Technical Proposal Corman

Submitted by:
ORIGINAL
in conjunction with Copy 1 of 10
TECHNICAL PROPOSAL –VOLUME I

DESIGN-BUILD
ROUTE 7 – WESTBOUND TRUCK CLIMBING LANE
FROM: ROUTE 9
TO: WEST MARKET STREET
LOUDOUN COUNTY, VIRGINIA
STATE PROJECT NO.: 6007-053-133, R201, C501

FEDERAL PROJECT NO.: STP-5401(518)
CONTRACT ID NUMBER: C00058599DB54
Submitted to:
JUNE 20, 2013
DESIGN-BUILD ROUTE 7 – WESTBOUND TRUCK CLIMBING LANE
Contract ID #C00058599DB54
4.2 QUALIFICATIONS
4.2.1 The information and statements made in our SOQ remain true and accurate. The organization chart and
narrative as provided in our SOQ is wholly incorporated into this technical proposal by reference. Two non-
key personnel (shown below in red) have left the firms and are replaced as shown. VDOT has previously
approved these changes.
4.2.2 ORGANIZATION CHART
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4.3 DESIGN CONCEPT

4.3.1 ROADWAY DESIGN CONCEPT: The Corman DB Team’s design concept follows the roadway
design criteria in the RFP’s Design Criteria Table (updated on 6/17/13). Conceptual roadway and structural
plan graphics are in our Technical Proposal, Volume II and is summarized in this section.
The project includes median widening, shoulder reconstruction, and additional turn lanes on westbound
(WB) and eastbound (EB) Route 7. Except for two median crossings onto White Gate Road, from Fort
Johnston Road and onto Roxbury Hall Road, all other median crossings will be removed. A 3,400 ft. section
of Fort Johnston Road and a 780 ft section of Beechnut Road will be constructed. The West Market Street
interchange will be improved and the Route 9 interchange will be reconstructed as a roundabout diamond.
The W&OD Trail at the Route 9 interchange will also be realigned to pass under the Route 9 Bridge and
Ramp D and will loop around to access the trail bridge over Route 7 on the west side of Route 9. The trail
will have just one street crossing at the Route 9 Ramp B. The RFP plans depict a 650’ long section of WB
Route 7 beneath the Route 9 Bridge and West Market Street Bridge requiring full depth pavement
reconstruction to lower the surface elevation and meet the minimum 16’ 6” bridge clearance. Our design
eliminates the majority of this reconstruction through refinements to both the horizontal and vertical
alignment, while still meeting VDOT and AASHTO design criteria.
No design exceptions or waivers are required except as listed in the RFP/Addendum and may include an
access management waiver, as shown in Addendum 1, Part 2, Page 20. Listed below are the significant
enhancements of our team to VDOT’s RFP Concept Plans:
SIGNIFICANT ENHANCEMENTS WITHIN CORMAN DB TEAM’S CONCEPT DESIGN:
1. Shifting the baseline and crown of the road to the center of the existing lanes as the road was originally
designed and constructed. This eliminates a large quantity of additional pavement shown in the RFP
Concept Plans and shortens impacts to the motoring public.
2. Adjusting the RFP Concept profile on Route 7 to minimize earthwork and paving quantities and
impacts.
3. Constructing a short retaining wall from Station 240+00 to 252+00 along EB Route 7 to minimize the
fill slopes and avoid impacts to the parallel perennial stream. Keep the wall close to the road and away
from the actual stream to minimize clearing and other negative environmental impacts.
4. Adjust Route 7 profile to avoid full depth construction under the West Market Street Bridge.
5. Shorten the amount of pavement reconstruction of WB Route 7 required under the existing Route 9
Bridge by adjusting the mainline profile.
Roadway Geometry: The Route 7 roadway geometry will be designed to
meet VDOT standard GS-1 for 60 mph. The horizontal and vertical TEAMWORK: AMT recently
alignments will generally match existing. We are modifying the proposed prepared preliminary design
profile in the RFP plans to match existing more closely and avoid
of a roundabout interchange
excessive overlay and wedge and level of pavement. All proposed cross
slopes on existing pavement will be achieved by wedge / level and for the planned Southgate
pavement overlay. The proposed and existing maximum grade on Route Drive Interchange at US 460
7 is 7% WB and 6% EB. The road is being designed for an 8% maximum in Blacksburg, VA. Sabra
super elevation rate with transition rates and length to match VDOT’s Wang prepared VISSIM
standards. All final lane widths will be a minimum 12’ wide. Super modeling of the roundabouts
elevation utilizes the new standard TC 5.11.
for operational analysis.
West Market Street will be widened meeting VDOT’s criteria for a 30
mph design speed while keeping its current horizontal and vertical
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geometrics. Route 9 will be redesigned, adding roundabouts at each intersection with the Route 7 ramps,
following criteria for GS-2 with a 45 mph design speed and a maximum 6% grade.
The roundabouts will be designed as shown in the RFP Concept plans as two lanes, although current use will
be for one lane, with the added lane striped off. Geometrics will follow the NCHRP Roundabouts: An
Information Guide standards. To accommodate traffic volumes, Ramp C from WB Route 7 will have a
separate bypass lane to access Northbound Route 9 designed to a 30 mph design speed. The roundabout
geometrics will be checked to assure the approaches and circulating roadway have acceptable stopping sight
distance and the intersecting points have the acceptable intersection sight distance (240 ft for 25 mph).
Median landscaping will be low maintenance and aesthetically pleasing without interfering with sight
distance.
Affected interchange ramps will follow VDOT’s standards for GS-R and have a design speed of 30 mph.
The Route 9 to EB Route 7 ramp (Ramp D) will require mill and overlay for its full length.
Local road construction for Fort Johnston and Beechnut Roads will follow VDOT standards for GS-4 with a
design speed of 30 mph and a maximum 8% super elevation. The maximum grade for Ft. Johnston Road will
be 10%, as modified by the updated Minimum Roadway Design Criteria Table.
Roadside Design: Roads will be designed as open section with paved and open graded shoulders, except
Route 9, the roundabouts, and portions of West Market Street, which will be curbed sections. Open section
roads will meet VDOT standards for safety grading or mitigated with traffic barrier (w-beam or concrete).
A few sections of Route 7 will have widening in the median that eliminates the open grading and requires
concrete barrier between opposing directions of traffic. At these locations, a closed storm drain system will
be installed. Since portions of the roadway are bifurcated, a concrete barrier will be installed in the median
where identified in the Volume II Concept plans. Along EB Route 7’s outside shoulder, an F-shaped barrier
is required to minimize slope impacts and, therefore, a closed drainage system may be required. Aside from
the retaining walls related to the Trail construction, there are four other locations that require retaining walls
to minimize environmental impacts, right-of-way, and/or avoid a conflict with other elements (median
grading) as indicated in the table below.
RETAINING WALL LOCATIONS

Route 7 Median 225+50 to 233+00 RCC Gravity Wall
Route 7 Median 236+00 to 238+50 RCC Gravity Wall
Route 7 EB 240+00 to 251+00 (outside shoulder) MSE Wall
West Market Street 79+00 to 83+00 MSE Wall
W&OD Trail Design: Key to the project is the

SIMILAR TRAIL RELOCATION:
proper design and construction of the W&OD trail
adjacent to the new roundabouts at Route 9. The Huckleberry Trail within Virginia Tech
Northern Virginia Regional Parks Authority Campus is being designed by AMT. Key
(NVRPA), owner of the trail, has specific design elements incorporated into the design are:
criteria that need to be met. However, we anticipate safety improvements to the horizontal
their main concern will be our maintenance and alignment (removing a sharp curve); aesthetic
protection of traffic plans and how we provide for treatments; grade separated crossings of
the trail to remain open during construction while
roadways at three locations; and maintaining
providing safe passage for the walkers, joggers and
bicyclists that use the trail daily. Friends of the trail traffic throughout construction.
W&OD Trail will also be an involved stakeholder
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offering advice and opinions during our design and construction process. Because of our past work on the
W&OD to install two tunnels under the trail near Ashburn, we already understand the Park Authority’s key
concerns and will:
 Provide an all weather surface at all times
 Design the final product to the NVRPA’s design criteria for width, clear zone, curvature, and
pavement section.
 Clearly mark any detours or dangers
 Separate the trail and its users from our construction activities
 Clearly communicate our plans to the Park Authority prior to impacting the Trail
 Maintain the historic nature of the Trail within the project limits
Pavement Design: Pavement sections are assumed to be as specified in the RFP. During the scope validation
process, subsurface and non-destructive testing will verify the VDOT pre-bid assumptions and revised
designs provided, if required.
Stormwater Management Design Concept: The Corman DB Team’s stormwater INNOVATION: Our
management approach uses BMP’s to achieve water quality treatment to the
approach to SWM
maximum extent. Our facilities will be chosen based on acceptable VDOT and
DCR standard criteria. Our design also includes the two detention facilities treats 6 lbs. of
matching the locations in the RFP. Our conceptual analysis identified potential phosphorous per year
BMP facility locations as shown in the following table. As an innovative more than required by
approach to BMP water quality treatment, we are proposing using linear sand current regulations;
filter swales with the grassed medians in lieu of traditional extended detention A 150% INCREASE!
BMP’s. This allows us to treat more than 6 lbs. of phosphorus per year
more than required, a 150% increase!
CONCEPTUAL SWM BMP SUMMARY
Location Watershed Facility Number Corman DB Team Proposed
Facility Type
Route 7 Station 137+00 L Catoctin BMP-1A Extended Detention - Enhanced
Route 7 Station 139+00 L Catoctin BMP-1B Extended Detention - Enhanced

Route 9 Station 12+75 L Catoctin BMP-1C Sand Filter/Bio-filter
Route 9 Station 12+50R Catoctin BMP-1D Extended Detention - Enhanced
Route 7 Station 142+50 L Catoctin BMP-1-E Extended Detention - Enhanced
Route 7 Station 144+00 R Catoctin BMP-1F Sand Filter/Bio-filter
Route 7 Station 157+20 to 164+70 R Catoctin BMP-1G Sand Filter/Bio-filter
Route 7 Station 175+40 to 176+70 R Limestone Branch BMP-2A Sand Filter/Bio-filter
Route 7 Station 184+10 to 185+70 R Limestone Branch BMP-2B Sand Filter/Bio-filter
Route 7 Station 237+L Goose Creek BMP-3A Extended Detention - Enhanced
Route 7 Station 255+00 R and Station 259+00 R Goose Creek BMP-4A Extended Detention - Enhanced
Route 7 (Business) Station 77+75 R Goose Creek BMP-4B Sand Filter/Bio-filter
Route 7 Station 259+50 R to 265+00 R Goose Creek BMP-4C Sand Filter/Bio-filter
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Closed Drainage Systems: The Corman DB Team plans for four closed drainage systems along Route 7
widened median consisting of standard drop inlets (DI-1) and concrete median barrier drop inlets (DI-10J).
All proposed closed drainage systems will outfall to a new BMP facility. The inlet locations will be
established to minimize the pond spread on the adjacent driving lane.
Major Drainage Structures
Existing Roadway Culvert Crossings: The Corman DB Team’s drainage design concept for culverts and pipe
systems achieves these goals:
1. Hydraulic capacity sized to meet the ultimate zoned land 3. Minimizes traffic impacts
use based on the existing drainage area boundaries to the 4. Economical design/construction
culverts 5. Environmentally friendly
2. Structural integrity achieved through replacement or 6. Meets current design standards
restoration of existing crossings and/or provisions of new
crossings where necessary; 7. Meet MS-19 standards at
outfalls
Our preliminary design for major culvert design solutions are shown and annotated in the Concept Roadway
Plans. The RFP states, for bidding purposes, to assume culverts within the project limits are unserviceable, and
should be plugged and replaced with adequate structures. Our approach to the greatest extent possible uses the
existing drainage culverts after inspection with VDOT approval, where deemed structurally sound, and
replaces or supplements deficient-sized pipes with larger ones for additional capacity. We anticipate jacking
and boring, tunneling or open cut to maintain traffic and expedite construction to install new cross culverts as
dictated by field conditions, such as top of rock elevations. As specified in the RFP documents, our concept
design provides for new 60” culverts where new pipe is installed to meet required drainage capacity in fills
over 20 ft. A preliminary sizing and design approach is shown in the following table:
Culvert Station Approx. Existing RFP Corman Proposed Action *

Crossing Crossing Drainage Diameter Culvert
Area (Ac.) (VDOT) Diameter**
1 Simpson Circle 73.30 54” 54” Remain in Service
1-A Route 9 EB Ramp D 4.05 18” 30”/60”** Replace
1-B Route 7 142+50 6.55 27” 30” Replace
1-C Route 9 WB Ramp C 9.89 24” 36” Replace
1-D Route 9 20+00 41.53 48” 48” Remain in Service
1-E Route 7 139+25 19.82 36” 36” Remain in Service
1-F Route 9 WB Ramp B 24.28 36” 36” Remain in Service
2 Route 7 154+50 6.11 24” 42” Replace
3 Route 7 160+75 3.24 24” 24” Remain in Service
5 Route 7 175+25 23.26 33” 42”/60”** Replace
6 Route 7 183+50 5.14 15” 30”/60”** Replace
7 Route 7 198+00 11.24 18” 42”/60”** Replace
8 Route 7 223+00 16.27 27” 42”/60”** Replace
8-A Ft Johnston 0.47 15” 15” Remain in Service
8-B Ft Johnston 1.34 18” 18” Remain in Service
8-C Ft Johnston 3.70 21” 21” Remain in Service
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8-D Route 7 221+75 9.05 18” 30” Replace

9-A Roxbury Hall Road 5.27 24” 24” Remain in Service
10-A Route 7 238+60 6.43 30” 30” Remain in Service
10-B Route 7 239+00 (s) 10.85 36” 36” Remain in Service
10-C Route 7 242+25 16.54 24” 36”/60”** Replace
10-D Route 7 248+25 5.40 24” 24” Remain in Service
10-E Route 7 254+75 8.80 21” 21” Remain in Service
10-F Route 7 258+00 2.96 18” 18” Remain in Service
10-G Market Street 79+60 5.94 24” 24” Remain in Service
12 Catoctin Circle 7.43 42” 42” Remain in Service
*Pending inspection of existing culvert, final design, and VDOT approval.
**Pipes in 20 ft of fill or more to be upgraded to 60” pipe when replaced.
Lighting and Signing Design Concept
Signing and Marking: The signing design will adhere to VDOT’s 2011 Traffic Engineering Design Manual,
Virginia Road Design Manual (similar to AASHTO), 2007 Road & Bridge Specifications & Revisions,
Manual of Uniform Traffic Control Devices (MUTCD) 2009, VDOT’s 2011 MUTCD Supplement, Virginia
Work Area Protection Manual, AASHTO LTS-4-M Standard Specifications for Structural Supports for
Highway Signs, and 2008 Road and Bridge Standards specifically:
Integrated Directional Signing Program (IDSP) Signs: Permanent locations and sign structures of
proposed, relocated, or modified IDSP signs, such as Supplemental Guide Signs (SGS), Travel Services
(Logo) Signs, and all other approved signs, will be coordinated with the IDSP Manager. IDSP signs will be
installed on 2½” square tube posts and concrete foundations per Standards STP-1, SSP-VA structures and
foundations or SSP-VIA structures and foundations per RFP.
W&OD Trail Signs: W&OD Trail signs will be provided per W&OD Trail Standards.
Roundabout Signs: Signs for the two roundabouts will be prepared per the RFP and NCHRP Report 672 –
Roundabouts–An Informational Guide. The Route 7 and Route 9 interchange will have advanced roundabout
guide signs, intersection lane control signs for roundabouts, advanced warning signs, regulatory signs, object
markers, pedestrian crossing signs (if any), and advanced street name signs.
Sign Panel and Marking Design: Sign panel layouts will be designed using GuidSIGN. The signing plans
will be at one inch = 50 feet scale and show sign designations and sizes. Sign supports will be designed in
accordance with 2008 Road and Bridge Standards for Sign Supports and the manufacturer’s criteria for steel
beams. A schedule of pavement markings, any delineation devices and signs (existing to be removed/
relocated and proposed), sign elevations with the sign supports and summary of quantities will be in the final
plans. Signing plans will include any advanced guide, supplemental, roundabout, and W&OD signs.
Roadway Lighting: The lighting design along Route 7 will be per RFP and VDOT’s 2011 Traffic
Engineering Design Manual, Virginia Road Design Manual (similar to AASHTO), 2007 Road & Bridge
Specifications & Revisions, AASHTO Roadway Lighting Design Guide, Luminaires and Traffic Signals,
IESNA RP-8-00 Roadway Lighting Illuminance and Luminance Criteria and IESNA TM-11-00 Light
Trespass Recommendations, and 2008 Road and Bridge Standards.
The lighting design includes these locations per the RFP:
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 WB Route 7 from Sta. 135+00 to Sta. 144+50
 WB Route 7 from Sta. 219+00 to Sta. 234+00 (to remedy limited sight distance)
 Along Route 9 through the roundabouts from E. Colonial Highway to Simpson Circle
 On the W&OD Trail, the more stringent standard, VDOT or the Northern Virginia Regional Park
Authority, will be followed at these locations:
o Proposed tunnel under Ramp D
o Underpass of W&OD Trail under Route 9
Roundabout Lighting: For a roundabout to operate safely and efficiently, a driver can enter the roundabout,
move through the circulating traffic, and separate from the circulating stream. To accomplish this, a driver
must be able to perceive the general layout and operation of the intersection in time to maneuver.
Roundabout lighting provides visibility from a distance for drivers approaching the roundabout, the key
conflict area, and layout. The Design Guide for Roundabout Lighting, published by the Illuminating
Engineering Society (IES) will be used in accomplishing a safe and efficient roundabout lighting design
illuminating the entry and exit approaches and all conflict areas.
Landscaping Design Concept: The proposed design will provide approximately 80,000 SF of landscape in
three areas: the north roundabout at Route 9, the south roundabout at Route 9 and all the stormwater
management extended detention facilities. Landscape plans will be designed and reviewed by a licensed
Landscape Architect. The design team will utilize native and adaptive plant species that are durable, long-
lived and aesthetically pleasing, and require minimal maintenance. They will be located to mitigate impacts
to adjacent properties, will not impede sight distance at intersections, and will be designed to meet VDOT
guidelines. The design team will use plant materials that tolerate a wide variety of conditions for stormwater
management features. The planting designs will be aesthetically pleasing and provide wildlife habitat and
forage. Stormwater management features will be screened from residences with perimeter plantings. The
roundabouts will also be designed to include hardscape in the form of a stamped concrete apron and/ or
channelizing islands. A colored rendering of our proposed north roundabout on Route 9 is included in our
Concept Plans in Volume II.
4.3.2 STRUCTURAL DESIGN CONCEPT: The W&OD Trail will be realigned from its current path to
pass under existing Ramp D (Route 9 access to EB Route 7) and beneath the Route 9 overpass at the south
abutment. To accommodate this, we propose the following:
 Install a pre-cast concrete arch with appropriate architectural treatments to carry the W&OD Trail
beneath Ramp D per the RFP Conceptual Plans.
 Remove part of the existing Route 9 overpass south abutment slope protection to accommodate the
W&OD trail beneath the bridge and construct a retaining wall to accommodate the trail.
Concrete Arch: A pre-cast concrete arch will be constructed beneath Ramp D of the Route 7 / Route 9
interchange for the proposed W&OD Trail realignment. Constructing
the arch in phases will allow us to maintain traffic on Ramp D at all
times. The structure is precast off-site and shipped onsite in 8’
sections. They are seated on a strip footing and a butyl rubber seal is
installed between the units to waterproof the structure.
The advantage of precast construction is that once the cast-in-place
concrete strip footing is in place, it is constructed quickly – about 80
linear feet per day – with backfilling proceeding immediately. The
Existing Arch at Trail headwalls and wingwalls will be precast or cast-in-place concrete
sections that incorporate form liner finishes as prescribed in the RFP.
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Construction on Ramp D will consist of a two-phase operation where traffic is shifted for arch construction.
There will be temporary support of excavation and concrete traffic
barriers for the phased construction.
Route 9 Overpass South Abutment Wall: To accommodate the
realigned W&OD Trail beneath the Route 9 overpass at the south
abutment, the existing slope protection – a combination of stone and
concrete slab – will be removed and replaced with a retaining wall
similar to that shown in the photo on the right. Of particular
importance in constructing this retaining wall is the stability of the
existing steel battered piles in the abutment during each phase. Form liner for the retaining walls
Working with the geotechnical engineer, the structural engineer will
ascertain the minimum soil cover over the existing piles that must be maintained during construction.
Although several types of retaining walls are applicable at this site, a
wall using top-down construction eliminates the need for temporary
support of excavation and minimizes impacts to the existing piles.
Our initial soil assessment (from the as-built bridge plans) and site
conditions indicate that a soil nail wall is the most cost effective.
The soil nail wall is typically constructed in four steps: 1) a portion
of the existing slope protection is removed from the top down and Example wall construction for
the cut is excavated to a pre-determined height; 2) the soil nails (steel
trail at Route 9 Bridge
reinforcing rods) are drilled and grouted into the soil mass at a depth
and spacing designed for the soil to act as a stabilized mass; 3) the face of the excavated cut is reinforced
with shotcrete and repeated until the desired wall height is reached; and 4) an aesthetic precast or cast-in-
place concrete finish wall is then attached to the shotcrete wall.
Soil nail wall design requires careful design placement and spacing to meet the requirements and avoid
interference with the existing battered abutment piles. A critical step is to develop comprehensive special
provisions incorporating current construction techniques and quality assurance provisions. Significant
components are:
1. Experience of the soil nail wall contractor and personnel, such as Corman Construction;
2. Coordination with the design structural and geotechnical engineers and preparing/reviewing
contractor design and working drawings;
3. Quality Control/Quality Assurance of the soil nail wall components and materials.
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4.4 PROJECT APPROACH

4.4.1 ENVIRONMENTAL MANAGEMENT
Our Environmental Team is adept at navigating the environmental process with VDOT and the various
regulatory and permitting agencies, including U.S. Army Corps of Engineers (USACE), Virginia Department
of Environmental Quality (VDEQ), U.S. Fish and Wildlife Service (FWS) and Virginia Department of Game
and Inland Fisheries (VDGIF). The Team’s approach to environmental risk management is 100%
compliance following a detailed avoidance, minimization, and mitigation process. This process is built
upon a foundation of accurate resource identification and thorough understanding of the rules and regulations
protecting each resource. Early resource identification and Rare Threatened and Endangered Species (RTE)
coordination will ensure we are aware of all the environmental design issues, and inclusion of realistic
permitting timeframes and Time-of Year (TOY) restrictions in the design and construction schedule will
substantially reduce the possibility of delays. Early informal meetings with the approval and regulatory
agencies will ensure complete understanding of the nuances of permitting issues specific to our project,
and regular consultation as the project progresses will eliminate surprises and risk. Early design
consideration of access, staging, and construction methodologies will ensure we have the minimum possible
comprehensive Limit of Disturbance (LOD) for permitting purposes, while minimizing the risks associated
with modifications during construction. Vigilance and awareness of environmental resources and the
permitted limits of construction are hallmarks of our Team which will eliminate encroachment. Permit
modifications carry risk and will be avoided to the extent possible by consulting early and often with the
construction team. Early, open and regular communication with the regulatory agencies will keep risks to a
minimum.
Environmental Issue Mitigation: This project has been reviewed and meets the criteria for a Categorical
Exclusion pursuant to 40 CFR 1508.4 and 23 CFR 771.117, and will not result in significant impacts to the
human or natural environment.
Our Environmental Team has walked the site and reviewed all the provided documentation. We understand
the environmental issues this project faces and potential mitigation as identified in the table on the following
page.
Environmental Permitting: Corman and AMT have successfully secured environmental permits on
numerous other VDOT transportation projects and have a complete understanding of the required
documentation, evaluation, analysis, and coordination necessary to secure critical environmental permits as
quickly as possible. Following a design approach of avoidance first and minimization second, the team has
already sought to reduce impacts. Our current design will qualify for Nationwide Permit No. 23 for all
impacts to wetlands/waters of the U.S., due to our plan for a retaining wall to avoid impacts to the Town
Branch perennial stream. Should subsequent design refinements result in additional impacts to this stream,
we anticipate that the VWP SPGP #3 (linear transportation projects) will be required. Mitigation bank
credits from primary banks in the same watershed will be sought to compensate for any unavoidable impacts
to wetlands and streams.
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ENVIRONMENTAL ISSUES SUMMARY

1. NEPA RE-EVALUATIONS
Understanding Mitigation
Provide VDOT information to complete NEPA re-  Avoid project scope and footprint changes to eliminate or
evaluations, including changes in project footprint or substantially reduce the need for additional studies
environmental conditions. VDOT will prepare re- (including studies for historic properties).
evaluations prior to ROW acquisition and construction.
 Provide accurate and timely identification of any changes
to ensure VDOT completes final NEPA documentation
easily, thereby avoiding delays.
2. COMMITMENT COMPLIANCE
Provide information to VDOT for completing the  Carry out necessary environmental commitments and
Environmental Certification / Commitments Checklist. provide documentation of completion to VDOT.
VDOT will complete it prior to releasing the project for
 Monitor environmental compliance, permitting and
construction.
mitigation requirements for environmental issues using a
tracking database.
3. RARE, THREATENED AND ENDANGERED SPECIES (RTE)
CEDAR GIS shows coldwater streams within the 2 mi  Avoid project scope and footprint changes to ensure
search radius. However, due to topography, the project VDOT’s RTE surveys remain valid for already identified
drains away from these streams. The Team is responsible species.
for requesting the latest RTE information and conducting
 Initiate RTE coordination immediately upon NTP to avoid
studies and analysis required for any additional species.
delays in identifying any potential new species.
All RTE coordination will be provided to VDOT prior to
the project being released for construction.
4. WETLANDS AND WATER QUALITY

The Team is independently responsible for securing  Complete early and accurate resource documentation.
environmental permits. The Team will delineate wetlands
 Avoidance and minimization of resource impacts through
and other waters of the US, conduct stream assessments,
design enhancement is a primary goal.
document avoidance and minimization, develop permit
impact plates, request permits, secure required mitigation,  Construct retaining wall and integral concrete barrier at the
and provide documentation and notifications to VDOT as slope hinge point to eliminate 1,100 ft. of stream impacts /
required in the RFP. minimize stream or wetland impacts.
 Mitigation will be secured from banks with approved
credits following US Army Corps of Engineers procedures.
FEMA Maps No. C0227 and C0115 in Loudoun County identified two areas as “Zone X” at the western and
eastern project termini. Zone X is defined as either within or outside of the 500 year floodplain, or as an area
within the 100 year floodplain that is less than 1 ft. deep or less than 1 square mile in watershed. Both FEMA
mapped areas are anticipated to be beyond project limits.
A surface water intake on the Potomac River is within 5 miles downstream of the project. Strict Erosion and
Sediment controls will be utilized to mitigate any intake impacts. The Loudoun County Health Department
issued a 2008 permit for the abandonment of well and septic systems on the west side of Route 9 across from
Beacon Hill Drive. Our Design-Build Team will confirm whether these systems were properly abandoned
before construction.
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A listing of the anticipated required environmental evaluations and permits follow along with the approving
agency and their approximate review period.
ANTICIPATED ENVIRONMENTAL PERMITS
Evaluation/ Regulated Resource/ Approx. Comments
Permit/Approval Approval Agency Review
Period
Confirmed Jurisdictional Wetlands, other Waters of 2 months Required prior to VWP General Permit or
Determination the US, State Waters/ Individual Permits.
USACE
Rare, Threatened, and Federally Listed Species / 1 month N/A. No species impacts expected. Team will
Endangered Species DCR, USFWS verify absence of RTEs within area or potential
project impacts.
VWP General Permit WP3 Wetlands, other Waters of 4 months Applicable if longitudinal stream impacts are
“Linear Transportation Projects” the US, State reduced to less than 300 ft. at each crossing.
Waters/DEQ
Nationwide Permit 23 US Army COE 2 months Applies to impacts from all culvert crossing
construction except for Town Branch
Virginia Stormwater Streams/DCR 1 month Submitted with SWM, ESC, SWPPP plan prior
Management Program Permit to land disturbance activities. Coordination is
(VSMP) only to VDOT unless a SWM BMP is proposed
that is not a standard VDOT practice.
Per the RFP, the Team will be the permittee for all required environmental permits and will take the lead in
all permit related agency coordination. The Team will work collaboratively with the regulatory agencies to
determine permitting approach, achieve consensus on appropriate avoidance and minimization, and
ultimately secure required permits using limits of construction that are both feasible and cost effective.
Internally the Team’s Permit Group will consist of our permitting specialist, designers, and construction
specialists to ensure final limits of disturbance reflect maximum avoidance and minimization, while
accommodating critical design features and allowing reasonable room for construction, including erosion and
sediment control. Avoidance and minimization discussions between our permit specialists and designers and
construction specialists are already underway and will continue in earnest following NTP. Collaboration with
the regulatory agencies will begin during the JD confirmation field walk with USACE and VDEQ
representatives. During the field walk, when reviewing each feature, avoidance and minimization
possibilities and constraints will be discussed. Typically, additional field visits with the resource agencies are
not necessary and additional collaboration can be done over the phone or by email as design evolution
requires.
An example of avoidance and minimization being discussed for this project is the avoidance of impacts to
Town Branch, a perennial stream located on the south side of Route 7 between Station 240+00 and Station
251+00. The RFP documents require widening to the outside edge of eastbound side of Route 7, and with
the existing steep side slopes, the proposed widening chases the slope down at a permitted 2:1 slope until the
fill slope is beyond the existing stream. Our proposed design will instead construct an MSE wall at the
slope hinge point. We will be able to eliminate the guardrail that is currently shown in the plans and have an
integral concrete barrier at the top of the MSE wall. This completely eliminates any fill or grading on the
stream, while reducing the limit of disturbance to the current wooded habitat and amount of clearing and
grading required at this site.
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4.4.2 UTILITY COORDINATION APPROACH
Our Utility Team has longstanding relationships and frequently works with the utility companies anticipated
on this project, including Verizon, Comcast, AT&T, and Dominion Virginia Power. Team members have
performed field reconnaissance and identified the potential relocation impacts.
Our utility coordination approach is a well defined and effective four-stage process based upon previous
experiences with VDOT and affected utilities on this project.
Substantial progress was made during the pre-award phase in identifying potential utility conflicts and
determining if they can be avoided, mitigated through design changes, or must be relocated. Contacts were
made with utilities / providers that currently have facilities within the work area. Meetings generated
discussions about their utilities, specific features, utility maps, as-built drawings, and relocation criteria,
where applicable.
Utility Coordination, Relocation, and Mitigation Strategies
Stage 1 – Initial Coordination During Proposal Phase
 Developed a Utility Matrix listing the known and potential utilities and utility providers within the
project limits of disturbance (noting that there may be more than one provider for a particular utility
in some cases);
 Obtained drawings of the utility’s facilities in the area of interest;
 Identified each utility point of contact(s);
 Held Informational Meeting with critical utilities having facilities within the project limits;
 Obtained additional information; such as, as-built drawings with profiles, elevation data, materials,
procedures for managing relocations from design through construction and acceptance.
The Corman DB Team devised alternatives to resolve conflicts as shown in the Utility Impacts and
Mitigation Strategies Table on Page 15. If the conflict is unavoidable, the relocation scope is documented
and costs are incorporated into the proposal pricing.
Stage 2 – After Contract Notice to Proceed: Concept Development / Design Phase
 Convert the Utility Matrix into a Utility Project Management Plan to prioritize, define, schedule, and
manage the design and construction of each task;
 Immediately initiate Miss Utility services, utility designation services, and test pits (vacuum /
excavate) supported by the Corman DB Team’s survey location documentation capability, to pinpoint
the exact location, and material for each utility. Precise utility location data is maintained in a Master
Utility Database and then transferred to the roadway and structural design plans;
 As roadway and structural design plans are developed, coordinate with the Utility Design Team. It is
expected that in some locations, several utility relocations may be in proximity to each other. The
Corman DB Team will manage scheduling, materials, traffic control, outages, and all other relocation
elements to minimize public disruption in the work area;
 These designs are refined with the hard data from the utility database, defines conflicts and identifies
potential conflicts;
 Within 45 days of Notice to Proceed, our Utility Team meets with VDOT’s Regional Utilities Office
to review what is required with each utility relocation submittal. Preparation includes thoroughly
reviewing relative concerns to be addressed;
 Within 120 days of Notice to Proceed, a Preliminary Utility Status Report is submitted identifying
utilities within the project limits, conflicts and proposed resolutions, time impacts, cost
responsibilities, and supporting documentation;
 Conduct a UFI to discuss the project with all utility owners. There will be a UT-9 form for each
utility owner to resolve any questions about relocations, including cost;
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 Submit relocation plans, certified by the Corman DB Team, to VDOT for approval prior to starting
any relocation.
Stage 3 – Accomplish Relocations / Conflict Resolutions
The Corman DB Team and/or utility companies will complete relocations per the approved design. Should
the affected utility companies not be available to quickly relocate their utilities, the Corman DB Team will,
with their approval, use our own forces to relocate and keep the project moving.
Stage 4 – Final Completion: The Corman DB Team certifies to VDOT that conflicts were resolved,
relocations accomplished, and as-builts completed and submitted per VDOT and utility owner requirements.
Mitigation Strategies: The best plan of attack on unexpected utility delays is precision planning and
scheduling with reserves to mitigate potential impacts on the construction schedule. This means assigning
one Corman DB Team lead person responsible for the entire utility process, as well as jump starting after
Notice to Proceed to physically identify and precisely locate every surface and subsurface utility along the
project limits.
As illustrated on our Organization chart, Keith Sinclair, PE will lead the utility efforts coordinating with
Susan Stancik for field location service survey and our Construction Utility Manager Tim Bulford. Keith and
Tim will band together to mitigate utility impacts during design and construction and the team will utilize
our Four-Stage Process to get the job done.
During this pre-award phase, the Corman DB Team has proactively met the
utilities identified and made personal contact with ALL known utilities in the
corridor, integrating data into our Conceptual Plans and schedule.
The next step is coordinating with the utility companies to resolve issues, eliminate uncertainty of possible
conflicts, and develop relocation plans and schedules for confirmed conflicts. Relocation schedules are
integrated into the Project Master Planning Program and CPM Schedule. Additional mitigation tactics
include overtime and overlapping relocation work of several utility companies.
Discovering an unknown utility within the project limits can cause a major impact on construction schedule
and cost. Our Utility Team will be on the hunt for unknown utilities through initial field walks searching for
telltale signs, such as unmarked valves or pull boxes, cleared tree lines or long narrow strips of replaced
asphalt. If anything surfaces, additional research and exploration will be conducted prior to the plan
submittal.
Our Construction Sequencing in Section 4.5.1 identifies possibilities for concurrent work and provides the
advantage that unexpected utility conflicts discovered in one area will not affect progress in other priority
areas.
The Corman DB Team will apply due diligence during the initial stages of construction when it is most
probable that facilities will be impacted. This is especially true throughout roundabout construction on Route
9 and along Ft. Johnston Road. If or when additional impacts are noted, we will cease operations until an
impact assessment is completed and take immediate action to integrate any additional relocation into the
Master Scheduling Plan, using slack time and/or other accelerations to mitigate adverse schedule impacts.
Extensive utility relocations are not expected. Work up to this point indicates a conflict exists for four poles
along Ft. Johnston Road and Beechnut Road. Construction can advance while these utilities are being
relocated and they are not on the critical path.
We have already reviewed our proposed design and known facilities with each utility owner. Individual
utility impacts within the project site and their expected impacts and mitigation strategies are outlined in the
table on the following page.
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UTILITY IMPACTS AND MITIGATION STRATEGIES

TABLE
CONFLICT
CONFLICT
STATION UTILITY UTILITY OWNER Corman MITIGATION
VDOT Plan DESCRIPTION
Design
WB 146+35 to 147+00 Telephone Duct Crossing Verizon/ Comcast No No
WB 146+40 to 146+75 Future Use Telephone Duct Casing Crossing AT&T No No
17+38 Ramp D Future Use Telephone Duct Casing Crossing AT&T No No
17+62 Ramp D Telephone Duct Crossing Verizon /Comcast No No
Beechnut Road 52+28 Power Pole #832 on left Dominion Virginia Power Yes No Edge of pavement against pole Shift alignment
Beechnut Road 53+42 Telephone Duct Crossing Verizon/ Comcast Potential No Reduction of cover over duct Raise road profile
Beechnut Road 54+10 Power Pole #P125 on right Dominion Virginia Power No No
WB 184+98 Fiber Optic Telephone Duct Crossing Verizon/ Comcast No No

2 ducts at top of cut slope (1
WB 192+42 to 193+18 Telephone Duct on Left Side Verizon/ Comcast Potential No Add low wall
AATFI) reduction of cover
WB 203+68 to 204+56 Two Telephone Duct Crossings & One Fiber Optic Telephone Duct Crossing Verizon/ Comcast No No
Fort Johnston Road 2+18 Power Pole # SF 94 on Right Side Dominion Virginia Power Potential No Pole within cut slope Add low wall
Fort Johnston Road 3+00
Power Pole #804 on Right Side Dominion Virginia Power Potential No Pole within cut slope Add low wall
Fort Johnston Road 2+00 to 4+75
Two Telephone Ducts on Right Side Verizon/ Comcast Potential No Ducts at top of cut slope Add low wall
Fort Johnston Road 7+12 to 9+66
Two Telephone Ducts on Right Side Verizon/ Comcast No No
Fort Johnston Road 19+80 to 26+62 Reduction/Elimination of cover Relocate duct beyond edge of
Two Telephone Ducts varying from Center to Right Side (AATFI) Verizon/ Comcast Potential Potential
over duct pavement
Fort Johnston Road 22+10 Relocate pole or realign road to
Power Pole #VC46 on Right Side Dominion Virginia Power Yes Yes Edge of pavement against pole
provide adequate clearance
Fort Johnston Road 24+28 Dominion Virginia Power Proximity to edge of pavement Relocate pole or realign road to
Power Pole #91 on Right Side Yes Yes
and within cut slope provide adequate clearance
Dominion Virginia Power Relocate pole or realign road to
Fort Johnston Road 24+90 Power Pole #VC80 on Left Side Yes Yes Pole within proposed pavement
provide adequate clearance
Fort Johnston Road 28+00 to 33+86 Cover over duct is both reduced Relocate duct beyond edge of
Fiber Optic Telephone Duct Varying from Center to Right Side Verizon/ Comcast Potential Potential
and increased pavement
Fort Johnston Road 28+70 Dominion Virginia Power Relocation may be required for
Power Pole #WB13 on Right Side Potential Potential Pole within proposed fill slope
constructability
Fort Johnston Road 30+00 Dominion Virginia Power
Power Pole #WB30 on Right Side No No
WB & EB 235+25 Crossing of Multiple Ducts (Including Fiber Optic & AATFI) Verizon Potential Potential Reduction of cover over duct Encase utility
West Market Street 82+96 to 84+30 Fiber Optic Telephone Duct Crossing Verizon/ Comcast Potential No Retaining wall Encase utility
Guard rail on top of Avoid utility with wide space
West Market Street 84+30 Telephone Manhole/Vault Verizon/ Comcast Potential No
manhole/vault guardrail
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4.4.3 GEOTECHNICAL
Local Geology: The Corman DB Team is comprised of geotechnical professionals with many years of
experience in designing and constructing projects within the geologic setting of the Route 7 Truck Climbing
Lane. From review of Geologic Maps and the results of the VDOT Geotechnical Engineering Data Report, we
understand that geologic conditions along the proposed project alignment are generally as described below:
The eastern end of the project is near the transition between the Blue Ridge Physiographic Province to the west
and the Piedmont Physiographic Province to the east, where a major normal fault is shown by geologic maps to
trend in a northeasterly to southwesterly direction and pass through the general area of the Route 7/West Market
Street interchange. Extending eastward from the western edge of the fault is the Culpeper Basin, a rift valley
that formed at the time of faulting and subsequently was in-filled with sedimentary soils and sedimentary rocks
that overlie original pre-fault rocks typically found in the Piedmont Physiographic Province and the Blue Ridge
Physiographic Province. While areas in the extreme eastern portion of the project possibly could exhibit
geology characteristic of the Culpeper Basin, the VDOT Geotechnical Engineering Data Report for the project
indicates that rock types encountered in borings within the project limits consist of deformed and
metamorphosed igneous and sedimentary rocks associated with the creation of the Blue Ridge Mountains.
Current data indicate that the primary geologic unit within the project limits is the Catoctin Formation, which is
characterized by dark-green to bluish-gray metabasalt that can vary from amygdaloidal greenstone to well-
foliated greenschist. The minor geologic unit within the project limits is the Weverton Formation, a light-gray,
massive to thick-bedded vitreous quatrtzite with minor phyllitic interbeds, located in the eastern portions of the
project and apparently separating the rocks of the Catoctin Formation from the rocks of the Culpeper Basin.
Borings drilled for the VDOT Geotechnical Engineering Data Report indicated conditions typical of areas
having natural residual soils formed through mechanical and chemical weathering of the underlying parent
bedrock, with the degrees of weathering decreasing with increasing depths below grade, until fresh parent rock
occurs. Because much of the project alignment lies within areas of previous grading and other construction, fill
materials associated with the previous grading and construction sometimes overlie natural subsurface strata.
Previous borings drilled for the project disclosed existing FILL consisting of mixtures of fine-grained and
coarse-grained soils with varying amounts of gravel, rock fragments, and organics. Below FILL soils, or below
topsoil materials in areas of non-fill, subsurface materials, comprise a residual profile and consist, in descending
order, of upper zone residuum, residuum, decomposed rock, highly weathered rock, and bedrock, with the
various material types differentiated by general appearance, texture, relative density or consistency, and, in the
case of parent rock, by refusal of the drilling and sampling tools. Natural residual soils tend to vary from
predominantly fine-grained and plastic clay and silt mixtures initially, becoming generally coarser-grained
(more sandy) and less plastic with increasing depths, until decomposed rock, highly weathered rock, and parent
rock are encountered. Coring of selected borings below refusal levels indicated the parent bedrock to comprise
Schist and Metabasalt.
The previously drilled borings indicate highly variable groundwater conditions across the project limits, ranging
from near surface water levels in some borings, to very deep water levels in other borings, and even no water
levels at all in numerous borings, indicating that groundwater levels within the project limits depend on
numerous factors, including topography, geology, surface drainage patterns, and prevailing weather conditions.
Geotechnical Risks and Mitigation Measures: The Corman DB Team is aware of, and is prepared to address,
the geotechnical issues highlighted and briefly discussed in the VDOT Geotechnical Engineering Data Report,
as well as other yet unknown geotechnical issues that may arise during design and construction of the Route 7
Truck Climbing Lane project. Specific geotechnical issues currently known to exist are as follows:
 Earthwork and grading, including rock excavation
 Identification and treatment of unsuitable materials
 Design and construction of cut and fill slopes
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 Design and construction of the concrete arch structure for the W&OD Trail re-alignment
 Design and construction of retaining walls, especially those associated with the south abutment of the
Route 9 Bridge over Route 7
 Design and construction of drainage pipes
 Design and construction of stormwater management facilities
 Design and construction of a wide variety of pavements.
Several of these geotechnical design and construction issues are further discussed below to illustrate the
capabilities of the Corman DB Team in identifying and mitigating geotechnical design and construction risks.
Retaining Wall Construction at Route 9 Bridge over Route 7: There is a slight risk of excessive lateral
movement and/or settlement of the south abutment of existing Route 9 Bridge over Route 7 during realignment
of W&OD Trail in the immediate area of the interchange. Our geotechnical and structural engineers will be
onsite during this operation to monitor any movement and recommend mitigation as necessary. Planned
realignment of the W&OD Trail will necessitate excavation of the existing slope at the north side of the south
abutment of the bridge. A permanent retaining wall system must be installed for support of a vertical cut at the
north side of the abutment to provide sufficient room for the approximately 20 ft wide W&OD Trail between
the south abutment and East Bound Route 7.
It is anticipated that a soil nail or similar wall type will likely be provided for permanent lateral support of the
south abutment of the Route 9 Bridge over Route 7, as such a retaining wall system can be constructed in stages
to maintain support for the south abutment during the cut being made for the W&OD Trail realignment.
Mitigation for the south abutment also may need to consider supplemental vertical support and global stability
needs. Supplemental resistance for global stability may need to be evaluated.
Concrete Arch for Ramp D Over W&OD Trail: There is risk of inadequate bearing support and excessive
settlements if conventional footing foundations are used to support the Concrete Arch that is to carry Ramp D
over the realigned W&OD Trail. Inadequate bearing support and excessive settlements might stem from the
highly variable subsurface conditions at planned Concrete Arch sub-grade levels which are proposed to be near
EL 595 ft at the southeast end of the arch and near EL 600 ft at the northwest end of the arch. Current
subsurface information indicates that subsurface materials below these planned sub-grade levels for the arch are
high-moisture content natural SILT at the southeast end of the arch and previously constructed FILL at the
northwest end of the arch. Decomposed rock materials in the area occur at levels ranging from about EL 586 ft
to EL 589 ft.
Various mitigation measures will be considered to provide relatively uniform support conditions for the
Concrete Arch and avoid potential excessive total and differential settlements. Suitable foundation possibilities
might include conventional footings supported over fill soils and natural soils that would be modified and
improved in place through some type of ground improvement method or excavation of existing fill and high-
moisture-content soils down to the decomposed rock and then re-establish design grades for the concrete arch
using high quality backfill that would permit support of the concrete arch on a conventional footing foundation
system.
Cut Slope and Fill Slope Design and Construction: There will be locations along the alignments of the
roadway improvements where roadway width adjustments require construction of cut or fill slopes. Current
planning indicates consideration of cut and fill slopes with tentative gradients not exceeding 2H:1V, and steeper
slope gradients are not permitted unless stabilities for such slopes are well documented and approved by
VDOT. Also, there are specific criteria relating to safety used to evaluate slopes, depending on slope heights
and criticality and the investigation performed to evaluate soil strength and other parameters.
The currently proposed slope gradients of 2H:1V typically should be acceptable for long-term stability of cuts
made within decomposed rock, highly weathered rock, and rock, and in most cases can be steepened for greater
17
economy of construction. Also, 2H:1V fill slopes constructed of predominantly coarse grained soils may be
acceptable for many situations, depending on the materials being used. However, cut and fill slope gradients of
2H:1V are non-trivial with regard to long-term stability considerations for slopes that occur in areas of existing
fill or where the natural residuum consist of finer grained silt and clay mixtures. As a result, additional
investigation may be conducted of the subsurface soil and groundwater conditions in areas of cut and fill slopes
greater than 10 ft high and/or where previous borings indicate potential problematic soils conditions, will be
conducted for any slopes meeting criteria for critical slopes. Thoughtful and careful analyses will be performed
to demonstrate the anticipated safety factor of the various slopes along the project alignment.
One major fill slope along the project alignment is proposed for the north side of Ramp C and is likely to be
considered a “critical slope” based on a maximum height in excess of 30 ft and possible impacts associated with
a major slope failure. Current boring information for the slope area appears to be limited to relatively shallow
borings (approximately 6 ft deep) drilled from the top of the existing ramp. These borings indicate the presence
of highly variable cohesive fill soils within the depth of Ramp C soils investigated.
Additional subsurface exploration will evaluate the new fill slope at the north side of Ramp C, with possibly
two conventional borings at the top of the current slope and possibly two conventional borings at the base level
of the proposed fill slope. Once the general subsurface conditions are established, supplementary borings may
be needed to obtain special samples (Shelby tube) for laboratory testing to establish representative strength and
other pertinent soil properties to use in slope stability analyses. Additional laboratory testing also will be
needed to establish strength and other soil properties for the materials proposed for new fill slope construction.
Specifics of the laboratory testing to be performed will be determined once the subsurface profiles and soil
types present, or to be used, are known. Conventional slope stability analyses will be conducted using
appropriate geotechnical software to verify that the final slope design will provide a safety factor of 1.5.
Similar procedures will be used to evaluate other cut and fill slopes along the project alignment, although the
scope of investigation and analyses will be scaled to match the nature of the slopes to be evaluated.
GEOTECHNICAL RISK AND MITIGATION STRATEGIES
Risk Mitigation
Excessive lateral movement and/or  Review available design drawing and geotechnical information for the south abutment of
settlement of the south abutment of the Bridge to ascertain details of current foundation support.
the existing Route. 9 Bridge over  Perform additional subsurface exploration and laboratory testing to further evaluate
Route 7 during realignment of subsurface conditions for the south abutment.
W&OD Trail.  Conduct analyses to determine appropriate vertical and lateral support measures and
global stability of the abutment.
 Select mitigation measures based on safety, performance, and cost.
 Have the Geotechnical and Structural Engineers visit the construction site as appropriate
Inadequate bearing support and  Review current subsurface information and foundation loading information associated
excessive settlements for the with the concrete arch.
concrete arch that is to provide  Perform additional subsurface exploration and laboratory testing to further evaluate
access for, and is to carry Ramp D subsurface conditions at the arch location.
over the re-aligned W&OD Trail.  Perform analyses to evaluate foundation methods for bearing support and settlements.
 Select mitigation measures based on safety, performance, and cost.
Inadequate performance for 2H:1V  Review each slope area for general configuration and currently available subsurface
cut and fill slopes along the project information.
alignment depending on specifics  Performa additional subsurface exploration, special field and laboratory testings to
of the slopes and the subsurface further evaluate subsurface conditions at each site.
conditions at the slope locations.  Perform stability analyses per accepted VDOT procedures to evaluate stability conditions
for the slopes.
 Select mitigation measures based on site limitations, safety, performance, and costs.
18
4.4.4 QUALITY ASSURANCE/QUALITY CONTROL: The Corman DB Team’s QA/QC approach creates
a partnership between the project’s designers, contractor’s field staff, QC inspectors/testers, and QA staff.
Forming this partnering environment with a proactive QC testing and
inspection program and an adequate level of QA is key to a robust QA/QC DEDICATION: Our
Plan. It is in every stakeholder’s interest that the QC is proactive and DBPM will instruct the QC
effective to: 1) reduce contractor or designer rework; 2) limit required QA staff early on that their job
efforts to perform the QC for the team; 3) limit VDOT need to assign supersedes keeping records
valuable resources; and, 4) assure VDOT of a well-maintained, safe and testing materials,
construction site with design criteria and construction and materials meeting includes the traditional
the overriding specifications. Our DBPM will instruct the QC staff early on
duties of a VDOT inspector,
that their job supersedes keeping records and testing materials, includes the
traditional duties of a VDOT inspector, and being assertive if anything is and being assertive if
non-compliant. Knowing if any work items are not performed properly early anything is non-compliant.
sparks immediate correction while the cost and schedule impacts are
minimized.
Our QA/QC program will be in accordance with VDOT’s Minimum Requirements for Quality Assurance and
Quality Control on Design Build and Public-Private Transportation Act Projects, January 2012.
During our Partnering meeting, representatives from VDOT, Utilities, Local Jurisdictions, and other
stakeholders will be invited to discuss and resolve “rocks in the road” to achieve quality goals. Including
Quality in the Partnering meeting’s agenda has proven successful on our past projects.
Design QA/QC: To kick-off QA/QC, prior to design, the Design Manager, lead discipline engineers and
Design Quality Manager will establish the design criteria and checklists for each design element to provide to
assigned staff engineers. They will then audit the work to ensure correct standards are followed, checklists are
used, and the work is documented. Regular “All Hands” meetings, which stress the importance of quality in the
design, keep the required quality culture in check. It is also a forum for Lead Construction and Design firm
principals to offer lessons learned on past DB projects and perspectives on the role quality plays in project
success.
Key to project success is an integrated QA/QC process that includes the QC
staff, designers, contractors, and the design team’s quality control PARTNERSHIP: Our
checkers. During the design process, plans will be reviewed not only by the goal is to encourage “over
design QC staff, but by the construction and QC staff for constructability and the shoulder reviews” by
ease and efficiency of resulting means and methods. This especially holds VDOT during the design
true for the impact the design will have on MOT. Items, such as material process and “doing it right
delivery / storage, workforce accessibility, and crane and other equipment
placement will be reviewed to minimize their impact on traffic. Review the first time,” thereby
checklists will be prepared during the constructability reviews and comment minimizing comments and
sheets will be rechecked for the action taken prior to the plans being issued reviews from VDOT and
for construction. Special attention will be given to adequacy of temporary other reviewing agencies.
drainage and sight distance impacts of temporary Traffic Controls during
construction.
The mission of the QA/QC procedure for the design elements is to provide quality designs and plans in the fast-
paced delivery of a design-build project. The key that drives success is effective communication among
everyone involved with the design.
QA/QC design procedures goals are:
 Designing features that are safe and meet VDOT regulations and Design Manuals;
 Conforming to the standards and reference documents in RFP, Part 2, Section 2.1.1;
19
 Design elements that meet requirements, are constructible, durable, economical, inspectable, and
minimize maintenance;
 Meeting design schedule, budget, and construction staging requirements;
 Minimizing design costs;
 Ensuring that an organized and indexed set of design calculations, including design criteria and
assumptions; are provided;
 Minimizing VDOT review effort.
A flow chart for the design QA/QC process described below is shown in the Design QA/ QC Workflow
Diagram.
Checking Design Deliverables: It is essential that the design
deliverables show complete and clear fabrication and
construction requirements / details. The Design QA & QC lead
will develop a QA/QC Plan and implement it. The processes /
procedures defined in the Plan will be strictly enforced and
thoroughly documented to minimize VDOT reviews.
Design Preparation: Design deliverables will be prepared under
the Lead Discipline (Structural, Roadway, Drainage
Geotechnical, etc) Engineers. Weekly meetings will be held
throughout the design process, led by the Design Manager, and
include the Lead Discipline Engineer, QC staff, the
Construction Manager or their representative and
representatives from key construction team members, such as
the fabricator and erector. VDOT can also participate at their
discretion. These meetings reduce design and VDOT review
time by facilitating coordination of design and construction
requirements.
Checking Design deliverables come in the form of drawings and
calculations. Review starts within the discipline before the
deliverable is reviewed by the Design QA & QC Lead, Design
Manager and others. Reviewing each deliverable follows the steps
below. At the end of each step, the checkprint stamp is signed. A Corman
stamp on each sheet is required for the drawings and on the

calculation cover sheet.
Originator–Responsible for the initial preparation of the
deliverable to be checked. The originator is accountable for accuracy and
adequacy of the deliverable and prepared per requirements in the applicable design codes. It is not intended that
the originator rely on the checking process to complete the deliverable.
Checker–Independent of the originator and checks the deliverable. The checker reviews every aspect, including
input required for design programs that are a part of the calculation set. The checker marks up the stamped
deliverable set with comments and returns it to the originator. The checker is a senior staff member with the
experience to check the design.
Back-checker–Reviews the checked deliverable and confirms the items marked for revision are justifiable, and
that the corrections noted are correct. The back-checker is also the originator. If the back-checker disagrees
with a correction from the checker, they must coordinate to resolve prior to the next step. If both continue to
disagree, the Lead Engineer resolves the difference.
20
Corrector–Ensures that the changes marked on the checkprint are addressed and revised on the original
deliverable. The corrector is either the originator or a CAD drafter. A CAD drafter can be the corrector for
drawings.
Verifier– Reviews a copy of the corrected deliverable against the checkprint and verifies corrections marked
have been properly addressed. The verifier is also the checker.
Interdisciplinary Review–Once the design deliverable is checked, the Design Manager organizes the discipline
leads (structures, roadway, drainage, utilities, etc.) to review the submittal. Concurrently, the Construction
Manager and QC group reviews the submittal for constructability. If there are comments from the
Interdisciplinary Review, the checking procedure starts from the beginning for the affected portions of the
deliverable.
Quality Assurance–The Design QA & QC Lead is responsible for auditing that the quality control checking
process is being followed by the design team. In addition, when required, a design peer review will be
performed by a senior technical member of the team.
Contractor Review-As a final review, prior to submitting to VDOT, Corman will again review for
constructability and conformance to anticipated means and methods.
Submit to VDOT – The Lead Discipline Engineer signs a form that all QA/QC efforts are in accordance with
the required procedures and transmits it to the Design Manager. The Design Manager and Contractor then sign
off on it. At this time, the deliverables are ready to be signed and sealed by the Lead Engineer as a Virginia
Professional Engineer and our Project Manager submits the completed and reviewed documents to VDOT for
information and approval. VDOT reviews the design and submits any comments to the Corman DB Team. If
there are comments, the Team addresses them into the final design, as appropriate, and resubmits for VDOT
approval. The approved plans are then used to construct the Route 7 Westbound Truck Climbing Lanes.
Design changes during construction will be reviewed using the same process as the original design. Changes,
such as field design changes and nonconformance evaluations, will be maintained in a database to track
revisions and update the as-built documents.
Records: The Lead Engineer verifies that all quality control procedures were performed for the individual
discipline. The Design QA & QC Lead and the Design Manager are responsible for Quality Assurance. Copies
of the documents for each submittal, including revisions, will be kept for the duration of the project. Final
design records of the required forms and checkprints are maintained by the Design Manager in the project files.
One Unique Design QA/QC Element: One design element that has the most significant challenge is the
concrete slope removal and structural/geotechnical design of the retaining wall beneath the Route 9 Bridge
to accommodate the relocated trail. Some concerns include: existing abutment condition, existing pile location
and geometry, proximity of the wall to the abutment, and existing soil conditions. Our proposed retaining wall
consists of removing the concrete slope protection slab and excavation from the top to the bottom in set pre-
determined and monitored stages to construct the trail beneath the bridge to the horizontal and vertical grade as
per the contract documents. The proximity of the trail to the existing bridge abutment leaves little room to spare.
One concern in our design is the risk of lateral movement and/or settlement of the south abutment of existing
Route 9 Bridge over Route 7. Also, soil nailing placement will require careful consideration of the location of
the piles so there are no conflicts in the field.
To meet the schedule and minimize cost overruns, the Corman DB Team will design the wall and adjacent trail
so there will be no surprises in the field during construction. We will obtain accurate information in regards to
the abutment location and shape, and the location of the support piles. We currently have the as-built bridge
plans and inspection reports, but our structural engineers will field inspect the existing bridge to document the
existing condition of the bridge abutment and superstructure to provide a baseline for monitoring the bridge
21
during each phase of the retaining wall construction. Our surveyors will provide additional survey of the bridge
and road beneath for accurate dimensions and offsets of EB Route 7. We will work with Specialized
Engineering, our Geotechnical consultant, to probe the foundation beneath the bridge abutment to accurately
pinpoint the pile locations. Additional borings may be required to verify soil conditions for accurate design of
the soil nail wall. Our construction plans will require that the retaining wall system be constructed in stages to
maintain adequate support for the south abutment during the excavation. Depending on final analysis, we may
call for additional vertical support for the abutment if required provided through micro-piles. Also,
supplemental resistance for global stability may need to be provided using drilled, cast-in-place reinforced
concrete piers or some type of ground improvement.
Every step of the retaining wall design will be in accordance with our firm’s QA/QC Manual which outlines a
specific color-coded checking process for all design calculations and plans that is universally followed
throughout the firm. Form LD-436 will be passed along with the plan sets for our internal quality control
reviewers to assure that the plans meet VDOT standards and are complete for the contractor’s use. Information,
calculations, and assumptions related to the retaining wall design will be kept in a hard copy design book and in
our network folders in electronic form (archived nightly) to be passed along to the reviewers. The QC reviewer
will check calculations, plan stations and offsets for accuracy, check the concept of the plan for conformity to
VDOT standards and the intent of the design, and verify assumptions made during the design process.
Modifications/corrections are then passed back to the designers for revisions. A follow up QC of the plans and
calculations will verify that all changes were made and are correct. Only when this process is complete will the
plans be submitted to VDOT for review.
Construction QA/QC: No matter how accurate the design is, its implementation during construction will
determine the project’s ultimate success. Effective and aggressive Quality Control, positively supported by
management, will drive the project toward success from the contractor’s profit perspective, as well as VDOT’s
and the community’s perspectives. Achieving this goal takes pre-planning and effective communication of that
plan. Prior starting construction, while design is still in progress, the DBPM, CM, QC Manager and QAM will
hold a lessons learned planning forum. Based upon their collective judgment, they will identify the 20% of
work tasks that will cause 80% of the quality challenges. Specific inspection and testing plans (ITPs) will be
developed for those critical items and distributed to the Foremen, QC Inspectors and QA staff to use as a guide
in performing and inspecting the work. Based upon past history and shared experiences, additional witness and
hold points above those required by VDOT will be identified, and then enforced in the field by the DBPM, CM
and QC Manager and their staff. Documents releasing work at each witness / hold point are identified on the
ITPs and documented for review by the QAM or VDOT, as appropriate. Our goal is to perform work “right the
first time” and if issues are identified, determine the root cause and then correct the overall underlying cause.
To summarize, one of the goals of the project-specific QA/QC Plan is to minimize the effort VDOT must
expend performing QA or QC. For an item, such as maintenance of traffic, this goal can be accomplished
through implementing structured QA/QC procedures that include comprehensive preparatory meetings, routine
inspections, using prepared checklists, thorough QA/QC documentation, and following a communications plan
that provides procedures for project stakeholder notifications, incident management, and emergency response.
Our current Staffing Plan assigns an onsite QC Manager supplemented by experienced QC inspector(s) to meet
operation needs. For example, during paving, VDOT specifications require a minimum of two qualified
inspectors per paving operation. For this project, we envision approximately three QC full time inspectors
onsite for the majority of the project. All will be VDOT-certified for the work they are inspecting. If paving,
MOT set ups or beam erections are at night and concurrent daytime work is also required, the number of
inspectors would be adjusted to meet actual field needs. Arrangements with a testing laboratory and back-up
lab will be made, should issues arise in performing the required field and laboratory testing. Each will hold
certifications to perform material testing on VDOT projects. Other QC issues encountered on past design-build
22
projects with Contractor-led QC follow. We will specifically address these past Lessons Learned on this
project to limit the need for additional VDOT involvement.
WE WILL NOT PERMIT:
 Inadequate/unqualified inspection staff and poor QC staff management;
 A lack of upper management support for QC or QA staff actions;
 The QC staff to concentrate on material testing vs. inspection of the actual work;
 Ineffective MOT (vehicle, pedestrian, bicycle) with allowable lane closure restrictions and
involvement of the designers slip;
 A less-than-stellar Contractor Safety Program;
 Improper coordination between the field and office staff (including designers);
 Inadequate coordination with the QA staff in scheduling proper oversight;
 Poor maintenance / protection of completed work (e.g. underdrains);
 Lack of follow-up inspections and punch lists, and;
 Incomplete or late QC/QA documentation.
Project Document Control and Maintenance: The QA and QC teams will follow VDOT’s Design Build
QA/QC Guide, VDOT’s Construction Manual and Materials Manual, among others for document control. The
QAM monitors the QC team in preparing and submitting records daily, including daily work, inspection and
material test reports. A master set of QA documents (hard and electronic) with submittal, RFI, and photo logs, is
maintained by the QAM at the field office to include preparatory meeting minutes, completed QC and QA
inspection checklists / test reports, Materials Notebook entries and corresponding materials tests reports,
invoices, and TL weigh sheets. A customized tracking log will monitor information.
One Unique Construction QC/QA Element: The Corman DB Team evaluated the critical construction risks
identifying the 20% of the tasks that represent 80% of the risk. The analysis identified construction of the arch
tunnel, wall under Route 9 Bridge, drainage culverts, and MOT as the most likely to cause the majority of the
risk. After several internal discussions, we predict MOT to be the major risk factor on this 20% list having the
most impact to VDOT if not performed properly. Not providing effective MOT can cause tie-ups and
congestion to the motoring public resulting in unfavorable traffic reports and delays. Corman learned firsthand
on the recently completed Design Build Hampstead Road and MD 216 projects how to handle traffic control
when incorporating new roundabouts into existing conditions on heavily-traveled commuter highways and
on side roads through local neighborhoods. On this project, we will apply these and other lessons learned to
effectively manage high volumes of suburban commuter traffic through tight, congested construction zones.
The cross road intersections are already experiencing a significant number of traffic accidents (217 in a recent
four-year period) and queuing in the peak periods. During normal rush hours, traffic backups are severe and
will potentially get worse if the proper precautions are not included in our design and construction planning. It
is vital to construct this project in a way that acknowledges the importance of the route for commuters from the
western portion of Loudoun County to Leesburg and easterly via Route 7, as well as the Greenway to the
Dulles, Reston and Tyson’s Corner business areas. It also provides access from the DC Metro area to the
popular Charlestown, West Virginia Casino/Racetrack. While most construction will be adjacent to and outside
the existing roadway, the project falls within an area of rolling terrain and limited sight distances for speeds of
many drivers. Construction vehicles will be slowing down in the left lanes to access the median construction
zones or accelerating up steep gradients to leave the median work areas. MOT controls during the switch over
to the roundabouts at the Route 9 interchange present issues as drivers traditionally have concerns with changes
in traffic. Our Team solved similar commuter issues on previous DB projects when we installed new
roundabouts on our Design-Build Hampstead Bypass project and constrained access/egress on our Design-
Build I-70 DB project in Frederick, MD. Failure to clearly address and provide a well-defined traffic control
plan will result in driver indecision, reduced speeds and capacity on the mainline, congestion, delays, and
potential for an increase in accidents.
23
Our QA/QC team must verify that contractor and subcontractor personnel closely follow the approved Traffic
Management Plan. Traffic controls are checked that they are set up per the applicable contractual versions of the
Manual of Uniform Traffic Devices (MUTCD) and the Virginia Work Area Protection Manual (VWAPM).
Confusing and poorly executed traffic control will lead to congestion and delays through the project area, which
impacts driver safety and construction. It is extremely important that access through the construction limits, as
well as access to and from Route 9 and Business 7, are not adversely impacted. As part of the approved project-
specific QA/QC Plan, a Preparatory Inspection Meeting will be held for Maintenance of Traffic. This meeting
is classified as a hold point in the schedule and representatives of the design-build contractor, subcontractor(s),
quality control and quality assurance managers and inspectors are required to attend. In addition, Department
representatives and other stakeholders, such as EMS, police, and the other affected public services, will be
invited and encouraged to participate, as these meetings are intended to facilitate a dialogue between all project
stakeholders.
Our QA/QC approach to the unique construction element of MOT on Route 7, Route 9 and associated ramps
would start during the development of the project-wide TMP in the early stages of design. Our Construction
MOT Team will review the initial MOT Plan based upon their expertise on past projects, such as, I-70 Design
Build in Frederick, Maryland where we modified our TMP several times during design to account for changing
traffic situations throughout the construction phasing. Through meetings with Maryland State Highway
Administration and County representatives, we developed acceptable TMP plans for the different construction
stages for MOT flows through the active construction site.
During construction, the QA/QC Inspection Team will be certified as Intermediate Work Zone Safety
Supervisors to carefully monitor adherence to the Traffic Management Plan (TMP) by assigning a lead QC
Inspector to work with the Team’s designated Certified Work Zone Traffic Coordinator. The assigned Quality
Assurance Inspector, working in concert with the QAM, will monitor the Contractor and QC inspection staff for
adherence to the TMP. TMP elements that will be monitored/inspected include:
1. Project Phasing;
2. Temporary Traffic Control Plans;
3. Motorist, Pedestrian and Bicyclist Considerations;
4. Daily Lane and Shoulder Closure Standards/Set Ups;
5. Coordination with adjacent construction projects or special events;
6. Coordination with other stakeholders, including EMS responders, police, local schools, and transit
agencies;
7. Equipment and Materials Storage;
8. Temporary Signing, Marking, and Signals, including TCB and temporary pavement striping;
9. Public Communications; and
10. Incident Management.
QC Inspectors will regularly drive the work zone to confirm that the Temporary Traffic Control (TTC) devices
are per plan and operating properly. These inspections will take place after any temporary MOT devices are set
up for daily activities and at the end of each work day to confirm the work zone is safe and no unnecessary
signage remains in place. Inspectors will also check that devices are clean and have the proper retro-
reflectivity. There will be additional inspections when traffic patterns change or in the case of severe weather
that can potentially impact devices and/or markings.
24
4.5 CONSTRUCTION OF THE PROJECT

4.5.1 SEQUENCE OF CONSTRUCTION
Construction Sequencing: During the bid preparatory phase, our team of designers, project managers,
superintendents, and estimators independently reviewed the RFP plans and specifications, then presented ideas
on how to best approach construction. Our plan limits construction phases, lane closures, and traffic disruptions,
while accounting for emergency access, continuous trail access, and provides safe travel lanes and work zone.
The sequence was established to begin work in areas that avoided final right of way agreements and due
diligence was placed on optimizing earthwork and paving during the limited construction schedule, avoiding
delays due to winter weather.
It was apparent that there is a time advantage to completing the design in two major packages for sequencing of
the work. Design work will begin upon Notice of Intent to Award the project. A Project Wide Package will be
for preliminary plans for the entire project. This will enable us to move forward with the ROW and utility
designation process. The design will then be broken into two separate packages. Package 1 will include the
tunnel, Route 9 Bridge modifications, roundabouts, W. Market Street, EB Rte. 7 outside shoulder/retaining
wall, Beechnut Road connection and Ft. Johnston Road. Package 2 will include the remaining Route 7
improvements. Our Team chose this sequence to enhance the work flow of traveling public through the
workzone. This will establish better access through the Route 7/Route 9 Interchange before closing the existing
crossovers on Route 7. Design work will progress concurrently on the Packages.
Construction will be in four phases:
Phase 1 – Tunnel, Route 9 bridge modifications, Route 9 roundabout and trail reconstruction.
Phase 2 –West Market Street improvements, Beechnut Road connection, Fort Johnston Road, widening EB
shoulders, retaining wall along stream, and upgrade median shoulders on Route 7 for MOT (Depending on the
ROW acquisition process, the Fort Johnston Road work may shift forward into Phase 3).
Phase 3 – Median construction of WB and EB Route 7.
Phase 4 – Route 7 WB outside shoulder widening and final surface paving of Route 7.
For the ease of the reviewer, we have elected to show the sequence of construction, including the phased
descriptions graphically as shown on the next page.
Scheduling and Coordination: As with any Design-Build project, it is vital to understand and communicate the
schedule clearly and effectively to the entire team, including stakeholders. The Corman DB Team is proficient
in updating and reviewing schedules to develop strategies, stay ahead of the curve, and even beat the CPM
schedule. Led by our Construction Manager, Daily Coordination Meetings, Weekly Schedule Meetings, 30, 60,
and 90-day look ahead Schedule Meetings, and Schedule Review Meetings will be conducted with field
supervision and QC / QA staff present. The weekly 3-week look ahead schedules will include detailed QC
inspection and testing needs. Subcontractors will be involved in the weekly scheduling meetings. These
regimented forums plan the following work day, week, and month and ensures critical schedule items are
followed. It also gives us ample time, if needed, to fine tune or add resources to keep the job progressing.
Construction is scheduled to take place with multiple crews.
With this sequencing of construction, the Corman DB Team proposes to meet the Interim Milestone date of
August 22, 2015 and Substantial / Final Completion date of October 22, 2015.
25
26
4.5.2 TRANSPORTATION MANAGEMENT PLAN

The project requires a Transportation Management Plan (TMP) Type B and will follow Project Management
Process (PMP) Category III. Our team will work with VDOT to develop the TMP, including the development
of the TMP’s three major components: Temporary Traffic Control (TTC) Plans, Public Communications (PC)
Plan, and Transportation Operations (TO) Plan. An important part of the TMP will be the inclusion of an
extensive public information program to inform the public of changes in traffic patterns and major impact
activities (i.e. bridge steel removal, delivery and placement). This will involve close coordination with VDOT
and other key stakeholders as summarized at the end of this section. During the design development, the
Corman DB Team will establish an MOT Task Force that meets weekly to address traffic conditions and our
construction sequence. An added value to our team, Lou Robbins, PE, DBIA, will hold the dual roles of DB
Integrator and PR Manager. This assures a 360 degree perspective for the TMP, was brings together design and
construction, for proper communication to the traveling public and residents regarding constructability and
design requirements.
Maintenance of Traffic: Per the RFP, the MOT and TCP will minimize adverse impacts to drivers. Two 11 ft.
lanes will be maintained on Route 7 during peak periods of traffic throughout construction. Traffic drums will
be used for some construction phases to close lanes during non-peak hours of traffic. Temporary barriers, when
utilized, will be offset a minimum of two feet from active travel lanes. Temporary pavement markings will meet
VDOT standards. Lane restrictions in the RFP will be strictly followed. Traffic will not be shifted onto shoulder
pavement unless it has been reconstructed as full depth or meets temporary pavement design standards. The
trail will remain open at all times during realignment. No median crossings on Route 7 will be closed until the
interchange modifications at Route 9 and West Market Street are complete to avoid traffic delays with the
increase in traffic using these routes.
The TMP will also consider provisions for transit users, pedestrians, and cyclists who will be accommodated
throughout the project.
With this in mind, we developed a sequence of construction shown in Section 4.5.1. The Route 7 construction,
taking place in Phases 3 and 4, unlike Phases 1 and 2, will require shifting traffic for the median reconstruction
and outside widening. The MOT typical section for each of these phases is as follows:
PHASE 3 TYPICAL SECTION
27
PHASE 4 TYPICAL SECTION
Traffic Management Plan: As part of the TMP a traffic model will be developed to optimize traffic operations
during construction and minimize disruption and delay to motorists. Traffic analysis for MOT conditions will
be performed in advance of the work and modified as conditions warrant. As necessary, we will perform traffic
analysis for the different MOT conditions, including:
 Function of roundabouts at Route 9 interchange during Route 7 construction
 Off peak lane closures for final paving surface
As described above, we have provided a Maintenance of Traffic Plan that reduces the need to close traffic lanes
during any peak hour period and improves interchange access at Route 9 and West Market Street to facilitate
traffic flow and turning movements during work on Route 7. All MOT plan and work zone details and
sequence will be in accordance with the Virginia Work Area Protection Manual and MUTCD.
Work Zone Speed: The Corman DB Team’s plan includes a 55 mph work zone speed on Route 7 and
maintains existing speed limits for all other roadways.
Flagging Operations: Flagging operations are anticipated for a short section of West Market Street on the
southwest side of Route 7 and during implementation of the roundabouts.
Detours: None are anticipated at this time.
Time of Day Restrictions: Work hours will follow the restrictions as noted in the RFP, Section 2.11.1.1.
Transportation Management Plan Deliverables: Our phased construction plans, including Transportation
Management Plans (TMPs) and Maintenance of Traffic (MOT) drawings, will be prepared in an integrated,
multi-disciplinary manner, with significant construction team involvement. The TMP/MOT design team will
receive critical input from construction professionals on access needs, haul routes, staging areas, and
construction durations. Our TMPs and MOT Plans also address pedestrian access and safety. Our construction
phasing plan has also taken consideration earthwork balance, pre-consolidation of embankments, and intra-site
access.
Our MOT Plans will provide for and address construction components, including drainage facilities (temporary
and permanent), utilities, sound walls, bridges, stormwater management, and erosion and sediment control.
Transportation Management Plan Stakeholders: The Corman DB Team fully understands the importance of
keeping the impacted stakeholders informed on the progress and potential impacts. There are three key
components to our outreach program:
1. Inclusion of the appropriate stakeholders during the preparation of the TMP and traffic control plans, to
obtain input on important stakeholder issues such as access to properties, bus routes, detours and
emergency response considerations.
28
2. Formation of an MOT Task Force, which will include select stakeholders as well as VDOT, to facilitate
sharing of detailed maintenance of traffic issues such as upcoming traffic switches, upcoming bridge
girder installation, and other items that have an impact on traffic flow and access.
3. A close working relationship between VDOT and the Corman DB Team ensuring a continuous and
cooperative dissemination of appropriate information to project stakeholders.
The Major Stakeholders, along with their role in the project and the key anticipated risks or impacts to them, are
shown on the table below:
STAKEHOLDER ROLE IMPACTS DURING CONSTRUCTION
Work Zone Safety; Coordination with Adjacent Projects; Traffic

VDOT Owner
Backups or Inadequate Public Outreach
Funding and Project Work Zone Safety; Coordination with Adjacent Projects; Traffic
FHWA
Oversight Backups or Inadequate Public Outreach
Coordination with Adjacent Projects; Traffic Backups or Inadequate
Loudon County Local Jurisdiction
Public Outreach
Coordination with Adjacent Projects; Traffic Backups or Inadequate
Leesburg / Purcellville Local Jurisdiction
Public Outreach; Dust and Noise
INOVA Hospital / Town
Emergency Response Routes Impacted by Detours or Temporary Lane
and/or County local EMS Emergency Responders
Closures
Responders
County School District, Private
Student Transport Bus Routes Impacted by Detours or Temporary Lane Closures
Schools
Bus Routes Impacted by Detours or Temporary Lane Closures; Travel
Traveling Public User of the Facility -
Time Through Work Zone Impacted by Reduced Speeds and/or Back-
(Commuter & Local) Route Impacted
ups
Routes Impacted by Detours or Temporary Lane Closures; Travel Time
Represent Local
Local HOA Associations Through Work Zone Impacted by Reduced Speeds and/or Back-ups;
Communities
Dust and Noise
Other Contractors Working Scheduling of Construction Operations may be Impacted in Order to not
Adjacent Contractors
in the Area Impact the Route 7 Truck Climbing Lane Project Activities
Maintain / Operate
Accessibility to Facilities through Work Zones; Impacts on Response
Utility Companies Utilities Within or
Time to Outages
Across Corridor
Northern Virginia Regional
W&OD Trail Meet their Requirements for Accessibility and Trail Conditions
Park Authority
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4.6 DISADVANTAGED BUSINESS ENTERPRISES

The Corman DB Team is committed to achieving a 15% DBE participation goal for the entire value of the
contract. The following summary of our DBE Subcontractor Participation Plan narrates how we will achieve
this goal during design and construction:
Strategies to Meet/Exceed the Goal: Our DB Team encompasses highly-regarded DBE/WBE members,
including Quinn Consulting, Sabra Wang & Associates, and Diversified Property Services. Although they were
selected based on their premium work and abilities, they will also assist the Corman DB Team in achieving the
15% DBE participation goal through their designated project roles.
Corman DB Team members always maintain a substantial database of DBE firms qualified to work on our
projects. Outreach is continuous as a way to connect with additional qualified DBE firms. Corman DB Team
members routinely meet and exceed the DBE requirements on projects. So much so, that the Maryland
Washington Minority Contractors Associations awarded Corman Construction as “Prime Contractor of the
Year for Minority Business” in 2011.
The Corman DB Team will modify Corman’s standard Local DBE Subcontracting Plan to meet the
requirements and challenges of the 15% participation goal for this project. The following checklist specifies
ways we solicit DBE firms during pre-construction:
1. Publish Proposal Notifications/Bid Notices in local and minority newspapers 30 and 10 days prior to
bid;
2. Post Bid Notices 30 days and every subsequent Tuesday prior to bid on the Maryland / Washington
Minority Contractors Association (MWMCA) website. This circulation reaches 10,000 companies,
many based in Virginia;
3. Post plans and specifications on our FTP site for subcontractors to view;
4. Based on available scopes of work, identify potential DBE firms from our company DBE Firm
Database;
5. The Corman DB Team’s Estimating Assistants will reach out to identify DBE firms, respond to project
inquiries, and furnish requested information;
6. Maintain a spreadsheet with DBE subcontractor/supplier contact information and correspondence;
7. Validate qualifications of certified DBE subcontractors/suppliers applicable to specific requirements.
During Price Proposal development, we prepare comprehensive lists for DBE
participation. In addition to our standardized DBE solicitations, our COMMITMENT: The
estimating staff personally reaches out to DBE subcontractors / suppliers and Corman DB Team commits to
educates them on jobsite opportunities. Face-to-face meetings are often held achieving a 15% DBE
with DBE firms where we explain the project, accommodate their concerns participation goal for the
and needs, and provide opportunities within their scope of work. entire value of the contract.
We also track the status of our DBE participation. This creates an awareness
to maintain and/or increase our efforts to successfully meet the goals. As the bid date approaches, design and
construction DBE participation goals are evaluated and finalized to ensure they are met.
During design and construction, the project team monitors DBE participation for compliance with the required
goal.
30
Route 7 - Westbound Truck Climbing Lane 19-Jun-13 12:30
Proposal Crtical Path Schedule

Activity ID Activity Name riginal Start Finish Total 2013 2014 2015
Float
Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
ration
Route 7 - WB Truck Climbing
Climb Lane 22-Oct-15
Project Milestones 22-Oct-15
M100 Technical Proposal Due 0 20-Jun-13 863 Technical Proposal Due
M110 Price Proposal Due 0 22-Aug-13* 800 Price Proposal Due
M120 Notice of Intent to Award 0 30-Aug-13* 792 Notice of Intent to Award
M130 CTB Approval/Notice to Award 0 16-Oct-13* 112 CTB Approval/Notice to Award
M140 Notice to Proceed 0 15-Nov-13* 0 Notice to Proceed
M145 Interim Milestone 0 22-Aug-15* 0 Interim Milestone
M150 Substantial Completion 0 22-Oct-15* 0 Substanti
M160 Final Completion 0 22-Oct-15* 0 Final Com
Scope Validation 13-Apr-14, Scope Validation
SV100 Scope Validation Investigations 120 15-Nov-13 14-Mar-14 109 Scope Validation Investigations
SV110 Scope Validation Submission 0 15-Mar-14 15-Mar-14 109 Scope Validation Submission
SV120 Scope Validation Discussions 30 15-Mar-14 13-Apr-14 109 Scope Validation Discussions
Environmental Permitting
Permitti
Permittin 08-Aug-14, Environmental Permitting
P130 Threatened and Endangered Species 40 15-Nov-13 24-Dec-13 225 Threatened and Endangered Species
P140 Apply & Rec. Waterway Constr. Permit 90 13-Apr-14 11-Jul-14 55 Apply & Rec. Waterway Constr. Permit
P150 Apply & Rec. VSMP (SWM & ESC) Pkg 1 30 02-May-14 31-May-14 67 Apply & Rec. VSMP (SWM & ESC) Pkg 1
P160 VSMP Permit (Modify - Pkg 2) 30 10-Jul-14 08-Aug-14 38 VSMP Permit (Modify - Pkg 2)
Right-Of-Way Acquistion
Acquistio 07-Oct-14, Right-Of-Way Acquistion
RW100 Prepare Title Reports 5 13-Apr-14 17-Apr-14 0 Prepare Title Reports
RW110 Prepare Appraisals 30 18-Apr-14 17-May-14 0 Prepare Appraisals
RW120 Independent Appraisal Review 15 18-May-14 01-Jun-14 0 Independent Appraisal Review
RW125 Government Review Appraisals 21 02-Jun-14 22-Jun-14 0 Government Review Appraisals
RW130 Prepare and Deliver Offers / Negotiations 75 23-Jun-14 05-Sep-14 0 Prepare and Deliver Offers / Negotiations
RW131 Settlements / Transfers 32 06-Sep-14 07-Oct-14 0 Settlements / Transfers
Utility Relocations 07-Jan-15, Utility Relocations
UR100 Supplemental Utility Designation/Location 70 16-Oct-13 24-Dec-13 112 Supplemental Utility Designation/Location
UR120 Meet with VDOT Regional Utility Manager 1 25-Dec-13 25-Dec-13 112 Meet with VDOT Regional Utility Manager
UR125 Submit Preliminary Utility Status Report 70 15-Nov-13 23-Jan-14 18 Submit Preliminary Utility Status Report
UR130 Hold Utility Field inspection Meeting 1 13-Mar-14 13-Mar-14 35 Hold Utility Field inspection Meeting
UR135 Prepare UT-9 Forms for Each Utility 60 14-Mar-14 12-May-14 35 Prepare UT-9 Forms for Each Utility
UR140 Utility Plan and Estimates 50 13-May-14 01-Jul-14 35 Utility Plan and Estimates
UR150 Corman Approve Utility Plan and Estimate 10 02-Jul-14 11-Jul-14 35 Corman Approve Utility Plan and Estimates
UR160 Relocate Utilities - Ft. Johnston Road 180 12-Jul-14 07-Jan-15 35 Relocate Utilities - Ft. Johnston Road
Design 30-Aug-14, Design
Project Wide 02-Feb-14, Project Wide
Preliminary Design - Project
P Wide 02-Feb-14, Preliminary Design - Project Wide
DPW100 Topo Survey 30 15-Nov-13 14-Dec-13 0 Topo Survey
DPW110 Metes & Bounds Survey 40 15-Dec-13 23-Jan-14 28 Metes & Bounds Survey
DPW120 Utility Designation 35 05-Dec-13 08-Jan-14 0 Utility Designation
DPW130 Subsurface Exploration/Anaylsis 80 15-Nov-13 02-Feb-14 43 Subsurface Exploration/Anaylsis
DPW150 Traffic Counts & Anaylsis 22 30-Nov-13 21-Dec-13 36 Traffic Counts & Anaylsis
DPW160 Weltand Delinenation and JD Approval 40 25-Nov-13 03-Jan-14 154 Weltand Delinenation and JD Approval
DPW170 Prepare Concept SWM/ESC Plan 40 22-Nov-13 31-Dec-13 10 Prepare Concept SWM/ESC Plan
Actual Work Critical Remaining Work Summary Page 1 of 7 Route 7 - Westbound Truck Climbing Lane
Remaining Work Milestone
Proposal Critical Path Schedule
PS-1

Float
ration
DPW180 Submit Concept SWM/ESC Plan 0 01-Jan-14 01-Jan-14 10 Submit Concept SWM/ESC Plan
DPW186 VDOT Review Concept SWM/ESC Plan 21 01-Jan-14 21-Jan-14 10 VDOT Review Concept SWM/ESC Plan
DPW190 Geometric Design Refinement/Updates 25 20-Dec-13 13-Jan-14 0 Geometric Design Refinement/Updates
TMP 23-Mar-14, TMP
TMP100 Team kick-Off Meeting 1 21-Jan-14 21-Jan-14 0 Team kick-Off Meeting
TMP110 TMP Strategies 5 22-Jan-14 26-Jan-14 0 TMP Strategies
TMP120 MOTAA (Anaylsis, if needed) 10 27-Jan-14 05-Feb-14 0 MOTAA (Anaylsis, if needed)
TMP130 Draft MOT Drawings 21 26-Jan-14 15-Feb-14 0 Draft MOT Drawings
TMP140 Submit TMP 0 16-Feb-14 16-Feb-14 133 Submit TMP
TMP150 VDOT Review TMP 21 16-Feb-14 08-Mar-14 133 VDOT Review TMP
TMP160 Revise TMP - Final 15 09-Mar-14 23-Mar-14 133 Revise TMP - Final
Design Package 1 - R
Ro
Route 9 22-Jun-14, Design Package 1 - Route 9
Intermediate Design 22-Jun-14, Intermediate Design
1DI100 Prepare Roadway Plans (Intermediate) 25 14-Jan-14 07-Feb-14 3 Prepare Roadway Plans (Intermediate)
1DI130 Major Drainage & ESC Plans 10 29-Jan-14 07-Feb-14 3 Major Drainage & ESC Plans
1DI140 Surface Drainage & SWM 15 03-Feb-14 17-Feb-14 3 Surface Drainage & SWM
1DI145 Tunnel Design 40 15-Dec-13 23-Jan-14 43 Tunnel Design
1DI148 Bridge Design 40 15-Dec-13 23-Jan-14 43 Bridge Design
1DI150 Signing / Striping / Lighting 15 08-Feb-14 22-Feb-14 8 Signing / Striping / Lighting
1DI160 Geotechnical Report 15 08-Feb-14 22-Feb-14 93 Geotechnical Report
1DI180 Landscape Plan 10 18-Feb-14 27-Feb-14 3 Landscape Plan
1DI190 ROW Plans 10 18-Feb-14 27-Feb-14 3 ROW Plans
1DI200 MOT 15 16-Feb-14 02-Mar-14 0 MOT
1DI210 Design QAQC Review 5 03-Mar-14 07-Mar-14 0 Design QAQC Review
1DI220 Contractor Review 5 08-Mar-14 12-Mar-14 0 Contractor Review
1DI230 VDOT/FHWA Review 21 13-Mar-14 02-Apr-14 0 VDOT/FHWA Review
1DI240 VDOT Review Geotechnical Report 45 23-Feb-14 08-Apr-14 93 VDOT Review Geotechnical Report
1DI250 Comment Resolution 10 03-Apr-14 12-Apr-14 0 Comment Resolution
Final Design 22-Jun-14, Final Design
Roadway & Geotech 30-May-14, Roadway & Geotech
IFDRG100 Roadway & Geotech 15 13-Apr-14 27-Apr-14 69 Roadway & Geotech
IFDRG110 Contractor/Design QAQC Reviews 5 28-Apr-14 02-May-14 69 Contractor/Design QAQC Reviews
IFDRG120 VDOT/FHWA Reviews 21 03-May-14 23-May-14 69 VDOT/FHWA Reviews
IFDRG130 Release for Construction 7 24-May-14 30-May-14 69 Release for Construction
MOT 30-May-14, MOT
1FDMOT100 MOT 10 18-Apr-14 27-Apr-14 86 MOT
1FDMOT110 Contractor/Design QAQC Reviews 5 28-Apr-14 02-May-14 86 Contractor/Design QAQC Reviews
1FDMOT120 VDOT/FHWA Reviews 21 03-May-14 23-May-14 86 VDOT/FHWA Reviews
1FDMOT130 Release for Construction 7 24-May-14 30-May-14 86 Release for Construction
Culvert & ESC 07-Jun-14, Culvert & ESC
1FDCESC100 Culvert & ESC 18 18-Apr-14 05-May-14 69 Culvert & ESC
1FDCESC110 Contractor/Design QAQC Reviews 5 06-May-14 10-May-14 80 Contractor/Design QAQC Reviews
1FDCESC120 VDOT/FHWA Reviews 21 11-May-14 31-May-14 80 VDOT/FHWA Reviews
1FDCESC130 Release for Construction 7 01-Jun-14 07-Jun-14 80 Release for Construction
SWM & Drainage 19-Jun-14, SWM & Drainage
PS-2

Float
ration
1FDCSWM100 SWM & Drainage 17 01-May-14 17-May-14 69 SWM & Drainage
1FDCSWM110 Contractor/Design QAQC Reviews 5 18-May-14 22-May-14 69 Contractor/Design QAQC Reviews
1FDCSWM120 VDOT/FHWA Reviews 21 23-May-14 12-Jun-14 69 VDOT/FHWA Reviews
1FDCSWM130 Release for Construction 7 13-Jun-14 19-Jun-14 69 Release for Construction
Signing, Lighting 12-Jun-14, Signing, Lighting
1FDSL100 Signing, Lighting 13 28-Apr-14 10-May-14 234 Signing, Lighting
1FDSL110 Contractor/Design QAQC Reviews 5 11-May-14 15-May-14 251 Contractor/Design QAQC Reviews
1FDSL120 VDOT/FHWA Reviews 21 16-May-14 05-Jun-14 251 VDOT/FHWA Reviews
1FDSL130 Release for Construction 7 06-Jun-14 12-Jun-14 251 Release for Construction
Structures 30-May-14, Structures
1FDSTR100 Structures 15 13-Apr-14 27-Apr-14 66 Structures
1FDSTR110 Contractor/Design QAQC Reviews 5 28-Apr-14 02-May-14 66 Contractor/Design QAQC Reviews
1FDSTR120 VDOT/FHWA Reviews 21 03-May-14 23-May-14 66 VDOT/FHWA Reviews
1FDSTR130 Release for Construction 7 24-May-14 30-May-14 66 Release for Construction
Finish Package (Landsc
(Lands
(Landscaping/Striping) 22-Jun-14, Finish Package (Landscaping/Striping)
1FDLS100 Landscaping/Striping 10 11-May-14 20-May-14 234 Landscaping/Striping
1FDLS110 Contractor/Design QAQC Reviews 5 21-May-14 25-May-14 234 Contractor/Design QAQC Reviews
1FDLS120 VDOT/FHWA Reviews 21 26-May-14 15-Jun-14 234 VDOT/FHWA Reviews
1FDLS130 Release for Construction 7 16-Jun-14 22-Jun-14 234 Release for Construction
Design Package 2 - R
Ro
Route 7 30-Aug-14, Design Package 2 - Route 7
Intermediate Design 30-Aug-14, Intermediate Design
2DI100 Prepare Roadway Plans (Intermediate) 40 13-Feb-14 24-Mar-14 0 Prepare Roadway Plans (Intermediate)
2DI110 Major Drainage / ESC 20 13-Mar-14 01-Apr-14 0 Major Drainage / ESC
2DI120 Surface Drainage / SWM 25 25-Mar-14 18-Apr-14 0 Surface Drainage / SWM
2DI125 Structural Plans 30 23-Feb-14 24-Mar-14 35 Structural Plans
2DI130 Signing / Striping 20 23-Mar-14 11-Apr-14 12 Signing / Striping
2DI140 Lighting 15 02-Apr-14 16-Apr-14 12 Lighting
2DI160 Geo-tech Report 15 04-Apr-14 18-Apr-14 77 Geo-tech Report
2DI170 Landscaping 10 19-Apr-14 28-Apr-14 0 Landscaping
2DI175 ROW Plans 10 19-Apr-14 28-Apr-14 0 ROW Plans
2DI180 MOT 15 25-Mar-14 08-Apr-14 20 MOT
2DI190 Design QAQC Review 10 29-Apr-14 08-May-14 0 Design QAQC Review
2DI200 Contractor Review 10 09-May-14 18-May-14 0 Contractor Review
2DI210 VDOT Review Geo-tech Report 45 19-Apr-14 02-Jun-14 77 VDOT Review Geo-tech Report
2DI220 VDOT/FHWA Review Roadway/Structural 21 19-May-14 08-Jun-14 0 VDOT/FHWA Review Roadway/Structural
2DI230 Comment Resolution 10 09-Jun-14 18-Jun-14 0 Comment Resolution
Final Design 30-Aug-14, Final Design
Roadway & Geotech 05-Aug-14, Roadway & Geotech
2FDRG100 Roadway & Geotech 15 19-Jun-14 03-Jul-14 0 Roadway & Geotech
2FDRG110 Contractor/Design QAQC Reviews 5 04-Jul-14 08-Jul-14 41 Contractor/Design QAQC Reviews
2FDRG120 VDOT/FHWA Reviews 21 09-Jul-14 29-Jul-14 41 VDOT/FHWA Reviews
2FDRG130 Release for Construction 7 30-Jul-14 05-Aug-14 41 Release for Construction
MOT 30-Aug-14, MOT
2FDMOT100 MOT 10 19-Jul-14 28-Jul-14 16 MOT
2FDMOT110 Contractor/Design QAQC Reviews 5 29-Jul-14 02-Aug-14 16 Contractor/Design QAQC Reviews
PS-3

Float
ration
2FDMOT120 VDOT/FHWA Reviews 21 03-Aug-14 23-Aug-14 16 VDOT/FHWA Reviews
2FDMOT130 Release for Construction 7 24-Aug-14 30-Aug-14 16 Release for Construction
Culvert & ESC 13-Aug-14, Culvert & ESC
2FDCESC100 Culvert & ESC 18 24-Jun-14 11-Jul-14 42 Culvert & ESC
2FDCESC110 Contractor/Design QAQC Reviews 5 12-Jul-14 16-Jul-14 42 Contractor/Design QAQC Reviews
2FDCESC120 VDOT/FHWA Reviews 21 17-Jul-14 06-Aug-14 42 VDOT/FHWA Reviews
2FDCESC130 Release for Construction 7 07-Aug-14 13-Aug-14 42 Release for Construction
SWM & Drainage 07-Aug-14, SWM & Drainage
2FDSWM100 SWM & Drainage 17 19-Jun-14 05-Jul-14 0 SWM & Drainage
2FDSWM110 Contractor/Design QAQC Reviews 5 06-Jul-14 10-Jul-14 0 Contractor/Design QAQC Reviews
2FDSWM120 VDOT/FHWA Reviews 21 11-Jul-14 31-Jul-14 0 VDOT/FHWA Reviews
2FDSWM130 Release for Construction 7 01-Aug-14 07-Aug-14 0 Release for Construction
Signing, Lighting 18-Aug-14, Signing, Lighting
2FDSL100 Signing, Lighting 13 04-Jul-14 16-Jul-14 94 Signing, Lighting
2FDSL110 Contractor/Design QAQC Reviews 5 17-Jul-14 21-Jul-14 94 Contractor/Design QAQC Reviews
2FDSL120 VDOT/FHWA Reviews 21 22-Jul-14 11-Aug-14 94 VDOT/FHWA Reviews
2FDSL130 Release for Construction 7 12-Aug-14 18-Aug-14 94 Release for Construction
Structures 10-Aug-14, Structures
2FDSTR100 Structures 15 24-Jun-14 08-Jul-14 190 Structures
2FDSTR110 Contractor/Design QAQC Reviews 5 09-Jul-14 13-Jul-14 190 Contractor/Design QAQC Reviews
2FDSTR120 VDOT/FHWA Reviews 21 14-Jul-14 03-Aug-14 190 VDOT/FHWA Reviews
2FDSTR130 Release for Construction 7 04-Aug-14 10-Aug-14 190 Release for Construction
Finish Package (Landsc
(Lands
(Landscaping/Striping) 15-Aug-14, Finish Package (Landscaping/Striping)
2FDLS100 Landscaping/Striping 10 04-Jul-14 13-Jul-14 97 Landscaping/Striping
2FDLS110 Contractor/Design QAQC Reviews 5 14-Jul-14 18-Jul-14 97 Contractor/Design QAQC Reviews
2FDLS120 VDOT/FHWA Reviews 21 19-Jul-14 08-Aug-14 97 VDOT/FHWA Reviews
2FDLS130 Release for Construction 7 09-Aug-14 15-Aug-14 97 Release for Construction
Construction 21-Oct-15
Project Wide 20-Oct-15
C100 Mobilizatoin 10 28-Apr-14 13-May-14 60 Mobilizatoin
C110 Establish Field Offices 10 28-Apr-14 13-May-14 60 Establish Field Offices
C120 Public Relations 708 12-Nov-13 20-Oct-15 1 Public Re
C130 Project Wide MOT 10 14-May-14 29-May-14 60 Project Wide MOT
HP100 SWPPP (Hold Point) 1 08-Aug-14 08-Aug-14 0 SWPPP (Hold Point)
HP110 MOT PIM (Hold Point) 1 02-Jun-14 02-Jun-14 53 MOT PIM (Hold Point)
HP120 ESC PIM (Hold Point) 1 09-Jun-14 09-Jun-14 49 ESC PIM (Hold Point)
HP130 Clearing PIM (Hold Point) 1 09-Jun-14 09-Jun-14 49 Clearing PIM (Hold Point)
HP140 Earthwork PIM (Hold Point) 1 02-Jun-14 02-Jun-14 41 Earthwork PIM (Hold Point)
HP150 Underdrain PIM (Hold Point) 1 02-Jun-14 02-Jun-14 58 Underdrain PIM (Hold Point)
HP160 Aggregate Base PIM (Hold Point) 1 02-Jun-14 02-Jun-14 58 Aggregate Base PIM (Hold Point)
HP170 Asphalt Paving PIM (Hold Point) 1 02-Jun-14 02-Jun-14 58 Asphalt Paving PIM (Hold Point)
HP180 Guardrail PIM (Hold Point) 1 23-Jun-14 23-Jun-14 156 Guardrail PIM (Hold Point)
HP190 Flatwork PIM (Hold Point) 1 02-Jun-14 02-Jun-14 168 Flatwork PIM (Hold Point)
HP200 Traffic Signs PIM (Hold Point) 1 13-Jun-14 13-Jun-14 161 Traffic Signs PIM (Hold Point)
HP210 Site Lighting PIM (Hold Point) 1 13-Jun-14 13-Jun-14 151 Site Lighting PIM (Hold Point)
PS-4

Float
ration
HP220 Drainage PIM (Hold Point) 1 20-Jun-14 20-Jun-14 47 Drainage PIM (Hold Point)
HP230 Permanent Striping PIM (Hold Point) 1 23-Jun-14 23-Jun-14 186 Permanent Striping PIM (Hold Point)
HP240 Structure PIM (Hold Point) 1 02-Jun-14 02-Jun-14 39 Structure PIM (Hold Point)
Phase 1 08-May-15, Phase 1
Route 9 Roundabout Construction 08-May-15, Route 9 Roundabout Constr
1CR9100 Establish MOT for Roundabout Constr 5 20-Jun-14 27-Jun-14 43 Establish MOT for Roundabout Constr
1CR9110 Construct Ramp C / NE Side of Rte. 9 Tie 15 11-Aug-14 02-Sep-14 17 Construct Ramp C / NE Side of Rte. 9 Tie-in
1CR9120 Construct Ramp B / Trail / NW Side of Rte 15 26-Aug-14 16-Sep-14 17 Construct Ramp B / Trail / NW Side of Rte. 9 Tie-in
1CR9130 Construct E. Col. Hwy / Dry Mill Road 15 10-Sep-14 03-Oct-14 17 Construct E. Col. Hwy / Dry Mill Road
1CR9140 Construct Ramp A / Trail / SW Side of Rte 25 26-Sep-14 04-Nov-14 17 Construct Ramp A / Trail / SW Side of Rte. 9 Tie-in
1CR9150 Construct Ramp D / Trail / SE Side of Rte 15 28-Oct-14 20-Nov-14 17 Construct Ramp D / Trail / SE Side of Rte. 9 Tie-in
1CR9160 Convert Traffic Pattern to Final 5 21-Nov-14 01-Dec-14 17 Convert Traffic Pattern to Final
1CR9170 Construct Center Islands Roundabout 20 02-Dec-14 06-Jan-15 17 Construct Center Islands Roundabout
1CR9180 Re-configure Trail into Final Alignment 10 03-Feb-15 19-Feb-15 0 Re-configure Trail into Final Alignment
1CR9190 Complete Lighting for Roundabouts 10 20-Feb-15 09-Mar-15 0 Complete Lighting for Roundabouts
1CR9200 Install Roadside Improvements for rounda 20 10-Mar-15 13-Apr-15 0 Install Roadside Improvements for roundabo
1CR9205 Surface Paving/Striping 5 14-Apr-15 21-Apr-15 10 Surface Paving/Striping
1CR9210 Install Landscaping in roundabouts 15 14-Apr-15 08-May-15 0 Install Landscaping in roundabouts
Route 9 Bridge Modif
Modi
Modificaitons 24-Dec-14, Route 9 Bridge Modificaitons
1CBRG100 MOT for Bridge Work 5 03-Jun-14 10-Jun-14 58 MOT for Bridge Work
1CBRG110 Install Soil Nail Wall 30 11-Aug-14 25-Sep-14 22 Install Soil Nail Wall
1CBRG120 Construct CIP Facia on Soil Nail Wall 40 26-Sep-14 01-Dec-14 22 Construct CIP Facia on Soil Nail Wall
1CBRG130 Grade and Construct Trail 15 02-Dec-14 24-Dec-14 22 Grade and Construct Trail
1CBRG140 Install Trail Lighting at Route 9 Bridge 10 10-Dec-14 24-Dec-14 22 Install Trail Lighting at Route 9 Bridge
WO&D Trail Tunnel 02-Feb-15, WO&D Trail Tunnel
1CTUN100 MOT for Tunnel Work 2 03-Jun-14 05-Jun-14 39 MOT for Tunnel Work
1CTUN110 Establish Access 2 11-Aug-14 12-Aug-14 0 Establish Access
1CTUN120 ESC 5 13-Aug-14 19-Aug-14 0 ESC
1CTUN130 MOT on Ramp D 5 21-Aug-14 27-Aug-14 0 MOT on Ramp D
1CTUN140 Construction of Tunnel / Walls - Part 1 45 28-Aug-14 07-Nov-14 0 Construction of Tunnel / Walls - Part 1
1CTUN150 Reset MOT on Ramp D 5 10-Nov-14 17-Nov-14 0 Reset MOT on Ramp D
1CTUN160 Construction of Tunnel / Walls - Part 2 45 18-Nov-14 02-Feb-15 0 Construction of Tunnel / Walls - Part 2
Phase 2 31-Mar-15, Phase 2
Beechnut Road Connection
Conn 23-Jul-14, Beechnut Road Connection
2CBRC100 Establish MOT 1 23-Jun-14 23-Jun-14 172 Establish MOT
2CBRC110 Excavate / Grade / Drainage for Connector 10 24-Jun-14 09-Jul-14 172 Excavate / Grade / Drainage for Connector
2CBRC120 Relocate Utility Pole 5 10-Jul-14 16-Jul-14 172 Relocate Utility Pole
2CBRC130 Paving / Striping / Roadside Improvements 4 18-Jul-14 23-Jul-14 172 Paving / Striping / Roadside Improvements
Ft. Johnston Road 31-Mar-15, Ft. Johnston Road
2CFJR100 Establish MOT 2 08-Jan-15 09-Jan-15 22 Establish MOT
2CFJR110 Clearing 10 12-Jan-15 26-Jan-15 22 Clearing
2CFJR120 ESC Installation 10 19-Jan-15 02-Feb-15 22 ESC Installation
2CFJR130 Earthwork / Grade Ft. Johnston Road 20 19-Jan-15 19-Feb-15 22 Earthwork / Grade Ft. Johnston Road
2CFJR140 Install Drainage 20 27-Jan-15 27-Feb-15 22 Install Drainage
2CFJR150 Instal Stone / UD 15 12-Feb-15 09-Mar-15 22 Instal Stone / UD
PS-5

Float
ration
2CFJR160 Base Paving 5 06-Mar-15 13-Mar-15 22 Base Paving
2CFJR170 Surface Paving 5 16-Mar-15 23-Mar-15 22 Surface Paving
2CFJR180 Roadside Improvements 5 24-Mar-15 31-Mar-15 22 Roadside Improvements
2CFJR190 Striping / Signing 5 24-Mar-15 31-Mar-15 22 Striping / Signing
W. Market Street 08-Aug-14, W. Market Street
2CWMS100 Establish MOT 5 23-Jun-14 30-Jun-14 162 Establish MOT
2CWMS110 Construct Wall along West Side 15 01-Jul-14 23-Jul-14 162 Construct Wall along West Side
2CWMS120 Drainage 15 09-Jul-14 31-Jul-14 162 Drainage
2CWMS130 Flatwork 15 09-Jul-14 31-Jul-14 162 Flatwork
2CWMS140 Mill and Overlay Roadway 10 24-Jul-14 08-Aug-14 162 Mill and Overlay Roadway
2CWMS150 Striping 3 05-Aug-14 08-Aug-14 162 Striping
2CWMS160 Roadside Improvements 7 30-Jul-14 08-Aug-14 162 Roadside Improvements
Temporary Improvem
Improvements of Median Shoulders EB 17-Jun-14, Temporary Improvements of Median Shoulders EB
2CTMP100 Improve EB Median Shoulders (228 to 25 10 02-Jun-14 17-Jun-14 255 Improve EB Median Shoulders (228 to 250)
Route 7 EB Widening of Shoulders/Retaiining Wall 21-Aug-14, Route 7 EB Widening of Shoulders/Retaiining Wall
2CEBW100 Establish MOT EB Outside Shoulder 5 19-Jun-14 26-Jun-14 255 Establish MOT EB Outside Shoulder
2CEBW110 Retaining Wall (Sta. 240 to 250) 20 27-Jun-14 28-Jul-14 255 Retaining Wall (Sta. 240 to 250)
2CEBW120 Construct EB Outside Widening (228 to 2 15 30-Jul-14 21-Aug-14 255 Construct EB Outside Widening (228 to 250)
Temporary Improvements
Improvem of Outside Shoulders WB 26-Jun-14, Temporary Improvements of Outside Shoulders WB
2CTMP200 Improve WB Outside Shoulders for MOT 15 02-Jun-14 26-Jun-14 51 Improve WB Outside Shoulders for MOT
Cross Culvert Installation
Installa / SWM - Route 7 19-Dec-14, Cross Culvert Installation / SWM - Route 7
2CSWM100 SWM Facilities - (144, 255-259) 20 20-Jun-14 22-Jul-14 58 SWM Facilities - (144, 255-259)
2CSWM110 Cross Culvert 1-B (142+50) 15 08-Oct-14 30-Oct-14 0 Cross Culvert 1-B (142+50)
2CSWM120 Cross Culvert 2 (154+50) 15 08-Oct-14 30-Oct-14 0 Cross Culvert 2 (154+50)
2CSWM130 Cross Culvert 5 (175+25) 15 23-Oct-14 17-Nov-14 0 Cross Culvert 5 (175+25)
2CSWM160 Cross Culvert 8 (223+00) 20 10-Nov-14 11-Dec-14 0 Cross Culvert 8 (223+00)
2CSWM170 Cross Culvert 8-D (221+75) 25 10-Nov-14 19-Dec-14 0 Cross Culvert 8-D (221+75)
2CSWM180 Cross Culvert 10-C (242+25) 20 10-Nov-14 11-Dec-14 0 Cross Culvert 10-C (242+25)
Route 7 - Median Construction
Con - EB and WB 08-May-15, Route 7 - Median Constructi
3CMED1000 Establish MOT Devices/Close Crossovers 10 02-Sep-14 15-Sep-14 10 Establish MOT Devices/Close Crossovers
3CMED1010 Install ESC 10 09-Sep-14 24-Sep-14 10 Install ESC
3CMED1020 Clearing 15 25-Sep-14 17-Oct-14 21 Clearing
3CMED1021 SWM - BMP 1G - (157 to 164) 15 25-Sep-14 17-Oct-14 10 SWM - BMP 1G - (157 to 164)
3CMED1022 SWM - BMP 2A - ( 175 - 176) 10 10-Oct-14 24-Oct-14 10 SWM - BMP 2A - ( 175 - 176)
3CMED1023 SWM - BMP - 2B - (184 - 175) 10 21-Oct-14 04-Nov-14 10 SWM - BMP - 2B - (184 - 175)
3CMED1030 Earthwork - 218-260 8 21-Nov-14 04-Dec-14 0 Earthwork - 218-260
3CMED1032 Earthwork - 178-218 8 05-Dec-14 18-Dec-14 0 Earthwork - 178-218
3CMED1034 Earthwork - 143-178 8 19-Dec-14 09-Mar-15 0 Earthwork - 143-178
3CMED1070 Gravity Wall - 225-233 12 05-Dec-14 23-Dec-14 43 Gravity Wall - 225-233
3CMED1080 Gavity Wall - 236-238 12 05-Dec-14 23-Dec-14 43 Gavity Wall - 236-238
3CMED1090 Grading/Drainage - 218-260 15 05-Dec-14 06-Mar-15 1 Grading/Drainage - 218-260
3CMED1100 Grading/Drainage - 178-218 15 19-Dec-14 20-Mar-15 9 Grading/Drainage - 178-218
PS-6

Float
ration
3CMED1110 Grading/Drainage - 143-178 16 10-Mar-15 06-Apr-15 0 Grading/Drainage - 143-178
3CMED1112 WB Full Depth Improvements at Rte 9 Ov 15 14-Apr-15 08-May-15 0 WB Full Depth Improvements at Rte 9 O
3CMED1120 Stonebase/UD - 218-260 4 09-Mar-15 13-Mar-15 17 Stonebase/UD - 218-260
3CMED1130 Stonebase/UD - 178-218 4 23-Mar-15 27-Mar-15 9 Stonebase/UD - 178-218
3CMED1140 Stonebase/UD - 143-178 4 07-Apr-15 13-Apr-15 0 Stonebase/UD - 143-178
3CMED1145 Flatwork 30 09-Mar-15 28-Apr-15 1 Flatwork
3CMED1150 Base/Intermediate Paving 15 14-Apr-15 08-May-15 0 Base/Intermediate Paving
3CMED1160 Roadside Improvements 15 14-Apr-15 08-May-15 0 Roadside Improvements
3CMED1170 Signing 15 09-Mar-15 02-Apr-15 21 Signing
3CMED1180 Striping 15 14-Apr-15 08-May-15 0 Striping
Phase 4 21-Oct-15
WB Route 7 Outsdie Shoulder
S Widening 12-Jun-15, WB Route 7 Outsdie S
4CWBW100 Establish MOT WB Outside Shoulder 5 11-May-15 18-May-15 0 Establish MOT WB Outside Shoulder
4CWBW110 Construct WB Perm Outside Widening/Sh 15 19-May-15 12-Jun-15 0 Construct WB Perm Outside Wide
Final Surface - Route 7 21-Oct-15
4CFIN100 Milling of Existing Route 7 for Build-up/Ov 20 15-Jun-15 17-Jul-15 0 Milling of Existing Route 7 f
4CFIN105 Final Surface Paving - Route 7 20 01-Jul-15 04-Aug-15 0 Final Surface Paving - R
4CFIN110 Final Striping/Roadside Improvements 20 20-Jul-15 21-Aug-15 0 Final Striping/Roads
4CFIN120 De-mobe and Clean-up 45 06-Aug-15 21-Oct-15 0 De-mobe
PS-7

Float
ration
Route 7 - WB Truck Climb
Climbing Lane 22-Oct-15
Project Milestones 22-Oct-15
M140 Notice to Proceed 0 15-Nov-13* 0 Notice to Proceed
M145 Interim Milestone 0 22-Aug-15* 0 Interim Milestone
M150 Substantial Completion 0 22-Oct-15* 0 Substanti
M160 Final Completion 0 22-Oct-15* 0 Final Com
Scope Validation
Environmental Permitti
Permittin
Permitting
Right-Of-Way Acquistion
Acquistio 07-Oct-14, Right-Of-Way Acquistion
RW100 Prepare Title Reports 5 13-Apr-14 17-Apr-14 0 Prepare Title Reports
RW110 Prepare Appraisals 30 18-Apr-14 17-May-14 0 Prepare Appraisals
RW120 Independent Appraisal Review 15 18-May-14 01-Jun-14 0 Independent Appraisal Review
RW125 Government Review Appraisals 21 02-Jun-14 22-Jun-14 0 Government Review Appraisals
RW130 Prepare and Deliver Offers / Negotiations 75 23-Jun-14 05-Sep-14 0 Prepare and Deliver Offers / Negotiations
RW131 Settlements / Transfers 32 06-Sep-14 07-Oct-14 0 Settlements / Transfers
Utility Relocations
Design 07-Aug-14, Design
Project Wide 13-Jan-14, Project Wide
Preliminary Design - P
Project Wide 13-Jan-14, Preliminary Design - Project Wide
DPW100 Topo Survey 30 15-Nov-13 14-Dec-13 0 Topo Survey
DPW120 Utility Designation 35 05-Dec-13 08-Jan-14 0 Utility Designation
DPW190 Geometric Design Refinement/Updates 25 20-Dec-13 13-Jan-14 0 Geometric Design Refinement/Updates
TMP 15-Feb-14, TMP
TMP100 Team kick-Off Meeting 1 21-Jan-14 21-Jan-14 0 Team kick-Off Meeting
TMP110 TMP Strategies 5 22-Jan-14 26-Jan-14 0 TMP Strategies
TMP120 MOTAA (Anaylsis, if needed) 10 27-Jan-14 05-Feb-14 0 MOTAA (Anaylsis, if needed)
TMP130 Draft MOT Drawings 21 26-Jan-14 15-Feb-14 0 Draft MOT Drawings
Design Package 1 - Route
Ro
R 9 12-Apr-14, Design Package 1 - Route 9
Intermediate Design 12-Apr-14, Intermediate Design
1DI200 MOT 15 16-Feb-14 02-Mar-14 0 MOT
1DI210 Design QAQC Review 5 03-Mar-14 07-Mar-14 0 Design QAQC Review
1DI220 Contractor Review 5 08-Mar-14 12-Mar-14 0 Contractor Review
1DI230 VDOT/FHWA Review 21 13-Mar-14 02-Apr-14 0 VDOT/FHWA Review
1DI250 Comment Resolution 10 03-Apr-14 12-Apr-14 0 Comment Resolution
Final Design
Roadway & Geotech
MOT
Culvert & ESC
SWM & Drainage
Signing, Lighting
Structures
Finish Package (Landscaping/Striping)

(Lands
(Landsc
Design Package 2 - Route

Ro
R 7 07-Aug-14, Design Package 2 - Route 7
Intermediate Design 07-Aug-14, Intermediate Design
2DI100 Prepare Roadway Plans (Intermediate) 40 13-Feb-14 24-Mar-14 0 Prepare Roadway Plans (Intermediate)
2DI110 Major Drainage / ESC 20 13-Mar-14 01-Apr-14 0 Major Drainage / ESC
PS-8

Float
ration
2DI120 Surface Drainage / SWM 25 25-Mar-14 18-Apr-14 0 Surface Drainage / SWM
2DI170 Landscaping 10 19-Apr-14 28-Apr-14 0 Landscaping
2DI175 ROW Plans 10 19-Apr-14 28-Apr-14 0 ROW Plans
2DI190 Design QAQC Review 10 29-Apr-14 08-May-14 0 Design QAQC Review
2DI200 Contractor Review 10 09-May-14 18-May-14 0 Contractor Review
2DI220 VDOT/FHWA Review Roadway/Structural 21 19-May-14 08-Jun-14 0 VDOT/FHWA Review Roadway/Structural
2DI230 Comment Resolution 10 09-Jun-14 18-Jun-14 0 Comment Resolution
Final Design 07-Aug-14, Final Design
Roadway & Geotech 03-Jul-14, Roadway & Geotech
2FDRG100 Roadway & Geotech 15 19-Jun-14 03-Jul-14 0 Roadway & Geotech
MOT
Culvert & ESC
SWM & Drainage 07-Aug-14, SWM & Drainage

2FDSWM100 SWM & Drainage 17 19-Jun-14 05-Jul-14 0 SWM & Drainage
2FDSWM110 Contractor/Design QAQC Reviews 5 06-Jul-14 10-Jul-14 0 Contractor/Design QAQC Reviews
2FDSWM120 VDOT/FHWA Reviews 21 11-Jul-14 31-Jul-14 0 VDOT/FHWA Reviews
2FDSWM130 Release for Construction 7 01-Aug-14 07-Aug-14 0 Release for Construction
Signing, Lighting
Structures
Finish Package (Landscaping/Striping)

(Lands
(Landsc
Construction 21-Oct-15
Project Wide 08-Aug-14, Project Wide
HP100 SWPPP (Hold Point) 1 08-Aug-14 08-Aug-14 0 SWPPP (Hold Point)
Route 9 Roundabout Construction 08-May-15, Route 9 Roundabout Constru
1CR9180 Re-configure Trail into Final Alignment 10 03-Feb-15 19-Feb-15 0 Re-configure Trail into Final Alignment
1CR9190 Complete Lighting for Roundabouts 10 20-Feb-15 09-Mar-15 0 Complete Lighting for Roundabouts
1CR9200 Install Roadside Improvements for rounda 20 10-Mar-15 13-Apr-15 0 Install Roadside Improvements for roundabout
1CR9210 Install Landscaping in roundabouts 15 14-Apr-15 08-May-15 0 Install Landscaping in roundabouts
Route 9 Bridge Modificaitons
Modif
WO&D Trail Tunnel 02-Feb-15, WO&D Trail Tunnel
1CTUN110 Establish Access 2 11-Aug-14 12-Aug-14 0 Establish Access
1CTUN120 ESC 5 13-Aug-14 19-Aug-14 0 ESC
1CTUN130 MOT on Ramp D 5 21-Aug-14 27-Aug-14 0 MOT on Ramp D
1CTUN140 Construction of Tunnel / Walls - Part 1 45 28-Aug-14 07-Nov-14 0 Construction of Tunnel / Walls - Part 1
1CTUN150 Reset MOT on Ramp D 5 10-Nov-14 17-Nov-14 0 Reset MOT on Ramp D
1CTUN160 Construction of Tunnel / Walls - Part 2 45 18-Nov-14 02-Feb-15 0 Construction of Tunnel / Walls - Part 2
Phase 2 19-Dec-14, Phase 2
Beechnut Road Connection
Conn
Ft. Johnston Road
W. Market Street
Temporary Improvem
Improvements of Median Shoulders EB
Route 7 EB Widening of Shoulders/Retaiining Wall
Temporary Improvem
Improvements of Outside Shoulders WB
Cross Culvert Installation
Installa / SWM - Route 7 19-Dec-14, Cross Culvert Installation / SWM - Route 7
2CSWM110 Cross Culvert 1-B (142+50) 15 08-Oct-14 30-Oct-14 0 Cross Culvert 1-B (142+50)
PS-9

Float
ration
2CSWM120 Cross Culvert 2 (154+50) 15 08-Oct-14 30-Oct-14 0 Cross Culvert 2 (154+50)
2CSWM160 Cross Culvert 8 (223+00) 20 10-Nov-14 11-Dec-14 0 Cross Culvert 8 (223+00)
2CSWM170 Cross Culvert 8-D (221+75) 25 10-Nov-14 19-Dec-14 0 Cross Culvert 8-D (221+75)
2CSWM180 Cross Culvert 10-C (242+25) 20 10-Nov-14 11-Dec-14 0 Cross Culvert 10-C (242+25)
Route 7 - Median Construction
Con - EB and WB 08-May-15, Route 7 - Median Constructio
3CMED1030 Earthwork - 218-260 8 21-Nov-14 04-Dec-14 0 Earthwork - 218-260
3CMED1032 Earthwork - 178-218 8 05-Dec-14 18-Dec-14 0 Earthwork - 178-218
3CMED1034 Earthwork - 143-178 8 19-Dec-14 09-Mar-15 0 Earthwork - 143-178
3CMED1110 Grading/Drainage - 143-178 16 10-Mar-15 06-Apr-15 0 Grading/Drainage - 143-178
3CMED1112 WB Full Depth Improvements at Rte 9 Ov 15 14-Apr-15 08-May-15 0 WB Full Depth Improvements at Rte 9 Ov
3CMED1140 Stonebase/UD - 143-178 4 07-Apr-15 13-Apr-15 0 Stonebase/UD - 143-178
3CMED1150 Base/Intermediate Paving 15 14-Apr-15 08-May-15 0 Base/Intermediate Paving
3CMED1160 Roadside Improvements 15 14-Apr-15 08-May-15 0 Roadside Improvements
3CMED1180 Striping 15 14-Apr-15 08-May-15 0 Striping
Phase 4 21-Oct-15
WB Route 7 Outsdie S
Shoulder Widening 12-Jun-15, WB Route 7 Outsdie Sh
4CWBW100 Establish MOT WB Outside Shoulder 5 11-May-15 18-May-15 0 Establish MOT WB Outside Shoulder
4CWBW110 Construct WB Perm Outside Widening/Sh 15 19-May-15 12-Jun-15 0 Construct WB Perm Outside Widen
Final Surface - Route 7 21-Oct-15
4CFIN100 Milling of Existing Route 7 for Build-up/Ov 20 15-Jun-15 17-Jul-15 0 Milling of Existing Route 7 fo
4CFIN105 Final Surface Paving - Route 7 20 01-Jul-15 04-Aug-15 0 Final Surface Paving - R
4CFIN110 Final Striping/Roadside Improvements 20 20-Jul-15 21-Aug-15 0 Final Striping/Roadsi
4CFIN120 De-mobe and Clean-up 45 06-Aug-15 21-Oct-15 0 De-mobe
PS-10
4.7 PROPOSAL SCHEDULE

4.7.1 PROPOSAL SCHEDULE DEVELOPMENT
The Corman DB Team has thoroughly evaluated the Project RFP documents, performed site visits of Route 7,
including the Route 9 and W. Market Street Interchanges, attended pre-proposal meetings, participated in
proprietary meeting discussions, and had working sessions among our construction and design teams. Through
this progression, we developed a simplified solution to the project to deliver the project through our sequencing
plan. This narrative explains how we plan to deliver a positive experience to VDOT and the stakeholders of the
area. The project completion date is as shown in the RFP of October 22, 2015.
The proposal schedule can be found in the Appendix.
Project Milestones
Notice of Intent to Award Date August 30, 2013
CTB Approval/Notice to Award October 16, 2013
Notice to Proceed November 15, 2013
Substantial Completion of Design August 30, 2014
Mobilization April 28, 2014
Interim Milestone: August 22, 2015
Substantial Completion of Project October 22, 2015
Final Completion of Project: October 22, 2015
Work Breakdown Structure
The baseline schedule integrates design and construction into a Work Breakdown Structure (WBS) as shown
below:
Level 1: Schedule Milestones – Overall schedule review of progress.
Level 2: Scope Validation Period – Includes verification of utilities, geotechnical investigations and conceptual
pavement designs, and spot checking the survey and base maps.
Level 3: Design – Includes preliminary (project wide), detailed and final design cycles with time allocated for
engineering services, plan development, QA/QC reviews, VDOT, FHWA and other regulatory agency reviews
and approvals of plans.
Level 4: Environmental Permitting – Includes preparation and approvals of Erosion and Sediment Control
plans, JPA, SWPPP, VSMP, etc.
Level 5: Right of Way Acquisition – Includes title research, appraisals, offers, and negotiations.
Level 6: Utility Relocations – Includes activities for the UFI meetings, finalizing UT-9 Forms, preparation of
the preliminary engineering estimates, utility relocation design by the our team and utility owners, approval of
P&E estimates, utility design approvals, and utility relocations.
Level 7: Construction – Includes all components of roadway construction, as well as maintenance of traffic,
temporary pavement for MOT, erosion & sediment controls, stormwater management, wall construction, tunnel
construction, trail relocation, Route 9 bridge modifications, ditches/drainage, lighting, landscaping, and
roadside improvements. QA/QC witness and hold points are incorporated in this section. Public Relations are
included in the general section of this phase.
PS-11
WORK BREAKDOWN STRUCTURE
Level 1 Levels 2 and 3
Phase 1 Schedule Milestones
Phase 2 Scope Validation Period
Phase 3 Environmental Permitting
Phase 4 Right-of-Way Acquisition
Phase 5 Utility Relocations
Phase 6 Design
1.6.1 Project Wide
1.6.2 TMP
1.6.3 Design Package 1 – Route 9
1.6.4 Design Package 2 – Route 7
Phase 7 Construction
1.7.1 Project Wide
1.7.2 Phase 1
1.7.3 Phase 2
1.7.4 Phase 3
1.7.5 Phase 4
Calendars
Three project calendars were used in the schedule and include:
1. “I-64 - Calendar Day” –Based on seven days per week and is used for design and review periods.
2. “I-64 - Winter Calendar” –Based on a non-work period from December 22 through February 28 for
weather dependent activities, such as asphalt paving.
3. “I-64 - Construction Calendar” –Based on five working days per week and is used for construction
activities and includes holiday restrictions and anticipated weather days.
PS-12
Design Phase
The design phase includes preparation, QA/QC reviews, and submissions of Preliminary (Project Wide),
Intermediate, Final and Ready for Construction design stages of the structure and roadway design process.
Included are 21-day review activities for VDOT review periods. Included to support the plan preparation is
survey coordination and mapping, geo-technical investigations, and utility designations. Activities are included
for geotechnical investigations, reports and a 45-day period for VDOT’s review of the geotechnical report prior
to submitting the final roadway package. The design phase will begin immediately upon Notice of Intent to
Award to begin work advancing the concept plans to the Preliminary and Intermediate stage. It is expected to
have “Ready for Construction” plans in May 2014.
Environmental Permitting
Activities have been incorporated for the full project wide concept SWM/ES Plan, Complete Wetland
Delineation, Confirm Jurisdictional Determinations, Threatened and Endangered Species, Virginia Water
Protection (VWP) Permit, Individual Wetland Permit and the VSMP Permit.
This portion of the schedule should not impact the project’s critical path.
Right-of-way Acquisition
ROW will be required for permanent takes for roadway construction and permanent easements for drainage
facilities and SWM ponds.
Utility Relocations
There are three anticipated utility conflicts along Ft. Johnston Road. The utility relocations are sequenced to
match the required work operations.
Construction
Construction will be phased as described below:
PHASE 1 - CONSTRUCT TRAIL REALIGNMENT, ROUTE 9 BRIDGE MODIFICATIONS, ROUTE 9
ROUNDABOUTS/RAMPS AND ARCH TUNNEL.
 Close EB Route 7 shoulder using concrete barrier; remove existing slope protection and construct
retaining wall and trail under Route 9 Bridge.
 Construct the arch tunnel and retaining walls for the trail section that goes under Route 9 Ramp D to EB
Route 7. The tunnel and ramp construction is in two phases. Existing left shoulder of the ramps will
need to be paved full depth for the shift of traffic to use the shoulder during the first phase of arch and
ramp construction. Shift traffic to the right of ramp to build the second half of arch and ramp.
Construction will not close any lanes on the ramp and will be shielded by temporary construction
barrier.
 Grade and pave the remaining trail from the tie in at the existing trail near Dry Mill Road to the tie in
point on the west side of Route 9. The existing trail remains open at all times.
 Construct the Route 9 roundabouts in several stages, maintaining access to existing Route 7 bridges at
all times. Sequence construction to build the drainage facilities at outfall points first. The trail will
remain open at all times.
PHASE 2 - CONSTRUCT WEST MARKET STREET IMPROVEMENTS, FORT JOHNSTON ROAD,
BEECHNUT ROAD AND EB ROUTE 7 OUTSIDE SHOULDER / WIDENING WORK
PS-13
PS-1
 Construct the West Market Street improvements. In the first stage, maintain one lane of traffic in each
direction and construct widening and retaining wall on west side of road. In second stage, maintain one
lane of traffic in each direction and construct the east side of the road. Maintain access to ramps to
Route 7 at all times. Portion of West Market Street on south side of Route 7 may require one way
traffic / flagger during off-peak hours.
 Construct connection of Beechnut Road.
 Construct Fort Johnston Road. Maintain access to adjacent properties at all times. Maintain access to
Route 7 until Fort Johnston Road is complete and open to traffic. This required a majority of the ROW
for the project. The work has float and may be shifted forward depending on design approvals, ROW
acquisition and utility relocations.
 Upgrade median shoulders on EB Route 7 for temporary MOT.
 Construct widening on the outside shoulders for EB Route 7 and proposed retaining wall along stream.
PHASE 3 - CONSTRUCT WB ROUTE 7 MEDIAN WIDENING AND EB ROUTE 7 MEDIAN WIDENING
 Upgrade outside shoulders on WB / EB on Route 7 for temporary MOT.
 Close all existing median crossings.
 Reconstruct WB / EB median, including drainage, retaining/barrier walls, SWM, signing and roadside
improvements.
PHASE 4 – CONSTRUCT WB ROUTE 7 OUTSIDE SHOULDER WIDENING, CONSTRUCT FINAL
PAVEMENT SURFACE
 Reconstruct WB outside shoulders.
 Construct final surface course to Route 7.
4.7.2 PROPOSAL SCHEDULE NARRATIVE

Plan to Execute the Work: In general, we plan to complete the design in two major packages. This will allow
construction to commence on the tunnel, Route 9 bridge modification and roadwork on Route 9 while design
work for Route 7 is progressed. Construction will be performed in four (4) phases and complete the project on
or before the Final Completion Date of 10/22/15.
For this project we have made the following assumptions:
 Bridge: A soil nail and CIP wall be installed along the existing abutment for permanent trail
construction. No modifications of existing EB Route 7 at this location are required.
 ROW Requirements: Twenty-one parcels are affected, 16 permanent easement acquisitions for
drainage and 5 fee simple acquisitions for roadway construction.
 Utility Relocations: There are four utility conflicts involving pole relocations for roadway construction
along Fort Johnston Road and Beechnut Road.
 Signal Work: None required.
 Signing Work: Updated signing.
 Stormwater Management: State-of-the-art application of stormwater management techniques.
 Storm Drainage: Culvert extensions and replacements are anticipated under Route 7 per the schedule
included in the design concept section. Drainage systems are included along the new roadway sections.
 Design Reviews: The project design will be completed as two packages with preliminary (project
wide), intermediate, final and RFC submissions.
PS-14
 Work Times/Traffic Control: Traffic will be maintained per RFP requirements. The outside shoulders
will be improved for interim MOT purposes on Route 7. The schedule is based on the work hours
allowed in the RFP.
 Substantial and Final Job Completion: Work will be completed by October 22, 2015.
Schedule Overview
Notice of Intent to Award: August 30, 2013
Design Activities: August 2013 –August 2014

Construction: May 2014 – October 2015
Interim Milestone August 22, 2015
Final Completion: October 22, 2015
Construction: We divided the project into logical segments of work for efficiency use of MOT devices. We
then combined and sequenced the work to maximize resources, reduce overall schedule duration and diligently
progress the work while maintaining constant flow of traffic through the work zones.
A sequence of construction graphic is shown on Page 26.

Construction will be in four phases as follows:
Phase 1 – Tunnel, Route 9 bridge modifications, roundabouts/ramps, and trail reconstruction.
Phase 2 –West Market Street improvements, Beechnut Road connection, Fort Johnston Road, widening EB
shoulders, retaining wall along stream, and upgrade median shoulders on Route 7 for MOT.
Phase 3 – Median construction of WB and EB Route 7.
Phase 4 –Route 7 WB outside shoulder widening and final surface paving of Route 7.
Construction is scheduled to take place with multiple crews. Weekly scheduling and supervisory meetings with
the Construction Manager, Project Engineer, Construction QC Manager, QAM, superintendents, foreman, and
engineers will be held to establish the three-week look-ahead schedules. These schedules include detailed QC
inspection and testing needs. Subcontractors will be involved in weekly scheduling meetings.
Design: As our team studied the overall project schedule, it was apparent that there is a time advantage to
completing the design in two major packages for sequencing of the work. Design work will begin upon Notice
of Intent to Award the project. During the Scope Validation Period, we will verify utilities and conceptual
pavement designs, begin the geotechnical investigations, and spot check the survey and base maps. We allotted
21-day review cycles and a RFC revision period for major plan submissions in the CPM schedule. The
maintenance of traffic, as well as the required SWM Report, and E&S permitting plans will advance
concurrently with the roadway design. Over-the-shoulder reviews will be conducted throughout design to keep
VDOT informed of decisions made as the design is being developed.
Critical Path: The Critical Path is shown in the Appendix which flows through the ROW acquisition,
preliminary design/project wide, TMP, reviews of intermediate design of design package 1, intermediate and
final design of design package 2, tunnel construction, Route 9 improvements, cross culvert and median
improvements on Route 7, Route 7 outside widening, and the final surface paving on route 7.
PS-15
Managing the Schedule and the Project: Open and honest communication leads to effective coordination. The
construction schedule is the primary means for the Corman DB Team to communicate the construction plan to
the team and other stakeholders. It includes planned means and methods, sequencing, resourcing and timing.
The schedule provides the framework for planning and scheduling the day-to-day work. The durations
established for activities become the basis for setting production goals. The schedule also serves as the yardstick
to monitor and measure progress and is a tool for identifying the impact of unexpected events or conditions and
for revising the construction plan to mitigate the impact of delays.
The schedule will be constantly reviewed and maintained to avoid slippage, as well as impacts discussed as part
of the monthly partnering process, to finalize mitigation and recovery solutions, should they be needed. Systems
to manage the design and construction sequencing will be clear and concise and include:
 Weekly design/construction scheduling and coordination meetings during the design phase
 Weekly construction scheduling meeting during the construction phase
 Utility relocation tracking sheets during the design and construction phases
 ROW progress tracking spreadsheets (if needed) during the design and construction phases
 Review and approval tracking spreadsheets of design element submittals
 Shop drawings status tracking sheets
 Material submittals and delivery schedules
 Non-conformance logs by QC and QA for design and construction
 RFI logs
 Monthly internal project review meetings by the Corman DB Team’s Executive Review Committee
 Monthly progress/partnering meetings with the major stakeholders, including VDOT, the Corman DB
Team’s designers, major subcontractors/vendors and local businesses. Affected utilities will also be
invited for the current stage of the work
At the internal weekly meetings, issues/concerns will be identified utilizing the above tracking aids and action
items identified and assigned to the responsible party who can resolve it. Three-week, 30 day and 60 day “look-
ahead schedules” will be prepared and discussed to analyze schedule and quality impacts. Similar information
will be discussed and action items assigned at the Monthly Progress/Partnering meetings with key stakeholders.
Other stakeholders may be invited to the monthly meeting as required for anticipated issues during upcoming
schedule activities.
The Executive Review Committee will meet monthly, usually one week prior to the Monthly
Progress/Partnering meeting, to review actual progress and identify resources (manpower, equipment and
materials) for upcoming scheduled items. Should issues be identified at these meetings, resolutions and
recovery strategies can be agreed upon prior to the monthly meeting, so the Corman DB Team can inform
stakeholders of potential issues and solutions.
The tracking sheets, submittal logs, and meeting action item lists, along with all other tracking and
correspondence, will be contained in Viewpoint (a project management database system) which allows
integration with the schedule.
Managing the Design and Construction Schedule: Meeting design milestones is the key to successful design
build projects. The Corman DB Team will use performance evaluation tools, mainly the earned value method,
to track the progress of our design consultants and other team members. This provides the design status to the
management team as the job progresses. Constructability reviews are crucial and will be performed by all
parties to avoid schedule delays of field design changes. At the regularly scheduled project control meeting, the
PS-16
PS-1
PS-1
individual discipline manager (whether it be design or field) will report on his group’s progress and how it fits
into the overall CPM schedule.
Keeping the CPM as the “big picture” and using the three-week look ahead for the details has proven
successful. The Construction Manager (CM), along with the Design Manager, will review, maintain, and update
the schedules as the work progresses. Three-week schedules (TWS) will be updated weekly at a
scheduling/planning meeting. The overall CPM schedule will be updated weekly and used as the long-range
planning tool. The “approved schedule” will be updated by the CM and project engineer, provided to VDOT
monthly prior to the monthly progress/partnering meetings, and include a comprehensive and detailed narrative,
performance evaluation charts, photos, etc.
The Corman DB Team has proven management systems (shown below) that keep the project on track:
 Weekly scheduling and supervisory meetings with the Construction Manager, Design Manager,
Construction QC Manager, QAM, superintendents, foreman, and engineers to establish the two-week
schedules. These schedules include detailed QC testing needs.
 Weekly site meetings during construction include the design team, public relations, and utility
coordination until design work is complete and as needed for the remainder of construction.
 Bi-weekly onsite progress meetings include all relevant parties to review schedule progress, design
issues, QA/QC matters, unresolved construction problems, safety performance, administration issues,
and general project management matters.
 Monthly Progress/Partnering Meetings are held by the DBPM, as well as all other project meetings.
The DBPM will develop and review the schedule and work closely with the Public Relations Manager to
implement the public outreach plan. When construction starts, the DBPM coordinates construction
activities through the CM and holds monthly progress meetings to review progress, conflicts, safety, and
quality. The Corman DB Team will keep minutes of all meetings and distribute them to all stakeholders
within 48 hours.
 During Construction design engineers will remain available to discuss and meet about field changes
that may occur during construction.
This project will be administered using our Viewpoint Project Management System, which manages the project
lifecycle, including design plans, contract management, RFI control, change orders, submittal/ transmittal
control, meetings, QA/QC documents, issue logs and lists, and more. It will help ensure that the project is
administered timely to prevent schedule delays. Viewpoint offers secure remote access by all appropriate
stakeholders via the web. It is designed to give Corman, designers, VDOT, subcontractors, utilities and vendors
access to the project data they need, when they need it, 24/7.
Schedule Recovery: The experience the Corman DB Team gained in working on similar projects will be
critical to the timeliness of resolving design and construction hurdles as they occur. The Corman DB Team has
successfully managed design on other jobs that enables critical activities, such as utility relocations and
environmental permitting, to be prioritized and monitored with the overall design and construction progress
accordingly. This team prides itself in solving construction and design issues rapidly without sacrificing
quality. This team will aggressively manage the entire project, allowing VDOT to minimize its management
and inspection resources required. Should any item on the CPM Schedule show unacceptable progress – for any
reason – a schedule recovery strategy will be developed and implemented immediately with VDOT’s
concurrence.
PS-17
Subcontractor Scheduling: Subcontractors will be selected based on quality performance per schedule
requirements. They will be involved in schedule meetings to understand well in advance of project
expectations.
Resource Availability: In the event additional resources are required to mitigate delays, Corman has a large
pool of resources to draw from including crews, equipment, subcontractors, suppliers, and professional
expertise. The Construction Manager will have a direct relationship with Corman’s Operations Manager and
Executive Team, who will intervene immediately on the project’s behalf to supply supplemental manpower and
equipment to maintain schedules. Rick Kumrow, Corman Operations Manager, will be actively involved in
oversight operations of the project. He has served in this capacity for over 20 years and has earned the respect
of local agencies, including VDOT, for successfully finishing jobs on or ahead of schedule. Mr. Kumrow’s
specialty is mitigating delays with alternate methods and adding shifts or providing additional resources as
demands change.
Our team is committed to providing VDOT a completed project by October 22, 2015.
PS-18
ATTACHMENT 4.0.1.1
TECHNICAL PROPOSAL CHECKLIST AND CONTENTS
Offerors shall furnish a copy of this Technical Proposal Checklist, with the page references added, with the Technical Proposal.
Technical
Included
RFP Part 1 Proposal
Technical Proposal Component Form (if any) within page
Cross Reference Page
limit?
Reference
Vol. I
Technical Proposal Checklist and Contents Attachment 4.0.1.1 Section 4.0.1.1 no Appendix
A-1 – A-3
Attachment 3.6 Vol. I
Acknowledgement of RFP, Revisions, and/or Addenda Sections 3.6, 4.0.1.1 no Appendix
(Form C-78-RFP)
A-4
Letter of Submittal NA Sections 4.1

Letter of Submittal on Offeror’s letterhead NA Section 4.1.1 yes Vol. I -1
Offeror’s official representative information NA Section 4.1.1 yes Vol. I -1
Authorized representative’s original signature NA Section 4.1.1 yes Vol. I -1
Declaration of intent NA Section 4.1.2 yes Vol. I -1
120 day declaration NA Section 4.1.3 yes Vol. I -1
Principal Officer information NA Section 4.1.4 yes Vol. I -1
Substantial and Final Completion Date(s) NA Section 4.1.5 yes Vol. I -1
Proposal Payment Agreement or Waiver of Proposal Attachment 9.3.1 or Vol. I
Section 4.1.6 no Appendix
Payment 9.3.2
A-5 – A-8
Attachment 11.8.6(a) Vol. I
Certification Regarding Debarment Forms Section 4.1.7 no Appendix
Attachment 11.8.6(b)
A-9 – A-17
1 of 3 A-1
ATTACHMENT 4.0.1.1
Technical
Included
RFP Part 1 Proposal
limit?
Reference
Offeror’s Qualifications NA Section 4.2
Confirmation that the information provided in the SOQ
submittal remains true and accurate or indicates that any NA Section 4.2.1 yes Vol. I -2
requested changes were previously approved by VDOT
Organizational chart with any updates since the SOQ
NA Section 4.2.2 yes Vol. I -2
submittal clearly identified
Revised narrative when organizational chart includes
NA Section 4.2.2 yes Vol. I -2
updates since the SOQ submittal
Design Concept NA Section 4.3

Conceptual Roadway Plans and description Vol. II–Plans
CP-1-CP-26
NA Section 4.3.1.1 yes
Vol. I- 3-8
Description
Conceptual Structural Plans and description Vol. II-Plans
NA Section 4.3.1.2 yes CP-1-CP-26
Vol. I -8-9
Project Approach NA Section 4.4

Environmental Management NA Section 4.4.1 yes Vol. I -10-12
Utilities NA Section 4.4.2 yes Vol. I -13-15
Geotechnical NA Section 4.4.3 yes Vol. I -16-18
A-2
2 of 3
ATTACHMENT 4.0.1.1
Technical
Included
RFP Part 1 Proposal
limit?
Reference
Quality Assurance/ Quality Control (QA/QC) NA Section 4.4.4 yes Vol. I -19-24
Construction of Project NA Section 4.5

Sequence of Construction NA Section 4.5.1 yes Vol. I -25-26
Transportation Management Plan NA Section 4.5.2 yes Vol. I -27-29
Disadvantaged Business Enterprises (DBE) NA Section 4.6

Written statement of percent DBE participation NA Section 4.6 yes Vol. I -30
DBE subcontracting narrative NA Section 4.6 yes Vol. I -30
Proposal Schedule NA Section 4.7

Proposal Schedule PS-1 –
NA Section 4.7 no
PS-14
Proposal Schedule Narrative NA Section 4.7 no PS-14-18
Proposal Schedule in electronic format (CD-ROM) NA Section 4.7 no CD-ROM
3 of 3
A-3
Submitted by: ORIGINAL
in conjunction with Copy 1 of 10
TECHNICAL PROPOSAL –VOLUME II

DESIGN-BUILD
FROM: ROUTE 9
TO: WEST MARKET STREET
LOUDOUN COUNTY, VIRGINIA
STATE PROJECT NO.: 6007-053-133, R201, C501
FEDERAL PROJECT NO.: STP-5401(518)
CONTRACT ID NUMBER: C00058599DB54
Submitted to:
JUNE 20, 2013

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PCC =131+22.40
Proposed Lighting
PT = 148+82.66
SCALE
0 50’ 100’
CP- 1
A.M ORTON THOMAS AND A SSOCIATES, INC.
TAYLOR,
MICHA State Project No.: 6007-053-133, R201, C501
R/W Mon.
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153 154 155 156 157 158 159 160 161 162 163 164 165 166 167
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n = 650.
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LEGEND
Power Pol
Top = 655.
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1 ST’
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2
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.
8.
E
+73
)
36
(2
95
9
E-
W.
MARKET ST OFF RA
3
MP
.
2.
Ramp -Aspa
hlt
L2
+34
Exi
sti
ng RW
9
E-
33
0.
5’Curb
gn
Si
1
270 ROUTE 7
269 271 WBL
Ma
oud
ler
Aspa
hltSh 268
272
t
267
chl
273
266
i
Rt
.
ne
CURVE_5 7-
Harr
yBy 274
rd Hwy
5
St
-WB
26 L
27
a.2
5
245
64+
P
276
T
Curve CURVE_5
00
274
.00
POT
ROUTE 7 EBL
+59.
250
Rt
.7 -Harr
yBy
She
rd Hwy
-EBL
47
19
2.
276
et#
0+9
274+59.47
+
gn
25
07.
Si
CP
PT
12
-1
0
11
1C
,502)
0070
-53-
DO a
T Pln6
PerV
Exs
itn
ig RW (
Ex
79
i
sti
32
ngR
XJ
mis
t
W i
6.
teL
e#
r
oa
p
r
4+6
Co
rg
ol
sbu
e
e y
fL
25
nt
rP
o u
o
wn
To S nC
NOTES 30
ou
PI
oud
L 48
we ’02
"W
Po
1 ST’
D.GR-
2 LEGEND
2 ST’
D.CG-
2 Full Depth Pavement

3 RCCGRAVI
TY WALL
CURVE_5 Demolition of Pavement

4 ST’
D.MB-
12B
PI = 268+85.06
C
5 ST’D. MB-13 Construction Limits in Cuts
F
6 ST’D. MS-1 T = 615.32’
L = 1,189.74’ Proposed Drainage Features
7 ST’
D.MB-
12C R = 1,890.00’
PCC =262+69.74 Proposed SWM BMP
8 MSE RETA PT = 274+59.47

I
NING WALL
Proposed Lighting
SCALE
0 50’ 100’
CP-11
pe
Pi
l
nc.
l
’
= 3 dwa
06
’
Co
38 7’
nv. = 395 .DI
028
99
ed
85
4’
nv. .En
ds
3"
0
.
.
Sh
ed
oo
6
nc
87
nv. n = 3 .
.3
W
Sh
nc
Co
n
Pl
AA
,L I
FRED LB IIET ALTC
-
Co
ZEREG
ode
DI
t=
P.
7
To l
88
Sh #XJ6
I
ed
ode
n
Ou
Wo
I
I
p
XK
Sh
8’
n
I
Wo
.
e#
ed
31
I
e
I
ol
1
ol
ode
re
Wo er P
rP
Po Wi
Wo
n
pe
ode
75
we
Pi
y
w
l
Po
Gu
wa
XK
nc.
01’
e#
nv. .End
p = SMH DI
9.
Co
’
ol
.
=38
64
5"
’
we re
onc
o
Prp.Permann
et
64
nc
.
rP
.1
Po Wi
99
.
Co
eEsm’t. 028
Pl
.C
a
Dr n
iag
92
.S
y
3
Pl
I
L
Pl
P
Gu
ed
=3
In
Sh
8’
L
pe
nv.
P
I
n
To
I
ET ALTC
-
.
ZEREGAA
,L I
FRED LB II
pe
DI
Pi
nv. = 397 DI
48
’
I
Pi
0’
Mon.
ode
’
20
0
DB1 2 7 PG 151
nc.
98
nc.
1
.
.
y.Frame
nc.
1
91
.
7.11 AC.
Wo
39
Co
Co
’
nv. = 397 .DI
=3
70 -9
1 6
-73 0-000
Co
Tax#2
’
93
96
t=
4"
86 R/W
P.
.4’
To l
ng
.
=3 .
8"
1
R/W Mon.
nv. n = 3 1
nc
91
n
Ou
.5
i
9
l
p
ame
S
2 St
60’
e
Dwel
.4
Co
Pl
n
R/W Mon.
nv.
I
ram
END CONSTRU CTO
IN
Pl
DI
ZEREGA,
ALFRED LB I
II
P.
I
278.
To l
y.Fr
t
I
99.
n
I
Ou
2 St g
STA. 267+20
y.F
I
DB394 PG636
n
ng
n
’I
i
n
l
+
5
i
I
4.22 AC.
Mon.
Dwel
1
Dw t
l
.
L2
el
39’
I
2 S
67
I
Tax#271-
49
92’
-
5682-
000
L
78
P
247.
72
22’
12
E-
78.
230.
77.
39
R/W
n.
228.
37.
+
L
+
PL
Mo
P
e
L29
m
gn
g a
+
in Fr
n.
e
Si
0
l ng ram 1
8
1
el ty.
W
2) i
Mo
E-
50 l
L
1C
, l
L21
1
3-1 .F
73 R/
1
7-05 w e
1
n600 D S Dw St y
E-
DO
a
T Pl n
ig RW 1
6 1
7
’
rV st 2
4
Guardral
i Pe
( Exi 2
W
t
Meal
89
L22
L2
07 R/
.
8.
E
+73
)
36
(2
95
9
E-
W.
MARKET ST OFF RA
3
MP
.
2.
Ramp -Aspa
hlt
L2
+34
Exi
sti
ng RW
9
E-
33
0.
5’Curb
gn
Si
1
270 ROUTE 7
269 271 WBL
Ma
oud
ler
Aspa
hltSh 268
272
t
267
chl
273
266
i
Rt
.
ne
CURVE_5 7-
Harr
yBy 274
rd Hwy
5
St
-WB
26 L
27
a.2
5
245
64+
P
276
T
Curve CURVE_5
00
274
.00
POT
ROUTE 7 EBL
+59.
250
Rt
.7 -Harr
yBy
She
rd Hwy
-EBL
47
19
2.
276
et#
0+9
274+59.47
+
gn
25
07.
Si
CP
PT
12
-1
0
11
1C
,502)
0070
-53-
DO a
T Pln6
PerV
Exs
itn
ig RW (
Ex
79
i
sti
32
ngR
XJ
mis
t
W i
6.
teL
e#
r
oa
p
r
4+6
Co
rg
ol
sbu
e
e y
fL
25
nt
rP
o u
o
wn
To S nC
NOTES 30
ou
PI
oud
L 48
we ’02
"W
Po
1 ST’
D.GR-
2 LEGEND
2 ST’
D.CG-
2 Full Depth Pavement

3 RCCGRAVI
TY WALL
CURVE_5 Demolition of Pavement

4 ST’
D.MB-
12B
PI = 268+85.06
C
5 ST’D. MB-13 Construction Limits in Cuts
F
6 ST’D. MS-1 T = 615.32’
L = 1,189.74’ Proposed Drainage Features
7 ST’
D.MB-
12C R = 1,890.00’
PCC =262+69.74 Proposed SWM BMP
8 MSE RETA PT = 274+59.47

I
NING WALL
Proposed Lighting
SCALE
0 50’ 100’
CP-11
5 LF ROUTE 7 WB PROFILE
0 LF
50 LF
SCALE
680_ 680_
675_ 675_
670_ 670_
TRANSITION TO
MATCH EX.
665_ 665_
CROSS SLOPE SE TRANSITION
At 0.0375% TO +4.00% RT
660_ 660_
per foot At 0.0253%
FULL SUPERELEVATION AT +4.30% RT per foot
655_ FULL SUPERELEVATION 655_
AT +4.00% RT
650_ 11.86’ 650_
57.33’
645_ 645_
89
03
24
88
27.
6.
.
59.
640_ 640_
01
1
37+
37+
31+
31+
1
635_ 635_
1
1
630_ 630_
625_ 625_
620_ 620_
43
607.
615_ 615_
610_ 610_
605_ 605_
600_ 600_
1
00 SEE SHEET CP-3
595_ Proposed Grade 595_
590_ Begin Proj. : 6007-053-133, P101, R201, C501 Existing Ground 590_
Rt. 7 WB Constr. B L Sta. 131+01.88
585_ 585_
580_ -
3.66 580_
%
575_ 575_
39+
570_ 570_
NE STA.1
565_ 565_
560_ 560_
MATCHLI
555_ 555_
550_ 550_
545_ 545_
540_ 540_
ST.
37
37
22
34
36
47
86
84
20
89
25
24
83
00
91
48
51
45
46
81
50
67
47
67
67
66
66
81
92
67
70
50
08
46
PROP.
85
7
03
5
7
01
1
1
1
1
2
89
9
632.
622.
592.
592.
585.
585.
630.
603.
603.
628.
620.
602.
588.
588.
626.
624.
605.
605.
598.
589.
589.
586.
586.
586.
586.
586.
586.
586.
599.
600.
594.
596.
594.
587.
587.
609.
597.
607.
1
1
3.
.
8.
.
6.
591
591
601
EXI
.
PGL
1
61
61
61
61
125+00.00 126+00.00 127+00.00 128+00.00 129+00.00 130+00.00 131+00.00 132+00.00 133+00.00 134+00.00 135+00.00 136+00.00 137+00.00 138+00.00 139+00.00
CP- 12
665_
1
00 SEE SHEET CP-6
660_
5 LF
655_
0 LF
ROUTE 7 PROFILE 660_
655_
50 LF
650_ SCALE 650_
FULL SUPERELEVATION AT +4.00% RT

645_ 645_
28
640_ 640_
36.
53+
48+
635_ 635_
NE STA.1
1
630_ 630_
CROWN RUNOFF
45
625_ SE TRANSITION 625_
MATCHLI
12
4.
00 SEE SHEET CP-
At 0.0253%
1
52+
620_ per foot 620_
Route 9 Bridge Existing Ground
1
615_ 615_
610_ STA = 139+74.87 610_

378.17’ 107’
64
32
35
59
EL = 575.44
65
34
05
57
62
60
68
69
55
79
64
87
67
02
36
95
42
6
70
78
605_ 605_
1
633.
630.
634.
636.
639.
643.
624.
624.
626.
629.
642.
637.
645.
654.
627.
640.
648.
648.
646.
Proposed Grade
.
.
.
.
631
621
621
651
651
SSD = 434’
600_ ex = 11.38’ 600_
39+
K = 98
NE STA.1
595_ 148+00.00 149+00.00 150+00.00 151+00.00 152+00.00 153+00.00

L = 945.00
590_
DRY MILL ROAD PROFILE
MATCHLI
585_ STA = 11+76.38 STA = 13+11.38

97%
5.
+ EL = 616.24 EL = 621.24
580_
ex = 1.07’ SSD = 213’
K = 26 ex = -1.06’
575_
74
K = 17
9.
L = 150.00
80
STA = 11+01.38
28
59
85
31
25
24
35
80
56
06
95
ST.
65
46
40
23
45
93
89
97
74
76
L = 120.00
47
78
76
37
PROP.
21
51
63
99
9
4
75
73
72
61
7.
1
1
625_ 625_
593.
592.
603.
588.
595.
586.
586.
586.
586.
589.
589.
590.
590.
598.
598.
594.
596.
600.
587.
587.
587.
604.
606.
609.
609.
607.
V = 25 MPH
2.
2.
.
5.
5.
.
8.
8.
PGL
EL = 617.74 V = 25 MPH
61
591
601
EXI
61
61
61
61
61
61
-
620_ -
1.
97% 3.36% 620_
-
2.00 70%
% 3.
+
139+00.00 140+00.00 141+00.00 142+00.00 143+00.00 144+00.00 145+00.00 146+00.00 147+00.00
670_ 615_ 615_
66
60
78
32
26
52
22
26
22
97
81
75
74
62
74
77
1
6
620.
620.
620.
620.
1
.
SE TRANSITION
8.
8.
8.
8.
9.
9.
9.
9.
7.
7.
7.
FULL SE
621
621
621
RAMP D PROFILE
61
61
61
61
61
61
61
61
61
61
61
665_ AT 7.28% AT 0.1200% 610_
PER FOOT
SE TRANS.
660_ 605_
10+00.00 11+00.00 12+00.00 13+00.00 14+00.00
AT 0.1937%
PER FOOT SE TRANSITION SE TRANSITION
655_ FULL SUPERELEVATION
FULL SUPERELEVATION AT 0.0577%
AT 0.0603% AT 2.60% NORMAL CROWN
AT 2.20% PER FOOT
PER FOOT
650_
645_
90
636.
645_
38.31 79 79.6 10.4
20
91
87
640_
37.
32.
STA = 17+75.00
22.
05
36
36
36
83
43
20+
06.
44.
70.
49.
38.
58.
20+
EL = 621.75
20+
635_
+
ex = 1.97’
+
2+
4+
5+
1
1
1
74 1
1
1
630_ K = 80
78%
5.
9.
+
STA = 11+05.86 NOTE: RAISE PROFILE TO AVOID FULL L = 355.00
61
625_
EL = 617.74 DEPTH PAVEMENT RECONSTRUCTION.
1
+34
. %
620_ -
1.
89% End Ramp D
-
1.
97% %
1
+34
. Sta. 20+37.20
615_
610_ STA = 12+55.86

Begin Profile Ramp D
Constr. B
LSta. 10+00.00 EL = 614.78
24
87
99
39
83
82
99
65
75
61
74
605_ 1
86
53
7
37
94
22
40
5
80
99
99
39
06
67
45
05
09
86
91
98
61
66
40
85
84
73
74
73
72
1
1
1
1
6
623.
622.
622.
620.
620.
620.
628.
634.
634.
624.
626.
626.
629.
637.
1
1
.
.
.
5.
5.
5.
5.
8.
8.
8.
8.
8.
8.
9.
9.
6.
4.
6.
4.
6.
6.
6.
6.
6.
9.
9.
7.
7.
7.
631
631
621
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
600_
10+00.00
595_ 11+00.00 12+00.00 13+00.00 14+00.00 15+00.00 16+00.00 17+00.00 18+00.00 19+00.00 20+00.00
CP- 13
5 LF
ROUTE 9 PROFILE
0 LF
50 LF
NORMAL CROWN AT -2.0%
SCALE
Begin Profile Rte. 9 Off-Ramp

Constr. B
L Sta. 10+00.00 STA = 14+53.04
STA = 15+31.03
74
78
00
EL = 611.69
9.
64.
STA = 16+19.64
00.
EL = 610.04
61
EL = 607.85 STA = 17+09.92
22+
0+
End Profile L
Rte. 9 Off-Ramp
620_ 1 -
2.02%
SSD = 1050’ EL = 604.65
Constr. B Sta. 22+64.78 620_
-
1.
62% ex = -0.12’ SSD = 1463’
615_ -
1.
77 K = 84 ex = -0.09’ 615_
%
STA = 11+00.47 -
2.1
1%
- STA = 19+80.28
2.47% L = 90.00 K = 118
610_ EL = 617.71 610_
EL = 593.01
L = 90.00
ex = 0.03’ - SSD = 1028’
605_ 3.54% 605_
K = 164 ex = -0.60’
600_ L = 65.00 K = 290 600_
-
4.31
%
L = 371.93
595_ 595_
Proposed Grade
Existing Ground
590_ - 590_
5.59%
1
577.1
585_ 585_
580_ 580_
575_ 575_
31
51
88
48
84
23
25
89
21
28
83
96
98
48
55
86
61
00
70
71
09
87
55
63
62
97
72
92
93
51
39
28
37
63
9
68
60
62
88
69
93
40
74
74
75
75
1
20
1
6
3
0
74
583.
583.
593.
585.
603.
588.
602.
588.
588.
580.
580.
590.
598.
586.
608.
608.
600.
599.
596.
596.
594.
587.
609.
609.
609.
606.
604.
604.
607.
577.
577.
1
1
1
3.
2.
5.
5.
.
.
8.
8.
0.
.
9.
9.
6.
6.
6.
6.
4.
7.
7.
591
591
601
.
.
1
1
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
61
10+00.00 11+00.00 12+00.00 13+00.00 14+00.00 15+00.00 16+00.00 17+00.00 18+00.00 19+00.00 20+00.00 21+00.00 22+00.00
RAMP A PROFILE RAMP B PROFILE RAMP C PROFILE

STA = 11+01.71
EL = 616.74
SSD = 188’
9.74
ex = -0.73’
61
K = 11
STA = 10+98.36
620_ 620_ L = 80.00 % 620_
2
91
1
+7
. EL = 602.72
58
608.
607.
615_ 615_ 615_

52
52
604.
604.
STA = 11+41.71
%
610_ 610_ 9.01 EL = 617.43 610_
+
6
-
1
4 3%
597.
605_ 605_ -
1.
83% .30% 1
+9
. 605_
1
+1
.5%
-
2.88%
600_ 600_ 600_
STA = 14+11.17
595_ 595_ STA = 12+00.00 EL = 602.72 595_
EL = 600.30
ex = 1.35’
K = 36
L = 198.89
31
59
02
61
47
95
99
68
79
91
60
43
83
76
36
30
25
60
24
67
52
52
93
35
75
70
79
80
07
35
58
21
24
66
45
73
23
3
81
08
29
92
1
43
57
603.
603.
603.
1
602.
602.
602.
602.
602.
602.
605.
608.
606.
604.
604.
607.
603.
602.
602.
598.
598.
593.
593.
600.
599.
599.
602.
604.
604.
594.
596.
600.
607.
.
.
.
2.
5.
8.
9.
601
601
601
601
601
601
7.
601
601
61
61
61
61
61
10+00.00 11+00.00 12+00.00 10+00.00 11+00.00 12+00.00 10+00.00 11+00.00 12+00.00 13+00.00 14+00.00 15+00.00
CP-14
5 LF W&OD TRAIL PROFILE

0 LF
50 LF SE TRANSITION
AT 0.0400%
SCALE SE TRANSITION
PER FOOT
FULL AT 0.0400%
NORMAL CROWN SUPERELEVATION PER FOOT
Ramp D
Route 9 Bridge over Route 7 AT 2.00% NORMAL CROWN
Proposed Grade
(Bottom of Beam)
5.
61 34
620_
620_ 620_
35
56
56
56
35
35
46.
95.
45.
95.
96.
46.
00 SEE BELOW
-
1.
36%
615_
615_ 615_
309+
307+
308+
308+
309+
0+
%
31
5.00
+
610_
610_ 610_
605_
605_ STA = 311+80.05 605_
90’
Concrete Arch 12’ Clearance (Min.)
78
-
5.0 % EL = 616.16
600_
600_ 0% 5.00 600_
4+
.
+
591
.44% SSD = 135’
NE STA.31
4
+
-
0.50%
595_
595_ ex = -0.95’ 595_
STA = 303+70.22
12’ K = 19
590_
590_ Clearance
EL = 603.92 590_
(Min.)
STA = 307+48.68 L = 120.00
STA = 305+35.60
SSD = 111’
MATCHLI
585_
585_ EL = 594.59 585_
EL = 595.66
ex = -1.89’
ex = 0.56’ ex = 0.41’
580_
580_ K = 17 580_
K = 22 K = 11
L = 160.00
575_
575_ L = 100.00 L = 60.00 575_
570_
570_ 570_
565_
565_ 565_
560_
560_ 560_
555_
550_
510_
33
20
04
37
80
59
87
08
03
28
83
97
57
50
58
51
83
94
66
77
52
94
40
66
66
78
48
70
71
95
70
20
58
94
92
93
45
85
46
97
69
08
6
42
61
6
1
1
6
1
1
593.
593.
603.
602.
595.
602.
595.
595.
595.
602.
588.
589.
590.
598.
605.
594.
596.
600.
599.
596.
596.
594.
594.
599.
596.
608.
587.
587.
609.
609.
604.
609.
597.
597.
597.
607.
607.
607.
1
505_
2.
2.
.
.
5.
5.
5.
.
0.
4.
4.
4.
591
591
591
601
601
61
61
61
61
61
61
61
61
61
500_
300+00.00 301+00.00 302+00.00 303+00.00 304+00.00 305+00.00 306+00.00 307+00.00 308+00.00 309+00.00 310+00.00 311+00.00 312+00.00 313+00.00 314+00.00
SPLINE GRADE
620_ (BASED ON ROUTE 9 & RAMP B ELEVATIONS)

00 SEE ABOVE
E. COLONIAL HIGHWAY
52
607.
615_
610_
605_
-
0.37%
-
5.1
9%
-
2.
26
598.
PROFILE
82%
74
4
9.
1
-
1.
33% -
4+
3.
9.
36%-
4.
61
93%
NE STA.31
600_ 625_
61
595_ 620_ 0
+.57% -
2.5 1
+7
.0%
8% 0%
-
2. 1
+7
.
58%
590_ 615_ STA = 10+95.46
MATCHLI
STA = 12+95.46
EL = 619.69
50
00
00
50
00
585_ 610_
ROUTE 9
ROUTE 9
ROUTE 9
ROUTE 9
ROUTE 9
STA = 12+20.46 EL = 617.74

22
SSD = 393’
RAMP B
8+
6+
6+
7+
7+
1+
EL = 616.46
STA.1
STA.1
STA.1
STA.1
STA.1
STA.1
580_ 605_ ex = -0.39’

ex = 0.80’
K = 32
575_ 600_ K = 35
L = 100.00
L = 150.00
V = 35 MPH
570_ 595_
V = 25 MPH
36
33
36
57
46
02
23
33
34
74
87
64
94
43
57
79
28
36
24
52
26
67
42
82
42
5
4
592.
603.
602.
598.
598.
598.
596.
608.
600.
594.
600.
587.
587.
606.
579.
607.
1
1
590_
8.
8.
0.
9.
9.
9.
9.
7.
7.
7.
601
61
61
61
61
61
61
61
61
61
61
585_
314+00.00 315+00.00 316+00.00 317+00.00 318+00.00 319+00.00 10+00.00 11+00.00 12+00.00 13+00.00 14+00.00
CP-15
5 LF
ROUTE 7 PROFILE
0 LF
50 LF
SCALE
CROWN RUNOFF
107’
-
3.66%
97%
5.
+
2145
.
680_
53+
Proposed Grade
1
675_
00 BELOW
670_ 680_
1
00 SEE SHEET CP-3
665_ 675_
67+
STA = 160+60.33
NE STA.1
660_ EL = 699.90 670_
Existing Ground SSD = 626’
655_ 665_
ex = -21.06’
MATCHLI
650_ K = 182 660_
L = 1,750.00
645_ 655_
53+
NE STA.1
640_ 650_
635_ 645_
78 MATCHLI
630_ 640_
625_ 635_
620_ 630_
22
36
56
90
38
32
36
03
02
26
48
43
74
93
97
37
41
01
61
01
28
25
59
76
78
93
59
04
01
58
37
40
52
47
23
98
87
07
65
91
67
95
71
88
05
70
74
65
91
6
55
0
73
5
8
1
1
1
1
663.
663.
654.
654.
656.
659.
659.
665.
665.
673.
673.
680.
680.
673.
672.
672.
657.
675.
675.
675.
675.
669.
669.
670.
678.
678.
678.
678.
678.
678.
678.
678.
667.
667.
676.
676.
679.
679.
679.
679.
679.
679.
676.
676.
674.
676.
674.
677.
677.
677.
677.
677.
677.
677.
1
.
.
651
661
661
671
615_ 625_
620_
153+00.00 154+00.00 155+00.00 156+00.00 157+00.00 158+00.00 159+00.00 160+00.00 161+00.00 162+00.00 163+00.00 164+00.00 165+00.00 166+00.00 167+00.00
615_
1
00 SEE SHEET CP-7
670_ 670_
665_ 665_
Proposed Grade
00 ABOVE
660_ STA = 177+66.75 660_
EL = 637.42
655_ 655_
SSD = 770’
80+
67+
ex = 4.18’
NE STA.1
650_ 650_
Existing Ground
NE STA.1
K = 191
645_ 645_
L = 800.36
640_ 640_
MATCHLI
-
3.66%
MATCHLI
0
+.52%
635_ 635_
630_ 630_
625_ 625_
29
35
29
24
26
24
34
40
84
31
68
45
51
88
94
66
96
97
60
22
20
23
41
67
32
49
00
04
78
79
98
94
76
05
75
76
46
85
87
47
70
84
55
41
95
73
95
65
78
7
58
7
1
83
87
87
2
1
1
1
1
653.
652.
638.
638.
638.
655.
663.
663.
643.
643.
639.
639.
639.
639.
639.
639.
639.
662.
658.
658.
650.
642.
642.
673.
673.
665.
665.
656.
654.
637.
637.
672.
672.
660.
660.
648.
640.
640.
657.
669.
669.
649.
649.
646.
644.
646.
644.
670.
670.
674.
667.
667.
647.
1
.
.
.
651
661
641
641
641
167+00.00 168+00.00 169+00.00 170+00.00 171+00.00 172+00.00 173+00.00 174+00.00 175+00.00 176+00.00 177+00.00 178+00.00 179+00.00 180+00.00 181+00.00
CP-16
595_ A.M ORTON THOMAS AND A SSOCIATES, INC.
5 LF
ROUTE 7 PROFILE
0 LF
50 LF
680_ SCALE 680_
CROWN RUNOFF FULL SUPERELEVATION
675_ AT +6.60% RT 675_
1
00 SEE SHEET CP-8
670_ 670_
1
00 SEE SHEET CP-6
NORMAL CROWN AT -2.0% SE TRANSITION

665_ 665_
TO +6.60% RT AT
660_ 0.0191% per Foot 660_
107’ 346.40’
655_ 655_
40
40
83
0.
7.
63.
650_ 650_
1
1
90+
89+
94+
93+
1
1
645_ 645_
NE STA.1
80+
1
Proposed Grade 0
+.52%
-
2.1
6%
NE STA.1
640_ 640_
635_ STA = 188+43.23 635_
MATCHLI
EL = 643.00
MATCHLI
630_ 630_
SSD = 898’
Existing Ground
ex = -3.34’
K = 374
L = 1,000.00
ST.
31
07
27
36
43
24
26
54
89
03
47
38
04
98
39
42
68
95
04
03
07
07
93
44
30
63
81
41
66
92
99
60
95
40
67
77
77
55
98
94
81
89
86
44
66
91
71
74
PROP.
3
7
00
5
45
8
1
1
1
1
633.
633.
632.
632.
635.
635.
635.
635.
638.
638.
638.
638.
638.
638.
638.
638.
638.
638.
638.
638.
638.
630.
639.
639.
639.
639.
639.
639.
639.
639.
639.
639.
639.
639.
639.
636.
636.
636.
634.
634.
634.
637.
637.
637.
637.
637.
640.
640.
640.
640.
640.
640.
640.
640.
640.
640.
.
631
631
EXI
PGL
180+00.00 181+00.00 182+00.00 183+00.00 184+00.00 185+00.00 186+00.00 187+00.00 188+00.00 189+00.00 190+00.00 191+00.00 192+00.00 193+00.00 194+00.00
CROWN RUNOFF SUPERELEVATION
NORMAL CROWN BEECHNUT RD. PROFILE TRANSITION TO

NORMAL CROWN
CROWN RUNOFF
AT 2.00%
AT 0.0585%
FULL SUPERELEVATION AT 7.88% LT PER FOOT
70
70
70
92
00
92
92
35.
70.
05.
SUPERELEVATION
.
00.
46.
81
11
TRANSITION TO
+
52+
58+
51
59+
57+
50+
Proposed Grade
+
51
7.9% LT AT
09 09
0.0585% PER
634.
FOOT 135’ 35’

640_ 640_
72
634.
629.
35’ 135’ 5%
2
+.4
635_ 635_
-
7.
-
2. 89
65% 2
+.45% %
630_ STA = 56+60.00 630_
EL = 638.77
Existing Ground
625_ 625_
STA = 52+25.00
620_ EL = 628.14 SSD = 214’ 620_

Begin Profile Beechnut Rd. K = 21
615_ Constr. B
L Sta. 50+00.00 615_
K = 43 L = 220.00
End Profile Beechnut Rd.
610_ L = 220.00 L Sta. 57+74.78
Constr. B 610_
26
64
42
77
58
09
86
08
47
63
72
58
1
44
8
1
1
9
633.
632.
632.
630.
630.
634.
634.
636.
636.
636.
634.
629.
629.
1
.
.
631
631
631
50+00.00 51+00.00 52+00.00 53+00.00 54+00.00 55+00.00 56+00.00 57+00.00
CP-17
5 LF ROUTE 7 PROFILE
0 LF
50 LF
SCALE
SE TRANSITION
AT 0.0191%
PER FOOT
346.40’
1 67
9.
680_ 680_
207+
675_ 675_
670_ 670_
665_ 665_
660_ 660_
655_ 655_
17
9
00 SEE SHEET CP-
1
00 SEE SHEET CP-
650_ 650_
645_ 645_
640_ 640_
635_ 635_
94+
630_ 630_
NE STA.208+
Proposed Grade
NE STA.1
625_ 625_
620_ -
2.1
6% 620_
1
+5
.4%
Existing Ground
MATCHLI
615_ 615_
MATCHLI
STA = 199+35.20
EL = 619.46
610_ 610_
SSD = 723’
605_ ex = 3.05’ 605_

K = 178
600_ 600_
L = 660.00
595_ 595_
590_ 590_
585_ 585_
580_ 580_
575_ 575_
570_ 570_
32
21
24
22
53
50
29
27
86
24
36
42
44
67
33
26
97
65
47
43
09
83
ST.
84
66
68
32
55
52
27
73
77
04
81
04
85
86
58
92
68
44
94
60
78
76
65
44
76
72
75
5
7
0
PROP.
00
99
93
1
1
1
1
1
1
1
1
623.
623.
623.
623.
623.
623.
622.
622.
622.
622.
622.
622.
622.
622.
622.
622.
622.
622.
625.
625.
625.
625.
625.
625.
630.
628.
628.
629.
629.
626.
626.
624.
624.
624.
624.
624.
626.
626.
626.
626.
626.
626.
626.
626.
626.
626.
627.
627.
627.
627.
627.
627.
627.
627.
627.
.
.
631
621
621
EXI
PGL
194+00.00 195+00.00 196+00.00 197+00.00 198+00.00 199+00.00 200+00.00 201+00.00 202+00.00 203+00.00 204+00.00 205+00.00 206+00.00 207+00.00
CP-18
5 LF
ROUTE 7 PROFILE
0 LF
50 LF
SCALE CROWN NORMAL CROWN AT -2.0%

SE TRANSITION
07
AT 0.0191% RUNOFF
07
73.
66.
8
PER FOOT
1
00 SEE SHEET CP-
+
0+
1
21
21
640_ 640_
346.40’
635_ 1
+5
.4% 635_
-
5.1
9%
630_ 630_
Proposed Grade
625_ 625_
NE STA.208+
20
00 SEE SHEET CP-
620_ STA = 210+19.23 620_
EL = 636.20
615_ 615_
SSD = 675’
Existing Ground
MATCHLI
610_ ex = -11.95’ 610_
K = 211
605_ 605_
L = 1,420.00
600_ 600_
STA = 221+60.00
NE STA.222+
595_ EL = 577.00 595_
SSD = 468’
590_ 590_
ex = 2.91’
585_ K = 107 585_

-
5.
MATCHLI
1
9% L = 500.00
580_ 580_
575_ 575_
570_ 570_
34
32
32
21
20
34
67
09
62
62
28
00
28
37
40
59
68
09
68
75
66
67
85
49
84
07
96
24
78
97
68
40
73
90
30
25
7
87
37
8
00
88
1
46
2
61
63
01
83
1
26
79
81
48
3
78
1
1
1
1
1
1
3
623.
623.
583.
622.
622.
593.
625.
625.
625.
592.
585.
603.
620.
595.
580.
580.
626.
626.
626.
624.
624.
605.
598.
589.
590.
586.
584.
608.
599.
600.
594.
627.
587.
578.
578.
606.
604.
597.
607.
577.
1
1
3.
.
2.
2.
.
5.
5.
8.
8.
0.
0.
.
9.
4.
7.
7.
621
621
581
581
601
61
61
61
61
61
61
61
61
61
61
61
61
61
208+00.00 209+00.00 210+00.00 211+00.00 212+00.00 213+00.00 214+00.00 215+00.00 216+00.00 217+00.00 218+00.00 219+00.00 220+00.00 221+00.00 222+00.00
FULL SUPERELEVATION
AT 8.00% LT FORT JOHNSTON RD. PROFILE
20
00 SEE SHEET CP-
35’ 139’ 139’ 35’ 42’ 88’ 88’ 42’ 42’ 88’
00
630_ NORMAL CROWN AT 2.00% FULL SUPERELEVATION FULL SUPERELEVATION 630_
91
91
91
07
07
07
84
84
84
58
58
58
05
05
05
A B C D E
620.
2.
00.
42.
AT 4.20% LT AT 4.20% RT
43.
82.
7.
55.
90.
29.
00.
42.
30.
98.
40.
28.
1
1
9+
625_ 625_
4+
0+
0+
0+
2+
3+
2+
5+
6+
+
0+
+
7+
2+
1
1
1
1
620_
620_ CROWN RUNOUT D SUPERELEVATION 620_
CROWN RUNOUT CROWN RUNOUT
CROWN RUNOUT TRANSITION TO
NORMAL CROWN
615_ Existing Ground NORMAL CROWN 615_
AT 2.00%
Begin Profile Fort Johnston Rd. AT 0.0477%
-
4+
2.45%
610_ Constr. B PER FOOT 610_
L Sta. 0+55.85
NE STA.1
Proposed Grade -
0.45%
605_ E SUPERELEVATION 605_
-
4.22%
STA = 5+75.00 TRANSITION TO
STA = 8+00.00
600_ 4.20% RT 600_
EL = 607.52
MATCHLI
EL = 606.50 STA = 12+00.00 AT 0.0477%
ex = 0.50’ EL = 589.62 PER FOOT
595_ SSD = 411’ -
4.22% 595_
A SUPERELEVATION B SUPERELEVATION C SUPERELEVATION
K = 100
TRANSITION TO TRANSITION TO TRANSITION TO ex = -1.18’
590_ NORMAL CROWN 4.20% LT AT L = 200.00 -
0.47% 590_
8% AT 0.0576% K = 66
PER FOOT AT 0.0576% 0.0477%
585_ L = 250.00 585_
PER FOOT PER FOOT
34
52
20
23
32
68
50
25
53
46
59
80
87
39
30
30
97
58
68
96
57
89
68
44
21
56
71
41
88
48
78
72
91
43
90
69
04
88
26
58
08
9
49
58
9
94
94
94
71
1
29
1
81
1
6
623.
622.
593.
593.
592.
603.
602.
602.
595.
588.
588.
588.
588.
588.
624.
605.
605.
598.
598.
589.
590.
589.
608.
608.
600.
596.
594.
609.
606.
606.
606.
606.
606.
606.
604.
597.
607.
607.
1
1
1
3.
2.
5.
.
0.
0.
9.
6.
9.
6.
4.
4.
7.
591
591
.
.
1
1
61
61
61
61
61
61
61
61
61
61
61
61
61
61
1+00.00 2+00.00 3+00.00 4+00.00 5+00.00 6+00.00 7+00.00 8+00.00 9+00.00 10+00.00 11+00.00 12+00.00 13+00.00 14+00.00
CP- 19
5 LF ROUTE 7 PROFILE
0 LF
50 LF
SCALE NORMAL CROWN AT -2.0%
1
00 SEE SHEET CP-9
STA = 230+70.48
EL = 572.10
585_ SSD = 448’ 585_
21
00 SEE SHEET CP-
Proposed Grade ex = -4.84’
580_ 580_
-
0.54% K = 93
575_ L = 600.00 575_

NE STA.222+
-
0.54%
570_ 570_
-
6.99
565_ % 565_
Existing Ground
560_ 560_
MATCHLI
NE STA.236+
555_ 555_
MATCHLI
55
94
34
59
80
29
55
51
59
58
09
50
93
08
82
85
34
97
36
07
01
52
97
06
81
69
95
78
07
84
44
40
24
74
42
65
47
44
03
81
09
68
71
63
90
63
71
0
42
9
2
8
59
49
02
4
1
1
1
1
1
1
533.
535.
552.
538.
555.
563.
562.
558.
542.
573.
573.
573.
573.
573.
559.
554.
545.
537.
572.
572.
572.
572.
572.
572.
572.
568.
568.
548.
540.
575.
575.
575.
575.
557.
569.
569.
566.
564.
566.
549.
544.
578.
570.
576.
576.
574.
576.
574.
574.
574.
574.
574.
577.
577.
.
.
.
551
561
571
571
222+00.00 223+00.00 224+00.00 225+00.00 226+00.00 227+00.00 228+00.00 229+00.00 230+00.00 231+00.00 232+00.00 233+00.00 234+00.00 235+00.00 236+00.00
FORT JOHNSTON RD. PROFILE

35.77’ 104’ 33’ NORMAL CROWN 33’ 97’ 97’ 33’ NORMAL CROWN AT 2.00% 122’ 196.91’
21
AT 2.00%
21
21
I
57
57
57
57
57
57
G
76
76
76
98
60
60
60
40.
F J
25.
00 SEE SHEET CP-

K
20.
53.
75.
.
64.
67.
64.
97.
60.
67.
04.
610_ 31 610_
61
71
27+
6+
9+
8+
4+
20+
25+
5+
8+
+
4+
7+
24+
24+
21
21
1
1
1
1
9
605_ 605_
1
1
1
1
1
00 SEE SHEET CP-
CROWN RUNOUT
600_ FULL SUPERELEVATION 96% FULL SUPERELEVATION 600_
CROWN RUNOUT FULL SUPERELEVATION +3. CROWN RUNOUT
AT 6.40% RT AT 7.30% LT
AT 6.00% LT -
1
FULL SUPERELEVATION 0.
00
595_ 595_
%
AT 4.20% RT
6% STA = 23+00.00
3.
+ 9
590_ 590_
Proposed Grade EL = 603.25 Existing Ground
-
0.47%
NE STA.28+
585_ SSD = 264’ 585_
STA = 18+75.00 ex = -7.85’

STA = 27+50.00
4+
580_ 580_
K = 32
NE STA.1
EL = 586.42 EL = 558.25
575_ ex = 2.22’ L = 450.00 575_
K SUPERELEVATION ex = 2.11’
MATCHLI
I SUPERELEVATION J SUPERELEVATION
F SUPERELEVATION G SUPERELEVATION H SUPERELEVATION
K = 90 TRANSITION TO TRANSITION FROM K = 120
TRANSITION TO TRANSITION TO
570_ TRANSITION TO TRANSITION TO 7.30% LT -7.7% TO 7.8% - 570_
L = 400.00 NORMAL CROWN 10.
MATCHLI
6.40% RT NORMAL CROWN 6.00% LT 00 L = 450.00

AT 0.0598% AT 0.0787% %
AT 0.0619% AT 0.0619%
565_ AT 0.0615% AT 0.0615% PER FOOT PER FOOT 565_
PER FOOT PER FOOT
PER FOOT PER FOOT
560_ 560_
555_ 555_
39
04
50
20
24
23
28
84
35
35
37
22
21
26
05
44
42
80
87
51
80
33
41
28
38
29
20
28
67
46
91
07
52
62
40
83
49
53
41
57
40
87
40
90
77
44
96
90
49
64
43
73
6
51
1
52
68
1
1
552.
583.
555.
593.
593.
593.
563.
592.
603.
588.
588.
588.
588.
588.
588.
588.
588.
595.
602.
595.
588.
580.
573.
556.
589.
590.
586.
586.
589.
590.
590.
598.
598.
590.
568.
568.
560.
594.
596.
596.
596.
564.
587.
587.
587.
587.
587.
587.
587.
587.
587.
587.
578.
574.
1
.
.
.
591
591
601
601
14+00.00 15+00.00 16+00.00 17+00.00 18+00.00 19+00.00 20+00.00 21+00.00 22+00.00 23+00.00 24+00.00 25+00.00 26+00.00 27+00.00 28+00.00
CP-20
5 LF
ROUTE 7 PROFILE
0 LF
50 LF
SCALE NORMAL CROWN AT -2.0%
535_
530_
525_
20
520_ Proposed Grade

00 SEE SHEET CP-
515_
510_
505_
22
00 SEE SHEET CP-
500_ Existing Ground
STA = 244+32.92
NE STA.236+
495_
EL = 476.90
SSD = 597’
490_
ex = 1.76’
485_ -
6.99 K = 144
%
MATCHLI
L = 450.00
480_
NE STA.250+
475_ -
3.85%
470_
465_
MATCHLI
460_
455_
450_
39
38
94
66
38
05
83
62
29
09
70
40
05
09
80
58
37
29
48
50
54
80
68
49
44
81
86
58
76
48
79
83
81
72
67
49
68
61
69
74
75
0
1
61
34
93
33
64
7
90
94
63
8
1
1
4
1
533.
1
523.
535.
530.
503.
528.
502.
453.
526.
524.
483.
500.
455.
493.
463.
509.
506.
492.
485.
462.
458.
495.
488.
480.
473.
459.
456.
454.
507.
472.
489.
486.
468.
468.
460.
1
475.
475.
457.
499.
496.
466.
464.
466.
464.
478.
470.
470.
1
477.
.
2.
0.
9.
6.
4.
.
7.
.
531
521
481
461
51
51
51
51
51
51
236+00.00 237+00.00 238+00.00 239+00.00 240+00.00 241+00.00 242+00.00 243+00.00 244+00.00 245+00.00 246+00.00 247+00.00 248+00.00 249+00.00 250+00.00
FORT JOHNSTON RD. PROFILE

L M N O P Q R S T U
L SUPERELEVATION R SUPERELEVATION
TRANSITION FROM TRANSITION TO
91
91
91
196.91’ 131’ 35’ 133’ 35’
08
08
08
2
23
23
23
1
-7.7% TO 7.8%
86.
7.
52.
7.80% RT
37.
70.
03.
38.
87.
22.
55.
1
AT 0.0787% AT 0.0586% -
6
32+
.25
30+
%
29+
32+
34+
00
32+
36+
36+
34+
33+
PER FOOT PER FOOT
550_ 550_
NE STA.28+
20
M SUPERELEVATION S SUPERELEVATION
SEE SHEET CP-
Existing Ground
545_ TRANSITION AT 545_
AT 7.83% RT
7.8% RT
540_ T SUPERELEVATION 540_
TRANSITION TO
MATCHLI
N SUPERELEVATION
535_ NORMAL CROWN 535_
TRANSITION TO
NORMAL CROWN AT 0.0586%
530_ AT 0.0586% PER FOOT End Profile Fort Johnston Rd. 530_
52
Constr. B
L Sta. 33+70.24
9.
PER FOOT
51
525_ U CROWN RUNOUT Proposed Grade 525_
O CROWN RUNOUT
520_ P NORMAL CROWN 520_
27
39
39
90
04
52
34
66
72
88
29
97
30
40
64
03
78
41
90
79
44
20
5
2
1
1
533.
523.
523.
552.
552.
530.
520.
520.
539.
539.
536.
534.
542.
542.
556.
545.
537.
527.
527.
548.
546.
549.
544.
515_ Q CROWN RUNOUT 515_
.
531
510_ 510_
28+00.00 29+00.00 30+00.00 31+00.00 32+00.00 33+00.00
CP- 21
FULL SUPERELEVATION
ROUTE 7 PROFILE AT +7.10% RT
00 BELOW
5 LF FULL SUPERELEV.
TRANSITION TO
SE TRANSITION AT +6.90% RT
NE
MATCH EX.
5.32’ 23.40’
80
0 LF TO +6.90% RT
MATCHLI
CROSS SLOPE
82.
50 LF
AT 0.0376%
20
44
AT 0.0376%
12
06.
STA.264+
266+
.
86.
SCALE PER FOOT
81
21
CROWN PER FOOT
SE TRANSITION
267+
265+
0
00 SEE SHEET CP-
265+
1
397.
460_ RUNOFF TO +7.10% RT
STA = 265+97.50
AT 0.0188% Proposed Grade
EL = 396.56 Ex. Ground
455_ PER FOOT
-
3.85% 107’ 378.17’ 0
+.50%
0
+.54%
71
450_ 395_
54
54
89.
04.
35
30
24
29
29
55
53
57
08
82
06
07
77
1
0
1
1
255+
396.
396.
396.
396.
396.
396.
396.
396.
396.
396.
396.
396.
397.
397.
258+
445_ -
254+
5.76%
440_ STA = 251+65.00

NE STA.250+
264+00.00 265+00.00 266+00.00 267+00.00

EL = 448.70
435_ End Proj. : 6007-053-133, P101, R201, C501
SSD = 922’
Rt. 7 WB Constr.L B Sta. 267+06.20
430_ ex = -1.71’ Proposed Grade
K = 374 Existing Ground
00 ABOVE
425_
L = 715.00
MATCHLI

420_ STA = 261+15.00
EL = 393.95
NE STA.264+
415_
SSD = 570’
410_ ex = 6.74’ West Market St. Bridge
K = 136
405_ L = 855.00
MATCHLI
-
5.7
400_ 6%
395_ 0
+.54%
67
0500
390_
.
00.
71
39
20
34
32
38
57
39
63
24
97
54
96
59
55
29
51
61
33
82
01
56
06
81
26
63
57
96
91
55
01
04
73
83
75
76
64
02
00
89
71
57
03
35
3
20
25
07
47
03
09
0
8
6
87
75
1
3
82+
1
433.
432.
423.
422.
453.
435.
452.
425.
438.
398.
398.
428.
420.
420.
402.
402.
443.
434.
399.
399.
396.
396.
396.
450.
450.
442.
429.
426.
454.
445.
437.
408.
400.
397.
397.
397.
397.
448.
440.
406.
406.
404.
404.
446.
407.
447.
1
.
70+
2.
2.
5.
5.
0.
0.
.
.
.
7.
7.
431
401
401
441
41
41
41
41
41
41
41
41
250+00.00 251+00.00 252+00.00 253+00.00 254+00.00 255+00.00 256+00.00 257+00.00 258+00.00 259+00.00 260+00.00 261+00.00 262+00.00 263+00.00 264+00.00
W. MARKET ST. PROFILE

EXISTING CROSS SLOPE
36
427.
Proposed Grade
430_
0
+.60%
-
1.
30%
425_
Spline Grade
420_
Begin Profile W. Market St.
Constr. B
L Sta. 70+00.00
415_
End Profile W. Market St.
L Sta. 82+71.67
Constr. B
410_
405_
Existing Ground
400_ -
5.
73
00%
389.
395_
390_
385_
34
88
07
36
36
47
69
82
61
82
45
49
95
63
77
74
73
21
09
2
94
87
83
07
1
1
423.
392.
395.
425.
403.
390.
420.
426.
426.
424.
424.
405.
408.
400.
397.
427.
427.
427.
427.
427.
380_
3.
.
5.
8.
0.
7.
421
41
41
41
41
41
375_
70+00.00 71+00.00 72+00.00 73+00.00 74+00.00 75+00.00 76+00.00 77+00.00 78+00.00 79+00.00 80+00.00 81+00.00 82+00.00
CP- 22
RTE. 7 FUNCTIONAL CLASSIFICATION AND TRAFFIC DATA
SUPERELEVATION SECTION TYPICAL SECTIONS RURAL PRINCIPAL DIVIDED ARTERIAL

ROLLING - 60 MPH DESIGN SPEED
Fr: WEST MARKET STREET INTERCHANGE

To: ROUTE 9 INTERCHANGE
ROUTE 7 WB
LEFT TURN LANE ONTO ROXBURY HALL ROAD ADT (2011) 60,500
ADT (2036) 84,750
B
L ROUTE 7 WB DHV 6,800
D (%) (design hour) 76/23
T (%) (design hour) 3%
B
L V (MPH) 60 (DESIGN), 55 (POSTED)
30’ CLEAR ZONE 30’ CLEAR ZONE

60 MPH POI
NT O F 60 MPH
STD. GR-2 FI
NISHED GRA DE
FULL DEPTH
SAWCUT
P/R ROUTE 7 EB FULL DEPTH
FULL DEPTH FULL DEPTH POINT OF SAWCUT
STD. MB-13
MI
LL& O VERLAY SAWCUT SAWCUT GRADE P/R
:1 SE STD. GR-2 ROUTE 7 EB
2 6:
1 MILL& MS-1 5%
5% OVERLAY 2% 2% 5%
:1 2%
2’ 1’ 1’ 2
5’ 8’ 12’ 12’ 12’ 4’ 4’ 10’

1’ STD. UD-4
MIN.
5’ 8’ 12’ 12’ 12’ 8’ 4’ 21’ 10’ 1’
2’
NORMAL CROWN SECTION

ROUTE 7 WB
LEFT TURN LANE AT WHITE GATE ROAD
ROUTE 7 WB
B
L B
L
30’ CLEAR ZONE 30’ CLEAR ZONE
60 MPH POI
NT OF 60 MPH
FULL DEPTH FI
NISHED GRADE P/R
SAWCUT
STD. GR-2 FULL DEPTH SAWCUT STD. GR-2
*MILL& FULLDEPTH
2% OVERLAY 2%
ROUTE 7 EB FULLDEPTH P/R STD. MB-13 SAWCUT
:1 SAWCUT FULLDEPTH
6:
1 MIL
2 L& UT
2
:1 SE SE
OVERL
SAWC ROUTE 7 EB
AY SE MS-1 SE
SE
2’ 1’ 1’
5’ 8’ 12’ 12’ 12’ 4’ 4’ 10’ 1’
1’ STD. UD-4
MIN.
5’ 8’ 12’ 12’ 12’ 12’ 8’ 4’ 21’ 10’ 1’
2’
DECELERATION LANE TO ROXBURY HALL ROAD ACCELERATION LANE OUT OF FORT JOHNSTON ROAD
ROUTE 7 EB ROUTE 7 WB
B B
L
L
STD. MB-13 FULL DEPTH

SAWCUT
STD. MB-12C FULL DEPTH SAWCUT MS-1 ROUTE 7 EB
FULL DEPTH 2% 5%
SAWCUT MILL&
5% OVERLAY 2% 2% 5%
2% 5%
4’ 1’
MSE WALL STD. UD-4
STD. UD-4 STD. UD-4 1’ 1’
1’ 12’ 10’ 12’ 12’ 12’ 10’ 21’ 8’

8’ 5’
CP- 23
DRY MILL ROAD E. COLONIAL HIGHWAY
B
L TYPICAL SECTIONS DESIGN SPEED (MPH)
POSTED SPEED (MPH)

RURAL MAJOR COLLECTOR
40
35
GEOMETRIC DESIGN STANDARD GS-3 (VDOT ROAD DESIGN MANUAL)
RAMPS DRY MILL ROAD

1 RURAL LOCAL ROAD
2:
DESIGN SPEED (MPH) 40
B
L POSTED SPEED (MPH) 35
2:
1
EX.PVMT.
EX.PVMT.
FUNCTIONAL CLASSIFICATION DATA
VARIES 0’ TO 35’
RAMP
VARIES VARIES INTERCHANGE RAMP
6’ 1’ 1’ 6’
12’ TO 16’ 12’ TO 16’
SE
GEOMETRIC DESIGN STANDARD GS-R (VDOT ROAD DESIGN MANUAL)
CHARLES TOWN PIKE (ROUTE 9)

RURAL MINOR ARTERIAL

1
2: 2:
1
W&OD TRAIL 4’
POSTED SPEED (MPH) 40

B PAVED
L 3 ADT (2011) 20,000
ADT (2036) 26,000
T% SINGLE UNIT (2036) 1

VARIES 8’ 3’ 3’ T% TRACTOR TRAILER (2036) 3
6’ 15.5’-24’ PAVED WEST MARKET STREET
54" URBAN MINOR ARTERIAL
2:
1 0
2.0% 2.
00% POSTED SPEED (MPH) 25
0
5.0% 5.
00%
1
2:
ADT (2011) 54,000
0.5’ E. COLONIAL ADT (2036) 69,400
4 T% SINGLE UNIT (2036) 1
VARIES HIGHWAY T% TRACTOR TRAILER (2036) 1
FUNCTIONAL CLASSIFICATION DATA

B
L FORT JOHNSTON ROAD
RURAL LOCAL ROAD
1’ 3’ 10’ 6’
POSTED SPEED (MPH) 25

SE 1
2:
2:
1 ADT (2011) 65
BEECHNUT ROAD/FT. JOHNSTON ROAD ADT (2036) 75

B
L T% TRACTOR TRAILER (2036) 0
VARIES FUNCTIONAL CLASSIFICATION DATA

8’ 12’ 12’ 8’
4’ TO 27’ BEECHNUT ROAD
RURAL LOCAL ROAD

SE :1
1 2
4: 4: POSTED SPEED (MPH) 25
1 GEOMETRIC DESIGN STANDARD GS-4 (VDOT ROAD DESIGN MANUAL)
ADT (2011) 50
ADT (2036) 60
2’ 2’4’ T% TRACTOR TRAILER (2036) 0

9’ 9’
WEST MARKET STREET
50’ PROP. ROW B
(FT. JOHNSTON ROAD.) L
POI
NT OF
HAND RAILING STD. GR-2 FI
NISHED GRADE STD. GR-2
STD. CG-6
MILL & OVERLAY
CONCRETE GRAVITY FULL DEPTH
RETAINING WALL SAWCUT STD. CG-6
SE SE
ROUTE 9
B
L
2.5’ 2.5’ 2
:1
3’ 8’ 12’ 12’ 12’ 12’ 8’ 3’
ST’D. HR-2 TYPE III
BICYCLE RAILING STD. MS-1
2 % STD. CG-2 STD. CG-2

2% 2 % 2 %
RETAINING VARIES
WALL 8’ MIN. 1’ 1’
3’ 10’ VARIES 12’ 8’ 8’ VARIES 8’ 3’
12’ TO 16’ 12’ TO 17.4’
CP- 24
TYPICAL SECTIONS TYPICAL ROUNDABOUT LANDSCAPE
SOUTH ROUNDABOUT
MOD. CG-3
REQ’D.
STAMPED CONCRETE APRON B
L
PONT O
I NI
F FI SHED GRADE
2% CG-2
CG-2 LANDSCAPED ROUNDABOUT
Var.
STD. UD-4
1’
28’ 10’ 62’

TRUCK APRON
NORTH ROUNDABOUT
MOD. CG-3
POINT OF REQ’D.
ST’D. HR-2 TYPE III STAMPED CONCRETE APRON B
L
FINISHED
BICYCLE RAILING GRADE
CG-2 2% CG-2 LANDSCAPED ROUNDABOUT
2%
CONCRETE Var.
STD. UD-4
GRAVITY
RETAINING
WALL
VARIES 1’
8’ MIN.
3’ 10’ 28’ 10’ 52’
W&OD TRAIL TRUCK APRON
CP- 25
ng
0"copi
B
LW & OD Trail
B
LW & OD Trail
-
1’
Precast
Concrete
Precast concrete arch Arch
Formliner finsh
-0"
typ.
-0"
12’
10’
9’-0" 10’-0" 3’-0"
TRAIL UNDERPASS ELEVATION

Scale: " = 1’-0"
TYPICAL SECTION W &OD TRAIL UNDERPASS
Scale: N.T.S.
Revised 7/23/2013
ARCHITECTURAL
TREATMENT
F-shaped
parapet
Top of roadway
surface
Moment slab
earance
Existing abutment
to remain Bottom of existing
bridge girder
n. cl
Proposed soil nail

wall with C.I.P.
Mi
Front face of
concrete face with MSE wall
architectural treatment
Soil nail
Edge of
roadway
Existing slope
protection
Finished grade
19’-0" 25’-0" Leveling pad

W & OD trail
Assumed location
of existing piles
TYPICAL MSE WALL SECTION

Scale: " = 1’-0"
TYPICAL SECTION AT SOIL NAIL WALL
Scale: " = 1’-0"
Revised 7/23/2013
CP-26
Revised 7/23/2013
www.cormanconstruction.com

Technical Proposal Corman

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TECHNICAL PROPOSAL –VOLUME I

STATE PROJECT NO.: 6007-053-133, R201, C501

4.3 DESIGN CONCEPT

RETAINING WALL LOCATIONS

Route 7 EB 240+00 to 251+00 (outside shoulder) MSE Wall

West Market Street 79+00 to 83+00 MSE Wall

W&OD Trail Design: Key to the project is the

Route 7 Station 137+00 L Catoctin BMP-1A Extended Detention - Enhanced

Route 7 Station 139+00 L Catoctin BMP-1B Extended Detention - Enhanced

Culvert Station Approx. Existing RFP Corman Proposed Action *

8-D Route 7 221+75 9.05 18” 30” Replace

4.4 PROJECT APPROACH

ENVIRONMENTAL ISSUES SUMMARY

4. WETLANDS AND WATER QUALITY

UTILITY IMPACTS AND MITIGATION STRATEGIES

WB 146+40 to 146+75 Future Use Telephone Duct Casing Crossing AT&T No No

17+38 Ramp D Future Use Telephone Duct Casing Crossing AT&T No No

17+62 Ramp D Telephone Duct Crossing Verizon /Comcast No No

WB 184+98 Fiber Optic Telephone Duct Crossing Verizon/ Comcast No No

stamp on each sheet is required for the drawings and on the

4.5 CONSTRUCTION OF THE PROJECT

4.5.2 TRANSPORTATION MANAGEMENT PLAN

PHASE 3 TYPICAL SECTION

PHASE 4 TYPICAL SECTION

STAKEHOLDER ROLE IMPACTS DURING CONSTRUCTION

Work Zone Safety; Coordination with Adjacent Projects; Traffic

4.6 DISADVANTAGED BUSINESS ENTERPRISES

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Proposal Crtical Path Schedule

Roadway & Geotech

Culvert & ESC

SWM & Drainage

Finish Package (Landscaping/Striping)

Design Package 2 - Route

Proposal Crtical Path Schedule

Culvert & ESC

SWM & Drainage 07-Aug-14, SWM & Drainage

Finish Package (Landscaping/Striping)

Proposal Crtical Path Schedule

4.7 PROPOSAL SCHEDULE

Phase 1 Schedule Milestones

Phase 2 Scope Validation Period

Phase 3 Environmental Permitting

Phase 4 Right-of-Way Acquisition

Phase 5 Utility Relocations

1.6.1 Project Wide

1.6.3 Design Package 1 – Route 9

1.6.4 Design Package 2 – Route 7

1.7.1 Project Wide

 Construct final surface course to Route 7.

4.7.2 PROPOSAL SCHEDULE NARRATIVE

Design Activities: August 2013 –August 2014

A sequence of construction graphic is shown on Page 26.

Letter of Submittal NA Sections 4.1

Design Concept NA Section 4.3