Erosion and Sediment Control Plan (ESCP) for the Blackwater River Bridge at Kilometre 784.1 of the Mackenzie Highway

ESCP --- Blackwater.RiverBridgeProject MT/7,I BPermitApplication

A document provided to the Mackenzie Valley Land and Water Board As part of the 2008 Land Use Permit Application Amendment

Department of Transportation

August 2008

1 ESCP — Black water River Bridge Project WIWB Permit Application

TABLE of CONTENTS

1.0 Introduction ...... 3 1.1 Objectives ...... 3 2.0 Project and Site Description ...... 3 2.1 Site Description ...... 3 2.2 Areas of Concern ...... 4 3.0 Erosion and Sediment Control Measures ...... 5 3.1 Temporary Control Measures ...... 5 3.1.1 Silt Fence Barrier ...... 5 3.1.2 Erosion Control Matting ...... 6 3.1.3 Flow Isolation...... „...... 6 3.1.4 Rock Check Dam ...... ,...... 6 3.1.5 Rehabilitation and Recontouring ...... 6 3.1.6 Revegetation ...... 6 3.2 Permanent Control Measures ...... 7 3.2.1 Scour and Erosion Protection ...... 7 3.2.1.1 Lateral stability of the Blaekwater River ...... 7 3.2.1.2 General and Local Scour ...... 7 3.2.1.3 Pier Scour ...... 8 3.2.2 Pier Erosion Protection ...... 8 3.2.2.1 Piers 1 and 2 ...... 8 3.2.2.2 Pier 3 ...... 9 3.2.3 Abutment Erosion Protection ...... 9 3.2.4 Culvert Riprap ...... 9 4.0 I mplementation...... 10 4.1 Inspection, Maintenance and Record Keeping ...... 10 4.2 Shut Down Considerations ...... 10 4.3 Emergency Response Plan ...... 10 5.0 Post construction monitoring ...... 11 6.0 Accountability ...... 1I

Attachments Site Photographs Figure 1 — General Arrangement (drawing H-301-S-05-07-DD-02) Figure 2 — Erosion and Sediment Control Plan Figure 3 — Typical Rock Sediment Barrier (Rock Check Dam) Figure 4 — Abutment and Pier Erosion Control (drawing H-301-C-02-07-DD-06) Figure 5 — General Arrangement norflex Details (drawing H-30 I-C-02-07) Figure 6 — Erosion and Sediment Control Details for culverts

2 ESOP — BlackwaterRileaBridgePr rgject Mb .WBPermitApplication

1.0 Introduction The Department of Transportation (DoT) proposes to build a new bridge to cross the Blackwater River. DoT has retained AMEC to undertake the design work for this project. Part of this work included an analysis of existing drainage and the design of long-term drainage controls. These measures are based upon field data and information obtained as part of the community consultation process. ti Objectives This ESCP was developed based on the requirements of the Design Guidelines for Erosion and Sediment control, for°. Highways (Alberta Transportation, 2003). The objective of the ESCP is to control erosion and other sediment producing activities during and post construction, thus reducing the potential for sediment mobilization and sediment input into the Blackwater River.

The proposed Blackwater River Bridge is located approximately 90 km north from Wrigley at the Blackwater River along the Mackenzie Valley Winter Road. The purpose of the Blackwater River Bridge is to extend the useable time of the Mackenzie Valley Winter road, through the elimination of ice bridge construction. The bridge will be constructed approximately 600 metres upstream from the existing ice bridge location and is approximately 1.3 kin north of the Blackwater River and Mackenzie River confluence. Total bridge length is 296 metres (Figure 1 ---- General Arrangement drawing is attached). A new road, approximately 2.7 km long, will be required to align with the bridge. Alignment for the new bridge will comply with current geometric standards.

The side ditches will be shallow to reduce pennafrost degradation and have gentle side slopes. Fill slopes are 4H: IV for roadway sections that do not have guardrails while roadway sections with guardrails have a slope of 2H: 1V. The four culverts will be corrugated steel pipes with diameters 600 man or 1000 m. The size and location of the bridge piers are shown on Figure 1 (General Arrangement drawing).

2.1 Site Description The Blackwater River crosses the Mackenzie Valley Winter Road at km 784.1. It is an alternately winding and meandering watercourse, the lower reaches of which run from their source, Blackwater Lake, approximately 50 km upstream of the confluence of the Blackwater River with the Mackenzie River, through a river valley which traverses the McConnell Range of the Franklin Mountains. Blackwater Lake lies immediately to the east of these mountains and possesses several significant inflow channels, not the least of which are the upper reaches of the Blackwater River itself The upper Blackwater receives inflows, as does the lake, from the eastern slopes and smaller tributaries across the lower elevations to the cast of the Franklin Mountains. Beyond the lake to the east, ESOP Blackwater River Bridge Project Mk114/B Permit Application the Blackwater River extends another 80 to 85 km. The drainage area for this river at the crossing is 10,640 km2 , according to the federal alignment study consulted by Trillium Engineering Ltd. for the hydrological component of this crossing's pre-engineering assessment.

The Blackwater River channel is broad in definition and predominantly confined by the valley through which it flows to the crossing location. At the time of observation, the wet width of the stream's active channel at the proposed bridge site was approximately 70 in. A gravel bar toward the south bank of the Blackwater River occupies approximately 125 m of the channel, producing a full channel width of approximately 200 m, a figure which includes the inactive overflow plain which skirts the south bank at the proposed bridge location.

Water depth is approximately 3 metres of darkly-stained but clear water flowing turbulently over a substrate comprised predominantly of gravel, cobble, and boulders. There is also a slight presence of sand and silt evident. Between the cobble, boulders, and darkly stained water, Blackwater River offers a reasonable level of instream cover for fish.

The banks at the crossing seem very stable, with both banks exhibiting nearly full coverage by the dominant riparian species: willow and grasses. Sand, silty clay and small amounts of gravel and cobble constitute both banks, with a few boulders also in evidence. The north bank rises approximately 4.0 m in height before flattening out in a gently sloping and well-vegetated terrace towards the upland plain's elevation, approximately 75 m above bank height over a distance of about half a kilometer, while the south bank rises only about 2 m.

2.2 Areas of Concern The Blackwater River is a fish-bearing watercourse, therefore, disturbance of and sediment deposition into the river is of concern. During construction and post construction, the integrity of the river will need to be preserved. Drainage ways and erosion control measures will need to be incorporated during construction activities associated with the 2.7 km of new road construction and 2.4 km of existing winter road abandonment.

Concerns expressed during consultation with stakeholders in 2007 regarding placement of the abutments and piers have resulted in a design change. There will be no pier in the active water channel eliminating construction and maintenance concerns related to erosion and siltation. Measures will need to be taken to minimize any erosion or sedimentation from positioning, placement, and maintenance of remaining abutments and piers.

The impact on a small drainage swale on the south bank terrace was raised by Department of Fisheries and Oceans (DFO) personnel during a site visit that was undertaken in June 2008. The DFO suggested that the swale should be re-aligned around

4 ESCP — Blackwater River Bridge Project MJLWB Perm it Application the south bank bridge pier. To minimize erosion, the re-aligned swale will be lined with coarse material (gravel and/or cobbles) similar to that found on the south terrace. Details of the swale realignment are shown in Figure 1 (General Arrangement drawing)

In general the proposed Blackwater River Bridge will minimize existing impacts associated with winter road crossing activities and result in an improvement to the local conditions.

The realigned winter road approach to the bridge should not change the peak runoff flows into the river as the contributory area does not change. The road right-of-way is currently vegetated with trees and grass. The road construction will involve removal of some trees up to their stumps, and therefore, providing for with minimal disturbance to the ground and exposure to erosive forces. Embankment fill be placed on top of the trees stumps, therefore, topsoil stripping will be minimal. Proposed drainage system for the road includes four culverts located north of Blackwater River. South of the Blackwater River, side ditches running along the sides of the embankment will convey storm water runoff towards the Blackwater River. Measures that will be used to control erosion and sediment transport to the rivers during and after construction are described below.

3.1 Temporary Control Measures

3.1,1 Silt Fence Barrier Silt fence barriers will be installed during construction as required based on site conditions and according to the manufacturer's instructions. As silt fences are intended to intercept sheet flow, they will be installed at the base of slopes requiring protection. Silt fence barriers will remain in place and shall be maintained until the site has been suitably stabilized. If silt fences are damaged, a new silt fence will be installed at a suitable location on the downstream side of the original silt fence as soon as possible as part of maintenance activities.

Silt fence barriers will be installed along the base and on both sides of the south bank embankment and on the river terrace to prevent sediment from entering the Blackwater River. See Figure 2 for proposed location of site fence.

Because settlement is likely across the previous year's fill, additional material will be stored within the right-of-way to bring the approaches up to an appropriate elevation. Silt fences will continue to be used to protect the channel from the ingress of sediment.

5 ESCP Blachvater River Bridge Project MTETVB Permit Application

3.1.2 Erosion Control Matting Erosion control matting will be used to prevent erosion in the side ditches until vegetation is established. The mat will be secured with steel or wooden stakes to reduce potential for slipping or failure. For areas where vegetation is already established in the ditches, no erosion control matting will be used. See Figure 2 for proposed locations for erosion control matting.

3.1.3 Flow Isolation Flow isolation will be required along each river bank to control sediment input during excavation and placement of riprap and Arrnorflex at Piers 1 and 2, as shown in Figure I. Isolation will be achieved using l m 3 dam sacks, sandbags, Aquadam or other approved methods. Water from within the work area will be pumped to an approved off stream disposal area before the isolation is removed.

3.1.4 Rock Check Dam To control potential sediment input into the Mackenzie River after spring run off events, rock check dam will be installed downstream of the culverts spanning width of channel. Well graded rock free of silt will be used to construct rock check dam. See Figure 2 for proposed locations of rock check darn and Figure 3 for typical rock sediment barrier.

3.1.5 Rehabilitation and Recontouring Disturbed areas due to the construction of the bridge and roadway will be rehabilitated and graded to prevent erosion. This work will take place under frozen conditions to reduce the potential for soil erosion. All disturbed areas will be seeded for rapid vegetative growth.

3.1.6 Revegetation Slopes of the road embankment fill will be revegetated to provide long-term erosion protection. This area will be re-seeded to promote rapid vegetation growth. When the fill work is completed, the approaches will be given their final grading and the entire area will be seeded with a Winter Road Mix (40% red fescue, 20% white clover, 20% timothy, and 20% wheatgrass). The entire area will also be fertilized to maximize germination and growth in order to promote soil stability. Silt fencing will be left in place after demobilization and the site will be monitored to ensure that the desired stability occurs. Eventually, these areas will be recolonized by natural revegetation.

6 ESCP — Blackwater River Bridge Project MVL WB Permit Application

3.2 Permanent Control Measures

3.2.1 Scour and Erosion Protection

3.2.1.1 Lateral stability of the Blackwater River Trillium Engineering and Hydrographics Inc. assessed bank stability by analyzing historical aerial photos over a 49 year period between 1945 and 1994. They determined that the channel has an irregular meandering pattern with alternating bars. Their analysis indicated that the high flow banks had not changed significantly but that there were some changes to the alignment of the low flow channel. They concluded that while there is some bar movement within the channel, the high flow channel remains stable.

AMEC obtained aerial photos for 1945, 1985, 1988, 1998 and 2004. Examination of these photos indicated that the conclusions previously reached by Trillium were still valid.

Scour refers to the erosional lowering of the channel bed below its normal level. The following definitions explain terms used in the following discussion: General (or contraction scour) results from constriction of flood flows through the controlled waterway opening. Natural scour, which may occur in the absence of a bridge, results from temporal change in discharge and channel geomorphological processes. • Local scour occurs around piers and other obstructions due to three-dimensional flow patterns.

General, natural and local scour has been evaluated using the results from the hydraulic modeling and semi-quantitative information on the river bed material in the vicinity of the crossing. Photographs taken of the river bed and bars in the vicinity of the crossing during the June 2007 site survey indicate that a representative size of the bed material appears to be approximately 150 mm. This size was taken to be the median bed material size. No samples or-on-site measurement of the bed material sizes was undertaken for this project.

Natural scour occurs as a result of flood discharges mobilizing the channel bed. Natural scour can lead to an average of about a meter of bed lowering across the channel. Locally the bed might lower slightly over 2 m under extreme flood conditions, but that would likely occur near mid channel and not directly affect the banks.

7 ESCP — Blackwater River Bridge Project M LWBPermitApplication

3.2.1.3 Pier Scour Local pier scour was evaluated. A representative pier scour value of around elevation 78.1 m was estimated. This elevation is approximately 2.9 m below average river bed elevation. However, as the piers located closest to the channel, (Piers I and 2 on Figure 1), are to be situated part way up the bank, scour to this elevation is unlikely to result. Further, the design of the bridge piers is understood to be sensitive to scour, such that scour around the piers should be controlled with scour/erosion-resistant armouring. Average channel velocity at the bridge section is high, 3.7 m/s for the 1:100 year flood event.

For Pier 3 situated on the south floodplain, flow velocities will be less (1.8 m/s), resulting in reduced scour potential compared to the piers adjacent to the river channel. Local scour at Pier 3 is estimated to reach 1.9 m below floodplain elevation.

3.2.2.1 Piers I and 2 Pier scour protection around Piers I and 2 needs to resist high now velocities resulting from acceleration of the flow around the pier. Erosion protection should therefore be designed for local flow velocities that are at least 50% greater than the velocity approaching the pier i.e., approximately 5.5 /s. Under these design conditions, very large riprap, in the order of 1.7 m size, would be required. As it is not feasible to provide such large rock, alternative scour protection measures were considered, such as gabions or Armorflex.

Gabions were discarded as a protection measure, as the wire baskets are easily damaged from debris and ice action. Given the remote location of this crossing, it was assumed that erosion protection methods should require a low level of maintenance.

Armorfex was examined further and a design was developed. Two types of Armorlex were found to provide a stable under design flood conditions: • Type 45 — closed cell; and • Type 40 open cell.

For the purposes of this design closed cell mats have been illustrated on Figures 4 and 5. Open-cell mats are acceptable and can be used if the weight of the mats is an issue in terms of shipping costs and installation. Figure 4 shows 24 mats are required to provide protection for a single pier. Therefore 48 mats would be required to provide protection for Piers 1 and 2.

8 ESOP Blackwater River Bridge Project MYLJVB Permit Application

Figure 5 illustrates several important features of the pier scour protection design: • key-in of the upstream lip of the mat to avoid undercutting of the leading edge; • key-in of the uphill and downhill edges to avoid undercutting;

• use of riprap (D50 — 600 mm) to provide a launching apron at river bed level to protect against toe scour; • grout placement along the edges of the mats to eyebolts anchored in the piers; • grout placement at the joints between mats; • cut all loops at the leading and trailing ends and uphill and downhill edges, so that should they become exposed, debris will not catch on the cables and move the mats; and • use of non-woven geotextile as filter fabric below the Armorflex mats.

3.2.2.2 Pier 3 Riprap having a median size of 300 inm is sufficient for scour protection at Pier 3 on the south floodplain. As illustrated on Figures 1 and 4, the armouring should extend for 6 m upstream of the upstream nose of the pier, 3 m on each side of the pier, and be trenched 1 m deep into the ground.

3.2.3 Abutment Erosion Protection Riprap can be used for erosion protection at the bridge abutments. The abutments are expected to be subject to hydraulic forces infrequently. The south abutment, which extends down to the south floodplain a short distance out from the existing valley wall, will experience flow above bankfull stage (floods exceeding 1:2 to 1:5 year return period), during extreme break-up on the Blackwater River, and during high break-up events on the Mackenzie River. The north abutment will only experience flow during ice break-up events on the Mackenzie River.

For both abutments, the top of riprap corresponds to the peak Mackenzie River ice jam elevation of 91.6 m. Riprap should have a median diameter, D50, of 600 mm. The configuration of the riprap is illustrated on Figures 1 and 4. A non-woven geotextile should be used as filter fabric below the riprap.

3.2.4 Culvert Riprap Four culverts will be required to convey snowmelt and stormwater flow through the road embankment fill, as shown on Figures 2 and 6. The culverts will be corrugated steel pipes with 0.6 m and 1.0 m diameters with metal flared ends. At the culvert inlet and outlet, riprap will be used to protect the embankment from erosion. The riprap median diameter ( D50) will be 0.3 m diameter; underlain with non-woven geotextile, and installed to a depth of 0.45 m. Details of erosion and sediment control for the culverts can be found on Figure 6.

9 ESCP—Blackwater River Bridge Project rvTVLI BPer-mitApplication

4.0 Implementation This plan will be provided to construction contractors who will be responsible for implementing the erosion controls. Additional quantities of erosion and sediment control materials, such as riprap, silt fence and geotextile will be stored on site at all times in the event that they are required for emergency use.

4i Inspection, Maintenance and RecordKeeping An inspection program will be developed which will include: • weekly inspections of all measures; and inspections following extreme events (heavy rain or snow melt).

The inspections will be completed to asses the performance of the control measures and to identify any required maintenance. During construction, maintenance and repair of control measures will be the responsibility of the contractor and shall be completed as soon as practical after an inspection, but no later than seven days following the inspection.

The contractor will appoint an on-site representative with the responsibility of ensuring the completion of the inspection program. This person shall be responsible for understanding the requirements outlined in this plan and for ensuring the effective implementation and maintenance of these measures. All inspection and maintenance records must be stored at the site.

4.2 Shut Down Considerations During shut down periods related to seasonal stoppages, weather-related delays or other issues, continuation of the requirements outlined in this ESCP will be maintained, including the inspection and maintenance of all control measures. Prior to start of planned shut downs, all disturbed surfaces shall be suitable stabilized to prevent sediment mobilization. Accumulated sediment from all control measures shall be removed and disposed of accordingly.

4.3 Emergency Response Plan Prior to the start of construction, the contractor shall prepare an Emergency Response Plan and incident reporting procedure.

The Emergency Response Plan will include: • list of additional erosion and sediment control materials available on site; list of equipment available on short notice; and list of designated construction personnel responsible for the implementation of the ESCP.

10 ESOP BlacAlwater Rive! Bridge Project MT1TVB Permit Application

A procedure for reporting incidents of environmental concern, such as the release of sediment to a watercourse, will include: • date of the incident and reporting; • particulars of the incident; • actions taken; • personnel / authorities notified; and • other applicable information.

5.0 Post construction monitoring Post construction monitoring will be carried out by the proponent (Department of Transportation) or its contractors. They will be responsible for continued inspections and maintenance of permanent erosion and sediment control measures.

Other inspection and maintenance requirements will include: • removal of any accumulated sediment from traps or basins; • inspection of soil coverings for effectiveness and performance; and • inspection of vegetation establishment.

Inspection and maintenance will continue unit the control measure is no longer required.

6M Accountability A record of names, positions and contact numbers of those personnel responsible for the plan implementation will be developed as part of this plan during the pre-construction meeting. ESCP — Biackwater- River Bridge Project M L WB Permit Application

SITE PHOTOGRAPHS

1? W c

0 0 co us • Ut

K i

T IM

CD c. o x

rte 2

m xCD ^ °^ Y

C17

CD ^^

' 0

CD 0 0 1 3 O f

D y {.

C3 tp CQ ^} ' W Q

CD (I1

N O cc M QO ESCP — Black %ater River Bridge Project MVL WB Perm.itApplication

FIGURES

13 . 1

I H} N T OF PILE CAP) = I ^ ^. ^Wa' UNE A. CR ' '',. I 'II \ 5 • OF P CAP)\ / 400 T N- 1 ^ NOR H .R 1 > {J/ AODTMOSt PILES I II+ /SRAMaCE Svint^ / kFAL NHENT

¢ / \III Pi€R Q ^

II ' RP F1Pox = OR' R.. 1 m / OR0NIC MATEAWL' TO 1 / ' 1 1SC REMOVES (TOP), . 7 .I4EF301TC :El1 5EQ1E H9IDat4 RE? IS i I waa

TO TULI A TO l!: p • 1 :^ Y7 ' rER RIPLEAP ",.. 41 ^. I y I' i ll F F} 3CE _s k N07E 7 ^41^`4PiS. ^ oECh ORICN (rLY. 49 5 'OCATIONS)

^A5UTM NY RIP RA' R 1 (TwP.A s p WORK P ' 1S AT E ROAD I A /' LIMIT OF NOTE APPROACH FiLL 1 o V, 56.206 2^'^d fi NPf IA 709i623590^ E 442 )' 0C t (-. uuR aF—' < WP2 705134 X41 `. t 443249 177 "PPS FkL

WPl LINE WP2 U1E ST4 76C SiA TBC SVA. EL 99.540 k, 700 700 w ONCE ASCII CF NILE CAP ' 4 NORTH 4 SOUTH PER TD WRIGLEY AaUTME9 1 PILES k'','.: TI =:II ABUTMENT PILES 514. 191 '. y A IEC PIE 70 TULITA 3 EL 97,31 51A. EL 9953 la • rr 9030 ' ' 700 7a0 35?00 srnuc1LPAL / FILL AS PER SPECIFICATIONS (IYP) 0-75R

KWINGWSL (TYP) FILL P TYR ;D ,.._ ,} EMBANR44EN1 • 0€1K DRAIN (130. ® 5 LOCAiICN$) INPLL--O STEEL ^ 1 III - 019. DIM. FLU. ,.. MACKENZIE iGE JAM -LOW WATER DRI 4i4 7EM4051E 1 EL. 43.2- EL. 91 5'v LEVEL (APRROX) '--ICE RELEASE (ISF) 95 ^ 1 ^ JESICN EL. 89 fiM STEEL 5-PILES Eu f^7 (ABUTMENTS ONLY) / RIPRAP (TYP) r r "- 75 STEEL PIPE U- CENTERLINE PROFILE-` PILla (TYP.) 0 SECTION -ems U 11000 w 37 ',. BRIDE WISP GIRDED EAST GIRDER FUTURE WCENINGI TO 2 AAES 1 55RJ TCtltl 24 550 ^' CAMPY,C SARABARRIE E NOT E DWNAGE SWALE PRECAST CO 1. FOR GENERAL NOTES SEE OWO, H-301-S 05 -D7DG-G?. (ASSUMED) - 1090 9E f T;LK 117 SEE NOTE 9 Mme,; 2 FOR ROADWAY GEOMETRY SEE D4 0 0-301-C-08-02-DD-OI TO -04 N T - l --'^ g. LION CINDER DETAILS SEE OWG H-301-O-02°07-©0-D2 TO -08. - 5000 4. tSR =RECAST DECK DETAILS SEE SAC H-351-S-03-07-pp-01 '0 - TO 1 DECK DRAIN 00 i . + CO TSR SU9s7RUCTUS1E AETA€S SEE GWG. 5 -301 -5-01-J7-DG-DI TO -17 CO N ^ ^ cIRDeR (rrv; 6- At.L ELEVATIONS SHOWN ORE ON BPoDCE CENTERLINE. Ln PIERS E ice' - 7. FOR AELIIMENT AND PIER ER052ON PROTECTION, SEE 0WG. 4-301-C-02-07-0D-05 T )RE r0 -a7 FOR FU7URE I ''"^ Ronn wDeNNtul - ^#- , SEE NO'E 10. N "^'€ B. *, IE 115-IN of APE PROPOSED ORNnAGE SWALE `:a THE E%ISTNC 509500 590000 L1 BE SMOOTH AND ORSDUAL

DETAIL 9. THE SHAPE AND SIZE OF THE PROPOSED DRAINAGE SWALE TO BE SIMILAR 70 THE 1200 _ L2 EASTING SWALE, — ^ STEEL PIL'.CAP (tt?) N :: - 1O. LINE THE PROPOSED DRAT AGE SWALE WITH CREWEL/COBBLEI 51M0AR TO MATERIAL d N I P f 7141 15 ON THE SOUTH iEAPACE WHEN SUBSTANTALLY FINER MlATERIAI. ARE ) ^ j ^ ^ i r ENCOUNTERED. Q I I Q '; STEAL PIPE PILES (3Y?) CO ISSUED FOR CONSTRUCTION U) l SECTION B 07/25/08 DRAFT REVISION rn ,7s

CUT CP RETOTc 1 ISSUED FOR CONSTRUCTION EPV< 0 P P, CE G BLACKWATER RIVER BRIDGE 2 ISSUED FOR CONSTNUC11011 Km 784.1, MACKENZIE VALLEY WINTER ROAD, NC 3 ISSUED FOR CONSTRUCTION /25/0 anec PSO:EC': 156058 GENERAL ARRANGEMENT Oe51GNEG MR POOLS I nA'E 0-SLY" SC. Northwest i ^rc ^,, AS SHOWN ( 29/06/77 O SL RRT 7EA'S aCT Territories raflsper°'3T:'.r P? N — — I istO Ga,: -^1 AL ° " dPe I HN-30} S-05-07 DD- 02 1 0/30514 6 1. ALL DISTURBED AREAS WILL RE SEEDED WITH WIHTER ROAD MIX (40% RFD FESCUE, WHRE CLOVER, 20% 11MOTHY, AND 20%

2. PROPOSED L T ON OF EROSION AND SEDIMENT CONTROL MEASURES MLL BE CONFIRMED ON STE BE 9EW ENGINEER PRIOR TO I ON.

TERMINATE AT TOP CF CHMAEL

SEED WSMING

EROSION CONTROL

SCA r

TIES DRAWING MX- HAVE BEEN REDUCED. ALL SC E 110T57.055 I etc.) . . . ARE 05500 0,5 22" DVA'AINCS R tRqc 3 MW ISO No. 115 3 . MA LNL IGHWAY, YOS L 00P PARBH rRwaL LTD.

TC PRA,,CE 01 RECORD 5 BLACKWATER RIVER BRIDGE Km 784.1, MACKENZE VALLEY WINTER ROAD, NT L Y fl amec P EROSION AND SEDIMENT CONTROL ROJECT: 1 00O5 DESGNE7 u 1 Eck.E: DA . NO Northwest AS 550155 07/3„2508 I OF D PLAN ECHOD- S S N OWG: NC: I v.1 015 57 Territories Tronsportailon O AM: DESCRI4C0ti DATE FIGURE 2 sL CTICO51 4 ENO Poitvrs 'A° MUST B( HAHE.P 7.A,V FLOW LINE POINT '8'

75 m TO 300 7 wavw. CLEAN R ' POCA U"8

FLOW

44'.W.V.Af OF Plr RU`A/ ROCK N CAN.A,EL FLOW iNE SIDE N E FRONT VIEW

MAXIMUM FLOW DEPTH

NOT=B, OVERROCK(mm) CABLE SCR FLOW V'ELOC'ITY 1-3 50 2. SUITABLE FUR DRAINAGE AREA 4 100 3. SUITABLE FOR [-; DES FROM 5% 70 9%.

R SUGGESTED ROCK O R 4 SPACINO. "• TU BF DEBMINou ENGINEER BASED V. COlD TONS. AND OVERFLOW DEPTHS THE ROUSE IS F'ROVIDFC ONLY AND SOTS NOT CONSTITUTE A DES 2 N. A B"I C I FIG DES:ON IA RrQUIP T D FROM DESIGNER / EN INEER

RLF'QR_ L SOURC: ALE RTA TPAI SPORFATIOA, TYPICAL SUCTION, UAL'. #7

SECURE PERMIT 70 ERASE CE ENE BLACK WATER RIVER BRIDGE Km 7841, MACKENZIE VALLEY NNR ROAD, NT amec FROdE07: 155058 OESIGSO[ SCALE, NO. Cu R ET Northwest ROCK CHECK DAM D7/2,/2C08 1 D4 n N! CHECKED: Territories Tronsportafion ,PL4 OW. NO. ' 5 , 4 CON FIGURE 3 ORAA C71005:4 REV, [ 9E5MRT[ON NgIAL SLR z :3- . . II 15% } TO L TA

93.2 r_

1 NORTH ABUT MENT ARMOUR PIER RiPRAP 3 P9ER 0 RIPRAP Fl01 5^= 1200 F781 00900 .._,.. FIG1 0">. 0 t:iOC

1 390 P. WITH OAIEC . 1_51.9.4"4.0„_ ER _ : 1 .0 2000

t 2 S.. .. 1913 Z_ . _ .., A:. 9 4 4= „GNFM?MO 10 T : CLTA II'. L. 92319091 :0: 0.10'. 41 :' AN 1 9100 NDI90TET O N 90390 ?, RA /

32091! L: I__ 107 rABRF: 90900 BE 0000 0 AlL RP -090 CLASS :.RPANCE J ouw.I0G 19000 F Si"Nrm ^.t - E 2410_ CRS ERLA ..,.,.,.: i ;F 000'94000 :MA:'-. s) FO% EACH 5000CI 0 0E 01009 30 NOMINAL MASS (kg) 40 200 NON-M'UVFN GEOTEXTILE RLTER FABRIC NOMINAL DAWETER (mm) 300 500 CONTRACT DOCUMENTS AND PHYSICAL PROPERT IES NONE GREATER I kg 130 700 _ GLASS 1. AND 2 THAN mm 450 800 k9 70 300 205 TO 50fi I -. CRIB STRENGTH 650 N mm 350 600 ELONGATION (FAILURE) 50% k9 40 200 507, TO 60x ^. 4L"c m... PUNCTURE STRENG TH 275 N mm 300 500 100% GREATER kg 1 0 40 T _. 8URS€ STRENGTH 2J MPa nTsc- 300 r:rr ... TH NI I mm 200 300 '4 TRAPEEZOIDAL TEAR 250 N

H .A'.,. .F ! .,. --. - N 019 E' 11 0 'A R S.rlC 14E ^IIY wu!J 9 Itli.. _..,.^ GRVIiv III _ . - , IX E '. - o. [ o r P 'E _- > ITC 99C 10 00090'90000 O..0100 ANT 90 _ ,CI JA N _ CA_ _,R., 4010 ARE 400

5 0 4 - S"' G ^l F 9JKD r a "IA_ S I '.I^, r _/

^^^ '.,l rc C:AS. +,APB 2 : II I A _ ' ,Ur_T I:- t M.H _- _ I,. __ - C mm) RIP . h! 3F T'1E RPRA VA A rwL..'::LE P it rr C YA ?L THAN _ 0 =, W'. FT3% F 10_020049 $H4 " c A ri' - ", .I c_ 10o0 • 0', AND I BE Ac '' F HE

,I . :- . '10o .. ARE - ;. Tin GP LASS z '<1" IF'::,.. ri,'. Cr l o'rr,l"- -Ho L'F_S t- L_1E!t. _ 7 T0 0I90 31. -- - _ 0 r Ti' ^,•'X "NC C o.T 4PSOFPTIC'i RA- .. _ dE _ F ". LFD R NIA ,. 'I 4 -. 53.2. 'hE . ':.... - I Cr Ty E -- 19 9, Ai. d , I. .' ;' J ?G_;0A . 31099%

._.. ' .^;c 'T ? E" r NI L.{',;;,. _ _ - -r-- .110.1:; 4 PIER 5 SOUTH ABUTMENT ARMOUR - :o. _L F .. N. FlG1 G CAL r ::2C 0 rVG1 SCALE 0200 No 900 F _ ,I 10 f .-r.0_' 09104 I0E. 5 5. A ac a ,— E.'. i.. F._ ':' I '. ,I - n„ ,P.0 ^R EACH c3. 90 93.0%cR CF : =CES nA .'IfTG - TO _., .. Ill''

T NNpROTECNMTSL REPORT „g, 0191111 -0 P^90100 I Vic, 00 AAOOIIO V" ` 1 ISSUED Wf;F'. ORAFT 4vllJol BLACKWATER RIVER BRIDGE Km 784.1, MACKENZIE VALLEY'MNTER ROAD, NT A^}M}^/ .:. _zoo” /a nIe 9RCÊ : 1 56 e 55 F{^ { ABUTMENT AND PIER cVE]: 4'S R4 990 -1400 tk 030o000 >GL.. jai 91 TRO. Â^ .o s :: [I n a ® _) NvrII lwQis[ EROSION PROTECTION , r 990190 23/4/57 TA a ARE 9A$E^ eR 2r x 3a 909 ,AN T¢rritones {u Spc TC Q FIGURE 4 per ^Î on,e wrl maw" H-301-C-OZ-{l7-Q©-061 a ^ûosti • • W*1 41* :MI mssoniminA.V • U_Y V_V_ WiVIMIEWM:11.111VIMMV=6.1

wxypsfr w

.fto ft* —1411"r-flrft-a WAWIWift-l ,* ft V MO !Wit. s ftjaft:fte ft‘ %vi. nios64,Magaswa riTim ."-CiZarr inn 4 __-- 11.0.1-- -ki.....,... 4.. lip in,„, 0

177.1•

lI ir N VOW• . •1 1 n .1.1.1

• Mall

CUT ELES 5‘:

ARMORFLEX UPSTREAM F LANK DETAIL SOULS 40

oON,RETE ".EP 0 EYE BOLT REBAR CONNECTION GROUT SEAM / CONNECTION BETWEEN MATS --- SCALE 1:2 -- SCALE ,25

SEE

PER FI URE 5 00 3E PEAL IN CONJUNETiON WITH AMEC REPON7. "HYDROTECHMCAL DESIGN ECKWATER AVER eRIDGE". NOVEMBER 2007_

CLASS 2. ALL MATS SMALL BE ARMORELEX 45. CUT CABLES ; N OTE 5) 3. ARmGRLEX SHALL SE -NS1:1'_ LLC 14 ADCORDANCE 4104 MANUFACTURER'S SPECICATIONS.

4. EYE MOLTS SAL_ 2'. INSTALLED INTO ROLFE DRiLLED THROUGH STEEL SMLEL -0 CONCRETE NEILL & GL'EC WSH EFGXY.

APMORFLEX CLASS A5 5. ALL R M HATS HT 2_4 , CUT FOLLOWING NTAL.TION AN:

Cm Al H. DEOTExTLE SHALL HE NILES NON-WDvEN 4352 OT, TYP OUT BLES EQUAL. ( NOTE 5) GETAIL H ANT 10 SHOWN FOR PET 2 ON SOUTH SAME CONFIGURATION 9 P LA N OF PIER EROSION PROTECTION ARMORFLEX CROSS—SECTION AT PIERS APPLIES FOR PIER I ON NORTH HANK FIG1 SCAuE 1:125 g /75

0°P .1 0 .54272E 55 AEGORT ISSUED WITH DFAFC HYSROTECH I REPORT / 1/0C.B. BLACKWATER RIVER BRIDGE Km 784.1, MACKENZIE VALLEY VON7R ROAD, NT za I 250 SAi mm

1 C0 GENERAL ARRANGEMENT PROJECT! 156058 5250NTS: 1:75 so DAM SHEET NO. 0 as! 1.0 THIS DRAWING MAY HAYS :DEN RED'UCED. ALL Northwest ARMOFLEX DETAILS 2420225: 5 °W 20/11/07 3 52 1 SCALE NCIA.TONS INDICATED H.e t:100O etc_'! C. - 0545 N° ' • 25 Territories ionsp OP! I R.V. ACT APT CASED ON X 34" FORMAT DRAWINGS FIGURE 5 SR 2 2.5m opscmpnoN 1N104L AT H-301-C-02-07-DD-07 T1ao5s4 2 '11 -F 11E00 B:TLFC EA 'AH, _L AT AT —?EC'. L.. BY ^, --, d: •.. r

Etc AS SP w . TYCYNEEFI.

z O

5[-

STATION

PLAN — RIPRAP INSTALLATION D TYPICAL0CA PE ROAD SECTION SCALE 120 cz a, 1 , --- CLOSE FFA SA F

NON —MOVES

^ 7

T NLET AN _

;i X111 .: j 1 f ' ^ F '„ ,^ , "^"f ` 0 '^", l ` . r+ sy ;^1

I t E _. K''I j ` t 'J

L I'J Iov:o _^. A _ f L _ 400 .GO 'IA. VAn'. ES ?.O _SEA

E SECTRD N s ReE cacuN FI C^ 2C

F 000

T.S 7RA5 NC UAY HA E BEEN 4 UC ALL NOTATIONS1110 00050 G CIA) ECP1E .: 2 FPS NASEC 0ON 2 X a FORMAT 054150120

nc 01205 IEE cr ?Tam o 13LACKWATER RIVER BRIDGE _ Km 784.1, MACKEN71E VALLEYW^ iTER RO AD , NT amen- Northwest Gsi,ÊO COALS: 04 15. PEE' N0. or ^^ DETAILS : q /^ pC ^^ R ^ S C' J 5-. O N ^ Te rrit oesri I v 5p. a To io ^'NC 0. ! ..ONTRA1 rÎ G^RE C o02425+rv. ^ REV 3505010002 oa*T ni ' IS, d j crâ aa4