26/b F -10
Up to 15%cross slope,cuts will probably not exceed 10 feet.so
no quantity variations would be anticiapted between frozen and
unfrozen materials.
The 25%,30%,and 35%cross slope sections indicate for unfrozen
ground a +unfrozen and unfrozen section 10 feet apart
vertically with the excavation quantity balancing the fill quantities.
The Frozen subgrade upper and lower limits with a maximum of
10 feet cut require borrow to balance.
On cross slopes of 40%and over,it was considered that after the
2 feet of waste excavation on the surface there would be another
3 feet of usuable excavation before encountering rock excavation.
In rock excavation,the frozen condition does not require the
maximum 10 feet cut requirement.
Fill slopes on the roadway sections vary depending on fill height.
Cut slopes are used as ~:1 in rock and 1~:1 or flatter in normal
materials.
Examination of the terrain unit maps provided additional informa-
tion as to where rock and organics were to be encountered.
Adjustments were made in rock and waste excavation from this
information.
The sections used for estimating are shown in Figures F6.1-F6.16
F.7 -Drainage
The cross drainage requirements for the preferred alignment within
each corridor were estimated.The design flows were determined
by defining the respective drainage areas on USGS quadrangle
maps and applying regression equations developed by the U.S.
Geologic Survey...Flood characteristic of Alaskan Streams".
Water Resources Investigation 78-129 R.D.Lamke 1979.
r26/b F -11
~~c::.~0:-Wv>..,\-II0:,--,,-!,I\zct0Z-00toV++0(\J00r<lr<lt1"''''''''':::;"""""trBRIDGE::'~;~:L{T::LI-1325-130020'FILL-"'--I;;,*~...,...J?';>;il$-V;>""':(}O""1)7n;;>;("OW7.i$'"-1275WS1275--1250050100200IIIIGRAPHIC'lCAlE'IN'FT.1BDFT.STEELBOXGIRDERBRIDGE""EMIlEDBY'PIlEPAREDFOR-i.~~~~0tINDIANRIVERBRIDGE•~ONSULTANTS.INt"FIGUREF.5.'IF-12
\-,~roO'"roro(0/II::l1J>II::~«0z~I--(J)::l(J)o<D+<D<D<Doo+CD<DlDoo+orolDoo+lDCDlDoo+oOllDov+OllD..JFILL_700140'6@200'2@300'2@.200'140'-900-800D;e:JI'/?o/kv/FILLc..-.,GII[-7;0"''Y:7.1*'''y~=v.---...J_~d:>....---.-J_-_---J_-_---J_----JUL--lLU--J~------'~~-600o100200400I I I IGRAPHICSCALEIN·FT.DRTHDTRDPICSTEELSTRUCTURE24BOFT.BRIDGEPtlEI'AIIEDBY'PREPAREDFOR'SUSITNARIVERBRIDGE~t..=R:":III:C:O:N:S:UL:TA:N:T:S.:I:NC:"=--=-":':"'--.:',..:F~I::::G=U::R=E:...:.F..:.=5:::.=2:...::-=M=~=R=:.aF-13
Cc(""":"oil::Il::•.Il::q-r-t<)--II800800q-0+++++coCDco0CDIIIIII'Itq-IIIt<)t<)t<)t<)t<)1111f160'200'600'200'-17001600-1500-14001300,--------FILL-c...-,oo+oq-t<)oCD+q-t<)t<)o,00200400I! -IGRAPHICSCALEIN·FT.CUT1160FT.STEELDECKTRUSSBRIDGEPREPAREDBY-CHEECHAKDCREEKBRIDGEPREPAREDFOR-FIGUREF.5.3IiiF-14
FILLo100200400I I I IGRAPHICSCALEIN·FT.-V10""..I:>::lLJlLJll::c.>{J<:5XV000000100++++reC\I101010It)C\I0000It)It)It)It)300'600'350',.....-z/FILL-2300-2200-2100-2000-19001250FT.,STEEL.DECKTRUSSBRIDGEPREPAREDBY'FOGCREEKBRIDGER&1oICONSULTANTS.INC.F-15PREPAREDFOR'GUAE".sA[i]
-=:.:UJUJ0::(,)o10+""(l)""oo+I'-(l)""oo+oC1l""o10+l\lC1l""oo+""C1l""250'300250'-2400CUT2100FILL--'__---~~L---",~~~~~~=:::::::::::::===--=:::::::::::::=~~::=======~==~~====t===:~~~2~~;=-f====~"""",,~mr-;::;2.;.::2--,OI.-=-o----2300CUT~';6%:r-2200o100200400III IGRAPHIC-SCALEIN-FT.-20001900BODFT.STEELBDXGIRDERBRIDGE--FIlL!rIa11\"~'-J'Jlt------tROADBRIDGESOUTHEASTOFDEVLCANVDI\IRIMCONSULTANTS,INC.F-16PREPAREDFOR'
)~,IC)II~V!,.,[!-nn.::::---J--I-",-,-:::=--::::~~CI:ILl>CI:<ZI-en:>en0000++CDQ)CDCDC\IC\I--200'UilDDFT.STEELSUSPENSIDNIIIR.OGlE1600'8+vQ)C\Ioo+o0>C\I3@2002@100'oo+C\I0>C\I-1700I1 1III11111Y•16001500-1400-1300-1200-1100o100200400I!II•"APHICaCALEIN·FT.SUSITNARIVEREL.890'.-1000-900·CRr'".~.r.::'"{~U~!··'1'/J:,,.....ft""CONSULTANTS,INC.HIGHSUSrrNARIVERBRIDGEATDEVILCANYONF-17-800PREPAREDFOR'FIGUREF.s.&[iii]
o..,+a>vvCUT170'·;"oo+o10VClUJ::IE:>0:«UJZUJZ0::::>U600'n"8+<D10<t230'-1900CUT,,FILL-1800o100200400I~~II IHORIZ.I"=200'=I..VERT1"=100'GRAPHIC8CALEINFT.-1500-1700-1600...000FT.,STEE~CECKTRUSSBRICGE""EI'lIlREDliT'RAILROADBRIDGESOUTHEASTOFDEVILCANYON11&14CONSULTANTS.INC.-18PREPAREDFOR'FIGUREF....?
10%--------10'~I171_011171-0"~21/2'±..FINISHROAD2'±WASTE10'BORROWPITBORROWPITIoIj510SCALEINFEET20I'RE""'REDBY'RAMCONSULTANTS.INC.TYPICALROADSECTIONolIB'100/0CROSSSLOPEPREPAREDFOR'FIGUREF.B.'[iii]F-19
2'±WASTESUBGRADE441_011It.CUT8<FILLOF5'AFTERREMOVALOF2'UNSUITABLE5'CUT15%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONIIo51020SCALEINFEET\5%O.G.I'RE.....AI!DBY-TYPICALROADSECTION15D/oCROSSSLaPEF-20PREPAREDFOIl-FIIIUAEF.6.2IiiiiJ
PREPAREDElY'RUICONSULTANTS.INC.o44'-011SUBGRADE+)FROZEN(+)UNFROZEN(-)FROZEN(-)UNFROZEN'----2'EXCAVATIONTOWASTE25%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONI!io51020SCALEINFEETTYPICALROADSECTION250/0CROSSSLOPEF-21-QPREPAREDFOR'FIGURE0=.&.3.•
2'±WASTE44'-0"----------1SUBGRADE(+)FROZEN(+)UNFROZEN30%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTION~i~~_~~~i.o51020SCALEINFEET-QI'IIlEMRI!DBY'RaMCONSULTANTS.INC.TYPICALROADSECTION!300/0CROSSSLOPEF-22PREPAREDFOR-FIGUREF.sA•
(+)FROZEN(+)UNFROZEN(-)FROZEN2'±WASTE44'-0"SUBGRADE35%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONI Iio51020SCALEINFEET-oPI'IE.....REDBV•R....'CONSULTANTS,INC.TYPiCALROADSECTION350/0CROSSSLOPEF-23PREPAREDFOR'FIIJUREF.&.5iii]
44'-0"1-----------=(-1-)SUBGRAQE'-----:3'COMMONEXCAVATION5'OVERBURDEN2'WASTE40%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTION~__: Io51020SCALEINFEETQPIlE.....IIEDBY'TYPICALROADSECTION4QO/aCROSSSLOPEF-24PREPAREDFOR'FlOUREF.B.B.
PRE...,.IIEDIV'44'-0"(+)SUBGRADE'----3'COMMONEXCAVATION'------------5'OVERBURDEN'------------------2'WASTE45%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONI :io51020SCALEINFEETTYPICALROADSECTION450/0CROSSSLOPEF-25oPIIEPAREDFOR'
I'REPAIIEDBY-441-011.(+)SUBGRADE3'COMMONEXCAVATION'------------5'OVERBURDEN2'WASTE50%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONIiIo51020SCALEINFEETTYPICALROADSECTION500/0CROSSSLOPEF-211-oPREPAREDFOR-FIGUREF.6.B!iii
28'-0"5%10'---------- -2'WASTEll....--:;-1;;;','~-SUBBALLAST---'~BORROWPITSECTION0-10%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONI!Io51020SCALEINFEET""E""RED8V'R"MCONSULTANTS,INC.TYPICALRAILRDADSECTIDN0....10%CRDSSSLDPEPREPAREDFOR'FIGUREP.&.9!iiiF-27
I/'"2'WASTE28'-0"+)SUBGRAOE.(.,.)SUBGRADE10FT.~..\\.Q15%CROSSSLOPEQUANTITYi::STIMATINGCROSSSECTIONoI510;SCALEINFEET20II'REFAREDIll"R&MCONSULTANTS,INC.TYPICALRAILROADSECTION150/0CROSSSLOPEF-28PREPAREDFOR-~UAEF.6.101811I
28'_0"'---2'WASTE25%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONoI510IISCALEINFEET20II'IlEI'AIIEDBY'TYPICALRAILROADSECTION·25D/DCROSSSLOPEF-21PIIEPAREDFOR-AQUAEF~...II~RI
PRePAReDBY'R..1lICONSULTANTS.INC.28'-0"(+)FROZENSURADE(+)UNFROZEN._HFROZEN(-)UNFROZEN'----2IWASTE30%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONo510201~liiiiiIiiiiiiii~~~1SCALEINFEETTVPICALRAILROADSECTION300/0CROSSSLOPEF-30PREPAREDFOR'FIGUREF.&.12[iii]
.\~.\.28'-0"(+lFROZENSUBRADE(tlUNFROZENHUNFROZE'----2'WASTE35%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTION.0'5'1020Iml_~I~~~~_iiiiiiilSCALEINFEET.~xlJJ«N;:00D:-U.~zPREPAREDBY'RIIMCONSULTANTS.INC.TYPICALRAILROADSECTION350/0CROSSSLOPEF-ll1PREPAREDFOR'
28'-0"(+)SUBGRADE3'COMMONEXCAVATION5'OVERBURDEN2'WASTE40%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONo.~·",00/0oI510SCALEINFEET20iI'IIEI'AIIEDBY'TYPICALRAILROADSECTION400/0CROSSSLOPEF-32PREPAREDFDA'
28'-0111-------I~1+)SUBGRADE~--3'COMMONEXCAVATION~---5'OVERBURDEN2'WASTEhi!PREPAREDBY'R&"CONSULTANTS,INC.45%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTION:Iio51020SCALEINFEETTYPICALRAILROADSECTION450/0CROSSSLOPEF-33PREPAREDFOR'FIGUREF.E.1S•
I'ftEPAIlEDIIY'11&111CONSULTANTS.INC.28'-0"\+lSUBGRADE,--_3ICOMMONEXCAVATION'-----·5'OVERBURDEN,'------2'WASTE50%CROSSSLOPEQUANTITYESTIMATINGCROSSSECTIONIiIo51020SCALEINFEETTYPICALRAILROADSECTION500/0CROSSSLOPEF-34PIIEPAREDFOIl'F1DUREFoe.,.
Culvert sizes and lengths developed by this process are shown in
Table F 7.1.
TABLE F-7.1
CU LVERTS (in lineal feet)
Si,;::e A-1 A-2 B-1 B-2 B-3 C R-1 R-2
DIA.L.F. L.F. L.F.L.F. L.F. L.F.L.F.L.F.----
18 11 18,530 23,035 7,055 8,245 27,115 26,350 9,000 15,950
36 11 300 0 100 200 200 100 200 200
42 11 300 200 200 100 0 400 100 0
48 11 100 0 0 0 100 600 0 100
54 11 100 200 0 100 200 200 100 200
60 11 400 400 100 100 100 300 100 100
72 11 100 100 100 100 100 0 100 100
84 11 0 100 0 0 100 200 0 100
96 11 100 0 0 0 0 100 0 0
'108 11 0 200 0 0 0 200 0 0
'120 11 0 0 0 0 0 100 0 0
(1 )'144 11 0 100 0 0 0 0 0 0
(1 )'168 11 100 0 0 0 0 0 0 0
(1 )Pipes larger than 120 11 will be either multiplate culvert or pipe
arch similar to IIArmco Super Span ll •
(2)18 11 diameter pipes average 85 1 long under highway,50·under
railroad,larger pipes average 100 feet long.
F.8 -Construction Cost Estimates
The construction costs estimates outlined below include mobiJiza-
tion,construction camps,and construction surveys.The
tabulated values for each plan,broken into pioneer road
construction and maintenence,permanent road/rail and
maintenence,and camps,are at the end of this appendix.
Disscussion of Bid Items
Clearing.Included is clearing and grubbing of vegetation to ten
feet outside of excavation limits,and disposal of the material.
r26/b F -35
Waste Excavation.Removal and disposal of existing topsoil,muck,
organics and other deliterious material.
Rock Excavation.Removal of material too hard to economically rip.
Price includes placing in the fill or stock piling for later use in
the structural section.
Common Excavation.All other excavation including removal and
disposal or placement in fill.
Borrow.Where insufficient material is acquired for fill from
common and rock excavation separate payment will be made to
develope,excavate,and place material from borrow pits.
...
NFS Subbase.Non-frost susceptible granular material meeting
standard specifications.
Grade IIA II Base and D-1 Base.
meeting standard specifications.
Granular,crushed material
A.C.Sufacing.Bituminous concrete,including aggregate,asphalt
binder,prime coat and tack coat.
Guardrail.Standard single rail guardrail.
Culverts.18 11 cross culverts are figured per linear foot.Larger
culverts (36 11 &over),for individual stream crossings are each
multiplied by appropriate costs per foot,depending on diameter,
and lumped into one sum.Costs includes placement,any special
bedding requirements on materials,and head walls.
Fabric.Standard Mirafi or Typar filter fabric,to be placed over
organics too deep to economically remove and replace.
Thaw Pipe.One thaw pipe per culvert.Price includes hangers,
caps,standpipes,etc.
r26/b F -36
Topsoil and Seed.Topsoil will be manufactured from appropriate
materials removed under waste excavation.Seed includes a
hydroseed mixture of seed,fertilizer and lime.
Traffic Control Devices.Includes all standard signs and pavement
markings,plus reflective paddle boards as delineators along the
entire length of road.
Bridges.All highway bridges,regardless of type,are at present
figured on the same per square foot basis.Rail bridges are also
figured on a single price per square foot bases.
Rail Yard Control Devices.Includes all standard traffic devices
for both the rail and the truck areas.
Subballast.Granular material meeting standard specifications.
Trackage.Includes rail,ties,and ballast.Switches are
considered as equivalent to 200 feet of track for the purpose of
this estimate.
Dock Lumber.Includes furnishing and installing 6 x 6 treated
lumber to form two docks -one side loading and one end loading.
F.9 -Pioneer Road
The estimated quantities were broken into two phases -Pioneer
Road (first two years)and permanent road (remaining five to
thirteen years).For the purpose of this estimate,the following
items were assumed.
1)
r26/b
The Pioneer Road is figured 15%longer than the final
road,to account for turnouts and more winding
alignment.
F -37
2)Top width of the road is 16 feet.The structure
consists of cordorouy,as needed,unclassified fill,
topped with 8 inches of D-1 base.
3)Cuts and fills of the Pioneer Road will,where ever
possible,be in the same location as the permanent
alignment.Borrow needs will be taken from side
borrow in future permanent cuts.D-1 quantities in the
Pioneer Road have been subtracted from the total
permanent alignment quantities of borrow.Clearing,
waste excavation,common excavation and rock
excavation quantities necessary to build the Pioneer
Road have been ommited from the permanent road
quantities.
4)Minimum width sections of culverts will be installed,
where ever possible,in there permanent location.The
culverts will be lengthened when the permanent road is
built.Similarily,where fabric is called for,only
enough to cover the pioneer road foot print will be laid
at first.The rest of the fabric is under the permanent
road estimate.
--
5)
6)
7)
r26/b
Only one temporary bridge is included in the pioneer
estimate -across the Susitna River at Devil Canyon.
All other crossings will be constructed temporarily of
banks of culverts covered with unclassified fill.Since
route B-1 can be bypassed by direct service from Gold
Creek,and since the B-1 segment can be accessed at
several points along it length,no temporary bridges
will be built at I ndian River or Susitna River.
The permanent railhead will be constructed as quickly
as possible as there is no II p ioneerll alternative.
Guard rail,thaw pipes,topsoil and seed,and traffic
control devices will be installed in the permanent road
only.
F -38
8)A pioneer road will be built before construction of the
rail road.The segments used for the pioneer roads are
B-2 (for R-1)and B-3 (for R-2).
F.10 -Logistics Costs
The logistic costs are the costs directly associated with movement
of freight.Table F .10-1 tabulates the railroad costs associated
with Watana.Table F .10-2 tabulates the railroad costs associates
with Devil Canyon.Table F .10-3 tabulates the truck haul costs
for both dams.Table F.10-4 shows the combined logistic costs for
all plans.
r26/b
---_.-.---
F -39
ROADHAULSEGMENTCOSTSF.10-3GoldCreekDevilDeviltoCanyonCanyonDeviltoCantwelltoCanyonWatanatoWatana$/tonMi.12Mi.36Mi.Watana41Mi.ItemTonsRate(B-2) (B-3)65Mi.North(A-2)AllWatana1,095,500.20692,719,9078,159,72214,732,8329,293,01715161718AllDevil1,066,600.20692,648,154-14,344,1709,947,861192122susi9/f3II,
WATANALOGISTICBREAKDOWNTableF-10.1RailBargeContainerBargeWhittier(Anchorage)RailRoad16Mi.1'49Mi.Gold42Mi.56Mi.62Mi.AnchorageCreekDevilGoldWhittiertotoCanyonCreekCostCostCosttoGoldDeviltotoTons$/tonCost$/tonCost$/tonMi.AnchorageCreek~onWatanaCantwellCanst.Equimpment16,000120.00$1,920,000--0.1878186,298447,71548,077126,202168,269Explosives20,00055.001,100,000--0.6267777,1081,867,566200,544526,428701,904Cement350,00055.0019,250,000--0.15653,396,0508,161,475876,4002,300,5503,067,400Rein.Steel33,00055.001,815,000- -0.2577527,2541,267,111136,066357,172476,230RockBolts12,50055.00687,500--0.2577199,718479,96651,540135,293180,390SteelSupport3,60055.00198,000--0.257757,519138,23014,84338,96451,952Mech.,str"elc.equip.15,00055.00825,000--0.1262117,366282,05730,28879,506106,008Constr.Fuel300,00055.0016,500,000--0.14502,697,0006,481,500696,0001,827,0002,436,000CampFuel51,00055.002,805,000--0.1450458,4901,101,855118,320310,590414,120Tires&Parts21,800--80.001,744,0000.1878610,01265,505171,950229,266CampSupplies74,600--80.005,968,0000.12621,402,763150,632395,410527,213Village1,400--80.00112,0000.126226,3252,8277,4219,894Contingency&Misc.196,600--80.0015,728,0000.12623,696,827396,9751,042,0591,389,412-----1,095,50045,100,500.23,552,0008,416,80325,963,4022,788,0177,318,5459,758,0581234567susi9/f1
DEVILCANYONLOGISTICBREAKDOWNTableF10.2RailBargeContainerBargeWhittier(Anchorage)RailRoad16Mi.149Mi.Gold56Mi.62Mi.AnchorageCreekGoldWhittiertotoCreekCostCostCosttoGoldDeviltoTons$/tonCost$/tonCost$/tonMi.AnchorageCreek~onCantwellConst.Equimpment5,000120.00$600,OQO'.-.187858,218139,91115,02452,584Explosive3,00055.00165,000--.6267116,566280,13530,082105,286Cement650,00055.0035,750,000--.15656,306,95015,157,0251,627,6005,696,600Rein.Steel22,00055.001,210,000--.2577351,503844,74190,710314,486RockBolts3,00055.00165,000--.257747,932115,19212,37043,294SteelSupport2,20055.00121,000--.257735,15084,4749,07131,749Mics.,str.,ele.equip.13,50055.00742,500--.1262105,629253,85127,25995,407Constr.Fuel68,00055.003,740,000- -.1450611,3201,469,140157,760552,160CampFuel30,00055.001,650,000--.1450269,700648,15069,600243,600Tires&Parts18,700--80.001,496,000.1878-523,26759,190196,664CampSupplies44,000--80.003,520,000.1262-827,36788,845310,957Village1,300--80.00104,000.1262-24,4452,6259,187Contingency&Misc.205,900--80.0016,472,000.1262-3,871,702415,7531,455,1361,066,600$44,143,500$21,592,0007,902,96824,239,4002,602,8899,110,1108910111220Jsusi9/f2!•
LOGISTICS TOTALS
Table F-10.4
TOTAL
TOTAL
Plan 5 &8:Use:Water:1,2,8,9
Rail to Go Id Cree k:3,4,10,11
Truck to Devil Canyon:15,19
Northside Truck to Watana:18
Plan 4 &6:Use:Water:1,2,8,9
Rail to Gold Creek:3,4,10,11
Rail to Cantwell:7
Rail to Devil:12
Truck to Watana from Cantwell:17
$134,388,000
66,522,573
13,527,783
$214,438,356
$134,388,000
66,522,573
12,709,451
$213,620,024
$134,388,000
66,523,573
9,758,058
14,732,832
2,648,154
$228,050,617
$134,388,000
66,522,573
9,758,058
2,602,889
14,732,832
$228,004,352
$134,388,000
66,522,573
5,368,061
9,293,017
$215,571,651TOTAL
TOTAL
TOTAL
Use:Water:1,2,8,9
Rail to Gold Creek:3,4,10,11
Rail to Dams:12,5,6
Use:Water:1,2,8,9
Rail to Gold Creek:3,4,10,11
Truck to Dams:15, 16,19
Plan 3 &7:Use:Water:1,2,8,9
Rail to Gold Creek:3,4,10,11
Rail to Cantwell:7
Truck to Watana from Cantwell:17
Truck to Devil from Gold Creek:19
Plan 2:
Plan 1:
Plan 9:
Plan 10:
Use:Water:1,2,8,9,
Rail to Gold Creek:3,4,10,11
Rail to Devil:12,5
Northside Truck to Watana:18
TOTAL
Use:Water:1,2,8,9
Rail to Gold Creek:3,4,10,11
Rail to Devi I Canyon:12,5
Truck to Watana:16
TOTAL
$134,388,000
66,522,573
5,390,906
9,293,017
$215,594,496
$134,388,000
66,522,573
5,390,906
8,159,722
$214,461,201
r26/b F -43
Plan 11:
r26/b
LOCISTICS TOTALS (Continued)
Table F-10.4
Use:Water:1,2,8,9
Rail to Cantwell:3,4,7,10, 11,20
Truck Via Denali to Dams:17,21,22
TOTAL
F -44
$134,388,000
85,390,741
38,124,863
$257,903,604
r26/b
COST ESTIMATE
BREAKDOWN TABLES
F -45
susi12/a1ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.111ChulitnatoGoldCreekB-1Road(13.26Mi)Clearing118AC$5,760.00$679,680.00WasteExcavation270,190CY4.801,296,912.00CommonExcavation173,864CY4.20730,228.80RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts2,820LF28.8081,216.003611+Culverts-LS20,496.0020,496.000-1BaseMaterial71,556TON21.601,545,609.60Fabric5,465SY3.0016,395.00TOTAL$4,370,537.40Maintenence27Mile-Year$4,000.00$108,000.001
Isusi12/a2ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.0036"+Culverts-LS13,824.0013,824.00Bridges0SF0.000.00D-1BaseMaterial66,444TON21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Years$4,000.00$100,000.00
susi12/a3ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.113DevilCanyontoWatana-SouthB-3Road(36.46Mi)Clearing271AC$5,760.00$1,560,960.00WasteExcavation585,666CY4.802,811,196.80CommonExcavation255,812CY4.201,074,410.40RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts10,850LF28.80312,480.0036"+Culverts-LS124,752.00124,752.00Bridges0SF0.000.000-1BaseMaterial196,778TON21.604,250,404.80Fabric27,408SY3.0082,224.00TOTAL$10,216,428.00Maintenence73Mile-Years$4,000.00$292,000.00tt,
susi12/a4ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.12PermanentRoads.121ChulitnatoGoldCreekRoadB-1,(13.26Mi)Clearing92AC$5,760.00$529,920.00WasteExcavation305,290CY4.801,465,392.00CommonExcavation396,316CY4.201,664,527.20RockExcavation35,850CY14.40516,240.00Borrow95,896CY6.00575,376.00NFSSubbaseMaterial136,500CY8.401,146,600.00Grade"AIIBaseMaterial74,480CY16.801,251,264.00D-1BaseMaterial31,080TON21.60671,328.00A.C.Surfacing28,462TON.79.202,254,190.40Guardrail9,800LF43.20423,360.001811Culverts4,240LF28.80122,112.003611+Culverts-LS30,744.0030,744.00Fabric13,379SY3.0040,137.00ThawPipes7,555LF43.20326,376.00Topsoil&Seed130AC3,600.00468,000.00TrafficControlDevices13MI18,000.00234,000.00Bridges90,440SF180.0016,279,200.00TOTAL$27,998,766.60Maintenence173Mile-Years$10,000.00$1,730,000.00
susi12/a5ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.122GoldCreektoDevilCanyonRoadB-2,(12.31Mi)Clearing28AC$5,760.00$161,280.00WasteExcavation97,892CY4.80469,881.60CommonExcavation44,772CY4.20188,042.40RockExcavation23,625CY14.40340,200.00Borrow416,311CY6.002,497,866.00NFSSubbaseMaterial126,750CY8.401,064,700.00GradeIIAIIBaseMaterial69,160CY16.801,161,888.00D-1BaseMaterial28,860TON21.60623,376.00A.C.Surfacing26,429TON79.202,093,176.80Guardrail6,700LF43.20289,440.001811Culverts4,950LF28.80142,560.003611+Culverts-LS32,256.0032,256.00Fabric5,585SY3.0016,755.00ThawPipes8,845LF43.20382,104.00TopsoiI&Seed86AC3,600.00309,600.00TrafficControlDevices12MI18,000.00216,000.00Bridges0SF180.000.00TOTAL$9,989,125.80Maintenence160Mile-Years$12,000.00$1,920,000.00I
JIsusi12/a6ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.123DevilCanyontoWatana-South,RoadB~3,(36.46Mi)Clearing360AC$5,760.00$2,073,600.00WasteExcavation1,164,494CY4.805,589,571.20CommonExcavation1,308,618CY4.205,496,195.60RockExcavation246,750CY14.403,553,200.00Borrow15,693CY6.0094,158.00NFSSubbaseMaterial375,375CY8.403,153,150.00GradeIIAIIBaseMaterial204,820CY16.803,440,976.00D-1BaseMaterial85,470TON21.601,846,152.00A.C.Surfacing78,271TON79.206,199,063.20Guardrail8,300LF43.20358,560.001811Culverts16,270LF28.80468,576.003611+Culverts-LS57,888.0057,888.00Fabric69,133SY3.00207,399.00ThawPipes27,915LF43.201,205,928.00Topsoil&Seed410AC3,600.001,476,000.00TrafficControlDevices36MI18,000.00648,000.00Bridges109,140SF180.0019,645,200.00TOTAL$55,513,617.00Maintenence219Mile~Years$13,000.00$2,847,000.00
susi12/a7ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.336ROAD&RAILFACILITIES.2RailFacilities.22Railheads.222RailheadatGoldCreekClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.00D-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700LF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence15Year$28,600.00$429,900.00,
I Isusi12/a8ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT1.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$342,000.00342,000.00Catering&OperationSupport40,890Manday39.501,615,155.00.12AccessRoad/RailheadCampCampFacilities-LS1,752,000.001,752,000.00Catering&OperationSupport228,550Manday39.108,936,305.00TOTALPROJECTCOST$139,144,508.20
susi12/a9ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT2.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.112GoldCreektoDevilCanyon8-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.003611+Culverts-LS13,824.0013,824.00Bridges0SF0.000.00D-1BaseMaterial66,444TON21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Year$4,000.00$100,000.00,,
)susi12/a10rllITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT2.336ROAD&RAILFACILITIES.116DevilCanyontoWatanaB-3Road(36.46Mi)Clearing271AC$5,760.00$1,560,960.00WasteExcavation585,666CY4.802,811,196.80CommonExcavation255,812CY4.201,074,410.40RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts10,850LF28.80312,480.003611+Culverts-LS174,576.00174,576.00Bridges0SF0.000.000-1BaseMaterial196,778TON21.604,250,404.80Fabric27,408SY3.0082,224.00TOTAL$10,266,252.00Maintenence73Mile-Year$4,000.00$292,000.00,
susi12/a11ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT2.336ROAD&RAILFACILITIES.2RailFacilitie~.21PermanentRailRoad(IncludingRailhead).211GoldCreektoDevilCanyonRailR~1,(16.29Mi)Clearing68AC$5,760.00$391,680.00WasteExcavation129,482CY4.80621,513.60CommonExcavation549,157CY4.202,306,459.40RockExcavation2,200CY14.4031,680.00Borrow79,611CY6.00477,666.00Subballast192,467CY8.601,655,216.20GradeIlAIlBaseMaterial4,900CY16.8082,320.00D~1BaseMaterial2,400TON21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00DockLumber16MBF580.009,280.001811Culverts1,390LF28.8040,032.003611+Culverts~LS32,256.0032,256.00Fabric300SY3.00900.00ThawPipes10,100LF43.20436,320.00Topsoil&Seed116AC3,600.00417,600.00RailYardControlDevices-LS720.00720.00Bridges0SF360.000.00Trackage110,300LF140.0015,442,000.00TOTAL$22,171,723.20MaintenenceRail212Mile~Years$5,000.00$1,060,000.00~ailhp;l1-OP\~i1C;:lnVon7tYe:;>r-::,PApOOnn~$?nn200(\().,1,!,!t,.
I Isusi12/a12tITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT2.336ROAD&RAILFACILITIES.212DevilCanyontoWatanaRailR-2,(41.57Mi)Clearing215AC$5,760.00$1,238,400.00WasteExcavation655,074CY4.803,144,355.20CommonExcavation971,388CY4.204,079,829.60RockExcavation168,960CY14.402,433,024.00Borrow0CY6.000.00Subballast447,096CY8.603,845,025.60GradeIINIBaseMaterial4,900CY16.8082,320.00D-1BaseMaterial2,400TON21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00DockLumber16MBF580.009,280.001811Culverts12,490LF28.80359,712.003611+Culverts-LS132,624.00132,624.00Fabric37,970SY3.00113,910.00ThawPipes16,750LF43.20723,600.00Topsoil&Seed335AC3,600.001,206,000.00RailYardControlDevices-LS720.00720.00Bridges36,720SF360.0013,219,200.00Trackage248,000LF140.0034,720,000.00TOTAL$65,534,080.40MaintenenceRail249Mile-Years7,000.001,743,000.00Railhead8Years28,600.00228,800.00
susi12/a13ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT2.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$267/00.00$267/000.00Catering&OperationSupport31/750Manday39.601/257/300.00.12AccessRoad/RailheadCampCampFacilities-LS645/000.00645/000.00Catering&OperationSupport207/800Manday39.108/124/980.00TOTALPROJECTCOSTS$116/882/329.00,,
susi12/a14'IITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.111ChulitnatoGoldCreekB-1Road(13.26Mi)Clearing118AC$5,760.00$679,680.00WasteExcavation270,190CY4.801,296,912.00CommonExcavation173,864CY4.20730,228.80RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts2,820LF28.8081,216.003611+Culverts-LS20,496.0020,496.00D-1BaseMaterial71,556TON21.601,545,609.60Fabric5,465SY3.0016,395.00TOTAL$4,370,537.40Maintenence27Mile-Year$4,000.00$108,000.00
susi12/a15ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommomExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.003611+Culverts-LS13,824.0013,824.00Bridges0SF0.000.00D-1BaseMaterial66,444TON21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Years$4,000.00$100,000.00,
Isusi12/a16ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACIL1TIES.115DenalitoWatanaCRoad(44.32Mj)Clearing0AC$5,760.00$0.00WasteExcavation0CY4.800.00CommonExcavation0CY4.200.00RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts0lF28.800.003611+Culverts0LS0.000.00Bridges0SF0.000.00D-1BaseMaterial0TON21.600.00Fabric0SY3.000.00TOTAL$0.00Maintenence0Mile-Years$0.00$0.00
susi12/a17ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.12PermanentRoads.121ChulitnatoGoldCreekRoadB-1,(13.26Mi))Clearing92AC$5,760.00$529,920.00WasteExcavation305,290CY4.801,465,392.00CommonExcavation396,316CY4.201,664,527.20RockExcavation35,850CY14.40516,240.00Borrow95,896CY6.00575,376.00NFSSubbaseMaterial136,500CY8.401,146,600.00Grade"A"BaseMaterial74,480CY16.801,251,264.000-1BaseMaterial31,080TON21.60671,328.00A.C.Surfacing28,462TON79.202,254,190.40Guardrail9,800LF43.20423,360.0018"Culverts4,240LF28.80122,112.003611+Culverts-LS30,744.0030,744.00Fabric13,379SY3.0040,137.00ThawPipes7,555LF43.20326,376.00Topsoil&Seed130AC3,600.00468,000.00TrafficControlDevices13MI18,000.00234,000.00Bridges90,440SF180.0016,279,200.00TOTAL$27,998,766.60Maintenence66Mile-Years$10,000.00$660,000.00,t
I,susi12/a18"I-,~ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.122GoldCreektoDevilCanyon-RoadB-2,(12.31Mi)Clearing28AC$5,760.00$161,280.00WasteExcavation97,892CY4.80469,881.60CommonExcavation44,772CY4.20188,042.40RockExcavation23,625CY14.40340,200.00Borrow416,311CY6.002,497,866.00NFSSubbaseMaterial126,750CY8.401,064,700.00GradeIIAIIBaseMaterial69,160CY16.801,161,888.00D-1BaseMaterial28,860TON21.60623,376.00A.C.Surfacing26,429TON79.202,093,176.80Guardrail6,700LF43.20289,440.001811Culverts4,950LF28.80142,560.003611+Culverts-LS32,256.0032,256.00Fabric5,585SY3.0016,755.00ThawPipes8,845LF43.20382,104.00TopsoiI&Seed86AC3,600.00309,600.00TrafficControlDevices12MI18,000.00216,000.00Bridges0SF180.000.00TOTAL$9,989,125.80Maintenence62Mile-Years12,000.00744,000.00
susi12/a19ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.125DenalitoWatanaRoadC,(44.32Ml)(Plus21.00Mi)Clearing800AC$5,760.00$4,608,000.00WasteExcavation2,245,400CY4.8010,777,920.00CommonExcavation2,450,800CY4.2010,293,360.00RockExcavation41,800CY14.40601,920.00Borrow20,000CY6.00120,000.00NFSSubbaseMaterial470,000CY8.403,948,000.00Grade"A"BaseMaterial300,000CY16.805,040,000.000-1BaseMaterial162,500TON21.603,510,000.00A.C.Surfacing148,813TON79.2011,785,989.60Guardrail4,200LF43.20181,440.0018"Culverts30,350LF28.80874,080.003611+Culverts-LS468,120.00468,120.00Fabric12,907SY3.0038,721.00ThawPipes28,750LF43.201,242,000.00Topsoil&Seed514AC3,600.001,850,400.00TrafficControlDevices69MI18,000.001,242,000.00Bridges0SF180.000.00TOTAL$56,581,950.60Maintenence523Mile-Years$8,000.00$4,184,000.00f,
1susi12/a201ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.2RailFacilities.22Railheads.221Railhead-CantwellClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABse4,900CY16.8082,320.00D-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700CF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence7Years28,600.00$200,200.00
susi12/a21ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.336ROAD&RAILFACILITIES.222Railhead-GoldCreekClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.000-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700CF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence8Years28,600.00$228,800.00t,
IIsusi12/a22ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT3.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$162,000.00$162,000.00Catering&OperationSupport19,590Manday39.40771,846.00.12AccessRoad/RailheadCampCampFacilities-LS1,251,000.001,251,000.00Catering&OperationSupport240,630Manday39.109,408,633.00TOTALPROJECTCOST$133,734,212.80
susi12/a23ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT4.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$ 51760.00$6501880.00WasteExcavation3241998CY4.80115591990.40CommonExcavation2911163CY4.20112221884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts31460LF28.80991648.003611+Culverts-LS131824.00131824.00Bridges0SF0.000.000-1BaseMaterial661444Ton21.60I11435I190.40Fabric31192SY3.0091576.00TOTAL$419911993.40Maintenence25Mile-Year$41000.00$1001000.00J.
susi12/a24ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT4.336ROAD&RAILFACILITIES.1Roads.115DenalitoWatanaCRoad(44.32Mi)Clearing0AC$5,760.00$0.00WasteExcavation0CY4.800.00CommonExcavation0CY4.200.00RockExcavation0CY14.400.00Borrow0CY6.000.0018/1Culverts0LF28.800.003611+Culverts0LS0.000.00Bridges0SF0.000.000-1BaseMaterial0TON21.600.00Fabric0SY3.000.00TOTAL$0.00Maintenence0Mile-Years$0.00
susi12/a25ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT4.336ROAD&RAILFACILITIES.12PermanentRoads.125DenalitoWatanaRailRoadC,(44.32Mi)(Plus21.00Mi)Clearing800AC$5,760.00$4,608,000.00WasteExcavation2,245,400CY4.8010,777,920.00CommonExcavation2,450,800CY4.2010,293,360.00RockExcavation41,800CY14.40601,920.00Borrow20,000CY6.00120,000.00NFSSubbaseMaterial470,000CY8.403,948,000.00GradeIIAIIBaseMaterial300,000CY16.805,040,000.000-1BaseMaterial162,500TON21.603,510,000.00A.C.Surfacing148,813TON79.2011,785,989.60Guardrail4,200LF43.20181,440.001811Culverts30,350LF28.80874,080.003611+Culverts-LS468,120.00468,120.00Fabric12,907SY3.0038,721.00ThawPipes28,750LF43.201,242,000.00Topsoil&Seed514AC3,600.001,850,400.00TrafficControlDevices69MI18,000.001,242,000.00Bridges0SF180.000.00TOTAL$56,581,950.60Maintenence523Mile-Year$8,000.00$4,184,000.00,
susi12/a26ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT4.336ROAD.&RAILFACIL1TIES.2RailFacilities.21PermanentRailroad(IncludeRailhead).211GoldCreektoDevilCanyonRailR-1,(16.29Mi)Clearing68AC$5,760.00$391,680.00WasteExcavation129,482CY4.80621,513.60CommonExcavation549,157CY4.202,306,459.40RockExcavation2,200CY14.4031,680.00Borrow79,611CY6.00477,666.00Subballast192,467CY8.601,655,216.20GradeABaseMaterial4,900CY16.8082,320.000-1BaseMaterial2,400TON21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00DockLumber16MBF580.009,280.0018"Culverts1,390LF28.8040,032.0036"+Culverts-LS32,256.0032,256.00Fabric300SY3.00900.00ThawPipes10,100LF43.20436,320.00Topsoil&Seed116AC3,600.00417,600.00RailYardControlDevices-LS720.00720.00Bridges0SF360.000.00Trackage110,300LF140.0015,442,000.00TOTAL$22,17~,723.20MaintenenceRail81Mile-years$5,000.00$405,000.00Railhead7Years$28,600.00$200,200.00
susi12/a27ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT4.336ROAD&RAILFACILITIES.22Railheads.221Railhead-CantwellClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.00D-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00TopsoiI&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700CF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence8Years28,600.00$228,800.00tI
susi12/a28ITEMDESCRIPTIONQYANTITYUNITSPRICEAMOUNT4.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$87,000.00$87,000.00Catering&OperationSupport10,450Manday39.40$411,730.00.12AccessRoad/RailheadCampCampFacilities-LS819,000.00819,000.00Catering&OperationSupport195,910Manday39.107,660,081.00TOTALPROJECTCOST$103,833,158.20
susi12/a29ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.111ChulitnatoGoldCreekB-1Road(13.26Mi)Clearing118AC$5,760.00$679,680.00WasteExcavation270,190CY4.801,296,912.00CommonExcavation173,864CY4.20730,228.80RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts2,820LF28.8081,216.003611+Culverts-LS20,496.0020,496.00D-1BaseMaterial71,556Ton21.601,545,609.60Fabric5,465SY3.0016,395.00TOTAL$4,370,537.40Maintenence27Mile-Year$4,000.00$108,000.00,
I Isusi12/a30ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACIL1TIES.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460IF28.8099,648.003611+Culverts-LS13,824.0013,824.00Bridges0SF0.000.00D-1BaseMaterial66,444TON21.601,435,190.40Fabric3,192SY3.009[576.00TOTAL$4,991[993.40Maintenence25Mile-Years$4,000.00$100,000.00
susi12/a31ITEMDESCRIPTIONgUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.114DevilCanyontoWatana-NorthA-2Road(41.25Mj)Clearing369AC$5,760.00$2,125,440.00WasteExcavation855,321CY4.804,105,540.80CommonExcavation619,500CY4.202,601,900.00RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts9,200LF28.80264,960.003611+Culverts-LS114,960.00114,960.00Bridges0SF0.000.000-1BaseMaterial222,640TON21.604,809,024.00Fabric14,946SY3.0044,838.00TOTAL$14,066,662.80Maintenence83Mile-Years$4,000.00$332,000.00
I Isusi12/a32ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.118DevilCanyonLowLevelCrossingHRoad(7.88Mi)Clearing170AC$5,760.00$979,200.00WasteExcavation498,845CY4.802,394,456.00CommonExcavation549,417CY4.202,307,551.40RockExcavation749,641CY14.4010,794,830.40Borrow0CY6.000.001811Culverts5,100LF28.80146,880.003611+Culverts-LS0.000.00Bridges12,480SF180.002,246,400.000-1BaseMaterial36,966TON21.60798,465.60Fabric0SY3.000.00TOTAL$19,667,783.40Maintenence118Mile-Years$5,000.00$590,000.00
susi12/a33ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.12PermanentRoads.121ChulitnatoGoldCreekRoadB-1,(13,26Mi)Clearing92AC$5,760.00$529,920.00WasteExcavation305,290CY4.801,465,392.00CommonExcavation396,316CY4.201,664,527.20RockExcavation35,850CY14.40516,240.00Borrow95,896CY6.00575,376.00NFSSubbaseMaterial136,500CY8.401,146,600.00Grade"A"BaseMaterial74,480CY16.801,251,264.00D-1BaseMaterial31,080TON21.60671,328.00A.C.Surfacing28,462TON79.202,254,190.40Guardrail9,800LF43.20423,360.001811Culverts4,240LF28.80122,112.0036"+Culverts-LS30,744.0030,744.00Fabric13,379SY3.0040,137.00ThawPipes7,555LF43.20326,376.00Topsoil&Seed130AC3,600.00468,000.00TrafficControlDevices13MI18,000.00234,000.00Bridges90,440SF180.0016,279,200.00TOTAL$27,998,766.60Maintenence173Mile-Years10,000.001,730,000.00,
I Isusi12/a34ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.122GoldCreektoDevilCanyonRoadB-2,(12.31Mi)Clearing28AC$5,760.00$161,280.00WasteExcavation97,892CY4.80469,881.60CommonExcavation44,772CY4.20188,042.40RockExcavation23,625CY14.40340,200.00Borrow416,311CY6.002,497,886.00NFSSubbaseMaterial126,750CY8.401,064,700.00Grade"A"BaseMaterial69,160CY16.801,161,888.00D-1BaseMaterial28,860TON21.60623,376.00A.C.Surfacing26,429TON79.202,093,176.80Guardrail6,700LF43.20289,440.0018"Culverts4,950LF28.80142,560.0036"+Culverts-LS32,256.0032,256.00Fabric5,585SY3.0016,755.00ThawPipes8,845LF43.20382,104.00Topsoil&Seed86AC3,600.00309,600.00TrafficControlDevices12MI18,000.00216,000.00Bridges0SF180.000.00TOTAL$9,989,125.80Maintenence160Mile-Years12,000.001,920,000.00
susi12/a35ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.124DevilCanyontoWatana-NorthRoadA-2,(41.25Mi)Clearing207AC$5,760.00$1,192,320.00WasteExcavation681,179CY4.803,269,659.20CommonExcavation984,473CY4.204,134,786.60RockExcavation146,527CY14.402,109,988.80Borrow73,145CY6.00438,870.00NFSSubbaseMaterial424,710CY8.403,567,564.00Grade"AIIBaseMaterial231,739CY16.803,893,215.20D-1BaseMaterial96,704TON21.602,088,806.40A.C.Surfacing88,557TON79.207,013,714.40Guardrail6,050LF43.20261,360.0018"Culverts13,840LF28.80398,592.0036"+Culverts-LS179,040.00179,040.00Fabric34,874SY3.00104,622.00ThawPipes24,435LF43.201,055,592.00Topsoil&Seed326AC3,600.001,173,600.00TrafficControlDevices41MI18,000.00738,000.00Bridges0SF180.000.00TOTAL$31,619,730.60Maintenence248Mile-Years$10,00.00$2,480,000.00,
IIsusi12/a36ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.128DevilCanyonTrans-DamCrossing,RoadD,(7.26Mi)Clearing45AC$5,760.00$259,200.00WasteExcavation132,300CY4.80635,040.00CommonExcavation114,500CY4.20480,900.00RockExcavation12,200CY14.40175,680.00Borrow90,200CY6.00541,200.00NFSSubbaseMaterial27,960CY8.40234,864.00GradeIIAIIBaseMaterial15,260CY16.80256,368.00D-1BaseMaterial6,370TON21.60137,592.00A.C.Surfacing5,830TON79.20461,736.00Guardrail2,640LF43.20114,048.0018"Culverts1,785LF28.8051,408.003611+Culverts-LS0.000.00Fabric0SY3.000.00ThawPipes1,785LF43.2077,112.00Topsoil&Seed29AC3,600.00104,400.00TrafficControlDevices3MI18,000.0054,000.00Bridges0SF180.000.00TOTAL$3,583,548.00Maintenence7Mile-Years$13,000.00$91,000.00
susi12/a37ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.336ROAD&RAILFACILITIES.2RailFacilities.21Railhead.222RailheadatGoldCreekClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeIIAIIBaseMaterial4,900CY16.8082,320.000-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00TopsoiI&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700CF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence15Years$28,600.00$429,900.00!
susi12/a38ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT5.63CAMP.1Came.11PioneerRoadCampCampFacilities1LS$750,000.00$750,000.00Catering&OperationSupport90,570Manday39.203,550,344.00.12AccessRoad/RailheadCampCampFacilities1LS1,059,000.001,059,000.00Catering&OperationSupport175,350Manday39.106,856,185.00TOTALPROJECTCOSTS$142,276,257.00
susi12/a39ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.336ROAD&RAilFACILITIES.1Roads.11PioneerRoads.112ChulitnatoGoldCreekB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,~98CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460lF28.8099,648.003611+Culverts-lS13,824.0013,824.00BridgesSF0.000.00D-1BaseMaterial66,444Ton21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Year$4,000.00$100,000.00
IIsusi12/a40ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.336ROAD&RAILFACILITIES.115DenalitoWatanaCRoad(44.32Mi)Clearing0AC$5,760.00$0.00WasteExcavation0CY4.800.00CommonExcavation0CY4.200.00RockExcavation0CY14.400.00Borrow0CY6.000.0018"Culverts0LF28.800.0036"+Culverts0LS0.000.00Bridges0SF0.000.000-1BaseMaterial0TON21.600.00Fabric0SY3.000.00TOTAL$0.00Maintenence0Mile-Years$0.00$0.00
susi12/a41ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.336ROAD&RAILFACILITIES.12PermanentRoads.125DenalitoWatana-RoadC,(44.32Mj)Clearing800AC$5,760.00$4,608,000.00WasteExcavation2,245,400CY4.8010,777,920.00CommonExcavation2,450,800CY4.2010,293,360.00RockExcavation41,800CY14.40601,920.00Borrow20,000CY6.00120,000.00NFSSubbaseMaterial470,000CY8.403,948,000.00GradeIIAIIBaseMaterial300,000CY16.805,040,000.00D-1BaseMaterial162,500TON21.603,510,000.00A.C.Surfacing148,813TON79.2011,785,989.60Guardrail4,200LF43.20181,440.0018"Culverts30,350LF28.80174,080.0036"+Culverts-LS468,120.00468,120.00Fabric12,907SY3.0038,721.00ThawPipes28,750LF43.201,242,000.00Topsoil&Seed514AC3,600.001,850,400.00TrafficControlDevices69MI18,000.001,242,000.00Bridges0SF180.000.00TOTAL$56,581,950.60Maintenence523Mile-Years$8,000.00$4,184,000.00,
susi12/a42ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.336ROAD&RAILFACILITIES.13MaintenanceRoad.131DevilCanyontoWatana-North,RoadA-2,(41.25Mi)Clearing576AC$5,760.00$3,317,760.00WasteExcavation1,536,500CY4.807,375,200.00CommonExcavation1,603,000CY4.206,732,600.00RockExcavation146,500CY14.402,109,600.00Borrow156,700CY6.00940,200.00NFSSubbaseMaterial424,700CY8.403,567,480.00GradeIIAIIBaseMaterial231,700CY16.803,892,560.000-1BaseMaterial96,700TON21.602,088,720.00A.C.Surfacing88,600TON79.207,017,120.00Guardrail6,050LF43.20261,360.0018"Culverts23,000LF28.80662,400.003611+Culverts-LS407,520.00407,520.00Fabric49,800SY3.00149,400.00ThawPipes24,400LF43.201,054,080.00Topsoil&Seed326AC3,600.001,173,600.00TrafficControlDevices41MI18,000.00738,000.00Bridges0SF180.000.00TOTAL$41,487,600.00Maintenence289Mile-Years$10,000.00$2,890,000.00
susi12/a43ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.336ROAD&RAILFACILITIES.2RailFacilities.21PermanentRailroad(Includesrailhead).211GoldCreektoDevilCanyonRailR-1,(16.29Mi)Clearing68AC$5,760.00$391,680.00WasteExcavation129,482CY4.80621,513.60CommonExcavation549,157CY4.202,306,459.40RockExcavation2,200CY14.4031,680.00Borrow79,611CY6.00477,666.00Subballast192,467CY8.601,655,216.20GradeIIAIIBaseMaterial4,900CY16.8082,320.00D-1BaseMaterial2,400TON21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00DockLumber16MBF580.009,280.001811Culverts1,390LF28.8040,032.003611+Culverts-LS32,256.0032,256.00Fabric300SY3.00900.00ThawPipes10,100LF43.20436,320.00Topsoil&Seed116AC3,600.00417,600.00RailYardTrafficControlDevices-LS720.00720.00Bridges0SF360.000.00Trackage110,300LF140.0015,442,000.00TOTAL$21,171,723.20MaintenenceRail81Mile-Years$5,000.00$405,000.00Railhead7Year$28.600.00$200.200.001,I,t,,,,,,!~,,
I Isusi12/a44)1ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.336ROAD&RAILFACILITIES.22Railheads.221Railhead-CantwellClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00Grade"A"BaseMaterial4,900CY16.8082,320.00D-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00SubbalJast25,800CY8.60221,800.00Trackage19,700CF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence8Years$28,600.00$228,800.00
susi12/a45ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT6.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$87,000.00$87,000.00Catering&OperationSupport10,450Manday39.40411,730.00.12AccessRoad/RailheadCampCampFacilities1LS1,215,000.001,215,000.00Catering&OperationSupport291,700Manday39.1011,405,470.00TOTALPROJECTCOSTS$151,352,147.20,t,
susi12/a461ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.111ChulitnatoGoldCreekB-1Road(13.26Mi)Clearing118AC$5,760.00$679,680.00WasteExcavation270,190CY4.801,296,912.00CommonExcavation173,864CY4.20730,228.80RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts2,820LF28.8081,216.0036"+Culverts-LS20,496.0020,496.000-1BaseMaterial71,556Ton21.601,545,609.60Fabric5,465SY3.0016,395.00TOTAL$4,370,537.40Maintenence27Mile-Year$4,000.00$108,000.00
susi12/a47ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.112GoldCreektoDevilCanyonB-2Road(12.31Mj)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.003611+Culverts-LS13,824.0013,824.00Bridges0SF0.000.000-1BaseMaterial66,444TON21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Years$4,000.00$100,000.00I,
)Jsusi12/a48ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.115DenalitoWatanaCRoad(44.32Mi)Clearing0AC$5,760.00$0.00WasteExcavation0CY4.800.00CommonExcavation0CY4.200.00RockExcavation0CY14.400.00Borrow0CY6.000.0018"Culverts0LF28.800.0036"+Culverts0LS0.000.00Bridges0SF0.000.000-1BaseMaterial0TON21.600.00Fabric0SY3.000.00TOTAL$0.00Maintenence0Mile$0.00$0.00
susi12/a49ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.12PermanentRoads&Bridges.121ChulitnatoGoldCreek,RoadB-1,(13.26Mi)Clearing92AC$5,760.00$529,920.00WasteExcavation305,290CY4.801,465,392.00CommonExcavation396,316CY4.201,664,527.20RockExcavation35,850CY14.40516,240.00Borrow95,896CY6.00575,376.00NFSSubbaseMaterial136,500CY8.401,146,600.00GradeIIAIIBaseMaterial74,480CY16.801,251,264.00D-1BaseMaterial31,080TON21.60671,328.00A.C.Surfacing28,462TON79.202,254,190.40Guardrail9,800LF43.20423,360.001811Culverts4,240LF28.80122,112.0036"+Culverts-LS30,744.0030,744.00Fabric13,379SY3.0040,137.00ThawPipes7,555LF43.20326,376.00Topsoil&Seed130AC3,600.00468,000.00TrafficControlDevices13MI18,000.00234,000.00Bridges90,440SF180.0016,279,200.00TOTAL$27,998,766.60Maintenence66Mile-Years$10,000.00$660,000.00~
susi12/a501,jITEMDESCRIPTIONgUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.122GoldCreektoDevilCanyonRoadB-2,(12.31Mi)Clearing28AC$5,760.00$161,280.00WasteExcavation97,892CY4.80469,881.60CommonExcavation44,772CY4.20188,042.40RockExcavation23,625CY14.40340,200.00Borrow416,311CY6.002,497,866.00NFSSubbaseMaterial126,750CY8.401,064,700.00GradeIIAIIBaseMaterial69,160CY16.801,161,888.00D-1BaseMaterial28,860TON21.60623,376.00A.C.Surfacing26,429TON79.202,093,176.80Guardrail6,700LF43.20289,440.001811Culverts4,950LF28.80142,560.003611+Culverts-LS32,256.0032,256.00Fabric5,585SY3.0016,755.00ThawPipes8,845LF43.20382,104.00Topsoil&Seed86AC3,600.00309,600.00TrafficControlDevices12MI18,000.00216,000.00Bridges0SF180.000.00TOTAL$9,989,125.80Maintenence62Mile-Years$12,000.00$744,000.00
susi12/a51ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.125DevilCanyontoWatanaRoadC,(44.32Mi)Clearing800AC$5,760.00$4,608,000.00WasteExcavation2,245,400CY4.8010,777,920.00CommonExcavation2,450,800CY4.2010,293,360.00RockExcavation41,800CY14.40601,920.00Borrow20,000CY6.00120,000.00NFSSubbaseMaterial470,000CY8.403,948,000.00GradeIIAIIBaseMaterial300,000CY16.805,040,000.000-1BaseMaterial162,500TON21.603,510,000.00A.C.Surfacing148,813TON79.2011,785,989.60Guardrail4,200LF43.20181,440.001811Culverts30,350LF28.80874,080.003611+Culverts-LS468,120.00468,120.00Fabric12,907SY3.0038,721.00ThawPipes28,750LF43.201,242,000.00Topsoil&Seed514AC3,600.001,850,400.00TrafficControlDevices69MI18,000.001,242,000.00Bridges0SF180.000.00TOTAL$56,581,950.60Maintenence523Mile-Years$8,000.00$4,184,000.00,•t
susi12/a52l}\}ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.13MaintenanceRoad.131DevilCanyontoWatana-NorthSide,RoadA-2,(41.25Mi)Clearing576AC$5,760.00$3,317,760.00WasteExcavation1,536,500CY4.807,375,200.00CommonExcavation1,603,000CY4.206,732,600.00RockExcavation146,500CY14.402,109,600.00Borrow156,700CY6.00940,200.00NFSSubbaseMaterial424,700CY8.403,567,480.00GradeIIA"BaseMaterial231,700CY16.803,892,560.000-1BaseMaterial96,700TON21.602,088,720.00A.C.Surfacing88,600TON79.207,017,120.00Guardrail6,050LF43.20261,360.001811Culverts23,000LF28.80662,400.003611+Culverts-LS407,520.00407,520.00Fabric49,800SY3.00149,400.00ThawPipes24,400LF43.201,054,080.00Topsoil&Seed326AC3,600.001,173,600.00TrafficControlDevices41MI18,000.00738,000.00Bridges0SF180.000.00TOTAL$41,487,600.00Maintenence289Mile-Years$10,000.00$2,890,000.00
susi12/a53ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAilFACllITIES.2RailFacilities.22Railhead.221Railhead-CantwellClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.00D-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-lS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700IF140.002,758,000.00Docklumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence8Year$28,600.00$228,800.00tIl,•I
\susi12/a54lITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.336ROAD&RAILFACILITIES.222Railhead-GoldCreekClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.000-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00SubbaJlast25,800CY8.60221,880.00Trackage19,700LF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence7Years$28,600.00$200,200.00
susi12/a55ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT7.63CAMP.1Camp.11PioneerRoadCampCampFacilities-lS$162,000.00$162,000.00Catering&OperationSupport19,590Manday39.40771,846.00.12AccessRoad/RailheadCampCampFacilities-lS1,647,000.001,647,000.00Catering&OperationSupport336,420Manday39.1013,154,022.00TOTALPROJECTCOSTS$182,253,201.80,•,
Isusi12/a56ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.336ROAD&RAILFACIUTIES.1Roads.11PioneerRoads.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.0036"+Culverts-LS13,824.0013,824.00Bridges0SF0.000.000-1BaseMaterial66,444Ton21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Years$4,000.00$100,000.00
susi12/a57ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.336ROAD&RAILFACILITIES.114DeviICanyontoWatana-NorthA-2Road(41.25Mi)Clearing369AC$5,760.00$2,125,440.00WasteExcavation855,321CY4.804,105,540.80CommonExcavation619,500CY4.202,601,900.00RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts9,200LF28.80264,960.003611+Culverts-LS114,960.00114,960.00Bridges0SF0.000.00D-1BaseMaterial222,640TON.21.604,809,024.00Fabric14,946SY3.0044,838.00TOTAL$14,066,662.80Maintenence83Mile-Years$4,000.00$332,000.00I,t
susi12/a58ITEMDESCRIPilONQUANilTYUNITSPRICEAMOUNT8.336ROAD&RAILFACILlilES.118DevilCanyonLowLevelCrossingHRoad(7.88Mi)Clearing170AC$5,760.00$979,200.00WasteExcavation498,845CY4.802,394,456.00CommonExcavation549,417CY4.202,307,551.40RockExcavation749,641CY14.4010,794,830.40Borrow0CY6.000.001811Culverts5,100LF28.80146,880.003611+Culverts-LS0.000.00Bridges12,480SF180.002,246,400.000-1BaseMaterial36,966TON21.60798,465.60Fabric0SY3.000.00TOTAL$19,667,783.40Maintenence118Mile-Years$5,000.00$590,000.00
susi12/a59ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.336ROAD&RAILFACILITIES.12PermanentRoad.122GoldCreektoDevilCanyon,RoadB-2,(12.31Mi)Clearing28AC$5,760.00$161,280.00WasteExcavation97,892CY4.80469,881.60CommonExcavation44,772CY4.20188,042.40RockExcavation23,625CY14.40340,200.00Borrow416,311CY6.002,497,866.00NFSSubbaseMaterial126,750CY8.401,064,700.00GradeIIAIIBaseMaterial69,160CY16.801,161,888.00D-1BaseMateriaJ28,860TON21.60623,376.00A.C.Surfacing26,429TON79.202,093,176.80Guardrail6,700LF43.20289,440.001811Culverts4,950LF28.80142,560.003611+Culverts-LS32,256.0032,256.00Fabric5,585SY3.0016,755.00Thaw Pipes8,845LF43.20382,104.00TopsoiI&Seed86AC3,600.00309,600.00TrafficControlDevices12MI18,000.00216,000.00Bridges0SF180.000.00TOTAL$9,989,125.80Maintenence160Mile-Years$2,000.00$1,920,000.00f,
susi12/a60ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.336ROAD,RAIL&AIRFACILITIES.124DevilCanyontoWatana-North,RoadA-2,(41.25Mi)Clearing207AC$5,760.00$1,192,320.00WasteExcavation681,179CY4.803,269,659.20CommonExcavation984,473CY4.204,134,786.60RockExcavation146,527CY14.402,109,988.80Borrow73,145CY6.00438,870.00NFsSubbaseMaterial424,710CY8.403,567,564.00GradeuAIlBaseMaterial231,739CY16.803,893,215.200-1BaseMaterial96,704TON21.602,088,806.40A.C.Surfacing88,557TON79.207,013,714.40Guardrail6,500LF43.20261,360.001811Culverts13,840LF28.80398,592.003611+Culverts-LS179,040.00179,040.00Fabric34,874SY3.00104,622.00ThawPipes24,435LF43.201,055,592.00TopsoiI&Seed326AC3,600.001,173,600.00TrafficControlDevices41MI18,000.00738,000.00Bridges0SF180.000.00TOTAL$31,619,730.60Maintenence248Mile-Years$10,000.00$2,480,000.00
susi12/a61ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.336ROAD&RAILFACILITIES.128DevilCanyonTrans-DamCrossing,RoadD,(7.26Mi)Clearing45AC$5,760.00$259,200.00WasteExcavation132,300CY4.80635,040.00CommonExcavation114,500CY4.20480,900.00RockExcavation12,200CY14.40175,680.00Borrow90,200CY6.00541,200.00NFSSubbaseMaterial27,960CY8.40234,864.00GradeIIAIIBaseMaterial15,260CY16.80256,368.000-1BaseMaterial6,370TON21.60137,592.00A.C.Surfacing5,830TON79.20461,736.00Guardrail2,640LF43.20114,048.001811Culverts1,785LF28.8051,408.0036"+Culverts-LS0.000.00Fabric0SY3.000.00ThawPipes1,785LF43.2077,112.00Topsoil&Seed29AC3,600.00104,400.00TrafficControlDevices3MI18,000.0054,000.00Bridges0SF180.000.00TOTAL$3,583,548.00Maintenence7Mile-Year$13,00.00$91,000.00JJt,,
Isusi12/a62ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.336ROAD&RAILFACILITIES.2RailFacilities.22Railhead.222Railhead-GoldCreekClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.00D-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700LF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence15Year$28,600.00$429,000.00
ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT8.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$675,000.00$675,000.00Catering&OperationSupport81,430Manday39.203,192,056.00.12AccessRoad/RailheadCampCampFacilities-LS567,000.00567,000.00Catering&OperationSupport116,290Manday39.104,546,939.00TOTALPROJECTCOST$104,833,519.00J}ft,
susi12/a641ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.003611+Culverts-LS13,824.0013,824.00Bridges0SF0.000.000-1BaseMaterial66,444TON21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Years$4,000.00$100,000.00
ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.336ROAD&RAILFACILITIES.114DevilCanyontoWatana-North,RoadA-2,(36.46Mi)Clearing369AC$5,760.00$2,125,440.00WasteExcavation855,321CY4.804,105,540.80CommonExcavation619,500CY4.202,601,900.00RockExcavation0CY14.400.00Borrow0CY6.000.0018"Culverts9,200LF28.80264,960.0036"+Culverts-LS114,960.00114,960.00Bridges0SF0.000.000-1BaseMaterial222,640TON21.604,809,024.00Fabric14,946SY3.0044,838.00TOTAL$14,066,662.80Maintenence83Mile-Years$4,000.00$332,000.00tt
JIsusi12/a66ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.336ROAD&RAILFACILITIES.118DevilCanyonlowlevelCrossingHRoad(7.88Mi)Clearing170AC$5,760.00$979,200.00WasteExcavation498,845CY4.802,394,456.00CommonExcavation549,417CY4.202,307,551.40RockExcavation749,641CY14.4010,794,830.40Borrow0Cy6.000.001811Culverts5,100LF28.80146,880.003611+Culverts-lS0.000.00Bridges12,480SF180.002,246,400.00D-lBaseMaterial36,966Ton21.60798,465.60Fabric0SY3.000.00TOTAL$19,667,783.40Maintenence118Mile-Years$5,000.00$590,000.00
___I'_I--.ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.336ROAD&RAILFACILITIES.12PermanentRoads.124DevilCanyontoWatana-North,RoadA-2,(41.25Mj)Clearing207AC$5,760.00$1,192,320.00WasteExcavation681,179CY4.803,269,659.20CommonExcavation984,473CY4.204,134,786.60RockExcavation146,527CY14.402,109,988.80Borrow73,145CY6.00438,870.00NFSSubbaseMaterial424,710CY8.403,567,564.00GradeIIAIIBaseMaterial231,739CY16.803,893,215.20D-1BaseMaterial96,704TON21.602,088,806.40A.C.Surfacing88,557TON79.207,013,714.40Guardrail6,050LF43.20261,360.001811Culverts13,840LF28.80398,592.003611+Culverts-LS179,040.00179,040.00Fabric34,874SY3.00104,622.00ThawPipes24,435LF43.201,055,592.00Topsoil&Seed326AC3,600.001,173,600.00TrafficControlDevices41MI18,000.00738,000.00Bridges0SF180.000.00TOTAL$31,619,730.60Maintenence248Mile-Years$10,000.00$2,480,000.00•t•ft,
susi12/a68ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.336ROAD&RAILFACILITIES.128DevilCanyonTransDamCrossing,Road0,(7.26Mi)Clearing45AC$5,760.00$259,200.00WasteExcavation132,300CY4.80635,040.00CommonExcavation114,500CY4.20480,900.00RockExcavation12,200CY14.40175,680.00Borrow90,200CY6.00541,200.00NFSSubbaseMaterial27,960CY8.40234,864.00GradeIIAIIBaseMaterial15,260CY16.80256,368.000-1BaseMaterial6,370TON21.60137,592.00A.C.Surfacing5,830TON79.20461,736.00Guardrail2,640LF43.20114,048.001811Culverts1,785LF28.8051,765.003611+Culverts-LS0.000.00Fabric0SY3.000.00ThawPipes1,785LF43.2077,112.00Topsoil&Seed29AC3,600.00104,400.00TrafficControlDevices3MI18,000.0054,000.00Bridges0SF180.000.00TOTAL$3,583,548.00Maintenence7Mile-Year$13,00.00$91,000.00
ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.336ROAD&RAILFACILITIES.2RailFacilities.21PermanentRailRoad(IncludedRailhead).211GoldCreektoDevilCanyonIRailR-11(16.29Mi)Clearing68AC$5,760.00$391,680.00WasteExcavation129,482CY4.80621,513.60CommonExcavation549,157CY4.202,306,459.40RockExcavation2,200CY14.4031,680.00Borrow79,611CY6.00477,666.00Subballast192,467CY8.601,655,216.20GradeIIA"BaseMaterial4,900CY16.8082,320.000-1BaseMaterial2,400TON21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00DockLumber16MBF580.009,280.001811Culverts1,390LF28.8040,032.003611+Culverts-LS32,256.0032,256.00Fabric300SY3.00900.00ThawPipes10,100LF43.20436,320.00Topsoil&Seed116AC3,600.00417,600.00RailYardControlDevices-LS720.00720.00Bridges0SF360.000.00Trackage110,300LF140.0015,442,000.00TOTAL$21,171,723.20MaintenenceRail212Mile-Years$5,000.00$106,000.00Railhead-DevilCanyon15Years$28,600.00$429,000.00II
IIsusi12/a70ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT9.63CAMP.1Came.11PioneerRoadCampCampFacilities-LS$675,000.00$675,000.00Catering&OperationSupport81,430Manday39.203,192,056.00.12AccessRoad/RailheadCampCampFacilities-LS$627,000.00$627,000.00Catering&OperationSupport130,630Manday39.105,107,633.00TOTALPROJECTCOSTS$108,831,130.40
""'......"",••&-11&.01,•ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT10.336ROAD&RAILFACILITIES.1Roads.11PioneerRoads.112GoldCreektoDevilCanyonB-2Road(12.31Mi)Clearing113AC$5,760.00$650,880.00WasteExcavation324,998CY4.801,559,990.40CommonExcavation291,163CY4.201,222,884.60RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts3,460LF28.8099,648.003611+Culverts-LS13,824.0013,824.00Bridges0SF0.000.00D-1BaseMaterial66,444Ton21.601,435,190.40Fabric3,192SY3.009,576.00TOTAL$4,991,993.40Maintenence25Mile-Years$4,000.00$100,000.00,t
susi12/a72iITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT10.336ROAD&RAILFACILITIES.113GoldCreektoWatana-SouthB-3Road(36.46Mi)Clearing271AC$5,760.00$1,560,960.00WasteExcavation585,666CY4.802,811,196.80CommonExcavation255,812CY4.201,074,410.40RockExcavation0CY14.400.00Borrow0CY6.000.0018/1Culverts10,850LF28.80312,480.0036/1+CUlverts-LS124,752.00124,752.00Bridges0SF0.000.000-1BaseMaterial196,778Ton21.604,250,404.80Fabric27,408SY3.0082,224.00TOTAL$10,216,428.00Maintenence73Mile-Years$4,000.00$292,000.00
--_.._,-.-ITEMDESCRIPTIONQUANTITYUNITSPRICEIAMOUNT10.336ROAD&RAILFACILITIES.12PermanentRaods.123DevilCanyontoWatana-South,RoadB-3,(36.46Mi)Clearing360AC$5,760.00$2,073,600.00WasteExcavation1,164,494CY4.805,589,571.20CommonExcavation1,308,618CY4.205,496,195.60RockExcavation246,750CY14.403,553,200.00Borrow15,693CY6.0094,158.00NFSSubbaseMaterial375,375CY8.403,153,150.00GradeIIAIIBaseMaterial204,820CY16.803,440,976.00D-1BaseMaterial85,470TON21.601,846,152.00A.C.Surfacing78,271TON79.206,199,063.20Guardrail8,300LF43.20358,560.001811Culverts16,270LF28.80468,576.003611+Culverts-LS57,888.0057,888.00Fabric69,133SY3.00207,399.00ThawPipes27,915LF43.201,205,928.00Topsoil&Seed410AC3,600.001,476,000.00TrafficControlDevices36MI18,000.00648,000.00Bridges109,140SF180.0019,645,200.00TOTAL$55,513,617.00Maintenence219Mile-Years$13,000.00$2,847,000.00•1
susi12/a74IITEMDESCRIPTION.QUANTITYUNITSPRICEAMOUNT-10.336ROADRAILFACILITIES.2RailFaciIities.21PermanentRailRoad(IncludeRailhead).211GoldCreektoDevilCanyonRailR-1,(16.29Mi)Clearing68AC$5,760.00$391,680.00WasteExcavation129,482CY4.80621,513.60CommonExcavation549,157CY4.202,306,459.40RockExcavation2,200CY14.4031,680.00Borrow79,611CY6.00477,666.00Subballast192,467CY8.601,655,216.20GradeIIAIIBaseMaterial4,900CY16.8082,320.00D-1BaseMaterial2,400TON21.6051,840.00A.C.Surfacing2,200TON79.20174,240.00DockLumber16MBF580.009,280.0018"Culverts1,390LF28.8040,032.003611+Culverts-LS32,256.0032,256.00Fabric300SY3.00900.00ThawPipes10,100LF43.20436,320.00Topsoil&Seed116AC3,600.00417,600.00RailYardControlDevices-LS720.00720.00Bridges0SF360.000.00Trackage110,300LF140.0015,442,000.00TOTAL$22,171,723.20MaintenenceRail212Mile-Years$5,000.00$1,060,000.00Railhead-DevilCanyon15Years$28,600.00$429,000.00
ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT10.63CAMP.1Camp.11PioneerRoadCampCampFacilities-LS$267,000.00$267,000.00Catering&OperationSupport31,750Manday39.601,257,300.00.12AccessRoad/RailheadCampCampFacilities-LS582,000.00582,000.00Catering&OperationSupport183,830Manday39.10_7,187,753.00TOTALPROJECTCOST$106,915,814.60II•
susi12/a76ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT-11.336ROAD&RAILFACILITIES.11PioneerRoadsII.114GoldCreektoWatana-SouthA-2Road(41.25Mi)IClearing369AC$5,760.00$2,125,440.00iWasteExcavation855,321CY4.804,105,540.80ICommonExcavation619,500CY4.202,601,900.00RockExcavation0CY14.400.00Borrow0CY6.000.0018"Culverts9,200LF28.80264,960.003611+Culverts-LS114,960.00114,960.00Bridges0SF0.000.00D-1BaseMaterial222,640TON21.604,809,024.00Fabric14,946SY3.0044,838.00TOTAL$14,066,662.80Maintenence83Mile-Years$4,000.00$332,000.00
ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT11.336ROAD&RAILFACILITIES.115DenalitoWatanaCRoad(44.32Mi)Clearing0AC$5,760.00$0.00WasteExcavation0CY4.800.00CommonExcavation0CY4.200.00RockExcavation0CY14.400.00Borrow0CY6.000.001811Culverts0LF28.800.003611+Culverts0LS0.000.00Bridges0SF0.000.00D-1BaseMaterial0TON21.600.00Fabric0SY3.000.00TOTAL$0.00Maintenence0Mile-Years$0.00$0.00,
susi12/a78ITEMDESCRIPTIONgUANTITYUNJTSPRICEAMOUNT-11.336ROAD&RAJLFACILITIES.12PermanentRoads&Bridges.124WatanatoDevilCanyon-North,RoadA-2,(41.25Mi)Clearing207AC$5,760.00$1,192,320.00WasteExcavation681,179CY4.803,269,659.20CommonExcavation984,473CY4.204,134,786.60RockExcavation146,527CY14.402,109,988.80Borrow73,145CY6.00438,870.00NFSSubbaseMaterial424,710CY8.403,567,564.00GradeIIA\IBaseMaterial231,739CY16.803,893,215.200-1BaseMaterial96,704TON21.602,088,806.40A.C.Surfacing88,557TON79.207,013,714.40Guardrail6,050LF43.20261,360.0018/1Culverts13,840LF28.80398,592.00361\+Culverts-LS179,040.00179,040.00Fabric34,874SY3.00104,622.00ThawPipes24,435LF43.201,055,592.00Topsoil&Seed326AC3,600.001,173,600.00TrafficControlDevices41MI18,000.00738,000.00Bridges0SF180.000.00TOTAL$31,619,730.60Maintenence206Mile-Years$10,000.00$2,060,000.00
susi12/a79ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT~11.336ROAD&RAILFACILITIES.125DenalitoWatanaRoadC,(44.32Mj)(Plus21.00Mj)Clearing800AC$5,760.00$4,608,000.00WasteExcavation2,245,400CY4.8010,777,920.00CommonExcavation2,450,800CY4.2010,293,360.00RockExcavation41,800CY14.40601,920.00Borrow20,000CY6.00120,000.00NFSSubbaseMaterial470,000CY8.403,948,000.00Grade/IA/IBaseMaterial300,000CY16.805,040,000.000-1BaseMaterial162,500TON21.603,510,000.00A.C.Surfacing148,813TON79.2011,785,989.60Guardrail4,200LF43.20181,440.001811Culverts30,350LF28.80874,080.0036/1+Culverts-LS468,120.00468,120.00Fabric12,907SY3.0038,721.00ThawPipes28,750LF43.201,242,000.00Topsoil&Seed514AC3,600.001,850,400.00TrafficControlDevices69MI18,000.001,242,000.00Bridges0SF180.000.00TOTAL$56,581,950.60Maintenence980Mile-Years$8,000.00$7,840,000.001
I Isusi12/a80ITEMDESCRIPTIONQ!JANTITYUNITSPRICEAMOUNT11.336ROAD&RAILFACILITIES.2RailFacilities.22Railheads.221Railhead-CantwellClearing25AC$5,760.00$144,000.00WasteExcavation78,000CY4.80374,400.00CommonExcavation505,000CY4.202,121,000.00GradeABase4,900CY16.8082,320.000-1BaseMaterial2,400CY21.6051,840.00A.C.Surfacing2,200Ton79.20174,240.00Topsoil&Seed15AC3,600.0054,000.00RailYardControlDevices-LS720.00720.00Subballast25,800CY8.60221,880.00Trackage19,700LF140.002,758,000.00DockLumber16MBF580.009,280.00TOTAL$5,991,680.00Maintenence15Year$28,600.00$429,000.00
ITEMDESCRIPTIONQUANTITYUNITSPRICEAMOUNT11.63CAMP.1Camp."11PioneerRoadCampCampFacilities-LS$243,000.00$243,000.00Catering&OperationSupport29,430Manday39.401,159,542.00.12AccessRoad/RailheadCampCampFacilities-LS912,000.00912,000.00Catering&OperationSupport217,580Manday39.108,507,378.00TOTALPROJECTCOSTS$129,742,944.00I
m10/j1·ICostItemPlan1Plan2Plan3Plan4Plan5Plan6PioneerConstruction$19,578,958.80$15,258,245.40$9,362,530.80$4,991,993.40$43,096,977.00$4,991,993.40Perm.Construction99,493,189.4087,705,803.60106,553,203.0084,745,353.8079,182,851.00125,232,953.80CONSTRUCTIONTOTAL$119,072,148.20$102,964,049.00$115,915,733.80$89,737,347.20$122,279,828.00$130,224,947.20Ranking8571910PioneerMaintenence$500,000.00$392,000.00$208,000.00$100,000.00$1,130,000.00$100,000.00Perm.Maintenence6,926,900.003,232,000.006,017,000.005,018,000.006,650,900.007,908,000.00MAINTENENCETOTAL$7,426,900.00$3,624,000.00$6,225,000.00$5,118,000.00$7,780,900.00$8,008,000.00716489PioneerCamp$1,957,155.00$1,524,300.00$933,846.00$498,730.00$4,300,344.00$498,730.00PermCamp10,688,305.008,769,980.0010,659,633.008,479,081.007,915,185.0012,620,470.00CAMPTOTAL$12,645,460.00$10,294,280.00$11,593,479.00$8,977,811.00$12,215,529.00$13,119,200.00SUBTOTAL$139,144,508.20$116,882,329.00$133,734,212.80$103,833,158.20$142,276,257.00$151,352,147.20Logistics$214,438,356.00$213,620,024.00$228,050,617.00$228,004,352.00$215,571,651.00$228,004,352.00Ranking219-107-84 - 57 - 8PLANTOTAL$353,582,864.20$330,502,353.00$361,784,829.80$331,837,510.20$357,847,908.00$379,356,499.20Ranking648579Continuedonnextpage
CostItemPlan7Plan8Plan9Plan10Plan11PioneerConstruction$9,362,530.80$38,726,439.60$38,726,439.60$15,208,421.40$14,066,662.80Perm.Construction148,040,803.0051,184,084.40 56,375,001.8077,685,340.20 94,193,361.20CONSTRUCTIONTOTAL$157,403,333.80$89,910,524.00$95,101,441.40 $92,893,761.60$108,260,024.00Ranking112436PioneerMaintenence$208,000.00$1,022,000.00 $1,022,000.00$392,000.00$332,000.00Perm.Maintenence8,907,000.004,920,000.003,106,000.004,336,000.0010,329,000.00MAINTENENCETOTAL$9,115,000.00$5,942,000.00$4,128,000.00$4,728,000.00$10,661,000.001052311PioneerCamp$933,846.00$3,867,056.00$3,867,056.00$1,524,300.00$1,402,542.00Perm.Camp14,801,022.005,113,939.005,734,633.007,769,753.009,419,378.00CAMPTOTAL$15,734,868.00$8,980,995.00 $9,601,689.00$9,294,053.00$10,821,920.00SUBTOTAL$182,253,201.80$104,833,519.00$108,831,130.40$106,915,814.60$129,742,944.00Logistics$228,050,617.00$215,571,651.00$215,594,496.00$214,461,201.00$257,903,604.00Ranking9 -104 - 56311PLANTOTAL$410,303,818.80$320,405,170.00 $324,425,626.40$321,377,015.60$387,646,548.00Ranking1113210I
APPENDIX G
BORROW PITS
Appendix G-Borrow Pits
This appendix contains the two letters from Terrestrial
Environmental Specialists concerning the selected borrow pit areas.
Both dam and road borrow is discussed.Portions of the maps
accompanying the letters were reproduced.For reference,a map
showing the borrow pits in relation to the whole project is
included.More detailed drawings of each pit can be found on the
Segment Maps in Appendix B.
r21/e G - 1
,..~-~L,'"-~~"(',(,..Ii'/,,-\.--l.~'<it,0bO/.''.~,'J>,,,,,.-:,)d',J_.~/Q7·O''0,"'\( •6·,~<;""J',--..._~)-',(/./(II....-~Q~~r"~,.....•'0VABM(.•~,/',fC,5/r'N"'"f~'-:tzJ'",:)f~•Z/ \",."".1\'\1''~rt\L\Chufllina,L""II",/,(,/VABMA'Qear/C:?'oj---...",,',"'.'()"',!3710,rL'\,r-\4~49,\>J'(I~"':''-/"".,I\-"\J'/•L),/.,'I1(;39~7)'\~SI'\,~I~:~f"i~_o('.10>l?~""/lr',.,,/'I;c.•(l';;:(I,.)'J~,l!',t;,1'I-./J'Jf/.~'),,I)l,:-'dI'<_.,'--«..",r.Ii,In,J'[I_,I"v.~_._"--",.,1-3l.1,-:1f{---,~..~:'I(\-'---../~30NORTH"(nOOO)ii"-'[-.--'-,,'7~QW---/'..."f,Z.J-lc,,.."•~l',"\.../...~lI'IJ_../<'..•I"(I.r (, I I.-'~:v'"ItIi'.~~..,'t~.r'.i>)•'f':'.I','/~/,,~L1\.~(...fPREPAREDBYI505MILESiiiSCALEI :250,000",.!'--:~;<,I:(-~''~./--'~""V".~:\"J'-rrr,:':r\.',WI(.\"),';),~:l«.'I')..'",~53P4[j"~Ir"}'f·..~l,/,~J.-'./';~/f.i/0".'·4~IY:'_,~,:~lr(~:.~i(.~(,\,l',PREPAREDFOR:RIMCONSULTANTS.INC.BORROWPITLtlCATIDNSG-2FIGURE~~[iJ
--..
:rerrestrial
nvironmental
Specialists~inc.
R.D.1 BOX 388 PHOENIX,N.Y.131311 (31:1)6911-7228
November 5,1981
218.858
Mr.Norm Gutcher
R&M Consultants,Inc.
P.O.Box 6087
5024 Cordova Street
Anchorage,Alaska 99503
Dear Norm:
Enclosed please find a copy of a map indicating access route
borrow areas.We have given these areas identifying numbers,
superimposed them onto vegetation habitat type maps,and have
commented,where appropriate,on the use of particular areas.These
comments are included on the attached table.One qeneral comment we
have is that since most of these borrow areas are in forested habitat,
provision must be made to clear,and then properly dispose of,woody
vegetation.Also enclosed is a copy of a letter and map sent by Joe
McMullen to Lance Duncan of Acres.Joe's letter addresses
environmental sensitivity of lettered borrow areas for the dam sites.
You might find some of the information contained therein useful.
If I can be of any further help,or if you identify any other
potential borrow areas,please contact me.
Sincerely,
Cathie A.Baumgartner
Environmental Study Deputy
Director
CAB/vl
Enc.
cc:M.Grubb
BorrowAreas-AccessCorridors(a((b)AreaTownshipSectionsGeneralLocationVeetationTypes-ValueCOlTlTlents1IT31N,R2W(9&10)NearconfluenceofClosedMixedForest.88Privatelands-IndianRiverSewardMeridianIndian&SusitnaOpenWhiteSpruce.94RemoteParceldisposalarea,riversDisturbed--thereforeprobableconflictwithpresentandfuturelanduse;contactAk.DNR,DivisionofForest,Land,andWaterManagement(LandManagementSection)todetermineexactlywhereparcelshavebeenstakedTwoidentifiedvegetationtypesbothhaverelativelyhighwildlifevalue2IT31N,R2W(11)EastofconfluenceofClosedMixedForest.88COlTlTlunitytypeshavesimilar,IndianandSusitnaOpenMixedForest.95relativelyhighwildlifevalues;rivers,southofstayawayfromcreekbankandSusitnaandnorthofbedifpossibleGoldCreekPotentialerosionproblembecauseofslope3IT31N,R2W(2)AlongCorridor2,ClosedMixedForest.88StayawayfromcreekbedandnortheastofClosedBalsamPoplar.62bank-closedpoplarnotconfluenceofIndianreallyvaluablehabitatperseandSusitnariversbutisfoundalongstream-banks4IT31N,R1W(2&11)Alon~Corridor2,westClosedMixedForest.88Ifpossible,stayasfarawayofDevilCanyondamOpenBlackSpruce.82fromwetsedgegrasshabitatsiteWetSedgeGrass1.00(NEcornerofborrowarea)asRock.44possibleNativeClaim(Knik)(a)Numberedareasrefertoaccompanyingmaps.Letteredareasrefertopreviouslyidentifiedborrowareasfordamsites.(b)WeightedRelativeValues-SeeAccessRouteEnvironmentalReport(TES-October1981).....;,II
\(b)(a.)AreaTownshipSectionsGeneralLocationVe~etationTypes-ValueComments5T31N,RIW(1&12)AlongCorridor2,westClosedMixedForest.88Allsamehabitat-mediumtoofDevilCanyondamhighinwildlifevalue,makessitenodifferencewhereborrowedfromNativeClaim(CIRI)6T31N,RIE(3)SouthshoreofSusitnaWoodlandBlackSpruce.76Makesnodifference-willbeRiver,eastofDevilClosedBirchForest.66underwateranywayCanyonOpenBlackSpruce.82NativeClaim(Knik)7T32N,RIE(24)NortheastofDevilOpenTallShrub.77StayasfarawayfromthelakeCanyondamsiteBirchShrub.80aspossible,birchshruboccursonSWhalfofarea-goodwinterbrowseformoose8T32N,R2E(3&4)NortheastofDevilBirchShrub-.80Stayasfarawayaspossib1eCanyon,justwestofLowShrub-.88fromsmallcreekonwesternDevilCreekborderofborrowarea,i.e.,starttoborrowfromeastsideAlmostentireareaisbirchshrubwhichprovidesgoodwinterbrowseformooseAT31N,R5E(3,4&5)NorthofFogLakes,WoodlandBlackSpruceSeeletter-McMullentoDuncansouthofWatanadamMat&CushionTundraNovember3,1981siteLowShrubWi11owShrubOpenBlackSpruceBT32N,R5E(26&27)NearWatanadamsiteClosedMixedForestSeeletter-McMullentoDuncannorthofSusitnaRiverClosedBirchForestNovember3,1981WoodlandBlackSpruceCT33N,R5E(17)NorthofTsusenaButteWoodlandWhiteSpruceSeeletter-McMullentoDuncanT22S,R5WalongTsusenaCreekLowShrubNovember3,1981(FairbanksMeridian)BirchShrubOpenTallShrub
(a)AreaDEFGH(b)TownshipSectionsGeneralLocationVegetationTypes-ValueCommentsT32N,R5E(22,23,NorthofWatanacampBirchShrubSeeletter-McMullentoDuncan26&27)anddamsiteLowShrubNovember3,1981ClosedBirchForestClosedMixedForestOpenMixedForestT32N,R4E(35&36)AlongnorthshoreofWoodlandWhiteSpruceSeeletter-McMullentoDuncanSusitnaRiverwestofClosedMixedForestNovember3,1981WatanadamsiteOpenWhiteSpruceT32N,R5E(16)SouthofTsusenaButteBirchShrubSeeletter-McMullentoDuncanClosedMixedForestNovember3,1981LowShrubT32N,RIE(32&33)AtDevilCanyondamClosedMixedForestSeeletter-McMullentoDuncansiteNovember3,1981T31N,R4E(21,22,23,NorthofCorridor2,OpenBlackSpruceSeeletter-McMullentoDuncan&24)southofFogCreek,ClosedMixedForestNovember3,1981southwestofWatanaWoodlandBlackSprucedamsiteLowShrubt,t•I,I,
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't;".....,.:.'-.~)R.C.I BOX 388 PHOENIX.N.Y.1313!1 (31516911-7228_-.:.=::4--,•_
November 3,1981
218.851
---.._~---:--~-.-...
,.,.'.\
Project Manager
Susitna Hydroelectric Project
Acres American,Inc.
Liberty Bank Building
Main at Court
Buffalo,New York 14202
"Attention:Lance Ducan
/'
Dear Lance:
As we discussed on October 21,1981,please find enclosed a
preliminary relative sensitivity map for the borrow areas presently
under consideration.If there are additional borrow areas whose
locations have not been forwarded to us,please let us know.
We tried to take the different facets of the environmental studies
into consideration for the production of this sensitivity map.The
information varied in specificity among disciplines.We could be
fairly accurate for wildlife and vegetation,since we have fairly good
vegetation/habitat maps.Information for fisheries,cultural
resources,land use,recreation,and aesthetics was also considered.
Keep in mind that the sensitivity map is a relative rating that was
prepared to aid Acres in their selection of one portion of a borrow
area over another.There are probably no environmental concerns in any
of the borrow areas that would absolutely preclude their development
(e.g.endangered species).The development of an area of high
sensitivity will simply result in a greater environmental impact and
more mitigation costs than the development of an area of medium or low
sensitivity.In addition to the map.we have collected some
preliminary general thoughts and specific cqmments for each borrow
area.
,.
-.
Lance Duc an
November 3,1981
Page Two;218.851
The general comments are as follows.We have assumed that all
disturbed areas will be reclaimed.For reclamation,it is very
important to stockpile the topsoil and return it to the surface
following development.Fertilization and seeding will probably also be
required.The reclamation should begin as soon as the development of an
area is completed.If a given area is to be developed in different
stages (i.e.at different times),then it would be best to stockpile
the topsoil on the next area to be developed;and begin reclamation and
return the topsoil to the area currently being developed when the
development is complete.In general it is probably best to develop
areas in a manner that wi 11 1imit the surface area to be di sturbed.
This will limit the impacts,especially on wildlife,vegetation,and
cultural resources.We assume the floor of the developed area will be
reclaimed and available for use by wildlife.The one drawback to going
deep but limiting surface area may be in the area of visual exposure
(aesthetics).Those areas that are along the reservoir would probably
be best developed so that disturbance will be within the impoundment
zone.This type of development may remove more land from terrestrial
habitat,but it will "hide ll the disturbed area from view,at least at
full pool elevation.Since the pool elevation of the Watana impoundment
will fluctuate quite a bit,this type of development will work best for
borrow areas within the Devil Canyon impoundment.I do not know if you
are considering Native Claims in your evaluation of borrow areas,but
all of the borrow areas,with the exception of C,F and the northern
half of D are within Native Claimed land.
The preliminary comments specific to particular borrow areas are as
follows:
Borrow Area A
This area is close to the Watana Dam Site,therefore,its develop-
ment would keep the disturbance in proximity to other construction
activities.The area has a relatively low sensitivity for most
environmental concerns,especially the elevated central portion which is
covered by mat and cushion tundra.However,visual exposure to existing
areas of recreational use (Fog Lakes)and areas of potential future use
(Watana impoundment and construction village)would be high if this
borrow area is developed.If the south-side access route (and/or
south-side camp and village sites)is selected,the visual exposure of
this borrow area will be an especially important consideration.During
our telephone conversation we discussed the development of this area as
a pit with one open side and high walls on three sides.This would
probably be best,with the only drawback being visual exposure.For
aesthetic purposes it would be best to face the open side away from
view,or attempt to screen the opening from view,perhaps by contouring
the open side.
Borrow Area B
This relatively small area will be adjacent to other construction
activities and largely within the Watana Reservoir.There does not
appear to be any major environmental problem with its development.
-
-.
-
Lance Duc an
November 3~1981
Page Three;218.851
Borrow Area C
There are several environmental concerns associated with this
borrow area.This borrow area is located north of Tsusena Butte and
will require the development of some type of road to connect it to the
Watana Dam Site.The development of such a road will result in direct
impacts associated with habitat removal and indirect impacts associated
with the opening of.a previously inaccessible area to easy access.The
bottom land within borrow area C contains a large amount of willow
shrub,which provides good winter browse for moose.The development of
borrow area C would potentially influence the fish resources of Tsusena
Creek.Fina11y~there are nine known archeological sites within this
borrow area.
Borrow Area D
Borrow area D wi 11 be close to other construct i on and camp
activities.Its location will help limit the impacts on wildlife.
However,because of'its location it will be visible from the Watana Dam
vicinity,permanent village,and possibly the access route.As a
result,care should be taken in the reclamation of this area.
Borrow Area E
It appears that borrow area E will be largely with~n the Devil
Canyon impoundment zone.Because of its 10cation~this borrow area
does not appear to have any major environmental drawbacks,except for
the area near the mouth of Tsusena Creek.If possible,development
should be limited in that area,especially if other activities will not
disturb this area.
Borrow Area F
This area is north of the Watana Dam Site.Depending on the route
selected this area may be adjacent to an access route.There do not
appear to be any major environmental concerns for this area~although
the western edge along Tsusena Creek is probably relatively more
sensitive because of potential influences on the Creek.The borrow
area will be within a potential high visual exposure zone.
Borrow Area G
This area is within the Devil Canyon impoundment on the south side
of the river just upstream of the Devil Canyon Dam Site.Its
development will not result in any additional environmental impacts.
-----------
Lance Ducan
November 3,1981
Page Four;218.851
Borrow Area H
As was borrow area t,this borrow area is distant from the Watana
Dam vicinity.Direct and indirect impacts associated with road
development to this area will occur,although the area would be
accessible if a southern access route was selected.Raptor nesting
habitat on the cliffs along Fog Creek may be disturbed if this area is
developed.There is potential for the disturbance of Fog Creek if this
area is developed.Also,the northeastern corner contains some known
archeological sites.
I hope that the enclosed information will aid Acres in the selection
and development of borrow areas.If you have any questions concerning
any aspect of the information presented,please do not hesitate to
contact us.
Sincerely,
Joseph M.McMullen
Plant Ecology Group Leader
JMM/vl
cc:K.Young
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-
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12
FOG Z,A tl
LEGEND
~RELATIVE LOW SENSITIVITY
~RELATIVE MEDIUM SENSITIVITY
~RELATIVE HIGH SENSITIVITY