Title: Memorandum re discrepancy in Bridge Clearances as 6' above Design High Water or 6' above normal high operating level effecting bridge over Tampa Bypas
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 Material Information
Title: Memorandum re discrepancy in Bridge Clearances as 6' above Design High Water or 6' above normal high operating level effecting bridge over Tampa Bypas
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Spatial Coverage: North America -- United States of America -- Florida
Funding: Digitized by the Legal Technology Institute in the Levin College of Law at the University of Florida.
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Bibliographic ID: UF00052431
Volume ID: VID00001
Source Institution: University of Florida
Holding Location: Levin College of Law, University of Florida
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Full Text

August 7, 1979

AUG 14ig
TO: C. H. MILLER, Director, Resource Development Division

FROM: 0. R. DeWITT, Supervisor of Permits, Regulatory Division


Your letter of September 18, 1972 (attached) presented District Criteria to Depart-
ment of Transportation (DOT) for clearances over C-135 as 6' above Design High
Water. (DHW)

Jim Adams' letter of February 8, 1977 (attached) to DOT gave clearance over C-135 as
6' above normal high operating level. This criteria is 0.8' less than DHW.
Bob Gates advises me that for operation of air boats, the 6' above DHW is required.
To my knowledge, the 1-75 bridge over Tampa Bypass Canal will be the only bridge
designed with the lesser clearance.
Please determine which clearance criteria is acceptable. In the event the lesser
clearance is unacceptable, then so advise the proper authorities within DOT.

Attachments: Letters 9/8/72 and 2/8/77

cc: L. M. Blain v/
J. E. Curren
B. Gates

Septeber- 18, 1972

Mr. Rbcert L. Orth RECEIV
Engineer of Preliminary Design
DeF'rt'ment of Transportotion A-UG 14 I
Hayd.n Burns Building
Tallaassee, Florida 32304

Re: Tamra Bypass Canal and Levee 112 Proxirrty to Tampa Interstate Highway 1-75 E

Dear Sob:

Once again, I must apologize for being late in transmitting requested information
to you. Fortunately, we have discussed and transmitted over the telephone much
of tfe following listed Information.

1. Basic criteria for bridge crossings of "Works of the District".

A. "Works" other than these v which are part of the Four River Basins,

1. t;.Tnimum vertical clearances shall be two feet above the 50
year flood or the flood of record, whichever is greater.
Note: In the case where existing vertical rvigctional clearances
cn downstream bridges, such as may exist at US Highway 41 bridges
over the Little Wc-natee and Alafia Rivers, exceed the above re-
cuirement then the existing downstream navigational clearances
shall govern. The new bridges shall not have lesser clearances.

2. Utinimum hcr:zontal clearances shall be a minimum of 25 feet
measured norma! to the direction of Elow at tLe point of crossing.
Existing downstrecm navTational cloranes at US Highway 41
bridges over Lit'a oncatee and Alefia Rivers rray require greater

B. '-'crks" which :re part of the FRE Froject.

t. All ver:ica! c!e.rances shall equal or -exceed 6 feet above design
high v-;ecr elev'lons dceterrr.ined by the FF Project design,

7. All horizwr'! c!eornces aill be 25 fee ni.um under the scmre
sticulctcns as -n"Icated in Item A-2 above.

Mr. obert L. North
"epte-ber 1 8, 1972 Page Two

C. Excavation and ccrnelization of the existing streambed at the bridge
crossings of all natural streams should be minimized and avoided,. if posble.
The use of bridge structure rather than earth fill w thin the existing river
floodplain is strongly advisable and encouraged by this District. In particular,
no earth fill should occur within the moon annual flcodplain limits, the
landward limits of which are usually identifiable by vegetation outlines.

D. To minimize and woefullyy avoid sonme water pollution, water runoff
frorr the roadway (bridges and main road) should mro be run directly Into
the ultimate receiving streams. Storm water should be routed first to
settling basins, percolrtion ponds or vegetated areas to remove as much
objectionable material as possible, thus encouraging storm water quality

II. Specific information cnd criteria for bridge crossings of FRB *orks and
other "V/orks of the District oare itemized as follows.

A. Little I'anatee River -- Criteria for crossing is as listed under items
I-A-1, I-A-2, 1-C cd I-D above.

B. Alafia River -- Criteria for crossing is as liste under Items I-A-1,
I-A-2, l-C and I-D obove.

C. Thonctoscssa Cna!, FRB designation C-132 Criteria for this crossing
is at present. generally cs indicated on the attached section sketch.
Although a design water surface of elevation 13.3 feet msl Is Indicated on
ihe sketch, it appears that imminent planning res'.dy will raise this design
water surface to at le-at elevation 15.0 feet msl; therefore, we believe
it wise for DOT to base preliminary bridge design cn this higher design
v water surface.

D. Tcmpa Sypcss CocA.i, FR3 designation C-135, cross Homey Flats--
Criteria for this crossing is at present generally as indicatedd on the
attached section sketch. The design water surface of 12.7 feet ms? as
shown on the sketch is lHkly to be raised to near 5.0 feet mst, thus we
recorr.rrend you base yorr preliminary design on nils higher level. Con-
trary to previous stote.ents, vwe now bealcve that f cntinuous canal berm
access under the Iner.ate bridges will not be rec:-red, since we have
alternate access routes; and the additional cost of bridge structure is not i
ouite just;hicb!e in our cinmon.

E. Tcnpa B!-yposs Canoa, FR5 designation C-135, ct Fcwier Avenue I
(SR 582) -- Criteria for htis crossing is at present g.era!ly as Indicated
cn the attached section sketch. The design confisation may change 1
some cfler current dcsl-; restudy is conp:ete, bu-t ".s action should be |
adequate for 'preirncr, bridge ,cs'n |

hMrr. Rcert L. COth
September 18, 1972 Paop Three

F. Cowhouse Creek downstream from Morris Bridge Rood -- The min
flow down Cowhouse Creek will, upon completion of the FRs Project,
be controlled by a gated culvert through the levee east of Morris Bridge
Road. Discharges through the culvert would vary depending on conditions
in the Lower Hillsborough River. In all likelihood, lower river conditions
would cause a cease In fow altogether during storms of greater than 25
year recurrence interval. Due to the uncertainty of ultimate discharges
down the creek and timetable for completion of the levee, we recommend
that the interstate bridges tave a capability for discharge not less than
the existing /orris Brice Road county bridge with minimum of 25 feet
horizontal clearance and low member not less than at Morris Bridge Road
or 37 feet msl, whichever is higher.

G. Tampa Bypass Canal, FRB designation C-135, at Morris Bridge Road
or Flecher Avenue (S-S2-A) extension -- Criteria for this crossing is at
present generally as indicated on the attached section sketch. The design
configuration will likely be modified upon completion of current desTgn
restudy with possible elimination of the canal altogether. However,
attached sketch configuration should be used as basis for preliminary road
and bridge design.

H. Hillsborough River Criteria for this crossing is difficult to define
due to the uncertainties of proctse FRB design Information and Indefinite
construction schedule. The following Information was derived from Corps
of Engineers preliimncry design reports.

Structure S-155 description
1. Concrete structhe, ogee shape weir.

2. 3 25' x 13' vertical lift gates with motor operated hoists.

3. Operation to be as follows with gates opened to allow follow ng
discharges into Hiltsborough River.

10 year flood 3630 cfs
100 year flood 7400 cfs

4. Relicbte Infor- m:tcon regarding sces during these discharges is
not available.

The fo!lowvng inforc-tion has bte provided by ihe USCGS rer'ding
stores end dischores at Fletcher Avnue Bridge (S-532-A) vwthcut
the FB fProject.

I----------- -- -----------------L --"-t

Mr Robert L. Orth
September 18, 1972 Page Four

Storm 10 Year 25 Year 50 Year 100 Year

Q (cfs) 9,800 14,000 17,730 21,800

(Ft. msl) 31.8 33.7 35.1 37.0

Based on extrapolation of the above stage values, it is estimated by
SWFWVMD staff that stog-:s at Trout Creek and Hitlsborough River
might approximate the following without the FR3 Froject.

Storm 10 Year 25 Year 50 Year 100 Year

(Ft. mst) 32.5 34.5 36.0 38.0

Any prediction of construction and completion schedules for the
FRB works would ultimately prove to be Inaccurate, probably grossly
so. However, we do not believe that the FRB works will be operational
for at least five years cd, based on post experience, probably much
longer unless funding is Increased. Thus, it Is our opinion that the
new interstate bridges, whichh likely will be built within the next
3 to 4 years, should be designed for present discharge conditions
without FRB. With this in mind, criteria for the crossings would be
as listed under Ite.-s I-A-1, I-A-2, 1-C and I-D above.

1. At the present time, the Corps of Engineers hcs contracted to have
aerial topographic maps mode of the Homney Flats crea and certain areas
to the north. At this writing, these maps are not yet available for
distribution, but we have assurances from the Corps that they will be
made available in due time to interested agencies, hopefully within the
next 30 days.

J. We have no new infzcrmaticn regarding the City of Tampa's water
treatment plant and other developments in the Trcut Creek area.

K. Enclosed as a part of this packce is a set of r-crked right-of-way mops
indicating current stLtus of SWFWMD land ccquisl:n frcm Interstate 4
north alcng the canal, levee and F!ood Detention Area alignments.

L. At the present tire and cs previously indicated, there is some discussion
and design restudy gorg. on regarding conveyance reeds north of Fowler
Avenue (S% 5f2). Opt-istically, we would ifke ta minimize canal
excovction north of Fcw!er Avenue and within the Flood Detention Area,

Mr. Robert L. Orth
September 18, 1972 Poae Five

but at present time, a canal all the way to 1illsborcwuh River is still
officially planned. We still hold hope that it may be of modified
configuration after further restudy.

At the present time and as previously discussed, we are planning -- the Corps has
concurred -- to build our levee parallel to the interstate htghway right-of-way
from a southerly point slightly north cf Morris Mridge Road and northward across
the HilMborough River to a northerly point where the Interstate and Trout Creek

East of the interstate right-of-way, a 300-foot wide right-of-way wi il be required
for levee construction. We would ask that you give particular attention to this
requirement when finalizing your alignment. Two areas are of particular concern
to us. The first area Is north of Mrris Bridge Road and south cf the river. As
mentioned to you over the telephone recently, It is imperative that the two "dry"
lakes be wholly east of the levee and inside the flood detention area, because it
is believed that they may be relic sinkholes. The levee will have to run between
these sinks and the Interstate right-of-way. The other area of concern is a segment
north of the river where the levee will be "sandwiched" between the interstate and
Trout Creek. We would ask that your alignment provide adequate room for the
levee to parallel the interstate.

If more recent alignment maps are currently available, we vw-uld capreciate receiving
them at your convenience. Please give us a letter cr telephone call as you need or
develop new information.

Very truly yours,

Chief, Engineering Ccpartnent


Enclosures: (1) C-135, Sections
(2) C-132, Section
(3) t.'arked R/' Accuisition Maps

CC: John Burdin, EOT, Ba-rtow
Corps of Engineers, Jacknvinle (c '/copy of RA, AcM isition Map)

X o CC 77 : RLv/

--~~~____ ~ ~ i-nv--1 I ____

+ ', C) 0
jAWN *.

Fc'rulry 1, T177 I

:;r. T. G. i;c::t ll
Florida L'.p:rtc: t c'f Trcansportation

C35 Su"^r:rnn^ Stre t

re: I-7y3 Crocsiny orf Trpa DypZss Canal C-135, Section 4A

..:r TcJ:

Tiis is to su:-.it data nI nke certain requests rec:-rinr t!o ziove rc-fcrer.ce.
Ti, Z S.roposedJ crcssinS: is dcicted on Plate 2 of Jtc "DCsign Er-inr-ring rc'ort".

Ts;Is se action (Section A) of the Tampa Byp2ss Canl is currently under constrjctcon
unfJr th.e dirction of the Corps of Engineers. ne contract :as a:r.e i rch 31,
1 .70, .r;j cc:.l ttion is sch:uled for y 17.

For your use \we have enclosed the following.

1. Cor..s of Enincrr T LC-135, Section 4A Construction Plans, Sheets
!;o. 4, 5, G, 9, 10, 12, 14, 20, 2C, 29, 30, anr 31.

Full scle print of T3C-135, Section &A Plan Sheet -4, z)rk Dralkin' ,2-.:-77.

3. TL- le 6 (Structure 150, Su:.. :ry of hyI;r.ulic-ccsign data) an Plate 2
(Geolocic Section) of Part 1, 11 srouh iver sn Su een --
Wevise Detil Dcsin ID Diaan raI ..), Cn rc 135, Sections 3'., 2,
,;. ad Control Structures 1 and 1I2, Corps of Enr incrs, i y -174.
I, acJitien to the alove, secondary drainage and r.-re complete soil L:rin s are
avc.ilJLe at tis office.

Ln:closure :o. 1 se-ts forth the canal cross-section, design details, sut'surface
t rin's, etc. Please r.ote the rip-rap protection depicted on Sheet C, and the
disposal areas on both canal banks. The Debris Disposal Area on the \icst side
cf .r, crn,1 \'s not (or is rot binC) employed for the contractor has elnetCd
to burn all debris.

Th:e Environ-'ntal fRes.rve Arca (E.R.A.) on the .cst bank is an area to be preserve-
in istinc strte for \;ildiife pu rpfos's. INote that the canal berm (top clevatior.
t' fe.-t) is located on the west side of the E.R.A. so that canal i:aters r-ay inajr.-t:
th: L.R.A..


;r. C. )':".;11
Fc'ru-ry :, 1:77 t Tr.o

Jtj s.cr-rt c:ftc hr- Lpur' of this letter to request the C.O.T. to altcr th
[rCi.'sscJ d'- i; CT tfei future I-75E Lridges to span the L.R.A.-t tihe subject
sit,'. Our r.-jcst is d.,ictcd on th.e .orl. Drawing Enclosure I:o. 2. It is also
rc.'c;sted t.,:t t;Ce rier ccn.triuctiGn over the E.R... be dcsinr'/perfor:rd so
t:;-t t.e c.isti.' veUetation is disturbed as little as practical.

T!e r;:;re i.i.rtant data is as ,ollo.:s:
StrJnard Proijct Flood (SJj P) Desin
IFa t Q = 1 2 > .>'. ccf s i/
Design ::tcr Surface 15.3 ft., isl Y

Cancl Scction: 2 ft. bottom :idth
-2.2 ft. bottom elevation
3:1 side slopes L:ithl subr.erged bcrrs,
.iornii Opcratin Levels 12.0 to 15.0 ft., r.:sl /

.L n;t Stition f''3+03 (_. Please note the stationinJ on thL. closed Plate 20
fro: tie 174 DP..::. is ob.olete.

FPr st.,; Jard iisty'ct crit-ria all ,horizontl clearances shall be a rinir:un of
t\::--rty-five (Z)fcct i;c:.surcd nor,.al to the direction of 9ftv. Dridge r:ini;u.-1
vertical clearance (i.e. lo: -irdcr ncOrber) shall be sixfeet above norral hi.h
opratin, level. -

In addition to a1I of the above i:e brino to your attention the various cnvirconm.ntal
:intC anJ ccnciderctior.s 1:e sub:L.itted in our Scpte;er 1 th, 172 and August 21, 17
lIttcrs to your 8'r. FcL--rt L. Orth.

':c trust all of the above \:ill be sufficient for your purposes. Please call t.c if
you have ar.y questions.

Vcry truly yours,

JA':S F. AD[T'S, P.E.
Project r:anaccr
rejectss ;-:nch:ri .S=nt Sz:tion

3JFA: ss

Enclosures: As stated


SConsiderable attention should be given to the potential loss
of ground water and surface water from the.construction of
C-132. During the present construction of C-135 in the Harney
flats, water levels have reached record low levels, springs
have dried up and from 15 to 20 million gallons are being dis-
charged daily into the bay (up to 34 MGD).

At the same time record low water levels were reached in the
spring of 1977, within the Hillsborough River reservoir.
Existing low water conditions and the increased demand for
water emphasize the need for water conservation measures
throughout the area.

The proposed canal could further deplete ground and surface
water supplies, adversely affect water quality and further
reduce available marshland for fish and wildlife.

The proposed canal, C-132, linking Lake Thonotosassa to the
Hillsborough River, should definitely not be funded; however,
the dam (S-154) may be useful in regulating water levels and
flows. The proposed C-132 canal to the Hillsborough River
would cause significant damage to wooded bottomlands, adver-
sely affect water quality, and spoil the largest swamp and
one of the most scenic canoeing areas on the Hillsborough

Purchase of right-of-way and construction on the canal from
Lake Thonotosassa to C-135 should not be implemented until a
thorough reevaluation is made including a careful examination
of alternatives such as improving the design and operational
efficiency of proposed structure S-155 across the Hillsborough
River so that flood waters may be directed both down the
Hillsborough River and down C-135 (Tampa Bypass Canal), and
thus reduce a flood water backup into Lake Thonotosassa.

The watersheds draining into Lake Thonotosassa have been
channelized and natural wetland ponding areas have been ex-
cessively drained. The installation of water control struc-
tures and the utilization of natural wetland ponding areas for
storing flood waters within the Lake Thonotosassa Basin should
be studied and implemented. Additional storage and ponding
areas should also be developed in the Harney flats.

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