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Home My WebLink About; Palomar Airport Road & El Camno Real Improvements; Palomar Airport Road and El Camino Real Imrpovements; 1991-01-25REVISED GEOTECHMCA.L REPORT5 FOR PALOMAR AIRPORT ROAD AND EL CAMINO REAL IMPROVEMENTS CARLSBAD, CALIFORNIA P&D TECHNOLOGIES 401 West A. Street Suite 2500 San Diego, California S ^ * - j -3 "L,UDiniii.ea u: KLEINFELDER. INC. [1 . 9555 Chesapeake Drive U • Suite 101 San Diego, California 92123 R (619) 541-1145 UNAUTHORIZED USE OR .COPYING OF THIS DOCUMENT IS STRICTLY PROHIBITED. ' -. SEE "APPLICATION FOR. AUTHORIZATION TO USE" LOCATED AT THE END OF THIS DOCUMENT IF USE OR COPYING IS DESIRED BY ANYONE OTHER THAN THE "CLIENT AND FOR THE PROJECT IDENTIFIED ABOVE. Copyright 1991 Kleinfdder, Inc. REVISED GEOTECHNICAL REPORT FOR PALOMAR AIRPORT ROAD AND EL CAMINO REAL IMPROVEMENTS CARLSBAD, CALIFORNIA For: P&D TECHNOLOGIES 401 West A Street Suite 2500 j San Diego, California a P. Submitted by: I KLEINFELDER, INC. 9555 Chesapeake Drive Suite 101 San Diego, California 92123 (619) 541-1145 UNAUTHORIZED USE OR COPYING OF THIS DOCUMENT IS STRICTLY PROHIBITED. SEE "APPLICATION FOR AUTHORIZATION TO USE" LOCATED AT THE END OF THIS DOCUMENT IF USE OR COPYING IS DESIRED BY ANYONE OTHER THAN THE CLIENT AND FOR THE PROJECT IDENTIFIED ABOVE. Copyright 1991 Kleinfelder, Inc. KLE1NFELDER January 25, 1991 Project No. 51-1588-01 P&D Technologies 401 West A Street, Suite 2500 San Diego, California 92101 Attention: Mr. Roger Hocking Director of Public Works SUBJECT: REVISED GEOTECHNICAL REPORT FOR PALOMAR AIRPORT ROAD AND EL CAMINO REAL IMPROVEMENTS CARLSBAD, CALIFORNIA Dear Mr. Hocking: Kleinfelder is pleased to present this revised report of our geotechnical engineering investigation for the proposed street improvements along Palomar Airport Road from 1,000 feet east of its intersection with El Camino Real to about 4000 feet west of the intersection, and along El Camino Real between Palomar Airport Road and Faraday Drive in Carlsbad, California. This report presents the results of our investigation and our conclusions and recommendations regarding the geotechnical engineering aspects of the proposed development. This report has been revised from our report of September 14, 1990, to include the comments of the City of Carlsbad and our overlay report of November 27, 1990. In summary, the soils at the proposed subgrade level are very similar to those encountered in our earlier study for the section of Palomar Airport Road extending from the east end of this current study to Avenida Rosas in the City of San Marcos. The soils we encountered in this current study consist primarily of sandy clay, clayey sand, claystone, and siltstone. These basement soils are moderately plastic with moderate to very high expansion potential. Although these soils have relatively poor subgrade support ability, they are suitable for embankment construction and roadway subgrade with proper moisture conditioning, compaction, and adequate pavement thickness. Alternate pavement sections for new roadway construction and asphalt overlays for existing pavements are presented for your review. Copyright 1991 Kleinfelder, Inc. KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Diego, CA 92123 (619) 541-1145 Project No. 51-1588-01 Page 2 Should there be any questions with regard to the information submitted in this report, or if we can be of further service, please do not hesitate to contact our office. Sincerely, KLEINFELDER, INC. George P. Hattrup Project Engineer RCE 43979 GPH/REL:sf 5*4) Rick E. Larson Senior Associate RCE 39226, GE 2027 11 Copyright 1991 Kleinfelder, Inc. KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Diego, CA 92123 (619) 541-1145 KLEINFELDER TABLE OF CONTENTS Page Number EXECUTIVE SUMMARY 5 1.0 INTRODUCTION 1 1.1 PROJECT DESCRIPTION 1 1.2 PURPOSE AND SCOPE 2 1.3 AUTHORIZATION 2 2.0 FIELD EXPLORATION AND LABORATORY TESTING 3 3.0 SITE AND SUBSURFACE CONDITIONS 4 3.1 SITE CONDITIONS 4 3.2 GEOLOGIC SETTING 4 3.2.1 Faulting and Seismicity 5 3.2.2 Landslides 6 3.3 EXISTING PAVEMENT SECTIONS 6 3.4 SUBSURFACE CONDITIONS 8 4.0 ANALYSIS AND DISCUSSION 9 4.1 GENERAL SITE ASSESSMENT 9 4.2 GEOLOGIC HAZARDS 9 4.3 SLOPE STABILITY 9 4.4 SHRINKAGE AND SUBSIDENCE 10 4.5 ANTICIPATED POST-CONSTRUCTION FILL SETTLEMENT ... 12 4.6 RECYCLED PAVEMENT MATERIALS 12 4.7 LIME-TREATED SOIL 14 5.0 RECOMMENDATIONS 15 5.1 SEDIMENTATION AND EROSION MITIGATION 15 5.2 EARTHWORK 16 5.2.1 Clearing and Grubbing 16 5.2.2 Excavation 18 5.2.3 Slopes 18 5.2.4 Fills 20 5.2.5 Transition Zones 22 5.2.6 Trench Excavation and Backfill 22 5.3 SOIL CORROSIVITY 23 5.4 PRELIMINARY SECTIONS FOR NEW PAVEMENT CONSTRUCTION 24 5.5 EXISTING PAVEMENT REHABILITATION 27 5.6 PORTLAND CEMENT CONCRETE SIDEWALKS, CURBS, GUTTERS, AND MEDIANS 28 Copyright 1991 Kleinfelder, Inc. KLEINFELDER 6.0 ADDITIONAL SERVICES 29 7.0 LIMITATIONS 30 APPENDICES APPENDIX A LOCATION OF BORINGS, PLATES Al AND A2 APPENDIX B FIELD EXPLORATION - TEST BORING LOGS APPENDIX C LABORATORY TESTING APPENDIX D SUGGESTED GUIDELINES FOR EARTHWORK AND PAVEMENT CONSTRUCTION APPENDIX E NOVEMBER 27, 1990 REPORT OF EXISTING PAVEMENT REHABILITATION APPENDIX F APPLICATION FOR AUTHORIZATION TO USE Copyright 1991 Kleinfelder, Inc. §§] KLEINFELDER EXECUTIVE SUMMARY 1. The majority of the soils found at the proposed subgrade level consist of sandy clay, clayey sand, claystone, and siltstone. The soils which are primarily fine grained exhibit medium plasticity and medium to very high expansion potential. Shrinkage values on the order of 10 to 15 percent should be anticipated for slopewash and fill soil; formational soil will tend to bulk 2 to 5 percent. Subgrade support characteristics are generally poor; all R-values on untreated subgrade samples were 11 or less. Section 5.4 of this report contains preliminary pavement design options. 2. The existing soils can be used in the construction of embankments provided the soils are properly moisture conditioned and compacted. The proposed slope ratio of 2:1 for fills and cuts should be adequate for maximum slope heights of up to 30 feet. Where fills are placed on slopes steeper than 5 horizontal to 1 vertical, keyway trenches and horizontal benches are recommended as shown in the guideline earthwork specifications. 3. West of El Camino Real along Palomar Airport Road and within about 2700 feet north of Palomar Airport Road along El Camino Real, the soils have a severe potential for erodibility. 4. No significant geologic hazards were encountered or observed along the section of roadway to be improved. 5. The existing pavement can be recycled and reused as either new fill or aggregate base. It would also be possible to blend up to 15 percent of the existing asphalt pavement with virgin hot mix materials to construct the new asphalt surface. Section 5.5 of this report provides calculated asphalt overlay thicknesses for existing pavements. iii Copyright 1991 Kleinfelder, Inc. KLEINFELDER 6. It is anticipated that excavations can be made with conventional earthwork and trenching equipment within the depth limits of the test borings. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 1 1.0 INTRODUCTION This report presents the results of the geotechnical engineering investigation Kleinfelder performed for the proposed additional improvements to Palomar Airport Road and El Camino Real, in the City of Carlsbad, California. Our contract stated that we would include the results of this study as a combined report with the geotechnical investigation we previously performed for an adjoining section of Palomar Airport Road to the east of the current project location. The results of our previous investigation are summarized in our report dated July 13, 1990, for project number 51-1551-01. At the request of Mr. Marc Jacobson of P&D Technologies, we have separated the combined report into two individual reports. Following the submittal of our original report of September 14, 1990, P&D Technologies requested that Kleinfelder perform an evaluation of portions of existing Palomar Airport and El Camino Real Roads for possible rehabilitation. Our report is attached as Appendix E. We were requested by P&D Technologies to revise our original report to include this rehabilitation data. 1.1 PROJECT DESCRIPTION The proposed improvements will be made to two portions of Palomar Airport Road and one portion of El Camino Real. We understand that two lanes will be added to Palomar Airport Road (one lane eastbound and one lane westbound) from the intersection with El Camino Real to approximately 4,000 feet west of the intersection. From El Camino Real to 1,000 feet east of the intersection, Palomar Airport Road will be widened on the south side only. El Camino Real will be widened to the east between Palomar Airport Road and Faraday Avenue. Turn lanes will be added to all three roadway portions at their joint intersection. Portions of existing Palomar Airport and El Camino Real Roads may also be rehabilitated. Copyright 1991 Kleinfelder, Inc. KLEINFELDER D Project No. 51-1588-01 Page 2 1.2 PURPOSE AND SCOPE The purpose of this investigation was to explore and evaluate the surface and subsurface conditions along the section of roadway to be improved and provide geotechnical design parameters and recommendations in accordance with our proposal dated May 1, 1990. In addition, an evaluation of existing pavement rehabilitation was completed in accordance with the second option presented in our proposal of September 26, 1990. The scope of the investigation included a field exploration consisting of thirteen borings and twenty-seven pavement cores, laboratory testing of selected soil and pavement samples, and engineering studies to evaluate site conditions and develop soil and pavement design recommendations for roadway improvements. We have also made an evaluation of the feasibility of recycling the existing pavement materials. 1.3 AUTHORIZATION Our original investigation was authorized by Mr. Marinus Baak of P&D Technologies with a signed contract dated July 10, 1990. Mr. Roger Hocking authorized the additional pavement rehabilitation study on October 4, 1990. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 3 2.0 FIELD EXPLORATION AND LABORATORY TESTING We explored subsurface conditions by drilling thirteen test borings at the approximate locations shown on Plates Al and A2. In addition, the existing pavement was cored at four of the boring locations during our initial study to obtain preliminary data on pavement thickness and obtain component samples for testing. Twenty-three more cores were completed during our rehabilitation study. Logs of borings and a description of exploration and sampling methods from our initial investigation are presented in Appendix B. Field data from our rehabilitation study is presented in Appendix E. Descriptions of laboratory tests and their results are presented in Appendix C. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 4 3.0 SITE AND SUBSURFACE CONDITIONS 3.1 SITE CONDITIONS This project includes the portion of Palomar Airport Road from approximately 1,000 feet east of its intersection with El Camino Real to approximately 4,000 feet west of the intersection. In addition, the project includes the portion of El Camino Real between Palomar Airport Road and Faraday Drive. The existing roadways are gently rolling and closely follow the existing topography. Palomar Airport Road descends from an approximate elevation of 306 feet above mean sea level (MSL) at the west end of the project, to an approximate elevation of 268 feet MSL about 1,000 feet west of the intersection with El Camino Real. From this relative low, the roadway rises gradually to an approximate elevation of 320 feet MSL at the east end of the project. El Camino Real rises gently from the intersection with Palomar Airport Road from an elevation of about 283 feet MSL to an elevation of approximately 319 feet at the intersection with Faraday Drive. Elevations adjacent to the roadway are generally within 2 to 5 feet of the existing roadway elevations with the exception of an existing 25 foot-high descending slope inclined at roughly 2:1 (horizontal to vertical) adjacent to the south side of Palomar Airport Road to the west of the intersection with El Camino Real. The properties adjacent to the proposed roadway improvements include a mix of agricultural land, commercial and light industrial developments, and unimproved lots. 3.2 GEOLOGIC SETTING The site is located in the Peninsular Ranges Geomorphic Province of southern California. The Peninsular Ranges Province is characterized by its northwest structural trend which roughly parallels the dominant fault systems in the region. Copyright 1991 Kleinfelder, Inc. KLEINF ELDER Project No. 51-1588-01 Page 5 The southern portion of the Peninsular Ranges Geomorphic Province is known as the San Diego Embayment. The San Diego Embayment consists of thick sequences of marine and nonmarine sediments. These sedimentary rocks form an eastward thinning wedge of M continental margin deposits extending from Oceanside, California southward to the Mexican border. The basement rocks upon which the sediments were deposited consist of mildly i metamorphosed volcanic rocks and igneous rocks of the southern California batholith. Published geologic maps and literature indicate that the general site area is underlain by the Eocene Del Mar Formation. The Del Mar Formation is generally composed of interbedded marine claystone, clayey siltstone, clayey sandstone, and sandstone. Due to the predominantly clayey nature of the Del Mar Formation, it is considered to be locally expansive and susceptible to landslides and slope failure. 3.2.1 Faulting and Seismicity The site is located in the seismically active southern California region. The San Andreas fault system of California comprises a number of northwest trending, predominantly right- lateral strike-slip faults at the boundary between the Pacific and North American tectonic plates. As the Pacific plate moves northwestward relative to the adjacent North American plate, stress accumulates and is relieved by strain along the many known faults of the San Andreas system. In the general site area, these include the San Jacinto, Elsinore, and Newport-Inglewood fault zones, the San Clemente fault, the Rose Canyon fault and the "off- shore zone of deformation" (termed the Coronado Banks fault by some authors). Numerous fault features have been mapped in roadcuts, excavations for utility lines, and in cuts for residential and commercial tract development in the north San Diego County region. For the most part, through-going fault zones have not been established, perhaps due, in part, to lack of detailed study. The implication is that with continuing development, many more of these faults will likely be uncovered, disclosing a more complex pattern of faulting, and perhaps delineating true fault zones (Weber, 1983). Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 6 The site is located in the seismically active southern California region, and is likely to be subjected to moderate to strong seismic shaking during the design life of the project. Seismic shaking at the site could be generated by events on any number of known active and potentially active faults in the region. We have performed a computer aided evaluation of the anticipated ground accelerations at the site from seismicity on faults within a 100 kilometer radius of the site. Based on the results of the computer search, peak horizontal ground accelerations of approximately 0.15g (g is the acceleration due to gravity) could be produced at the site by maximum probable events on the Rose Canyon fault (7 miles west of the site), the "Offshore Zone of Deformation" (11 miles west of the site), and the Elsinore fault (23 miles northeast of the site). 3.2.2 Landslides The Del Mar Formation is a predominantly clayey unit which is considered to be locally susceptible to landslides and slope failures. We have reviewed geologic maps, technical literature, and aerial photographs of the general site area. The majority of the terrain in the immediate vicinity of the roadway is relatively gently sloping. We did not observe any indications of landsliding in the immediate vicinity of the road alignment; however, cut slopes should be observed in the field during construction to verify that no adverse geologic features are present which indicate previous landslide movement or possible slope instability. 3.3 EXISTING PAVEMENT SECTIONS In general, the pavement along Palomar Airport Road is in reasonably good condition and appears to have been overlaid. Along El Camino Real, the southbound (west side) lanes and a portion of the outside northbound lane which has been overlaid appear to be in good condition. Except for the section which was overlaid, the El Camino Real northbound lanes are generally in poor condition. The following table indicates the pavement sections encountered at the locations (see Plates Al and A2) cored: Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page? LOCATION OF CORES AND PAVEMENT SECTIONS ALONG PALOMAR AIRPORT ROAD AND EL CAMINO REAL Approximate Core Locations*Pavement Thickness Core No. Cl C2 C3 C4 C101 C102 C103 C104 C105 C106 C107 C108 C109 C110 cm C112 C113 C114 C115 C116 C117 C118 C119 C120 C121 C122 C123 Lane Street & No. Direction Station P.M. PAR 71 + 20 N.S. PARWB 93+10 P.M. ECR 335+30 P.M. ECR 342+40 1 PAREB 60 + 20 1 PARWB 61 + 70 T.P. PARWB 70 + 40 1 PARWB 73 + 10 3 PAREB 73 + 10 2 PARWB 83 + 50 1 PAREB 83 + 50 1 PAR WB 94 + 50 2 PAREB 94 + 60 T.P. PAREB 96 + 40 T.P. PAR WB 101 + 90 1 PAR EB 106 + 90 T.P. ECR SB 322+80 2 ECR SB 324+80 1 ECR NB 326 + 80 1 ECR SB 331+10 2 ECR NB 333+80 2 ECR SB 337+40 1 ECR NB 340+80 3 ECR SB 343+60 2 ECR NB 347+80 1 ECR SB 349+80 T.P. ECR NB 351 + 20 Asphalt Concrete (inches) 6 5 1.5 2 5 7 5 5 5.5 5 5.5 7 8 7 6 6 5 3.5 3.5 3 7 3 3.5 6 6.5 3.5 7.5 Aggregate Base (inches) - 6 - - - - - - 5.5 - 6 8 7 8.5 6 8 7 8.5 7 8.5 7.5 8 6.5 Sand Base (inches) 6 6-8 4 4-5 7 - 8 8 7.5 10 7.5 7 - 5 - - - - - - - - - . - . - * Cores were located near the middle of the indicated lanes. Si 15 ^M6R.ft&€. P.M. - N.S. - T.P. - PAREB - PAR WB - ECR SB - ECRNB - Paved Median North Shoulder of Road Turn Pocket Palomar Airport Road Eastbound Palomar Airport Road Westbound El Camino Real Southbound El Camino Real Northbound Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 8 Cores Cl, C3, and C4 were obtained toward the center of roadways (paved medians) and core C2 was obtained in the paved northerly shoulder of Palomar Airport Road; therefore, the measured pavement sections may not be representative of existing pavement sections in the travelled way at those stations. Furthermore, the base material encountered generally consisted of a fine to medium grained silty sand instead of Caltrans Class 2 aggregate base. Additional information regarding the existing pavement conditions are included in Appendix E. 3.4 SUBSURFACE CONDITIONS Our subsurface investigation generally indicates that the road alignment is underlain by interbedded claystones, siltstones, and sandstones of the Eocene Del Mar Formation. The formational materials sometimes contain caliche and gypsum and are locally stained and cemented with iron oxide. The formational materials are locally overlain by surficial deposits of fill and slopewash consisting mainly of sandy clay and clayey sand. Our borings indicate that the surficial materials range in depth from 1 to 15 feet deep in the locations drilled, except for a 500- to 600-foot stretch of Palomar Airport Road immediately east of Corte del Cedro where fill and colluvial/alluvial materials are up to about 24 feet deep. Portions of the existing roadways are also likely to be locally underlain by fill where small drainages cross the alignment and where the alignments run along sloping surfaces. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 9 4.0 ANALYSIS AND DISCUSSION 4.1 GENERAL SITE ASSESSMENT From a geotechnical engineering standpoint, the proposed roadway improvements are generally suitable. However, the appreciable quantities of clay present in the subsurface M materials over a large portion of the area do impact the alignment to a degree. These clay materials have relatively poor subgrade support characteristics and tend to be moderately to very highly expansive. These conditions can be mitigated through thickened pavement sections, proper moisture conditioning and compaction, and lime treatment. The credibility for the soils along the alignment vary from slight for the predominant clay soils to severe for the sandy soils with little clay binder. West of El Camino Real along Palomar Airport Road and within about 2,700 feet north of Palomar Airport Road along El Camino Real, the soils have a severe potential for erodibility. This is especially true for portions of the roadway with moderate to steep cuts in sandy materials. Sedimentation and erosion can be mitigated through implementation of proper sedimentation and control measures in the design and during construction. 4.2 GEOLOGIC HAZARDS Our field studies and review of the geologic literature and air photos did not disclose the presence of known active faults or landslides crossing the roadway alignment. In our opinion, the potential impact from geologic hazards is relatively low. 4.3 SLOPE STABILITY Stability of the fill slope (worst case) located east of Corte del Cedro along Palomar Airport Road was analyzed to evaluate gross stability by using a computerized slope-stability H program (PCSTABL4). The unit-weight and shear strength parameters used in our analyses are based on our laboratory shear test results, our experience with similar types of soils in San Diego County, and our professional judgement. These parameters are cited below: Copyright 1991 Kleinfeldei, Inc. KLEINFELDER Project No. 51-1588-01 Page 10 Soil Type • Compacted Fill Undisturbed Soil/ Moist Unit Weight (pcf) 120 125 Cohesion (pcf) 100 100 Friction Angle (Degree) 30 35 Formation We performed stability analyses for the proposed slopes using the Janbu method. For the PI seismic condition, we assumed a horizontal earthquake loading coefficient of 0.15. The results of these analyses indicate that slopes constructed in accordance with the M recommendations have calculated factors of safety in excess of 1.5 and 1.3 against deep seated failure under static and seismic conditions, respectively. Surficial instability of on-site soils exposed in the proposed cut and fill slopes are considered low assuming that slopes are provided with appropriate surface drainage systems and are landscaped immediately after grading. Berms or brow-ditches should be provided at the tops of all slopes. At the present time, we do not anticipate any significant amount of seepage at the cut slope faces. 4.4 SHRINKAGE AND SUBSIDENCE The following earthwork shrinkage and subsidence values may be used for preliminary earthwork balance calculations. Shrinkage or bulking occurs when a material is excavated and replaced at a new density substantially different than its original density. Subsidence results when the material shrinks following in-place ground processing, such as scarifying and precompaction. The values are based upon a limited number of density tests and exploratory borings. A better approximation can be developed during the early stages of site work so that adjustments of crests and toes of slopes can be field adjusted to balance Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 11 the earthwork quantities. It should be emphasized that variations in natural soil density, as well as in compacted fill densities, render these types of values very approximate. Soil Unit Shrink/Bulk Factor Subsidence Alluvium/Colluvium, 10 to 15% Shrink 0.15' topsoil, existing fill soils Formational Soils 2 to 5% Bulk 0.00' (siltstones, claystones) Please note that these values do not include any factor to account for losses due to stripping or construction wastage. The approximate depths of alluvium, colluvium, topsoil, or existing fill soils observed in the borings are listed below: Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 12 Boring Approximate Depth of Alluvium/ Colluvium, Topsoil, Existing Fill Soils (Ft.) Bl B2 B3 B4 B5 B6 B7 B8 B9 BIO Bll B12 B13 24 24 1 2.5 1 2 2.5 3 3.5 2.5 7 15 2 4.5 ANTICIPATED POST-CONSTRUCTION FILL SETTLEMENT The post-construction settlement of fills following complete removal and recompaction of the soils above the dense formational materials to 90% of the ASTM D1557 maximum dry density is estimated as being approximately 0.2% of the fill thickness. The settlement during construction is anticipated to occur as the material is being placed. For properly constructed fills with thicknesses of 24 feet, the post-construction settlement is anticipated to be on the order of 0.5 inches. Case-history studies in the technical literature indicate that post- construction settlement on similar soils compacted to similar densities may occur as long term creep over periods as long as 1 to 2 years. 4.6 RECYCLED PAVEMENT MATERIALS Unless existing construction documents show thicknesses in excess of our pavement cores, it is likely that the pavements do not have sufficient structural thickness and width to carry Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 13 the proposed traffic for a traffic index of 9. To accommodate the proposed improvements, the old pavement will need to be removed. It is technically feasible to recycle the existing aggregate base and asphalt concrete for use as unstabilized base for the new pavement through in-place grinding and pulverization. Existing construction records, the data contained in Section 3.3, and Appendix E should be reviewed to make a preliminary estimate of the amount of pavement material which will be available for recycling. As a minimum, the existing pavement can be pulverized and used as fill rather than being transported to a landfill. There are at least two local contractors who have the equipment to process the material. The processed material should be required to meet the minimum requirements of Section 200-2.5, Processed Miscellaneous Base, of the most recent edition of the Standard Specifications for Public Works Construction. It is also technically feasible to convert the processed pavement material to stabilized base by the addition of cement or emulsified asphalt. The contractor should be required to submit a tentative job-mix formula for review by the geotechnical engineer and the City of Carlsbad. Treated base materials should conform to Section 301-3.3, Cement-treated Base, and Section 301-4, Bituminous Stabilized Base, of the most recent edition of the Standard Specifications for Public Works Construction. The existing pavement materials can also be reclaimed and mixed with virgin hot mix materials. The amount of recycled asphalt pavement should not exceed 15 percent of the total mix. Recycled asphalt concrete should conform to the general requirements of Section 203-7, Recycled Asphalt Concrete-Hot Mix, of the Standard Specifications for Public Works Construction. The contractor should be required to submit a tentative job-mix formula for review by the geotechnical engineer and the City of Carlsbad. Copyright 1991 Kleinfelder, Inc. KLEIN FELDER Project No. 51-1588-01 Page 14 4.7 LIME-TREATED SOIL M It is our opinion that the clayey subgrade soils which exist along portions of the alignment should be capable of having their subgrade support characteristics improved through lime treatment. We anticipate that a gravel factor of 1.2 can be obtained by treatment with 3 to 4 percent quicklime by dry unit weight. However, additional testing would be necessary to confirm this assumption, especially since some of the borings indicate the presence of gypsum which may be detrimental to lime stabilization. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 15 5.0 RECOMMENDATIONS 5.1 SEDIMENTATION AND EROSION MITIGATION As previously discussed, the credibility of the native soils varies from slight to severe, with v the most severe conditions being found west of El Camino Real along Palomar Airport Road and within about 2,700 feet north of Palomar Airport Road along El Camino Real. Other severe credibility areas may be exposed during construction. The amount of erosion for completed fills and cut surfaces is anticipated to be extremely dependent on the care and effort exercised by the contractor. Without proper sedimentation and erosion design and mitigation measures during construction, there is a strong possibility that runoff from the site to nearby ditches and streams may carry unacceptable amounts of sediments to pollute surface waters and fill adjacent low areas. Temporary measures which the contractor can use to mitigate sediment and erosion problems may include, but are not limited to, the following items or practices: • Placement of spoils uphill from excavation areas. • Work areas at roadways and near ditches can be cleaned up and graded to the approximate finish grades at the end of each work day. • Excess excavation and debris can be placed in centralized areas outside the immediate construction area which are free from flooding or wash out. • Dewatering and drainage of the site can be done in such a manner that sediment from the site is not discharged to nearby surface waters or ditches. Sediment mitigation measures may also include the construction of strawbale sediment barriers, diversion dikes, filter berms, or filter fences. • The contractor can follow other mitigation procedures as outlined in the latest edition or printing of the "Erosion and Sediment Control Handbook" prepared by the California Department of Conservation. Copyright 1991 Kleinfelder, Inc. KLEINFELDER D Project No. 51-1588-01 Page 16 • Slopes can and should be maintained in a dressed and compacted condition free of loose fill. We recommend that P&D Technologies submit a sediment and erosion mitigation plan for review by the City of Carlsbad. Longer term measures which can be used to mitigate sediment and erosion problems after construction include: • Stabilization of construction disturbed areas by planting natural grasses. • Proper contouring of the site with regard to final drainage paths, diversion dikes, filter berms, and erosion resistant ditch linings. • Following other procedures as outlined in the latest edition or printing of "The Erosion and Sediment Control Handbook" prepared by the California Department of Conservation. 5.2 EARTHWORK Grading and earthwork should be performed in accordance with the following recommendations and the General Grading and Earthwork Specifications included in Appendix D. 5.2.1 Clearing and Grubbing In the text of this report, clearing and grubbing refers to work operations which should occur prior to excavation and fill placement for mass grading. Clearing and grubbing operations should consist of clearing the surface of the ground within the designated project area of all trees, stumps, down timber, logs, snags, brush, undergrowth, hedges, heavy growth of grass or weeds, fences, debris, or natural obstructions. Also, included in this operation should be the stripping of surface organics, grubbing of stumps and roots, and the disposal from the immediate work area of all spoil materials resulting from the clearing and grubbing Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 17 operation. Clearing and grubbing may be completed in phases to reduce erosion potential. In areas that are designated to be cleared and grubbed, all stumps, roots, buried logs, brush, grass, topsoil, and other unsatisfactory materials should be removed. Stumps, roots, and other projections over l:/2 inches in diameter should be grubbed out to a minimum depth of 18 inches below the existing or finished surrounding ground, whichever is lower. All holes remaining after the grubbing operation in the fill area should be widened as necessary to permit access for compaction equipment. The hole should then be filled with acceptable material, moisture conditioned as required, and properly compacted in layers in accordance with the methods and density for fill materials outlined in the earthwork section of this report. The same construction procedures should be applied to holes remaining after grubbing the excavation areas where the depth of holes exceeds the depth of the proposed excavation. Stripping of surface organics should generally require removal of an anticipated one to two inches of surface materials. There may be localized areas where stripping to greater depths may be required. This organic material is not suitable for use within the fills. After the clearing and grubbing operation has been completed in an area, the next step would be to prepare the fill areas. All fill areas should be proofrolled with a wheel tractor scraper which has a minimum scraper axle load of 45,000 pounds (a loaded Caterpillar 621 or equivalent). We recommend that four passes, ideally with two passes perpendicular to the others, should be completed. This proofrolling should be observed by the geotechnical consultant. Soft or wet areas that deflect under the proofrolling should be removed as required. Stream channels and ditches may require some additional excavation to remove soft material and to provide access prior to proofrolling. Soils that deflect under the proofrolling operations due to excessive moisture, but which are otherwise suitable for use as fill materials, should be excavated, dried, and recompacted. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 18 We anticipate that the underlying formational materials should have adequate resistance to deflection. After the proposed fill area subgrades have been proofrolled and the deflecting material removed, the next operation should be to scarify the fill area subgrade to a depth of 6 inches. The surface should then be moisture conditioned as required and worked with a harrow, disk, blade, or similar equipment to obtain a uniform moisture distribution at 2 to 5% above optimum moisture content. The optimum moisture content and maximum dry density for the subgrade material should be obtained in accordance with ASTM D-1557 M "Test for Moisture-Density Relations of Soils Using a 10-lb. Rammer and 18 inch Drop." After a uniform moisture content has been obtained, the scarified area should be compacted to at least 90% of ASTM D-1557 maximum dry density. Areas of the subgrade which cannot be scarified without resorting to light ripping do not require scarification prior to filling operations. 5.2.2 Excavation Excavation at the proposed site can generally be accomplished with conventional heavy earthmoving equipment in good operating condition. The presence of locally cemented zones in formational soils may require local heavy ripping in the cut areas and may result in the generation of oversize material, which may require additional work to break it down to suitable size for fill placement. 5.2.3 Slopes We recommend that all slopes be constructed at slope inclinations no steeper than 2 horizontal to 1 vertical for the maximum anticipated slope height of 30 feet. Slopes constructed at inclinations steeper than 2:1 are particularly susceptible to shallow sloughing in periods of rainfall and upslope runoff. Periodic slope maintenance may be required, especially in the sandy soils. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 19 The face of the existing fill slope to the south of Palomar Airport Road east of Corte del M Cedro is showing signs of erosion and surficial deformation. The existing fill slope varies in grade from 1.5:1 to 2:1, horizontal to vertical. If additional fill is placed over the existing slope, at least 2 feet of the existing surficial soil should be removed to expose moist, firm soil. The new fill should then be benched into firm compacted fill or native material. The benches should be a minimum of 4 feet wide and 2 feet high, measured from the face of the existing slope. An illustration of the recommended benching details for fill placed on this slope is given on Plate 1. The keying and benching operations should be observed by a representative from our firm to verify that suitable materials are encountered prior to construction of new fill. The finished slope inclination should not be steeper than 2:1 (horizontal:vertical). Since a minor amount of surficial sloughing is likely to occur on the finished slope, consideration should be given to setting roadway improvements back from the top of the slope. A minimum set-back of 2 feet from the top of the slope would decrease the potential for undermining or settlement of the roadway improvements related to sloughing of the slope. Proposed cut slopes in formational materials may expose adverse bedding or other questionable geologic conditions. Therefore, we recommend that all cut slopes be mapped during grading by a geologist from our office. Final evaluation of additional slope stabilization, if necessary, will be made in the field during grading. We recommend that highly expansive clays and claystones not be placed within approximately 15 feet (measured horizontally) of any fill slope face. The sandy siltstones and clayey sands should be placed in this zone. Basal keys for fill slopes should be observed and approved in the field by the geotechnical consultant. Copyright 1991 Kleinfelder, Inc. CZD CUD CZZ)CZU Hatn cow2! Oatn CO COaoG O CDtn 3 T)W Stn a m 03 ^ >tn ^d2; n .o o >ffi>-~i )—>j §- m g atnH o w P CO OG5 totn 2 2B Qz a5 tn G ° tn tnX §)—( o n CO COa Hatn OGHtnjo tn tn O21 Hatn tn 3o CO§tn ><HCO tn 2J H tn tn S tn a1 oG5 S sc S 3 •atn CO Ira atn tn 1wo H tn 3tn H Xffl 2!W CO §W H O Otn •T3 Ha COH •fl WfflH 3 3 oo 13 KLEINFELDER Project No. 51-1588-01 Page 20 Where fill-over-cut slopes are proposed, it is recommended that the cut portion be completed prior to fill placement. A minimum equipment width fill key should be constructed at the cut/fill contact. A typical fill-over-cut detail is presented in Appendix D. 5.2.4 Fills The on-site soils are generally suitable for use as compacted fill provided they are properly moisture-conditioned and are free of organic material and debris. All areas to receive fill and/or other surface improvements should be stripped of topsoil, scarified to a minimum depth of 6 inches, brought to at least 2 percent over optimum moisture content and compacted by mechanical means. Any import soils should be predominantly granular and nonexpansive, and should be tested for suitability by the geotechnical engineer. Fill materials should be placed in successive horizontal layers of not more than 8 inches in loose thickness for the full width of the area being filled. Prior to rolling the material in layers, the material should be moisture conditioned to within 2 to 5 percentage points above o the ASTM D-1557 optimum moisture content and compacted to at least 90% of the ASTM D-1557 maximum dry density. Preferably, the moisture conditioning should take place within the borrow area before the material is transported to the fill area. In placing and compacting fill materials, starting layers should be placed in the deepest portion of the fill. As placement progresses, subsequent layers should be constructed approximately parallel to the finished grade Fills placed on the fill slope south of Palomar Airport Road east of Corte del Cedro should be placed as recommended in Section 5.2.3. Other fills placed on natural slopes or existing compacted fill slopes steeper than 5 to 1 (horizontal to vertical) should be stripped of topsoil and keyed and benched into firm, natural ground (See Appendix D for details). Placement and compaction of fill should be performed in general accordance with our M General Grading and Earthwork Specifications presented in Appendix D. Copyright 1991 Kleinfelder, Inc. KLEINFELDER D Project No. 51-1588-01 Page 21 Sloughing of fill slopes can be reduced by over-building the exterior slope face by at least 3 feet and cutting back to the desired slope. To a lesser extent, sloughing can be reduced by backrolling slopes at frequent intervals. As a minimum, we recommend that fill slopes be backrolled at maximum 4-foot fill height intervals. Additionally, we recommend that all fill slopes be trackwalked or grid-rolled so that a dozer track or grid-roller covers all surfaces at least twice. "Feathering" of fill over the tops of slopes should not be permitted. We anticipate that the claystone, siltstone, and sandstone materials should be capable of being broken into smaller particles of less than 3 inches with minimal effort. Chunky pieces with maximum dimensions greater than 3 inches should be uniformly distributed over the area to be filled so that construction equipment can be operated in such a manner that the larger pieces will be broken into smaller particles and become incorporated with the other materials in the layer. This requirement for particle size reduction does not apply to cobbles, small boulders, and small hard rocks found within the surface soils and formational materials. Rocks with a maximum particle size greater than 18 inches should not be incorporated into the fill. Some oversize material may be placed at the ends of drainages to act as energy dissipaters of heavy runoff and to mitigate erosion in these drainages. Oversize material may also be utilized as landscape or "natural" rock in green belt areas. Rock exceeding 6 inches in diameter should not be placed in the upper three feet of any fill supporting pavements or structures. When there are large quantities of rocks to be placed in the fill, rocks should not be nested, but should be spread with sufficient room between them so that intervening voids can be adequately filled with fine material to form a dense, compact mass. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 22 5.2.5 Transition Zones M Cut and embankment materials should be blended thoroughly at all cut to fill transitions. The larger transition zones should be 3 to 4 feet deep, feathering out in each direction for a distance of 50 feet. The shallower the fill depth, the smaller the requirement for the transition zone. In the shallower transition zones, the cuts and fills should be scarified and blended to a depth of 1 foot throughout. 5.2.6 Trench Excavation and Backfill Excavation of trenches in locally cemented zones in the formational material may be difficult for light-duty backhoes and may require the use of heavy duty track-hoes. Trench backfill should be compacted in uniform lifts with a thickness dependent on the type and size of compaction equipment used. In general, we recommend a lift not exceeding 8 inches in compacted thickness to be compacted by mechanical means to at least 90 percent relative compaction in accordance with ASTM D-1557 maximum dry density. The moisture content of compacted backfill soils should be a minimum of 2 percent over optimum moisture. The maximum dry density and optimum moisture content of backfill soils should be obtained in accordance with ASTM D-1557. The on-site soils may be used as trench backfill provided they are screened of organic matter and cobbles over 6 inches in dimension. We anticipate that on-site expansive soils will be excavated in blocks or chunks which will be difficult to properly moisture condition and recompact back into a trench without additional processing and care on the part of the contractor. Imported, nonexpansive soils should be considered for use as trench backfill beneath pavements and sidewalks for a lateral distance of at least 5 feet beyond the edge of improvements. Use of on-site expansive soils in non-critical areas still has the potential risk for soil heaving (which may damage buried utilities) and backfill settlement unless these soils have been properly moisture-conditioned and adequately compacted. Due to the high Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 23 swell potential of these expansive soils, compaction by jetting or flooding is not recommended. Walls of trenches less than 5 feet deep may be constructed at a near-vertical inclination for temporary construction activities. Where trenches are extended deeper than 5 feet, the excavations may become unstable and should be monitored by the contractor for adequate stability prior to personnel entering the trenches. Shoring or sloping of any deep trench or M cut may be necessary to protect personnel and provide stability. All trenches and cuts should conform to current Cal-OSHA requirements for work safety. As a general guideline, excavations made below the elevation of proposed pavements, existing or proposed utilities, or steep slopes should not be closer to the proposed pavements, utilities, or slopes by a distance equal to the depth of excavation. Care must be taken in the excavation of areas adjacent to pavements and slopes to avoid damage or undercutting of foundation support and/or drying of the supporting soils. These areas should be reviewed on an individual basis for recommendations. 5.3 SOIL CORROSIVITY Soluble sulfate and chloride content, pH and resistivity tests were performed on selected samples to evaluate the corrosivity of the subsurface soils. Results of these tests are included in Appendix C. The test results indicate the existing soils contain a negligible to moderately high concentration of soluble sulfate and soluble chloride. Therefore, a Type II cement is recommended for use in concrete which will be in contact with on-site soils. Laboratory tests also indicate that on-site soils have a low to medium minimum electrical resistivity which suggests a potentially corrosive environment for buried metal. The impact of corrosive soil conditions can be mitigated for buried utilities by the use of inert materials or by providing metal pipes with cathodic protection and/or polyethylene encasement. A corrosion specialist should be consulted for more specific recommendations. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 24 5.4 PRELIMINARY SECTIONS FOR NEW PAVEMENT CONSTRUCTION In our analysis and design of new pavements, we have performed R-value tests on samples considered representative of subgrade materials encountered at the site. Laboratory R- values of 11 to less than 5 were obtained on the native soils. For design purposes, an R- value of 5 has been assumed. This design value is consistent with our previous work on Palomar Airport Road and test results provided from city records for portions of El Camino Real near the proposed improvements. Due to the relatively low strength of the native soil, it may be advantageous to lime treat the subgrade soil. The reaction of the native soil with lime was not tested for this investigation; however, based on past experience, it is anticipated that a gravel factor of approximately 1.2 could be obtained by treating the native soil with 3 to 4 percent lime by dry weight. Alternative pavement sections utilizing lime treated subgrade are presented for the purpose of cost estimation only. If it is decided to use a lime treatment alternative in the bid package, the design should be confirmed with additional testing to verify that adequate chemical reactions are obtained, that gypsum is not in sufficient quantity to be a problem, and the percentage of lime required. The new pavement design sections presented in the following table are based upon an R- value of 5 in general conformance with Caltrans design procedures. A traffic index of 9 was used as recommended by P&D Technologies. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 25 PRELIMINARY SECTIONS FOR NEW PAVEMENT CONSTRUCTION (Basement Subgrade R-value = 5; Traffic Index = 9) Option 1 2 3 4 5 Asphalt Concrete 6" 6" 6" 6" 6" Class 2 Aggregate Base 20" 9" _ _ Class 2 Aggregate Subbase 12" _ Class B Cement Treated Base 19" 6" 6" Lime Treated Subbase 13" 16" Recompacted Basement Subgrade 12 12 12 12 . R-value verification tests should be made during construction for the actual basement soils at subgrade level. The pavement sections should then be adjusted accordingly. The recommended pavement sections for new construction assume the following conditions: 1. Unless otherwise designated, all subgrades should be compacted to a minimum of 95 percent of ASTM D-1557 maximum dry density for at least 12 inches below finished subgrade elevation. Soil underlying the thicker lime-treated section will not need to be recompacted. To compensate for this factor, an additional 3 inches has been added to the total section of the lime-treated soil. 2. The finished subgrade should be in a stable, non-pumping condition at the time baserock and subbase materials are laid and compacted. 3. Lime-treated subgrade will be tested and a minimum gravel factor of 1.2 will be obtained. The section can be redesigned if this value cannot be economically obtained with a reasonable percentage of lime. 4. An adequate drainage system is used such that the subgrade soils are not allowed to become saturated. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 26 5. Base and subbase material should be compacted to at least 95 percent of ASTM D- 1557 maximum dry density. 6. Base materials should meet either the State of California Specifications for Class 2 Aggregate Base or the requirements for Crushed Aggregate Base as described in Section 200-2.2 of the Standard Specifications for Public Works. Processed Miscellaneous Base meeting the requirements of Section 200-2.5 of the Public Works Specifications may be used if approved by the City of Carlsbad. I 7. Subbase materials should meet either the State of California Specifications for Class 2 Aggregate Subbase or the requirements for Select Subbase as described in Section 200-2.6 of the Standard Specifications for Public Works. Processed Miscellaneous Base meeting the requirements of Section 200-2.5 of the Public Works Specifications may be used if approved by the City of Carlsbad. 8. Cement-treated aggregate base should meet the State of California minimum specifications for Class B Cement-Treated Base. 9. The asphalt paving should meet the State of California Specifications for %" maximum coarse Asphaltic Concrete. Recycled Asphalt Concrete meeting the requirements of Section 203-7 of the Standard Specifications for Public Works may be used if approved by the City of Carlsbad and the amount of recycled materials is 15 percent or less of the total mix. Asphalt concrete should be AR 8000 for pavement construction from March to October, and AR 4000 from November to February. 10. All concrete curbs separating pavement and landscaping materials should extend at least 6 inches below subgrade to reduce movement of moisture through the aggregate base layer. This minimizes pavement failures due to subsurface water originating from landscaped areas. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 27 5.5 EXISTING PAVEMENT REHABILITATION Appendix E contains our entire report regarding the additional study and recommendations we have provided for the rehabilitation of existing pavements. Although Appendix E is referred in its entirety, Table 4 of that appendix is shown below for reader convenience. CALCULATED OVERLAY THICKNESS BASED ON CORING AND TRAFFIC INDEX OF 9 No.Pavement Existing Equivalent Asphalt Design Thickness Calculated Asphalt Overlay Thickness 1 2 3 PAR EB & WB, W. of ECR, All Lanes PAR EB, E. of ECR, S. Lane ECR NB, Lane 1 and 7.5" 10.0" 6.0" 6.5" 4.0" 8.0" Lane 2 S. of Sta 332+50; ECR SB, Lanes 1 and 2 4 ECR NB, Lane 2 N. of 9.5" 4.5" Sta. 332 + 50 5 ECR SB, Lane 3 10.0" 4.0" PAR EB - Palomar Airport Road Eastbound PAR WB - Palomar Airport Road Westbound ECR SB - El Camino Real Southbound ECR NB - El Camino Real Northbound The asphalt paving should meet the State of California Specifications for 3/4" maximum coarse asphaltic concrete. Recycled asphalt concrete meeting the requirements of Section 203-7 of the Standard Specifications for Public Works may be used if approved by the City of Carlsbad and the amount of recycled materials is 15 percent or less of the total mix. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 28 Asphalt concrete should be AR 8000 for pavement construction from March to October, and AR 4000 from November to February. 5.6 PORTLAND CEMENT CONCRETE SIDEWALKS, CURBS, GUTTERS, AND MEDIANS Portland cement concrete sidewalks, curbs, gutters, and medians should be constructed in accordance with the City of Carlsbad standard requirements. The center medians should have a minimum concrete thickness of 5 inches. Base and subgrade for curbs and gutters should be the same as the adjacent pavement. Due to the expansive nature of the majority PI of the soils, we recommend that sidewalks and medians be underlain by 8 inches of aggregate base. A chamfered key, 1 inch by 2 inches, should be used between the curb and M sidewalk or median to further mitigate uplift. The upper 2 feet of subgrade beneath the sidewalk areas should be moisture conditioned from 2 to 5 percent above optimum moisture and recompacted in 8 inch nominal base lifts to at least 90% of the ASTM D-1557 maximum dry density. The day before the aggregate base is placed, the moisture content at the upper 6 inches of subgrade should be checked and remoisture conditioned as directed by the geotechnical engineer if the moisture content has dried below its optimum. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 29 6.0 ADDITIONAL SERVICES The review of plans and specifications, field observations, and testing by Kleinfelder, Inc. are an integral part of the conclusions and recommendations made in this report. If Kleinfelder, Inc. is not retained for these services, the owner agrees to assume Kleinfelder, Inc.'s responsibility for any potential claims that may arise during, or following, construction. The required tests, observations, and consultation by Kleinfelder, Inc. during construction includes, but is not necessarily limited to, the following: jj 1. Continuous observation and testing during site preparation, grading, placement of engineered fill, and pavement construction; 2. Observation of keyways and cut slopes by our engineering geologist; 3. Review of contractor submittals for recycled pavement materials, lime treatment, and new pavement materials; and 4. Consultation as required during construction. The above listed testing and observations would be additional services provided by our firm. The costs for these services are not included in our current fee arrangements. Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 30 7.0 LIMITATIONS 1. The conclusions and recommendations of this report are for design purposes for the Palomar Airport Road improvement project as described in the text of this report. The conclusions and recommendations in this report are invalid if: a. The report is used for adjacent or other property. b. The ADDITIONAL SERVICES section of this report are not followed. c. If changes of grades, and/or groundwater occur between the issuance of this report and construction. d. If any other change is implemented which materially alters the project from that proposed at the time this report is prepared. 2. The conclusions and recommendations in this report are based on the test borings drilled for this study. It is possible that variations in the soil conditions could exist between or beyond the points of exploration or the groundwater elevation may change, both of which may require additional studies, consultation, and possible design revisions. 3. This report was prepared in accordance with the generally accepted standard of practice existing in the Carlsbad area at the time of the investigation. No warranty, express or implied, is made. 4. It is the owner's responsibility to see that all parties to the project, including the designer, contractor, subcontractor, etc., are made aware of this report in its entirety. This report may be used only by the client and only for the purposes stated, within a reasonable time from its issuance. Land use, site conditions (both on site and off site) or other factors may change over time, and additional work may be required with the passage of time. Any party other than the client who wishes to use this report shall notify Kleinfelder of such intended use by executing the "Application for Authorization to Use" which follows this document as an Appendix. Based on the intended use of the report, Kleinfelder may require that additional work be performed and that an updated report by Copyright 1991 Kleinfelder, Inc. KLEINFELDER Project No. 51-1588-01 Page 31 issued. Non-compliance with any of these requirements by the client or anyone else will M release Kleinfelder from any liability resulting from the use of this report by any unauthorized party. Copyright 1991 Kleinfelder, Inc. APPENDIX A CD -CUD ri i—i CZD CD CD CD z oc m - z >•z. m - m T O m 33 Orn *™ w OH rS^ c S b m m 72 -r- z m ,—ID W<0 H + mO o3) =nm> 2w > w « -0 >0w ^z0 >M5 < 01H-m u1 z + - CMm w TJTJ 3D O X 1m wO m enmm m O 3D r-mOmz en 7S p- m Z •n m r—a m 70 m 5r~ ,•»». c/)o £ -: > 33 II.iJlffifv -TJ33-30m~- /^W?:P- m T3 fe 9-:--.-:V>.: "^iS 'TTll af i¥ :*? SIS."—• ^* LJ i-s HI ,.«r/ U:^ Z H — H U 6 ! o :^r-4 ^-y^W•nf^i.y. •a^K'^m COR^l ff*" IO- :^t^'V'-; D KLEINFELDER APPENDIX B FIELD EXPLORATION B.I SUBSURFACE EXPLORATION Lj A total of thirteen test borings were drilled with a truck-mounted CME 55 drill rig equipped „ with 8-inch diameter hollow stem auger at the approximate locations shown on Plates Al U and A2. In addition, existing pavements were cored at twenty-seven locations (Cl through r-. C4 and C101 through C123) with a diamond-tipped coring bit to obtain intact, representative U samples of the pavement structure. T L-1 The borings were logged by our geologist who also obtained representative samples of the r-| materials encountered for classification and subsequent laboratory testing. The elevations ^ shown on the boring logs were interpolated from the field plotted locations on topographic n sheets provided by P&D Technologies. The accuracy of the plotted locations and referenced ^ elevations is a function of the methods used. If more accurate locations and elevations are n desired, we recommend that they be surveyed by a licensed land surveyor. u PI The logs of the test borings are presented on Plates B2 through B14. Soils are described according to the Unified Soil Classification System explained on Plate Bl. B.2 SAMPLING Representative samples of the subsurface materials were obtained in the borings using a 2%- inch inside diameter, 3-inch outside diameter California sampler containing thin brass liners. The sampler was driven with a 140-pound hammer falling 30 inches. The number of blows required to drive the sampler the last 12 inches of an 18-inch drive were recorded and are noted on the boring logs adjacent to the sample location. Copyright 1991 Kleinfelder, Inc. SYMBOL5 v.* .-*«• h£"Ufr s^ ^ = z :li-1 I i I 11 u. s. c.s.DESIGN.GW GP GM GC SW SP SM sc ML CL OL MH CH OH PT SOIL DESCRIPTION Well-graded gravels and gravel-sand mixtures, little or no fines. Poorly graded gravels and gravel-sand mixtures, little or no fines. Silty gravels, gravel-sand-silt mixtures. . Clayey gravels, gravel-sand-clay mixtures. Well-graded sands and gravelly sands, little or no fines. Poorly graded sands and gravelly sands, . little or no fines. Silty sands, sand-silt mixtures. Clayey sands, sand-clay mixtures. Inorganic silts, very fine sands, rock flower, silty or clayey fine sands. Inorganic clays of low to medium plasticity, gravelly clays, sandy clays, silrv clavs, lean clavs. Organic silts and organic silty clays of low plasticity. Inorganic silts, micaceous or diatomaceous fine sands or silts, elastic . silt1: Inorganic clays of high plasticity, fat clays. Organic clays of medium to high plasticity. Peat, muck and other highly organic soils. Dl KLEINfELDER PROJECT NO. j T< O H « &• 2s >•D ^ SAMPLE TYPE 0 -- 5^_X V-4*j \"\ . f •«t . 1 4 jp -2ol • 25 - ' - 30 - CONTINUOUS SAMPLE GRAB SAMPLE CALIFORNIA SAMPLE NO RECOVERY PITCHER SAMPLE SHELBY TUBE SAMPLE STANDARD PENETRATION SAMPLE _..• <- ASCRIPTION OF UNIFIED PLATE SOIL CLASSIFICATION SYSTEM AND Bl BORING LOG LEGEND Sarr Date Completed: 7/9/90 Logged Total Dt 4-1 d- £4Ja01a : 15 H 20—^ 25 -J 30—1 •}< 1j j FIELD Sample1 Iill Xx I 1 1 1H I 1 4-1<t- in 0-im 34 41 33 29 28 111 6" 95/ 4" By:Debbie A. Carroll ;pth: 31.5 feet LABORATORY 314J•Hin3 C <*•L 01 0D D a 108 106 uL 4J3 C4-1 01 III -M•H C0 0£ O X 11 14 Compress.Strengtht-r . JL inQl 4Jr ui 4-> III0 k Plasticity Index k-in+j *\c01D. — : ^ ipler: 3.0" O.D. California Sampler and Grab Sample Hammer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 292 ft (MSL) j 111 i p U\ AnriViolf "3 1/0"TvASpnait - j i//,z \Base--brown fine SAND with trace gravel, ^ uamp — 4 tnicK Yellow-brown, clayey fine SAND to sandy _ CLAY, damp, dense, contains chunks of formational sandstone (FILL) Mottled greenish and brownish sand, silt and CLAY, damp, stiff Sample contains trace organics and gypsum ~» crystals -AClay has higher plasticity at 7' - 10' Yellow brown silty fine SAND, damp, f: dense / - Mottled greenish and brownish sand, silt, and _ CLAY, damp, stiff Proportion of clay appears to decrease in relation to sand Mottled dark gray SAND and CLAY, damp, dense, trace organics--sticks and twigs--strong organic odor difficult drilling (OLD -. TOPSOIL/COLLUVIUM) ,_ - Mottled orange and yellow-brown, silty to 1 clayey SANDSTONE, very dense, damp f~WEATHERED FORMATION) \Light cementation. Difficult drilling 1 - Greenish- gray CLAYSTONE and SILTSTONE, _ hard, damp — water added to hole to ease -^drilling ,_ " Hole terminated at 31.5' No free water encountered Backfilled with cuttinss KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL LOG OF BORING NO. 1 " PLATE B2 ^ X*— — — _- _. Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/9/90 Logged By:Debbie A. Carroll Total Depth: 31.5 feet 4J r 4Ja01a 5 - : :: 30— | FIELD 01 D CO I 1 I u 5>< « KK 1 If •Blows/ft20 40 43 29 86/ 6" 67 LABORATORY DryDensityper3 99 MoistureContent•/.V 24 in rin 4-101 DlL Ca 01E L (t-o j-i ino in 4-1 S. W01 4Jr in 4-1 010 h- Sieve Analysis it-id 01Q. Sample Hammer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 284 ft (MSL) sty/ty myw I. j " 0 " I Orange-brown clayey and silty fine SAND, dry to damp (FILL) Slightly lighter color at 1' 1 Mottled greenish brown, silty CLAY, damp, j~ \stiff / ' "\Bottom of sample contains clayey SAND l~ Cuttings composed of brown very fine sandy CLAY/clayey very fine SAND, damp Brown mottled silty and clayey fine SAND, damp, dense Gray-brown clayey SAND, mixed with sandy CLAY, damp, dense, trace organics--twigs, (OLD COLLUVIUM?) Organic odor from cuttings at 22', water added _^ to hole to ease drilling r - \Perched water at contact . / Olive green CLAYSTONE, hard, damp, moderately fractured, iron staining on fracture surfaces (WEATHERED FORMATION) Mottled brown, orange and olive -, CLAYSTONE, hard, damp r- Hole terminated at 31.5' Backfilled with cuttings KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL LOG OF BORING NO. 2 PLATE B3 Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/9/90 Logged By:Debbie A. Carroll Total Depth: 16.0 feet 14- r" 4Ja 01Q 5 - 10— 15 - 20— 25 - 30— oc FIELD 01-H C HIin 0 I 1 • •Blows/rt69 69 71/ 6" 70/ 3" LABORATORY DryDensityper94 MoistureContentX25 in rIII *J01 ra(. CQ. 01E 1. <i-o 4J inO (0 -P L ID 01 4->r in 4J 01O H Plasticity Index in4-1 c01n. Sample Hammer Wt: 140 Ibs, 30" drop DESCRIPTION . Surface Elevation: Approximately 268 ft (MSL) -. KLEINFELDER PROJECT NO. 51-1588-01 Light brown silty fine SAND, loose, dry (FILL) Mottled gray, brown and orange CLAYSTONE and" SILTSTONE, hard, damp, upper 2' iron stained (WEATHERED FORMATION) Light gray and gray-brown SILTSTONE/ CLAYSTONE, hard, damp Orangeish brown CLAYSTONE/SILTSTONE, hard,- Brown and olive green CLAYSTONE, hard, damp Dark gray SILTSTONE with iron staining, very Ahard, damp j Total depth 15.0 " No free water encountered Backfilled wih cuttings PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 3 B4 — _ _ — -. Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/9/90 Logged By:Debbie A. Carroll Total Depth: 15.5 feet •Ull- •t +JaHIa 5 - 10— 15 - 20— 25 - 30— •3C FIELD Dl -HaEIDCO X 1 m If I Blows/ft28 40 81 51 LABORATORY 4J•H 3 C V1. 01 UD Q Q. 107 MoistureContent'/.19 Compress.StrengthtsfI. ID 01 4Jr in4J 0) O H in 4J 010. Sample Hammer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 319 ft (MSL) % Brown sandy CLAY, dry 0-1', damp below 1', loose, disurbed by farming (FILL) Mottled orangeish and yellowish brown CLAYSTONE, hard, damp ^(WEATHERED FORMATION) ,- _ Light greenish gray silty fine SANDSTONE, iron staining in veins, hard, damp, pockets and ^disseminated caliche j~ ' 1 Orangeish silty CLAYSTONE with trace sand, f_ \damp to moist, hard / • r\ Light gray silty very fine SANDSTONE with occasional interbeds of greenish gray 1 - CLAYSTONE, hard, damp 1 - _, ., . , ' 4 U J J~ (jTeenish gray and orange brown interceded r~ SILTSTONE/CLAYSTONE, hard, damp, I ioccasional fine SANDSTONE interbeds 1 land lenses I Total depth 15.5' _ No free water encountered Backfilled with cuttings ->J KLEINFELDER PROJECT NO. 51-1588-01V PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 4 B5 ^ Sampler: 3.0" O.D. California Sampler Date Completed: 7/9/90 Logged By:Debbie A. Carroll Total Depth: 11.5 feet 4-1t- r 4->aHIa 5 - 10— 15 - 20— 25 - 30— •JC FIELD u->D it(0 1 1 4J in30-Hm 65 " 77 LABORATORY DryDensityper107 MoistureContent'/.10 u r» +>u nL C0. 01Ei.lt-0 -P UO CO 4J L a01 4Jr n 4-1 UO 1- v- 4J •^ C 0. Hammer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 297 ft (MSL) • Dark brown slightly sandy CLAY, loose, dry to ~\damp, disturbed by farming (FILL) f~ L_i Orangeish brown and greenish brown SILSTONET - land CLAYSTONE hard, damp -A(WEATHERED FORMATION) r- _ Light gray, very fine SANDSTONE with iron Istaining in veins and pockets, very dense, idamp, caliche in pockets and disseminated Olive green and orange CLAYSTONE, hard, damp_ Total depth 11.51 No free water encountered Backfilled with cuttings JJ KLEIN FELDER PROJECT NO. 51-1588-01V PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 5 B6 ^/ Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/9/90 Sample Logged By: Debbie A. Carroll Total Depth: 15.5 feet Hainmer Wt: 140 Ibs, 30" drop 4-1 at £ CL01Q FIELD 01 F1CW) X X 4-> V- \in a-iCD 9111111 42 J 5 111 80 •M J|68/ 111 6" ,5 jj74/13 Til 6" M. 20— 25 - 30- TC LABORATORY 3 •H 3 C <t- L 01 UQ Q a 01L 4J3 C4J U •-I C0 0£ O X .in £in 4J01 Dli- C E I- 4-o 4J ino <n 4-1 L in £ in 4J 01o t- u 4-1 c 01Q. DESCRIPTION Surface Elevation: Approximately 283 ft (MSL) HI H Brown sandy CLAY, dry to damp (FILL) Olive green CLAYSTONE, hard, damp - dessicated with gypsum crystal growth dissemeninated throughout (WEATHERED FORMATION) Grayish green silty CLAYSTONE and clayey SILTSTONE, hard, damp, iron stained in veins Slight color change to yellow-green lenses; and laminate of yellow silt within CLAYSTONE „ = Color change to orangeish brown Olive green silty CLAYSTONE with iron stained - laminate and veins, hard, damp Total depth 15.0' No free water encountered Backfilled with cuttings — • — - KLEIN FELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 6 B7 . . : — -^ Sampler: 3.0" O.D. California Sampler and Grab Date Co Logged Total DC *jd- *ja01D 5 - 10— 15 - 20— 25 - 30— •5C FIELD 01-ic n(f> X i i • 4J It- Id 3 0 —1m 46 24 80 mplete By: d: 7/9/90 Debbie A. Carroll ipth: 11.5 feet LABORATORY 3+J •Hn3 C *-L 01 0 ODD. 01L 4J3 C4-> 01it +J•H C0 0Z O X Compress.Strengthtsri. a 01 4-Jr u4J Q| O 1- Max. Density R-Value Sieve Analysis d-n4J 01Q. Sample Hammer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 312 ft (MSL) ^ Dark brown clayey fine SAND/, moist, medium dense (FILL) Green-brown clay with sand, damp to moist, \stiff, minor organic / - Grayish green, silty CLAYSTONE and clayey SILTSTONE, iron stained, hard, damp (WEATHERED FORMATION) Dark olive green to brown clayey SIL1S1ONE and_ CLAYSTONE with abundant iron staining, hard, -A damp, bedded /- Total depth 11.5' No free water encounterd Backfilled with cuttings Jj " ' KLEIN FELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 7 B8 .J Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/10/90 Sample Logged By: Debbie A. Carroll Total Depth: 11.5 feet Hainmer Wt: 140 Ibs, 30" drop 4-1 V- ^r n. 01o FIELD o -H FIDtn XK• 4J(j_\u 0 m 1/1 ill - 5 11 33 ill fl Ij • Jl 72/Till 4 5"n 15 - 20— 25 - 30- 35 - LABORATORY 3 4-1 3 C V-i- 01 UODD. Ui. 4-1 D C 4-1 U •H C0 0E O X to r U) 4-1 01 01L C E S- li- 0 4-1 HI O (0 4-> L ID jc in4J m O H t-n 4-1 c 01Q. DESCRIPTION Surface Elevation: Approximately 275 ft (MSL) M%% Brown fine sandy CLAY, dry to damp (FILL) - Interbeded greenish and orangeish clayey fine SANDSTONE and CLAYSTONE (from cuttings — majority of material is CLAYSTONE) r_ \hard, damp (WEATHERED FORMATION) / Green gray and orange CLAYSTONE with minor lenses and interbeds of SILTSTONE, hard, damp . „ Total depth 11.0' No free water encountered Backfilled with cuttings — — • — • KLEINFELDER PROJECT NO. 51-1588-01V PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 8 B9 Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/10/90 Sample Logged By: Debbie A. Carroll Total Depth: 15.5 feet Hainmer Wt: 140 Ibs, 30" drop £ ^ Q_ 010 FIELD 01-H F IDCD X ^((_\in o-tm 11 1V11 5 -LJ m 10— UJ|42 15 4 62/1J nil 4" fl 20— 25 - 30— LABORATORY 314-1 •H 3 C *-L 01 0Q Q a 115 U I. 4JD C4J Q) •H C00.Z O X 13 in rin -u01 0t. c E L <t-o 4-1 inO (0 +J L in r in 4J 01O 1- k.n4-1 c 0)D. DESCRIPTION Surface Elevation: Approximately 312 ft (MSL)m jj^Hj Disturbed formation consisting of chunks of 1SILTSTONE, SANDSTONE and CLAYSTONE nfixt \with minor amount of organic topsoil (FILL) / "\Dark brown fine sandy CLAY, stiff, damp (FILjQ - \ Brown sandy CLAYSTONE and clayey SANDSTONE, majority of material / fine CLAYSTONE--hard, damp with disseminated caliche (WEATHERED FORMATION/COLLUVIU: Orange-brown CLAYSTONE with occasional lenses and interbeds of clayey SANDSTONE,hard, damn. - Mottled with olive green CLAYSTONE Total depth 15.0' No free water encountered Backfilled with cuttings KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL LOG OF BORING NO. 9 - — - — PLATE BIO Sampler: 3.0" O.D. California Sampler and Grab Date Completed: 7/10/90 Sample Logged By: Debbie A. Carroll Total Depth: 11. 5 feet Hainmer Wt: 140 Ibs, 30" drop 4J>t- «sr D. 01Q FIELD a-t FHicn 4-)d-\in a-{m fl• I A A 5 I67/||| 6" -H TI71/ 111 6"n 15 - 20— 25 - 30— 35 - LABORATORY 3-M •H 3 C fc-L 01 UD D a 111 01L 4J D C 4-1 01 •H C0 0£ 0 X 14 Ul £in 4-> 01 01 L C E L (».o 4-> in O (0 4J L in £ in4j atO H R-Value „.oieve Analysis Max Density Plasticity Index d-in 4J c010. DESCRIPTION Surface Elevation: Approximately 318 ft (MSL) wi Brown sandy CLAY, dry to damp (FILL) Scattered gravel at 1.5' Dark brown CLAY with specks of orange and -, green formational material, hard, damp r - \ (HIGHLY WEATHERED / FORMATION/COLLUVIUM) / Mottled greenish gray and orangeish clayey SILTSTONE, hard, damp, (WEATHERED FORMATION) Total depth 11.0' No free water encountered Backfilled with cuttings — — • - — - KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 10 B11 Date Completed: 7/10/90 Logged By: Total Depth: it. r 4Ja01o FIELD V-H Q Ed •Blows/ft23liil 5 1124ill. •I 5.5" 15 - 20— 25 - 30— 35 - I 72 Debbie A. Carroll 15.5 feet LABORATORY 3 3 C V-J- 01 UD D Q. 109 109 L 4J3 C4-1 01 M 4-1 0 0r o x 16 18 u r U 4Ju aL Ca 01E L (,-Q 4-1 inO CO 4-1 i. U 01 4Jr in 4-1 01O h- Max. Density Direct Shear R-Value Sieve Analysis Expansion Index u4-1 D. San Hai ipler: 3.0" O.D. California Sampler and Grab Sample nmer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 276 ft (MSL) %u •1 Orange-brown and olive silty and sandy CLAY, stiff, damp (FILL) - Darker green color, slight organic ordor Grayish-green and olive silty CLAYSTONE, hard, - damp, scatterd iron staining (WEATHERED FORMATION) • - Total depth 15.5' No free water encountered Backfilled with cuttings — - — KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD PLATE AND EL CAMINO REAL LOG OF BORING NO. 11 B12 Date Completed: 7/10/90 Logged By: Total D( -MIt- »*r .U Q. 01 Q 5 - 10— 15 -- 20— 25 - 30- •3C FIELD 01Mc 0!(n X 1 1 1 111 Blows/ft22 40 " 24 Debbie A. Carroll ;pth: 16.5 feet LABORATORY 3i^-iMu3Ck-L 01 UQ o a 111 MoistureContent'/,13 Compress.StrengthtsfS- III01 4Jr IP •M 01 O H 4-104J 01 0. San Hai ipler: 3.0" O.D. California Sampler and Grab Sample nmer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 288 ft (MSL) r 7 >: j ] r jm Light brown silty fine SAND, medium to damp (FILL) dense, dry Brown and orangeish brown sandy CLAY stiff, damp Occasional chunks of green claystone-scattered zones of CLAYSTONE Roughly 50% mix of clayey fine SAND and sandy_ CLAY in sample Light brown and orange brown silty SANDSTONE, ^dense, damp (WEATHERED FORMATION) ,- " Total depth 16.5' No free water encountered Backfilled with cuttings JJ KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL LOG OF BORING NO. 12 PLATE B13 D Date Complete Logged By: d: 7/10/90 Debbie A. Carroll Total Depth: 1 1 .5 feet 4-> t- * 4Ja01o 5 - 10— 15 - 20- 25 - 30— 0* FIELD 01-iaEIDin X 1 1 I 4J If- \in30~{m . 78/ 4" 74/ 4" LABORATORY 3 4-1 -i 3 C *-i. 01 Ua a a 104 MoistureContent•/,22 Compress.Strengthtsf(. in 01 4-1r in 4-1 010 t- Max. Densi^ R- Value Sieve Analysis Ik-ID4J *c010. Sair Har ipler: 3.0" O.D. California Sampler and Grab . Sample nmer Wt: 140 Ibs, 30" drop DESCRIPTION Surface Elevation: Approximately 304 ft (MSL) Light greenish gray and orange sandy CLAY, damp ^to moist, firm to stiff (FILL) ,- Light grayish green and orangish CLAYSTONE, hard, damp, occasional lenses and interbeds of clayey SANDSTONE Light greenish gray clayey and fine sandy SILTSTONE, hard damp, abundant iron staining Light yellowish brown silty fine SANDSTONE, -, very dense, damp, with mica ,- Total depth 11.5' No free water encountered Backfilled with cuttings _ KLEINFELDER PROJECT NO. 51-1588-01V PALOMAR AIRPORT ROAD AND EL CAMINO REAL LOG OF BORING NO. 13 PLATE B14 -J KLEINFELDER APPENDIX C LABORATORY TESTING C.I GENERAL Soil and pavement samples obtained during our field exploration were sealed in brass sampling liners or plastic bags and transported to our laboratory for testing. The purpose of the testing program was to evaluate their physical characteristics and engineering properties. The program for soil materials included tests for moisture content, unit weight, Atterberg limits, grain size, moisture-density relationships, direct shear, U.B.C. expansion index, R-value, sand equivalent, and corrosivity tests. The program for pavement materials included unit weight, extraction tests, grain size, and viscosity. C.2 GRAIN SIZE ANALYSIS Grain size distributions were obtained by sieve analysis to assist in soil classification and aggregate evaluation. Results are presented on Plates Cl and C14. C.3 ATTERBERG LIMITS Atterberg limit tests were performed on three soil samples to aid in soil classification and to evaluate the plasticity characteristics of the materials. Tests were performed in general accordance with ASTM Test Method D-4318. Results of these tests are summarized on Plate C2. C.4 EXPANSION INDEX Expansion index tests were performed on three selected, fine-grained soil samples. Test procedures were in general accordance with the Uniform Building Code (UBC) Standard 29-2. Results of these tests are presented on Plate C3 and indicate the expansion potential of remolded site soils. C.5 DIRECT SHEAR TEST Direct shear tests were performed on three undisturbed samples of soil to evaluate their strength. Three levels of normal (vertical) load were used. After equilibrium under each Copyright 1991 Kleinfelder, Inc. KLEINFELDER normal load had been achieved, the sample was sheared by applying a lateral (horizontal) load at a uniform rate of strain. The maximum shear stress measured during loading was plotted against normal load, and a shear strength envelope was plotted. The shear strength envelope can be used to estimate the strength of the soil under field loading conditions. Results of the direct shear tests are summarized on Plates C4, C5, and C6. C.6 MOISTURE-DENSITY RELATIONSHIP Bulk samples of four subgrade soils were tested to evaluate their moisture-density relationships in general accordance with ASTM D1557. The characteristic moisture content versus dry density curve (commonly referred to as the Compaction Curve) for each sample is plotted on Plates C7, C8, C9, and CIO. C.7 R-VALUE Resistance value (R-value) tests were performed on four soil samples in accordance with California Test Method 301. These test results are presented on Plate Cll. C.8 CHEMICAL AND CORROSIVITY TESTS Three soil samples were delivered to Analytical Testing, Inc. where they were tested for pH, H resistivity, soluble sulfates, and chlorides to evaluate the potential for corrosion of concrete and steel. The results of these are presented on Plate C12. C.9 MOISTURE CONTENT AND UNIT WEIGHT Moisture contents and unit weights were obtained for numerous samples. Results of soils samples are presented on the boring logs in Appendix B. Results of the unit weight for asphalt concrete cores are presented on Plate C13. C.10 EXTRACTION The purpose of the extraction of the asphalt concrete portion of the pavement is U quantitative separation of the aggregate and asphalt by ASTM D-2172. After the aggregate Copyright 1991 Kleinfelder, Inc. KLEINFELDER n was extracted, it was sieved to obtain the gradation. The grain size analysis and extracted asphalt content for each pavement core are presented on Plate C14. C.ll ASPHALT VISCOSITY For two of the asphalt concrete samples, the extracted asphalt was reclaimed from solution by ASTM D-1856, and its consistency was evaluated on the basis of viscosity at 140°F by ASTM D-2171. The asphalt viscosities for the tested samples are also included on Plate C14. Copyright 1991 Kleinfelder, Inc. tn o C «A ^"^ £ « 7 o 7l H ' : &"« H" , [i !ii! C0^ "§«V o CO H CO 5 tn **• -H co o MJ >-l PQ •1 a " Q 0 & 05 "[] m ^ 0 ' « 0 i i 1 '. fcrH CN i y. | pQ ' j i ^-H>SO W Q) 2 M W -H ^ Q) »0 W UJ KLEIN PEL PROJECT NO. 51-1588-01 OOOOOOO\COIT)> H H H H H H H H H H H H H H H H H H H ocricricocor^voinnn H H H H H -Isl-ssill PALOMAR AIRPORT ROAD AND PLATE DER EL CAMINO REAL I C1 GRADING ANALY^I1^ D D CROUP SYMBOL OL ML CL OH MH CH UNIFIED SOIL CLASSIFICATION FINE GRAINED SOIL GROUPS Organic silts and organic silty clays of low plast ici ty Inorganic clayey silts to very fine sands of slight plasticity Inorganic clays of low to medium plasticity Organic clays of medium to high plasticity, organic silts Inorgan ic silts and clayey silts Inorganic clays of high plast ici ty LIQUID LIMIT TEST SYMBOL • - A BORING NO. B2 B3 BIO SAMPLE Depth ?.'-4'~ 2' 5' L 1 QU 1 D LIMIT 36 63 58 • PLASTICITY INDEX 12 19 24 CLASS 1 FICATION Clayey SAND (SC) •Cl-ayey SILT (MH) Clayey SILT (MH) KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL PLASTICITY CHART PLATE C2 LOCATION Bll-3 @ B13-2 @ 0'-3.0' B7-2 @ 0-1.5' INTTIAL MOISTURE FINAL MOISTURE EXPANSION CONTENT (%) DRY DENSfTY (PCF) CONTENT (%) SWELL (%) INDEX * 12.3 15.0 8.0 100.3 108.2 121.2 27.6 36.5 13.2 10.3 14.3 0.1 103 143 .1 * ** EXPANSION CLASSIFICATION ** HIGH VERY HIGH VERY LOW PER TEST METHOD UBC 29-2 CLASSIFICATION OF EXPANSIVE SOILS Expansion Index Potential Expansion 0-20 21-50 51-90 91-130 above 130 Very low Low Medium High Very high KLEINFELDER PROJECT NO. 51-1588-01 EXPANSION TEST RESULTS PALOMAR AIRPORT ROAD AND EL CAMINO REAL PLATE C3 3.0 2.0 00 00 LU o: I— CO a: < LU 3: CO 1 0i • U 1.0 2.0 NORMAL STRESS a, kip/ft2 BORING NO. Bl SAMPLE NO.. 3.0 DEPTH, ft 10.Q DESCRIPTION Mnt-i-loH and hrnwn nandv and qi"ltv TT.AY SYMBOL DRY DENSITY lb/ft3 INITIAL WATER CONTENT % FINAL WATER CONTENT % NORMAL STRESS a, kip/ft2 SHEAR STRESS T, kip/ft2 in?.i 11? 14.2 14.2 23.0 23.2 1.00 2.00 0.97 2.26 ANGLE OF INTERNAL FRICTION, <}> COHESION, kip/ft2 14.2 22.6 3.00 2.18 29 °'40 KLEINFELDER PROJECT NO. 51-1588-01 PALO MAR AIRPORT ROAD AND EL CAMINO REAL DIRECT SHEAR TEST PLATE C4 3.0 2.0 X I/) 1,0 1.0 2.0 3.0 NORMAL STRESS a, kip/ft2 BORING NO. B2 SAMPLE NO. 10 DEPTH, ft 30-° DESCRIPTION Mottled brown, orange and olive CLAYSTONE SYMBOL DRY DENSITY lb/ft3 INITIAL WATER CONTENT % FINAL WATER CONTENT % NORMAL STRESS a, kip/ft2 SHEAR STRESS T, kip/ft2 97.7 QR s 23.6 73.6 28.6 7« Q 1.00 7 DO 0.94 1.78 ANGLE OF INTERNAL FRICTION, 100.0 7? 6 29.6 3.00 2.46 37 COHESION, kip/ft2 0.20 KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL DIRECT SHEAR PLATE C5 H CO ce.t-co LUa: CO 4.0 3.0 2.0 1.0 - 4 1.0 2.0 NORMAL STRESS a, kip/ft2 BllBORING NO.SAMPLE NO. 3.0 5 DEPTH, ft 10'° DESCRIPTI ON Grayish-green and olive silty CLAYSTONE SYMBOL DRY DENSITY lb/ft3 INITIAL WATER CONTENT % FINAL WATER CONTENT % NORMAL STRESS a, kip/ft: SHEAR STRESS T, kip/ft: 109'5 109'4 17'7 17'7 97 1<-1'1 1-°0 2.00 2'91 2'38 ANGLE OF INTERNAL FRICTION, q COHESION, kip/ft: 109'3 17'7 7'' 3.00 3'67 20 2.55 KLEI N FELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL DIRECT SHEAR TEST PLATE ~cUo 140 135 I3O 1- O OLL. 3O tc UJ Q.GHT - POUNDs EUJ "•* z cc 0 110 105 I00( ^ / / \ \ \ \ * *~V \ [> \ \ \ \ ' ^\\ \ \ s \\ s \ \' \ \ \ N \\ \\\\ \ \\ \ \ \ \A\ ' A\\ \\\\\\s \ \A\\\\ SUMMARY OF TEST RESULTS MATERIAL DESCRIPTION; Sample B7-2 @ 0 TEST SYMBOL « TEST METHOD ASTf1' MAXIMUM DRY n Q rDENSITY (PCF ) 1 JO . OPTIMUM WATER 7 R CONTENT (%) UNIFIED SOIL CLASSIFICATION NATURAL WATERCONTENT (%) LIQUID LIMIT PLASTIC LIMIT SPECIFIC GRAVITY \ \ \ \ \ \ \ N\ i\ Y^ \ N NA\\ CURVES FOR SPEEQUAL X^1 V \^ S" S>c \\\ N \ \ \\\ Nv\v\ \s ) 4 8 12 16 20 WATER CONTENT - PERCENT OF DRY WEIGHT K L E 1 N F E L D E R PREPARED BY: DATE: CHECKED BY: DATE. -2.0' D1557 5 OF 100% SATURATION ICIFIC GRAVITY TO' — 2.75 — 2.70 \r\\\ \\V\N\\\\ Vs. \\\\ \\ 24 PALOMAR AIRPORT ROAD AND EL CAMINO REAL COMPACTION PROJECT NO.51-1588-01 P DIAGRAM LATE NO. C7 140 135 130 O Ou. O £ l25 o DC.UJ 0. z o Q. 1 h- X ° 115UJ "5 * Z Q 110 IO5 I00( s \ \ \ l \ N \ \ , \ f\ ^ \> i \ \ s \ \A\\ s/i N \ k\\ V \\\ ^ \\ \\ \ 1 ^< \ A\) A\\ \\ \\\\\\ ^ \\\ \AV\ \Av\ SUMMARY OF TEST RESULTS MATERIAL DESCRIPTION; l Sample B10-2 @ O'-l. TEST SYMBOL TEST METHOD MAXIMUM DRY DENSITY IPCF ) OPTIMUM WATER CONTENT (%) UNIFIED SOIL CLASSIFICATION NATURAL WATERCONTENT (%) LIQUID LIMIT PLASTIC LIMIT SPECIFIC GRAVITY \ \ < \ A\ V \ \ \ \y \ A\' N v^ \\ \\\y X \ \ N \ ^\\ 5' • ASTM D1557 124.0 10.8 CURVES OF IOO % SATURATION FOR SPECIFIC GRAVITY EQUAL TO' ^ 2.75 *^/ 2.70 s'/ 2.65 > \ r\ D\XKvXA\\ \\ ^AA \,^ s ) 4 8 12 16 20 WATER CONTENT - PERCENT OF DRY WEIGHT KLEINF ELDER PREPARED BY: DATE: CHECKED BY: DATE: \~\ \ \. *\ \K \ s. \ \\\ \A 24 PALOMAR AIRPORT ROAD AND EL CAM! NO REAL COMPACTION D PROJECT NO.51-1588-01 PLAT IAGRAM E NO. C8 140 135 130 K- O Ou. O oc IUa. 0 120 z Oa. i X O UJ "5 z O 110 IO5 100 \ \ \ \\ \ N \ \ k \ \ ' \ \ \ \ \ \ N \ \ \ \ \ \\ \ \\ \ \ \ \ \ \AV\ J**/ \\\|A\\ -^v \\\\\V\ \ V \A\\\ \ V SUMMARY OF TEST RESULTS MATERIAL DESCRIPTION; Sample Bll-3 @ 1.5'-4.0' TEST SYMBOL TEST METHOD MAXIMUM DRY DENSITY (PCF ) OPTIMUM WATER CONTENT (%) UNIFIED SOIL CLASSIFICATION NATURAL WATERCONTENT (%) LIQUID LIMIT PLASTIC LIMIT SPECIFIC GRAVITY \ \ \^A\\ \ \ ^AY\ \ V \ A\ > \\ ^^^ \\ . ASTM D1557 118.2 12.2 CURVES OF 100% SATURATION FOR SPECIFIC GRAVITY EQUAL TO' / 2.75 S^/ 2.70 S/ 2'65y<^ \ \\ \\ S v \ V \ \,\ \ \As\ AVkr\\\\\> ) 4 8 12 16 20 WATER CONTENT - PERCENT OF DRY WEIGHT KLEINFELDER PREPARED BY: DATE: CHECKED BY: DATE: V \^\\V\ \ v \ 24 PALOMAR AIRPORT ROAD AND EL CAMINO REAL COMPACTION DIAGRAM PROJECT NO. 51-1588-01 PLATE NO C9 I4O 135 130 h-0Ou. o CD '" ZD O a: UJ Q. 2 «Q Z O Q. 1 K X S iis *K Z >a:a no IO5 \ \ \ \ ^ \ \ \ \A\ '\^ \\ s \\ ^ \\\ \\ \ \\ V \\\ \\\ \\V\ \\\)A\\ j \\ A\\v \ // \ A\\\\ • / / SUMMARY OF TEST. RESULTS MATERIAL DESCRIPTION; Sample B13-2 @ 0'-3.0' TEST SYMBOL TEST METHOD MAXIMUM DRYDENSITY [PCF ) OPTIMUM WATER CONTENT (%) UNIFIED SOIL CLASSIFICATION NATURAL WATERCONTENT (%) LIQUID LIMIT PLASTIC LIMIT SPECIFIC GRAVITY \ \ \ \ \ \ \ ^N N\ ^\\'\ \^ \ AAV\ • ASTM D1557 113.5 15.5 CURVES FOR SP EQUAL \ \ v ^ \^ \\ \ ^ As\ N\\\'\ 0 4 8 12 16 20 WATER CONTENT - PERCENT OF DRY WEIGHT K L E 1 N F E L D E R PREPARED BY: DATE: CHECKED BY: DATE: PALO MAR Al EL C AMI NO OF 100% SATURATION ECIFIC GRAVITY TO' 2.75 — 2.70 2.65 \\v v\\ \ K"_SA\\\\ \^\\\ ^x 24 RPORT ROAD AND REAL COMPACTION PROJECT NO.51-1588- DIAGRAM 01 PLATE NO. C10 RESISTANCE VALUE TEST RESULTS PALOMAR AIRPORT ROAD AND EL CAMINO REAL Sample Number Depth Description Resistance Value B7-2 B10-2 Bll-3 B13-2 0' - 1.5' 0' - 1.5' 1.5' - 4' 0'-3' Brown Clayey SAND 11 Brown Sandy CLAY 10 Orangeish Brown Silty CLAY Less than 5 Greenish Brown Sandy CLAY Less than 5 NOTE: The sample numbers reflect borings taken along the following roadways as shown on Plates Al and A2: Sample Number Boring Adjacent Roadway B7-2 B10-2 Bll-3 B13-2 B7 BIO Bll B13 El Camino Real El Camino Real Palomar Airport Road Palomar Airport Road KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL RESISTANCE VALUE TEST RESULTS PLATE C11 CORROSIVITY TEST RESULTS Sample No.pH Resistivity (ohm-cm) Soluble Sulfate Content (ppm) Soluble Chloride Content (ppm) B3-2 @ 1.5'- B6-3 @ 3'-7 B7-2 @ 0'-2' 7.3 5.9 7.3 2260 158 2270 <100 3190 165 50.6 960 <5 KLEINFELDER PROJECT .NO. 51-1588-01 PALO MAR AIRPORT ROAD AND EL CAMINO REAL CORROSIVITY TEST RESULTS PLATE C12 ASPHALT TESTING RESULTS PALOMAR AIRPORT ROAD AND EL CAMINO REAL Core Number Asphalt Thickness Unit Weight (PCF) NOTE: Cl C2 C3 C4 6" 5" 1.5" 2" 140 140 135 137 Cores were taken from the following locations: Cl - Paved median of Palomar Airport Road, Station 71 + 20 C2 - West bound paved shoulder of Palomar Airport Road, Station 93 +10 C3 - Paved median of El Camino Real, Station 335 + 30 C4 - Paved median of El Camino Real, Station 342+40 KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND EL CAMINO REAL ASPHALT TEST RESULTS PLATE C13 ASPHALT EXTRACTION DATA PALOMAR AIRPORT ROAD AND EL CAMINO REAL 1. Aggregate Sieve Analysis Percent Passing Core Sieve Size Cl !/2 92 % 82 4 55 8 41 j1 1 16 30 30 24 50 14 1 100 8 200 5.1 (wash) i 2. Asphalt Content of Total Mix 5.1% Core Core Core C2 C3 C4 98 98 95 88 88 85 62 62 59 48 48 45 37 37 34 26 26 25 17 17 16 10 10 9 6.3 6.4 5.9 5.7% 5.3% 5.2% 3. Viscosity of Recovered Asphalt (Poses) iI 77,000 223,000 NOTE: Cores were taken from the following locations: Cl - Paved median of Palomar Airport Road, Station 71 + 20 C2 - West bound paved shoulder of Palomar Airport Road, Station 93 + 10 C3 - Paved median of El Camino Real, Station 335 + 30 C4 - Paved median of El Camino Real, Station 342+40 KLEINFELDER PROJECT NO. 51-1588-01 PALOMAR AIRPORT ROAD AND PLATE EL CAMINO REAL C14 ASPHALT EXTRACTION DATA g Haasgai^^g.ss^^ KLEINFELDER APPENDIX D SUGGESTED GUIDELINES FOR EARTHWORK AND PAVEMENT CONSTRUCTION PALOMAR AIRPORT ROAD IMPROVEMENTS 1.0 GENERAL 1.1 Scope - The work done under these specifications shall include clearing, stripping, removal of unsuitable material, excavation, installation of subsurface drainage, preparation of natural soils, placement and compaction of on-site and imported fill material and placement and compaction of pavement materials. 1.2 Contractor's Responsibility - A geotechnical investigation was performed for the project by Kleinfelder and presented in a report dated September 14, 1990. This report was revised on January 25, 1991. The Contractor shall attentively examine the site in such a manner that he can correlate existing surface conditions with those presented in the geotechnical investigation report. He shall satisfy himself that the quality and quantity of exposed materials and subsurface soil or rock deposits have been satisfactorily represented by the Geotechnical Engineer's report and project drawings. Any discrepancy of prior knowledge to the Contractor or that is revealed through his investigations shall be made known to the Owner. It is the Contractor's responsibility to review the report prior to construction. The selection of equipment for use on the project and the order of work shall similarly be the Contractor's responsibility. The Contractor shall be responsible for providing equipment capable of completing the requirements included in following sections. 1.3 Geotechnical Engineer - The work covered by these specifications shall be observed and tested by Kleinfelder, the Geotechnical Engineer, who shall be hired by the Owner. The Geotechnical Engineer will be present during the site Copyright 1991 Kleinfelder, Inc. KLEINFELDER preparation and grading to observe the work and to perform the tests necessary to evaluate material quality and compaction. The Geotechnical Engineer shall submit a report to the Owner, including a tabulation of tests performed. The costs of retesting unsuitable work installed by the Contractor shall be deducted by the Owner from the payments to the Contractor. 1.4 Standard Specifications - Where referred to in these specifications, "Standard Specifications" shall mean the current State of California Standard Specifications for Public Works Construction, 1988 Edition. 1.5 Compaction Test Method - Where referred to herein, relative compaction shall mean the in-place dry density of soil expressed as a percentage of the maximum dry density of the same material, as determined by the ASTM D1557-78 Compaction Test Procedure. Optimum moisture content shall mean the moisture content at the maximum dry density determined above. KLEINFELDER 2.0 SITE PREPARATION 2.1 Clearing - Areas to be graded shall be cleared and grabbed of all vegetation and debris. These materials shall be removed from the site by the Contractor. 2.2 Stripping - Surface soils containing roots and organic matter shall be stripped from areas to be graded and stockpiled or discarded as directed by the Owner. In general, the depth of stripping of the topsoil will be approximately 1 to 2 inches. Deeper stripping, where required to remove weak soils or accumulations of organic matter, shall be performed when determined necessary by the Geotechnical Engineer. Stripped material shall be removed from the site or stockpiled at a location designated by the Owner. 2.3 Removal of Existing Fill - Existing fill soils, trash and debris in the areas to be graded shall be removed prior to the placing of any compacted fill. Portions of any existing fills that are suitable for use in new compacted fill may be stockpiled for future use. All organic materials, topsoil, expansive soils, oversized rock or other unsuitable material shall be removed from the site by the Contractor or disposed of at a location on-site, if so designated by the Owner. 2.4 Ground Surface - The ground surface exposed by stripping shall be scarified to a depth of 6 inches, moisture conditioned to the proper moisture content for compaction and compacted as required for compacted fill. Ground surface preparation shall be approved by the Geotechnical Engineer prior to placing fill. KLEINFELDER 3.0 EXCAVATION 3.1 General - Excavations shall be made to the lines and grades indicated on the plans. The data presented in the Geotechnical Engineer's report is for information only and the Contractor shall make his own interpretation with regard to the methods and equipment necessary to perform the excavation and to obtain material suitable for fill. 3.2 Materials - Soils which are removed and are unsuitable for fill shall be placed in nonstructural areas of the project, or in deeper fills at locations designated by the Geotechnical Engineer. All oversize rocks and boulders that cannot be incorporated in the work by placing in embankments or used as rip-rap or for other purposes shall be removed from the site by the Contractor. 3.3 Treatment of Exposed Surface - The ground surface exposed by excavation shall be scarified to a depth of 6 inches, moisture conditioned to the proper moisture content for compaction and compacted as required for compacted fill. Compaction shall be approved by the Geotechnical Engineer prior to placing fill. 3.4 Rock Excavation - Where solid rock is encountered in areas to be excavated, it shall be loosened and broken up so that no solid ribs, projections or large fragments will be within 6 inches of the surface of the final subgrade. KLEINFELDER 4.0 COMPACTED FILL 4.1 Materials - Fill material shall consist of suitable on-site or imported soil. All materials used for structural fill shall be reasonably free of organic material, have a liquid limit less than 30, a plasticity index less than 15, 100% passing the 3 inch sieve and less than 30 percent passing the #200 sieve. 4.2 Placement - All fill materials shall be placed in layers of 8 inches or less in loose thickness and uniformly moisture conditioned. Each lift should then be compacted with a sheepsfoot roller or other approved compaction equipment to at least 90 percent relative compaction in areas under structures, utilities, roadways and parking areas, and to at least 85 percent in undeveloped areas. No fill material shall be placed, spread or rolled while it is frozen or thawing, or during unfavorable weather conditions. 4.3 Benching- Fill placed on slopes steeper than 5 horizontal to 1 vertical shall be keyed into firm, native soils or rock by a series of benches. Benching can be conducted simultaneously with placement of fill. However, the method and extend of benching shall be checked by the Geotechnical Engineer. Benching details are shown at the end of these guideline specifications. 4.4 Compaction Equipment- The Contractor shall provide and use sufficient equipment of a type and weight suitable for the conditions encountered in the field. The equipment shall be capable of obtaining the required compaction in all areas. 4.5 Recompaction- When, in the judgement of the Geotechnical Engineer, sufficient compactive effort has not been used, or where the field density tests indicate that the required compaction or moisture content has not been obtained, or if pumping or other indications of instability are noted, the fill shall be reworked and recompacted as needed to obtain a stable fill at the required density and moisture content before additional fill is placed. KLEINFELDER 4.6 Responsibility - The Contractor shall be responsible for the maintenance and protection of all embankments and fills made during the contract period and shall bear the expense of replacing any portion which has become displaced due to carelessness, negligent work or failure to take proper precautions. 0 KLEINFELDER 5.0 UTILITY TRENCH BEDDING AND BACKFILL 5.1 Material - Pipe bedding shall be defined as all material within 4 inches of the perimeter and 12 inches over the top of the pipe. Material for use as bedding shall be clean sand, gravel, crushed aggregate or native free-draining material, having a Sand Equivalent of not less than 30. Backfill should be classified as all material within the remainder of the trench. Backfill shall meet the requirements set forth in Section 4.1 for compacted fill. 5.2 Placement and Compaction - Pipe bedding shall be placed in layers not exceeding 8 inches in loose thickness, conditioned to the proper moisture content for compaction and compacted to at least 90 percent relative compaction. All other trench backfill shall be placed and compacted in accordance with Section 306-1.3.2 of the Standard Specifications for Mechanically Compacted Backfill. Backfill shall be compacted as required for adjacent fill. If not specified, backfill shall be compacted to at least 90 percent relative compaction in areas under structures, utilities, roadways, parking areas and concrete flatwork, and to 85 percent relative compaction in undeveloped areas. KLEINFELDER 6.0 SUBSURFACE DRAINAGE 6.1 General - Subsurface drainage shall be constructed as shown on the plans. Drainage pipe shall meet the requirements set forth in the Standard Specifications. 6.2 Materials - Permeable drain rock used for subdrainage shall meet the following gradation requirements: Sieve Size Percentage Passing 3" 100 1-1/2" 90 - 100 3/4" 50- 80 No. 4 24- 40 No. 100 0-4 No. 200 0-2 6.3 Geotextile Fabric - Filter fabric shall be placed between the permeable drain rock and native soils. Filter cloth shall have an equivalent opening size greater than the No. 100 sieve and a grab strength not less than 100 pounds. Samples of filter fabric shall be submitted to the Geotechnical Engineer for approval before the material is brought to the site. 6.4 Placement and Compaction - Drain rock shall be placed in layers not exceeding 8 inches in loose thickness and compacted as required for adjacent fill, but in no case, to be less than 85 percent relative compaction. Placement of geotextile fabric shall be in accordance with the manufacturer's specifications and shall be checked by the Geotechnical Engineer. KLEINFELDER 7.0 SUBGRADE, BASE, AND SUBBASE FOR PAVED AREAS 7.1 Subgrade Preparation - After completion of any utility trench backfill and prior to placement of aggregate base, the upper 12 inches of subgrade soil shall be uniformly compacted to at least 95 percent relative compaction. Scarifying, moisture conditioning and compacting in both cut and fill areas may be required to meet this specification. If lime-treated soil is approved for use, it shall meet the requirements of Section 301-5. 7.2 Base Material - Base materials should meet either the State of California Specifications for Class 2 Aggregate Base or the requirements for Crushed Aggregate Base as described in Section 200-2.2 of the Standard Specifications for Public Works. Processed Miscellaneous Base meeting the requirements of Section 200-2.5 of the Public Works Specifications may be used if approved by the City of Carlsbad. 7.3 Subbase Material - Subbase materials should meet either the State of California Specifications for Class 2 Aggregate Subbase or the requirements for Select Subbase as described in Section 200-2.6 of the Standard Specifications for Public Works. Processed Miscellaneous Base meeting the requirements of Section 200-2.5 of the Public Works Specifications may be used if approved by the City of Carlsbad. 7.4 Cement-Treated Aggregate Base - Cement-treated aggregate base should meet the State of California minimum specifications for Class B Cement-Treated Base. After the subgrade is properly prepared, all base and subbase shall be placed in layers, moisture conditioned as necessary and compacted with suitable equipment to at least 95 percent relative compaction. The final compacted thickness of base and subbase shall be as shown on the plans. Copyright 1991 Kleinfelder, Inc. KLEINFELDER 8.0 ASPHALT CONCRETE PAVEMENT 8.1 Thickness - The compacted thickness of asphalt concrete shall be as shown on the plans. 8.2 Materials - The asphalt paving should meet the State of California Specifications for 3/4M maximum coarse Asphaltic Concrete. Recycled Asphalt Concrete meeting the requirements of Section 203-7 of the Standard Specifications for Public Works may be used if approved by the City of Carlsbad and the amount of recycled materials is 15 percent or less of the total mix. Asphalt concrete should be AR 8000 for pavement construction from March to October, and AR 4000 from November to February. Where a prime coat is specified, the type and grade of asphalt for use as prime coat shall be SC 250 with an application rate of 0.10 to 0.25 gallons per square yard. The type and grade of asphalt for use as tack coat shall be SSI or SSlh with an application rate of 0.05 to 0.10 gallons per square yard. The type and grade of asphalt for use as seal coat shall be MC 250 or RC 250 with an application rate of 0.15 to 0.20 gallons per square yard. Sand blotter, if needed to prevent "pick-up", shall be spread at a rate of 10 to 15 pounds per square yard. 8.3 Placement - The asphalt concrete material and placement procedures shall conform to appropriate section of the Standard Specifications. FILL SLOPE NATURAL GROUND REMOVE UNSUITABLE MATERIAL PROJECTED PLANE 1 TO 1 MAXIMUM FROM TOE OF SLOPE TO APPROVED GROUND BENCH HEIGHT KEY DEPTH'15' WIN. LOWEST BENCH (KEY) FILL-OVER-CUT SLOPE REMOVE UNSUITABLE MATERIAL-, NATURAL GROUND ^ | ATYPICAL BENCH HEIGHT 19' MIN. LOWEST BENCH CUT FACE "TO BE CONSTRUCTED PRIOR TO FILL PLACEMENT NOTES: LOWEST BENCH: DEPTH AND WIDTH SUBJECT TO FIELD CHANGE BASED ON CONSULTANTS INSPECTION. SUBDRAINAGE: BACK DRAINS MAY BE REQUIRED AT THE DISCRETION OF THE GEOTECHNICAL CONSULTANT. FELDER PROJECT NO. BENCHING DETAILS PALOMAR AIRPORT ROAD AND EL CAMINO REAL PLATE D1 E KLEINFELDER November 27, 1990 Project No. 51-1588-01 P & D Technologies 401 West A Street, Suite 2500 San Diego, California 92101 Attention: Mr. Roger Hocking, P.E. Director of Public Works SUBJECT: EXISTING PAVEMENT REHABILITATION PALOMAR AIRPORT AND EL CAMINO REAL ROADS CARLSBAD, CALIFORNIA REFERENCE REPORT: GEOTECHNICAL REPORT FOR PALOMAR AIRPORT ROAD AND EL CAMINO REAL IMPROVEMENTS, CARLSBAD, CALIFORNIA. PREPARED BY KLEINFELDER, INC., DATED SEPTEMBER 14, 1990. Dear Mr. Hocking: In accordance with your authorization of October 4, 1990, Kleinfelder has completed an evaluation of portions of existing Palomar Airport and El Camino Real Roads for possible rehabilitation. This evaluation basically followed the second option presented in our proposal of September 26, 1990. It consisted of an initial visual pavement condition survey by our senior pavement engineer followed by coring of the pavements and a second P, evaluation of the pavement components. No deflection studies were included as part of our j scope of services, although we were provided with a deflection study completed by San Diego County in September of 1989. The section of Palomar Airport Road evaluated extends from a point about 4000 feet west to about 1000 feet east of El Camino Real. Both eastbound and westbound lanes were evaluated west of El Camino Real; only the eastbound lane was evaluated east of El Camino Real. Both the northbound and southbound lanes of El Camino Real from Palomar Airport Road to Faraday Drive were included in our study. Our visual pavement condition survey was completed on September 23, 1990. The purpose of our visual survey was to supply information to assist in our planning of the structural evaluation and to evaluate the need for, and establish priorities for, maintenance and more extensive corrections of the subject pavements. The maintenance and corrections are those generally recommended to bring the pavement up to a condition that will provide a smooth and comfortable ride for present traffic conditions. The results of our visual condition survey are listed in Table 1 attached at the end of this report. Copyright 1990 KJeinfcldcr, Inc. Project No. 51-1588-01 Page 2 Twelve cores were taken along Palomar Airport Road and eleven cores were taken along El Camino Real as part of this study. The location, thickness, and components of the cores are listed on Table 2. The majority of the base course material below the asphalt concrete along Palomar Airport Road was found to be a medium to coarse sand which appears to be decomposed granite. The base course material below the asphalt concrete along El Camino Real was generally found to be a fine to coarse sandy gravel. Based on our initial pavement condition survey and our review of the individual pavement components, we have assigned average conversion factors. Each layer of the existing pavement is converted to an equivalent thickness of new asphalt concrete and is found by multiplying its thickness by the appropriate conversion or equivalency factor. The pavement conversion factors are listed U in Table 3. Deleting the turn lanes and the obvious outliers due to overlays, the equivalent thicknesses of full depth asphalt were calculated for the existing pavements. Based on a design traffic index of 9 and a design subgrade R-value of 5, overlays were calculated using Caltrans methods. The existing equivalent design and overlay thicknesses are listed in Table 4. The recommendations obtained by the deflection study completed by San Diego County are summarized in Table 5 for completeness. These recommendations were reportedly based on a traffic index of 9 for a design life of 10 years. The overlay thickness calculated by San Diego County differ from the Kleinfelder overlays significantly. We can offer no explanation for this obvious discrepancy since we did not complete a deflection analysis as part of our study to form a common basis for comparison. Although the design life calculated by San Diego County is 10 years, we expect that the true design life will vary significantly with the actual traffic to which the pavement is subjected. Using procedures proposed by the Asphalt Institute to estimate pavement design life, we estimate that for a traffic index of 9, medium traffic, and an annual traffic growth rate of 4 percent, the overlay thicknesses reported by the County may only provide a design life on the order of 5 years. The procedures used to estimate design life are indicators only and should not be considered as absolutely accurate, especially since there may be a great variation in estimated and actual traffic. Recommendations To provide pavement thickness designed for a traffic index of 9, we recommend providing overlays as shown in Table 4, with the possible exception of the northbound lanes of El Camino Real. The unpatched portion of these lanes exhibit considerable rutting and alligator cracking; therefore, we recommend that these two lanes be considered for complete reconstruction to the pavement sections indicated in the reference report. All choices for pavement rehabilitation should be based on an economic analysis which also takes into Copyright 1990 Kleinfelder, Inc. KLEINFELDER 9555 Chesapeake Drive. Suite 101, San Dieco, CA 92123 (MP) 5-11-1145 Project No. 51-1588-01 Page 3 consideration available project funds and the geometry of the pavements with future overlays. If project funding is not available to rehabilitate all the pavements to accommodate a traffic index of 9, we recommend that planned stage construction be considered. Priorities for staged construction can be made using Table 1. It may not be economical, however, to provide intermediate overlays in some locations since maintaining transverse pavement slopes may require substantial overlays on adjacent new pavements. In these instances, it may be more appropriate to provide minimal rehabilitation now, with complete reconstruction when funding is available. We suggest that P&D Technologies contact two or three local paving contractors to obtain estimates on what the repair/construction costs may be. With this information, P&D Technologies will be better able to assess its budget limits and select a repair method accordingly. The conclusions and recommendations provided in this report include professional opinions and judgments based on the Kleinfelder data collected and our field observations. These services have been performed according to generally accepted engineering practices that exist in the Carlsbad area at this time. No warranty, express or implied, is provided. The conclusions and recommendations contained herein represent conditions encountered during our field explorations. Pavement conditions and the accuracy of methods used to measure such conditions can vary greatly at any time. If any pavement conditions are encountered which are suspect, our firm should be notified immediately in case any supplemental recommendations may be necessary. Should you have any questions regarding this preliminary report, please contact our office. We appreciate this opportunity to be of continued service. Very truly yours, KLEINFELDER, INC.Reviewed By: Rick E. Larson, RCE 39226 Senior Engineer REL/GPH:sf Attachments Copyright 1990 KJeinfcldcr, Inc. George P. Hattrup, RCE 43979 Project Engineer l-r. Orivo <;,,ito mi <;nn ni^pn TA mm, TABLE 1 ' SUMMARY OF VISUAL PAVEMENT CONDITION SURVEY No.Pavement Minimum Rehabilitation PAR EB - Palomar Airport Road Eastbound PAR WB - Palomar Airport Road Westbound ECR SB - El Camino Real Southbound ECR NB - El Camino Real Northbound Copyright 1990 Kleinfclder, Inc. ! KIEINFELDER 9555 Chesapeake Drive, Suite 101, San Diepo, CA 92123 (M9) 541-1145 Priority 1 2 3 4 5 6 7 PAR EB & WB, W. of ECR, all lanes PAR EB, E of ECR, S. lane ECR NB, Lane 1 and Lane 2 S. of Sta. 332 + 50 ECR NB, Lane 2 N. of Sta. 332+50 ECR SB, Lane 1 ECR SB, Lane 2 ECR SB, Lane 3 Crack filling, slurry seal (general maintenance) Crack filling, slurry seal (general maintenance) 2-1/2" overlay with paving fabric Recently overlaid, no immediate rehabilitation Crack filling, slurry seal (general maintenance) 2-1/2" overlay with paving fabric No or minimum maintenance 4 5 1 7 3 2 6 TABLE 2 LOCATION OF CORES AND PAYMENT SECTIONS ALONG PALOMAR AIRPORT ROAD AND EL CAMINO REAL Approximate Core Locations*Pavement Thicknessu p| Core Lane Street & U No. No. Direction Station pi • 101 1 PAREB 60+20 U 102 1 PARWB 61 + 70 p| 103 T.P. PARWB 70 + 40 U 104 1 PARWB 73 + 10 pi 105 3 PAREB 73+10 U 106 2 PARWB 83 + 50 n 107 1 PAREB 83 + 50 ^ 108 1 PARWB 94 + 50 H 109 2 PAREB 94 + 60 110 T.P. PAREB 96 + 40 f| 111 T.P. PARWB 101 + 90 112 1 PAREB 106 + 90 H 113 T.P. ECRSB 322 + 80 114 2 ECRSB 324 + 80 [j 115 1 ECRNB 326 + 80 116 1 ECRSB 331+10 [] 117 2 ECRNB 333 + 80** 118 2 ECRSB 337 + 40 D ~ • 119 1 ECRNB 340 + 80 120, 3 ECRSB 343 + 60D. 121 2 ECRNB 347 + 80** n 122 1 ECRSB 349 + 80 U 123 T.P. ECRNB 351 + 20 Asphalt Concrete (inches) 5 7 5 5 5.5 5 5.5 7 8 7 6 6 5 3.5 3.5 3 7 3 3.5 6 6.5 3.5 7.5 Gravel Base (inches) - 6 - - - - - - 5.5 - 6 8 7 8.5 6 8 7 8.5 7 8.5 7.5 8 6.5 Sand Base (inches) 7 - 8 8 7.5 10 7.5 7 - 5 - - - - - - . - - -' - - - - p. * Cores were located near the middle of the indicated lanes. ** New overlay at these locations T.P. - Turn Pocket pi PAR EB - Palomar Airport Road Eastbound y PAR WB - Palomar Airport Road Westbound ECR SB - El Camino Real Southbound pi ECR NB - El Camino Real Northbound U KLEINFa3Rffeht!-9?0"'K<rourfirelfl!fffkficDrive, Suite 101. Snn Dieso. CA 92123 (619) 541-1145 TABLE 3 PAVEMENT CONVERSION FACTORS No. Pavement Component Conversion Factor 1 PAR, All Lanes, ECR SB, Lane 3 1 2 ECR NB, Lane 1 and Lane 2 S. of 0.7 Sta. 332 + 50.. ECR SB Lane land Lane 2 3 ECR NB, Lane 2, N. of Sta. 0.85 332+50 4 Gravel Base 0.5 5 Sand Base 0.3 PAR EB - Palomar Airport Road Eastbound PAR WB - Palomar Airport Road Westbound ECR SB - El Camino Real Southbound ECR NB - El Camino Real Northbound Copyright 1990 Klcinfclder, Inc. KLEINFEIDER 9555 Chesapeake Drive. Suite 101. San Dieco. CA P?i:n (P.W "41-1145 TABLE 4 CALCULATED OVERLAY THICKNESS BASED ON CORING AND TRAFFIC INDEX OF 9 No.Pavement Existing Equivalent Asphalt Design Thickness Lane 2 S. of Sta 332+ 50; ECR SB, Lanes 1 and 2 4 ECR NB, Lane 2 N. of Sta. 332+50 5 ECR SB, Lane 3 PAR EB - Palomar Airport Road Eastbound PAR WB - Palomar Airport Road Westbound ECR SB - El Camino Real Southbound ECR NB - El Camino Real Northbound 9.5" 10.0" Copyright 1990 Kleinfelder, Inc. KLEINFELDER 9555 Chesapeake Drive, Suite 101. S,ir Diecn. CA 9212? ((VIP) 541-1145 Calculated Asphalt Overlay Thickness 1 2 3 PAR EB & WB, W. of ECR, All Lanes PAR EB, E. of ECR, S. Lane ECR NB, Lane 1 and 7.5" 10.0" 6.0" 6.5" 4.0" 8.0" 4.5" 4.0" TABLES SAN DIEGO COUNTY DEFLECTION SURVEY RESULTS No. Pavement Calculated Asphalt Overlay Thickness 1 2 3 4 PAR EB & WB, W. of ECR, All Lanes PAR EB, E. of ECR, S. Lane ECR SB, All Lanes ECR NB, Both Lanes 1" 3-1/2" 3-1/2" Not included in survey due to overlay in progress at time of testing* Although this portion of El Camino Real was not evaluated, the Kleinfelder visual survey of September 23, 1990 placed this section of pavement in the same category as El Camino Real, southbound lane 2. PAR EB - Palomar Airport Road Eastbound PAR WB - Palomar Airport Road Westbound ECR SB - El Camino Real Southbound ECR NB - El Camino Real Northbound Copyright 1990 KJeinfelder, Inc. KLEINFELDER 9555 Chesapeake Drive, Suite 101, Snn Dieco, CA 9212? (M9) 541-1145 S*^fjnS£^WS!S1SKKSSSl£B*S ^gfPISS^^^^M-j^fl^ aH-sssnsiiai^saEi^sz^ KLEINFELDER APPENDIX F APPLICATION FOR AUTHORIZATION TO USE REVISED GEOTECHNICAL REPORT PALOMAR AIRPORT ROAD AND CAMINO REAL IMPROVEMENTS PROJECT NO. 51-1588-01 TO:Kleinfelder, Inc. 9555 Chesapeake Drive, Suite 101 San Diego, California 92020 FROM:[Please clearly identify name and address of person/entity applying for permission to use or copy this document] Gentlemen: Applicant hereby applies for permission to: [State here the use(s) contemplated] for the purpose(s) of: [State here why you wish to do what is contemplated as set forth above] Applicant understands and agrees that is a copyrighted document, that Kleinfelder, Inc. is the copyright owner and that unauthorized use of copying of is strictly prohibited without the express written permission of Kleinfelder, Inc. Applicant understands that Kleinfelder, Inc. may withhold such permission at its sole discretion, or grant such permission upon such terms and conditions as it deems acceptable, such as the payment of a re-use fee. Dated: by_ its Applicant Name Title