HomeMy WebLinkAbout3166; PALOMAR AIRPORT ROAD; REVISED GEOTECHNICAL REPORT; 1991-01-25I
I January 25, 1.991
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.
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Copyright 1991 Kleinfelder, Inc.
KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Diego, CA 92123 (619) 541-1145
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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.
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Sincerely, .
INC. ......................
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I George P. Hattrup Rick E. Larson
Project Engineer .. .. Senior Associate
RCE 43979
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RCE 39226, GE 2027
I GPH/REL:sf• . . . .
PE C
eOFC
Copyright 1991 Kleinfelder, Inc.
KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Diego, CA 92123 (619) 541-1145
K LEI N FELDER
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 SETI1NG......... ............................... 4
3.2.1 Faulting and Seismicity ....................................5
3.2.2 Landslides ..................................................6
33 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
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Copyright 1991 Kleinfelder, Inc.
K LEl N FELDER
60 ADDITIONAL SERVICES 29
70 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
K LEI N FELDER
EXECUTIVE SUMMARY
The majority of the soils found at the proposed subgrade level consist of sandy clay,
clayey sand, claystone, and sil.tstone. 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 J5 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.
The existing soils can be usedin 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, kéyway
trenches and horizontal benches are recommended -as shown in the guideline
earthwork specifications.
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 erodibiit'.
No significant geologic hazards were encountered or observed along the section of
roadway to be improved. ' " .-
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.
Copyright 1991 Kleinfeider, Inc.
kn KLEIN FELDER
Project No. 51-1588-01
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• 1.0 INTRODUCTION
This report presents the results of the geotechnical engineering investigation Kleirifelder
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.
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1.2 PURPOSE AND SCOPE S
I 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 geotechriical design
I parameters and recommendatiOns in accordance with our proposal dated May 1, 1990. In
addition, an evaluation of existing pavement rehabilitation was completed in accordance
I with the second option presented in our proposal of September 26, 1990.
I 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 I 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
I 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
I . pavement rehabilitation study on October 4, 1990.
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Copyright 1991 Kleinfelder, Inc.
I Project No. 51-1588-01
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2.0 FIELD EXPLORATION AND LABORATORY TESTING
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We explored subsurface conditions by drilling thirteen test borings at the approximate
I 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.
I thickness and obtain component samples for testing. Twenty-three more cores were
comjileted during our rehabilitation study. Logs of borings and a description of exploration
I 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.
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KLEIN FELDER
Project No. 51-1588-01
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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.
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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
continental margin deposits extending from Oceanside, California southward to the Mexican
border. The basement rocks upon which the sediments were deposited consist of mildly
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 Sari 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.
I KLEINFEIDER
Project No. 51-1588-01
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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 he
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
I 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
1 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
I encountered at the locations (see Plates Al and A2) cored:
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Copyright 1991 Kleinfelder, Inc. •
IIKLEINFELDER
• '. ' Project No. 51-1588-01
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LOCATION OF CORES AND PAVEMENT SECTIONS ALONG
I PALOMAR AIRPORT ROAD AND EL CAMINO REAL
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Approximate Core Locations* 0 Pavement Thickness
• - Asphalt. Aggregate Sand
Core Lane Street & Concrete Base Base
I No. No. Direction Station 0 (inches) (inches) (inches)
Cl P.M. PAR 0 71+20 '. 6 6
C2 N.S. PAR WB 93+40 5 6-8
I P.M., ECR 335+30 ' 1.5 0
C4 P.M. ECR 342+40 2 4-5
C1O1 1 PAR EB 60+20 0 5 - 7
C102 1 PAR WB 61+70 7 . 6
I C103 T.P. PAR WB 70+40 0
- 8 0 C104 1 PAR WB 73+10' , 5 -
0 8
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C105
0 C106
3 0 PAR EB 73+10
2 PAR WB 83+50
5.5
5 '
0 -
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7•5 0
10
C107 1 0 PAR EB 83+50 5.5 - 75
C108 1 ' PARWB 94+50 0 7 - 0 7 0
I C109 2 PAR EB 0 94+60 .
0 8 5.5 -
Clio 0 T.P. PAR EB 96+40 0 7 - 5
Clii T.P. PARWB 101+90 ' 6 6 -
C112 1 PAREB 106+90 6 8 - l C113 T.P. ECR SB 322+80 5 '.' 7 -
C114 2 ECR SB ' 324+80 0 3•5 8.5 -
C115 1 ECR NB 326+80 6
0 I .C116 1 ECR SB 331+10
0
3 8
C117 .2 ECR NB 333+80 7 7 -
0 C118 2 ' . ECR SB 337+40 3 8.5 '
C119 1 ECR NB 340+80 0 35 7 - I C120 3 ECR SB 343+60 6 '8.5 -
C121 2 ECR NB. 347+80 6.5 .. '7.5 -
C122 1 ECR SB 349+80 3.5 , . 8 .. . I C123 T.P. ECR NB 351+20 0 7.5 , 6.5 -
* Cores were located near the middle of the indicated lanes. ,
0
P.M. - Paved Median 0
N.S. -
0 North Shoulder of Road 0
• T.P. - Turn Pocket
, PAR EB - Palomar Airport Road Eastbound 0 0 O
, PAR WB - Palomar Airport Road Westbound 0
ECR SB - El Camino Real Southbound
I ECR NB - El Camino Real Northbound 0 -
I ' Copyright 1991 Kleinfelder, Inc.
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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 nm along sloping surfaces.
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40 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
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 erodibility 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 erodibiity. 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
42 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
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:
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Copyright 1991 Kleinfelder, Inc.
1 KLEINFELDER
I . Project No. 51-1588-01
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Moist Unit Weight Cohesion Friction Angle
I Soil Type (pcf) (pcf) (Degree)
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. Compacted Fill 120 : 100 30
Undisturbed Soil/ 125 .. 100 35
Formation •
We performed stability analyses for the proposed slopes using the Janbu method. For the
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
I recommendations have calculated factors of safety in excess of 1.5 and 1.3 against deep
seated failure under static and seismic conditions, respectively.
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Surficial instability of on-site soils exposed in the proposed cut and fill slopes are considered
I 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
I tops of all slopes. . . .
I 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.
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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.
I Soil Unit Shrink/Bulk Factor Subsidence
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Alluvium/Colluvium, 10 to 15% Shrink 0.15'
topsoil, existing fill soils
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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. 0
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The approximate depths of alluvium, colluvium, topsoil, or existing fill soils observed in the
I borings are listed below:
0
0
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0
0
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,
I 0"
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0
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I 0
0
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0,
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Project No. 51-1588-01
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Boring Approximate Depth of Alluvium/Colluvium,
Topsoil, Existing Fill Soils (Ft)
Bi 24
B2 24
B3 1
B4 25
B5 1
B6 2
B7 25
B8 3
B9 35
B1O 25
Bil 7
B12 15
B13 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
I I1KLEINFELDER
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the proposed traffic for a traffic index of 9. To accommodate the proposed improvements,
I 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
I estimate of the amount of pavement material which will be available for recycling.
I As a minimum, the existing .pavement.can be pulverized and used as fill rather than being
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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
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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
I 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
I 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
I Specifications for Public Works Construction. S
I 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
I 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
I Construction. The contractor should be required to submit a tentative job-mix formula for
review by the geotechnical engineer and the City of Carlsbad. S S
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Copyright 1991 Kleinfelder, Inc.
K LEI N FELDER
Project No. 51-1588-01
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4.7 LIME-TREATED SOIL
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.
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5.0 RECOMMENDATIONS
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5.1 SEDIMENTATION AND EROSION MITIGATION
I As previously discussed, the erodibiity of the native soils varies from slight to severe, with
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.
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Other severe erodibility 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
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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
U 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
I problems may include, but are not limited to, the following items or practices:
I . Placement of spoils uphill, from excavation areas.
Work areas at roadways and near ditches can be cleaned up and graded to the
I 0 approximate finish grades at the end of each work day.
• Excess excavation and debris can be placed in centralized areas outside the
I 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
I sediment from the site is not discharged to nearby surface waters or ditches.
Sediment mitigation measures may also include the construction of strawbale
I 0 sediment barriers, diversion dikes, filter berms, or filter fences.
The contractor can follow other mitigation procedures as outlined in the latest
I edition. or priming of the, "Erosion and Sediment Control Handbook" prepared
by the California Department of Conservation. 0 •
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Slopes can and should be maintained in a dressed and compacted condition free
of loose fill.
I 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
I construction include:
I . Stabilization of construction disturbed areas by planting natural grasses.
I . .
• Proper contouring of the site with regard to final drainage paths, diversion
dikes, filter berms, and erosion resistant ditch linings.
I :.
• 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.
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5.2 EARTHWORK . . ..
:
Grading and earthwork should be performed in accordance with the following
I recommendations and the General Grading and Earthwork Specifications included in
Appendix D.
5.2.1 Clearing and Grubbing
I 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
I 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
I immediate work area of all spoil materials resulting from the clearing and grubbing
Copyright 1991 Kleinfelder, Inc.
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Project No. 51-1588-01
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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
I . other projections over 11/2 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
I holes remaining after the grubbing operation in the fill area should be widened as necessary
I
to permit access for compaction equipment. The hole should then be filled with acceptable
mterial, moisture conditioned as required, and properly compacted in layers in accordance
I .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
I
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
I .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
I 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
I soft material and to provide access prior to proofrolling.
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I 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. . . .•
KLEI N FELDER
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 pperation 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
"Test for Moisture-Density Relations of Soils Using a 10-1b. 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
523 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
1(1(1 N FELDER
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
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. • •
KLEINFELDER
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I 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. Atypical fill-over-cut detail is presented in Appendix D.
.1.
5.2.4 Fills
The on-site soils are generally suitable for useas compacted.fihl provided they are properly
moisture-conditioned and are free of organic material and debris. All areas to receive fill
I 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
I compacted by mechanical means. Any import soils should be predominantly granular and
nonexpansive, and should be tested for suitability by the geotechnical engineer.
I
: 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
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layers, the material should be moisture conditioned to within 2 to 5 percentage points above
the ASTM D-1557 optimum moisture contentarid compacted to at least 90% of the ASTM
I D-1557 maximum thy density. Preferably, the moisture conditioning should take place
within the borrow area before the material is transported to the fill area. In placing and
I 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'
I Fills placed on the fill slope south of Palomar Airport Road east of Corte del Cedro should
be placed as recommended in Section5.2.3. Other fills placed on natural slopes or existing
I 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).
I
Placement and compaction of fill should. be performed in general accordance with our
I General Grading and Earthwork Specifications presented in Appendix D.
Copyright 1991 Kleinfelder, Inc. ' .
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Project No. 51-1588-01
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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. aTo 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 6ver 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. Eequirement 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.
k9 KLEIN FELDER
Project No. 51-1588-01
Page 22
5.2.5 Transition Zones
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 thy 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 trnch 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 willbe 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. • '
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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
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 t0 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 CORROSWITY
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 speciahst should be consulted for more specific recommendations
Copyright 1991 Kleinfelder, Inc. . .
IEI KLEI N FELDER
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
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 Calirans design procedures. A traffic index of 9 was
used as recommended by P&D Technologies.
IEEI KLEI N FELDER
Project No. 51-1588-01
Page 25
PRELIMINARY SECTIONS FOR NEW PAVEMENT CONSTRUCTION
(Basement Subgrade R-value = 5; Traffic Index = 9)
Class 2 Class 2 Class B Lime Recompacted
Asphalt Aggregate Aggregate Cement Treated Treated Basement
Option Concrete Base Subbase Base Subbase Subgrade
1 6" 20" - ••
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12
2 . 6" 9" 12"
- - 12
3 6"
- 19" - 12
4 6" - 6" 13' 12
5 6" - - - 6" 16" -
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.
The finished. subgrade should be in a stable, non-pumping condition at the time
baserock and subbase materials are laid and compacted.
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. • •
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5. Base and subbase material should be compacted to at least 95 percent of ASTM D-
1557 maximum dry density.
91 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 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.
91 Cement-treated aggregate base should meet the State of California minimum
specifications for Class B Cement-Treated Base
The asphalt paving should meet the State of California Specifications for 3/4t1
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. .
KLEIN FELDER
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
Existing Equivalent Calculated Asphalt
Asphalt Design Overlay
No. Pavement - Thickness Thickness
1 PAR EB & WB, W. of 7.5" 6.5"
ECR, All Lanes
2 PAR EB, E. of ECR, S. 10.0" 4.0"
Lane
3 ECR NB, Lane 1 and 6.0" 8.0"
Lane 2S.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.
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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
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
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.
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:
Continuous observation and testing during site preparation, grading, placement of
engineered fill, and pavement construction;
Observation of keyways and cut slopes by our engineering geologist;
Review of contractor submittals for recycled pavement materials, lime treatment, and
new pavement materials; and
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.
I9 K LEI N FELDER
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:,
The report is used for adjacent or other property.
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
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P.L UII 111111 II - ,, —
•• /
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. SEGMENT A . EL CAMINO REAL STATION 32080 AT CENTERLINE - .. . C .'s): •
I OF PALOMAR AIRPORT ROAD (STATION NUMIER8 - —
— INCREASE TO NORTH
- . . . .......... ,.. . . - :Iq 1.j
I _ _.._..---'i:Y .. .- .
— -j — .• I .. . • . —
) ______--- . . . . - • . •
/ / -.. '-•5-•I' - - . . . ........-
.- •:- L
I --1
i tit-
T-2 i — 7Th
SEGME N B
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—.
V
• •t /'' / iii-.
I
INDEX TO SEGMENTS
LEGEND PALOMAR AIRPORT ROAD STATION 99+22 AT '
CENTERLINE OF EL CAMINO REAL (STATION. -- :-
- .p . N - - .ApPROXIMATE BORING LOCATION . - NUMBERS DECREASE TO WEST). .•' - - -
- -
• . - -
S 0 APPROXIMATE LOCATION OF ASPHALT CORE
. - -. -
SCALE 1"150
PLATEI
IiLK I E I N F E I D E R SITE PLAN
1
: : , G I I PALO MAR AIR PORT4 R OA DftA N
PROJECT NO 1511588-01 - ' EL CAMINO:'REAI.:$
I I ri
.,
. ,.
-
-110
I
C 10
X ce" =- Ei. 'JII'k1 I /PI i I k kLJ /- JLIL'llh!i1 /
.:." PALOMAR AIRPORT. ROAD. STATONU442 )%IIM CENTERLINE OF YARROW DRIVE (STATION #Ea iir --. — ¶ .. ;. NUMBERS INCREASE TO EAST) . ,M_, III #. . 0
..........
00
EL CAMINO REAL STATION 353+33 A
STATIO :CENTERLINE OF FARADAY "ENUE (STATION
if
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PALOMAR AIRPORT ROAD STATION 99+22 AT
CENTERLINE OF EL CAMINO REAL (STATION
NUMBERS INCREASE TO EAST):
0.
I SEME4TE
II
SEE PLATE 1 FOR LEGEND
APPROXIMATE SCALE: 1"=150
1.KLEIN FELDER
APPENDIX B
FIELD EXPLORATION
BA SUBSURFACE EXPLORATION
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
and A2. In addition, existing pavements were cored at twenty-seven locations (Cl .through
C4 and C101 through C123) with a diamond-tipped coring bit to obtain intact, representative
samples of the pavement structure.
,
The borings were logged by our geologist who also obtained representative samples of the
materials encountered for classification and subsequent laboratory testing. The elevations
shown on the boring logs were interpolated from the field, plotted locations on topographic
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
desired, we recommend that they be surveyed by a licensed land surveyor.
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 Bi.
B.2 SAMPLING ,
Representative samples of the subsurface materials were obtained in the borings using a 2/8-
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.
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SAMPLE TYPE
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CONTINUOUS SAMPLE
5
GRAB SAMPLE
10 - CALIFORNIA SAMPLE
15 NO RECOVERY
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PITCHER SAMPLE
20
SHELBY TUBE SAMPLE
25 STANDARD PENETRATION
SAMPLE
'3D
J (ni
SOIL DESCRIPTION
U.)
G w Well-graded gravels and gravel-sand
mixtures, little or no fines.
Poorly graded gravels and gravel-sand GP, mixtures, little or no fines.
GM Silty gravels, gravel-sand-silt mixtures.,
GC Clayey gravels, gravel-sand-clay
mixtures.
SW Well-graded sands and gravelly sands,
little or no fines.
SP Poorly graded sands and gravelly sands,
little or no fines.
Silty sands, sand-silt mixtures. SM
Sc
ML
Clayey sands, sand-clay mixtures.
inorganic silts, very fine sands, rock
CL
flower, silty or clayey fine sands.
Inorganic clays of low to medium
plasticity, gravelly clays, sandy clays,
silts' clays. lean clays -
Organic Organic silts and organic silty clays of
MH
low plasticity.
Inorganic silts, micaceous or
CH
diatomaceous fine sands or silts, elastic -
chic
inorganic clays of high-plasticity, fat
OH
clays.
Organic clays of medium to high
plasticity.
PT Peat, muck and other highly organic
soils.
DESCRIPTION 'OF UNIFIED PLATE
kq KLEENFELDER SOIL CLASSIFICATION
SYSTE.M AND Bi
PROJECT NO.
' BORING LOG LEGEND
Date Completed: 7/9/90
Logged By: Debbie A. Carroll
Total Depth: 31.5 feet
- FIELD LABORATORY
4.1 41 01 W.C L4J M V 01 - 01 \ .1.1 3 C Wa 4.1
£ - 01 -I .101 LC -t. 01
4-I 11 3 01 014-' 03.01 01 4.1
0. E 0 3C-c EL - £ 01 C 01 (0 -4 LWUOO 04.101 .-I 01 01 0. (1) 0.] 000.ZO00.0 0 I- 0..
34 108 11 Plasticity
Index
lii 41
10133 106 14
1529
20128 1
251172/ 1 H
30_j951 H
DESCRIPTION
Surface Elevation: Approximately 292 ft (MSL)
Asphalt - 3 1/2"
Base--brown fine SAND with trace gravel,
- damp- -4" thick
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
f lay has higher plasticity at 7' - 10'
\Yellow brown silty fine SAND, damp, 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
\ clayey SANDSTONE, very dense, damp
(WEATHERED FORMATION)
Light cementation. Difficult drilling
Greenish-gray CLAYSTONE and SILTSTONE,
hard, damp--water added to hole to ease
drilling
Sampler: 3.0" O.D. California Sampler and Grab
Sample
Hammer Wt: 140 Ibs, 30" drop
Hole terminated at 31.5'
No free water encountered
35
k"K L E IN F E LD ER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 1 B2
Sampler: 3.0" O.D. California Sampler and Grab
I
.
Date Completed: 7/9/90 Sample
Logged By: Debbie A. Carroll
Total Depth: 31.5 feet Hammer Wt: 140 Ibs, 30" drop
• FIELD LABORATORY -
• 4' 4' 10 . .
. DESCRIPTION
I - 10 \ .aiJC L.*.' n4.'
Wal
10 4.' .0
4.' 0.
—I C E
10 3 0
4
10 C-4C
.eJW 104.'
L C
010 EL 10 4.' £ tO. C
L 10
Surface Elevation: Approximately 284 ft (MSL)
i .
I . Orange-brown clayey and silty fine SAND, dry
to damp (FILL)
20 Slightly lighter color at 1'
I
• Sieve
Analysis
5 40 .
• . . \mottled greenish brown, silty CLAY, damp,
\stiff
10—
I
48
\Bottom of sample contains clayey SAND
Cuttings composed of brown very fine sandy
CLAY/clayey very fine SAND, damp
15
I ..
.
. Brown mottled silty and clayey fine SAND,
• . damp, dense
20— 29 . . Gray-brown clayey SAND, mixed with sandy
CLAY, damp, dense, trace organics--twigs, • (OLD COLLUVIUM?)
I
..
-
Organic odor from cuttings at 22', water added
to hole to ease drilling
25 - •
. erched water at contact
Y 86/
I 6" • Olive green CLAYSTONE, hard, damp,
•
. moderately fractured, iron staining on fracture
•
. • . surfaces (WEATHERED FORMATION)
30— • - 67 • . Mottled brown, orange and olive
99 24 - CLAYSTONE, hard, damp
• . •
•
Hole terminated at 31.5'
Backfilled with cuttings
I35
--
PALOMAR AIRPORT ROAD PLATE
I .. k14K L E I N F E L D E R AND EL CAMINO REAL
LOG OF BORING NO. 2 B3
I PROJECT NO. 51-1588-01 . • • • •
1
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/9/90 Sample
Logged By: Debbie A. Carroll
Total Depth: 16.0 feet Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY -
V L .0 DESCRIPTION
U - V
.
\ J L 4 W.IJ V 4'
4' -I IL 3 V .e.Jai M 4IL L.0 V 4' L V
•
Q. E 0 3 C.4C ELI- 8 .0 V C Surface Elevation: Approximately 268 ft (MSL)
I ____ Light brown silty fine SAND, loose, dry (FILL)
.69 . Mottled gray, brown and orange CLAYSTONE and
I Plasticity SILTSTONE, hard, damp, upper 2' iron stained 94 25 Index (WEATHERED FORMATION)
- 69 - Light gray and gray-brown SILTSTONE/ I CLAYSTONE, hard, damp
I .
. Orangeish brown CLAYSTONE/SILTSTONE, hard, d
10-11
7j1.
I
6"
- Brown and olive green CLAYSTONE, hard, damp
I is - .
Dark gray SILTSTONE with iron staining, very -
70/ . Ahard, damp
.
Total depth 15.0
I .
No free water encountered
Backfilledwih cuttings
I
20— -
25-
U
I 30-
35
PALOMAR AIRPORT ROAD PLATE
I k"K L E I N F E L D E R . AND EL CAMINO REAL
.
LOG OF BORING NO 3 B4
I PROJECT NO 51-1588-01
10— 81
15
151 -I
20
25
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 Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY = -
DESCRIPTION
L 4 U4
.0 -lW .11 -4 3 C .1.1W WOI
C L. W 41 -
41
0. EL
E 3 0 W 3-.4C 0 4 IL ELII_ 01 4.1
.0 In
-
C Surface Elevation: Approximately 319 ft (MSL)
E ..
Brown sandy CLAY, dry 0-1', damp below 1', 0 loose,.disurbed by farming (FILL)
I28 .:=
1A7 1 .
Mottled orangeish and yellowish brown
-
iv CLAYSTONE, hard, damp
-,(WEATHERED FORMATION)
40
Light-greenish gray silty fine SANDSTONE, iron
staining in veins, hard, damp, pockets and
- \disseminated caliche 0
F
'\Orangeish silty CLAYSTONE with. trace sand, tdamp moist, hard
ay silty very fine SANDSTONE with.
al interbeds of greenish gray
TONE. hard, damp
F
Greenish gray and orange brown interbeded
SILTSTONE/CLAYSTONE, hard, damp,
\occasional fine SANDSTONE interbeds
and lenses
Total depth 15.5'
No free water encountered
Backfilled with cuttings
30-
35
- . PALOMAR AIRPORT ROAD
qKLEINFELDER = AND ELCAMINOREAL
PROJECT NO. 51-1588-01 - LOG OF BORING. NO. 4
I PLATE
Sampler: 3.0" O.D. California Sampler
Date Completed: 7/9/90
Logged By: Debbie A. Carroll
Total Depth: 11.5 feet Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY
DESCRIPTION
41 0
L 4 W..J • .0 W -4 \ UI J ..4 41Q LC . 4J L UI 4J 0. CL E 3 0 UI 3C--4C W.e.J CL EI. - W 4 .0 UI C Surface Elevation: Approximately 297 ft (MSL)
Dark brown slightly sandy CLAY, loose, dry to
\damp, disturbed by farming (FILL)
65 Orangeish brown and greenish brown SILSTON 107 10 and CLAYSTONE hard, damp
- 1\(WEATHERED FORMATION) 5 -
1
lift 34
0
0 Light gray, very fine SANDSTONE with iron
staining in veins and pockets, very dense,
damp, calin pockets and disseminated
Olive green and orange CLAYSTONE, hard, damp... io- 77
• Total depth 11.5'
No free water encountered
•
.
Backfilled with cuttings
15- 0
20
25
30
35
PALOMAR AIRPORT ROAD PLATE
k"KLEINFELDER AND EL CAMINO REAL
PROJECT NO. 51-1588-01 •
LOG OF BORING NO. 5 B6
I
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 Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY
• DESCRIPTION
I ' W \
L 4 W .4 4' -
4' I 3
4j.4
(0 4-'V (fl4J C . Q.(0 L (0 (04' 0. E 0 EL f C 10 Surface Elevation: Approximately 283 ft (MSL)
.
• - Brown sandy CLAY, dry to damp (FILL)
42 .
,. Olive green CLAYSTONE, hard, damp - dessicate
I with gypsum crystal growth dissemeninated
throughout (WEATHERED FORMATION)
5- 83 Grayish green silty CLAYSTONE and clayey
I SILTSTONE, hard, damp, iron stained in veins
.Slight color change to yellow-green lenses; and
I .
laminate of yellow silt within CLAYSTONE
10_68/ .. ..
116" I * .. ..
Color change to orangeish brown
Olive green silty CLAYSTONE with iron stained
I 15 -
74/ . . - laminate and veins, hard. damp
6 Total depth 15.0' • No free water encountered
Backfilled with cuttings
I
25-
I
30-
35
PALOMAR AIRPORT ROAD PLATE
I k K L E I N F E L 0 E R AND EL CAMINO REAL
LOG OF BORING NO. 6 B7
PROJECT NO. 51-1588-01 .
I
Sampler: 3.0" O.D. California Sampler and Grab
I
.
Date Completed: 7/9/90 Sample
Logged By: Debbie A. Carroll
Total Depth: 1 1.5 feet Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY -
• fil. . .
S DESCRIPTION 41
I ' 41 W+I m 4J .0 4J -1 C (0 3 -I (0
.eJw L C
CL
L (0. V 4) 0. E 0 &P 4j C-4C
8
EL
8
.0 (0 C Surface Elevation: Approximately 312 ft (MSL) • _____ .<
U
- Max.ark brown clayey fine SAND/, moist, medium ax. Densit 0 dense (FILL)
46 . R-Value Green-brown clay with sand, damp ,to moist,
I .
Sieve - \stiff. minor organic
. Analysis
5 - S
Grayish green, silty CLAYSTONE and clayey
24 - SILTSTONE, iron stained, hard, damp I (WEATHERED FORMATION)
10— S S
- Dark olive green to brown clayey SILTS1ONE and.
80
.
CLAYSTONE with abundant iron staining, hard,
-'damP bedded . S.
Total depth 11.5'
No free water encounterd
I 15 - . S Backfilled with cuttings
I
20— -
25
30— -
I
35
S
.. PALOMAR AIRPORT ROAD PLATE
IIIKLEINFELDER AND EL CAMINO REAL
PROJECT NO 51-1588-01 LOG OF BORING NO 7 B8
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 Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY
DESCRIPTION
1.4) W4 In
.0 —I UI .eJ -4 3 C 4W W 0 L C 1. In 4)
4)
0.
11
E 3 0 In IC --IC IflJ CL Oi EL In 4)
.0 UI C Surface Elevation: Approximately 275 ft (MSL)
Brown fine sandy CLAY, dry to damp (FILL)
24 -
S Interbeded greenish and orangeish clayey fine
SANDSTONE and CLAYSTONE (from
- • cuttings--majority of material is CLAYSTONE) - -
33 \hard, damp (WEATHERED FORMATION)
[
• Green gray and orange CLAYSTONE with minor
lenses and interbeds of SILTSTONE,
hard, damp
10-1 72/ . -
- Total depth 11.0' 45"
• - No free water encountered
Backfilled with cuttings
15 - • S
20— -
25 -
30-
35 —
• PALOMAR AIRPORT ROAD PLATE
k"KLEINFELDER AND EL CAMINO REAL
LOG OF BORING NO 8 B9
PROJECT NO 51-1588-01
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 Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY
0 DESCRIPTION
I,- 3 L 4- W4)
* .c W \ in
.4.1 ..4 3 C .4.1W W In LC L in
.4.1
.i.)
0. E CL 3 0
in C--4C 04J Q.W EL - W .4.1.
.0 in
*
C Surface Elevation: Approximately 312 ft (MSL)
Disturbed formation consisting of chunks of
SILTSTONE SANDSTONE and CLAYSTONE x d
17 0 \with minor amount of organic topsoil (FILL)
/ 115 13
. \Dark brown fine sandy CLAY, stiff, damp (FIL[)
21 -. Brown sandy CLAYSTONE and clayey fine
SANDSTONE, majority of material
CLAYSTONE--hard, damp with disseminated
caliche (WEATHERED FORMATION/COLLUVIU 4
Orange-brown CLAYSTONE with occasional lenses
and interbeds of clayey SANDSTONE, hard, damp. 10-1 42
- 62/ Mottled with olive green CLAYSTONE
114" Total depth 15.0'
No free water encountered
Backfilled with cuttings
20-
25.-
30-
35
PALOMAR AIRPORT ROAD PLATE
IJKLEINFELDER AND EL CAMINO REAL
PROJECT NO. 51-1588-01 LOG OF BORING NO. 9
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 Hammer Wt: 140 ibs, 30" drop
FIELD LABORATORY
£ DESCRIPTION
- W \ .4.1 L 4 3 Ifl.i.J W a
In 4.1
.0 .41 -1
EL
m
3
-i
VI 4)W IR.êJ
LC
0.01
L In 01 .4.1 ..
Surface Elevation: Approximately 318 ft (MSL) 0. E 0 ICh-•.4C EL 8 .0 IV C
Brown sandy CLAY, dry to damp (FILL) R-Value
44 Sieve
Analysis
Scattered gravel at 1.5'
Dark brown CLAY with specks of orange and iii 14
Max green formational material, hard, damp -
5 - Density '\(HIGHLY WEATHERED
67/
Plasticity
\FORMATION/COLLUVIUM)
6"
Mottled greenish gray and orangeish clayey Index
SILTSTONE, hard, damp, (WEATHERED
FORMATION)
10— 71/ -
- Total depth 11.0' • l 6"
No free water encountered
Backfilled with cuttings
15 -
20— • • . -
25 - 0 •
30—
0 -
- 35
PALOMAR AIRPORT ROAD PLATE
k9 K I E I N F E I D ER AND EL CAMINO REAL
LOG OF BORING NO. 10 : Bli
PROJECT NO. 51-1588-01
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 Hammer Wt 140 ibs, 30" drop
FIELD LABORATORY
DESCRIPTION 0IA £
- w \ .s.' L 4 3 C W 4 W 13 IA .1.1 -
41 IL 3 II 4'W SI4J LC
Q.W
L IA -SI 4J
Surface Elevation: Approximately 276 ft (MSL) 0. 0 IC.
1QW Cq
-lC
r-8\. .0 M C
. IL
-
Orange-brown and olive silty and sandy CLAY,
stiff, damp (FILL)
Max. Density 23
109 16
- 24 Direct Shear
R-Value Darker green color, slight organic ordor
- Sieve
Analysis
Expansion Grayish-green and olive silty CLAYSTONE, hard,
10— Index damp, scatterd iron staining (WEATHERED -
79/ FORMATION)
55" 109 18
72
15
-
Total depth depth 15.5'
No free water encountered
Backfilled with cuttings
20-
25
30—
-
- - -
35-
PALOMAR AIRPORT ROAD PLATE
a-K L E I N F E L D E R AND EL CAMINO REAL
LOG OF BORING NO. 11 B12
- PROJECT NO. 51-1588-01
Sampler 3.0" O.D. California Sampler and Grab
Date Completed: 7/10/90 Sample
Logged By: Debbie A. Carroll
Total Depth: 16.5 feet Hammer Wt: 140 lbs. 30" drop
FIELD LABORATORY -
41 DESCRIPTION WW L 4 £ to 41 UI DC
41 L WOI 1. UI
V D. E EL 3 0 UI 3C.--IC FA CL W* Ei_(,- 8
UI .iJ
- UI C n: Surface Elevatio Approximately 288 ft (MSL)
Light brown silty fine SAND, medium dense, dry
to damp (FILL)
22 Brown and orangeish brown sandy CLAY stiff, 111 13 damp
40 - Occasional chunks of green claystone-scattered
zones of CLAYSTONE
10— Roughly 50% mix of clayey fine SAND and sandy...
22 CLAY in sample
15 - 24 Light brown and orange brown silty SANDSTONE,
- \dense damp (WEATHERED FORMATION)
Total depth 16.5'
No free water encountered
20— - -.
Backfilled with cuttings - -
25-
30-
35
PALOMAR AIRPORT ROAD PLATE
KIK L E I N F E L D E R AND EL CAMINO REAL
PROJECT NO. 51-1588-01 LOG OF BORING NO. 12 B13
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 . Hammer Wt: 140 Ibs, 30" drop
FIELD LABORATORY
DESCRIPTION
I.- 3 L 4 UI4J
.0 -1 M •-4 41 3 C 4) 01 W ED 4) L tO .1) 0. 11 3 E 0 01 C--4C 014J DW ELI- 01 4) '.0 in .. C Surface Elevation: Approximately 304 ft (MSL) \.
Light greenish gray and orange sandy CLAY, damp Max. Densit to moist, firm to stiff (FILL) R-Value. . 48 Sieve Light grayish green and orangish CLAYSTONE, 104 22 Analysis hard,, damp, occasional lenses and interbeds of
5 -
. clayey SANDSTONE
78/
4"
Light greenish gray clayey and fine sandy
SILTSTONE, hard damp, abundant iron staining
10 74/ , . ., ' Light yellowish brown silty fine SANDSTONE, -
4" , - \very dense, damp, with mica
• S Total depth 11.5'
• , , -, . . No free water encountered
15 - Backf;lled with cuttings
25 -
30-
35
k"K PALOMAR AIRPORT ROAD PLATE
LEINFELDER AND EL CAMINO REAL
PROJECT NO. ''51-1588-01 • LOG OF BORING NO. 13
•.
B14
I
V
KLEINFELDER
V
APPENDIX C V
V V V LABORATORY TESTING
I
V C.1 GENERAL V
V V
Soil and pavement samples obtained during our field exploration were sealed in brass
I 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
V 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
I index, R-value, sand equivalent, and corrosivity tests. The program for pavement materials
included unit weight, extraction tests, grain size, and viscosity. V
V
I: V:
C.2 GRAIN SIZE ANALYSIS. •,
: V
, V
V
I Grain size distributions were obtained by sieve analysis to assist in soil classification and
aggregate evaluation. Results are presented on Plates Cl and C14.
I
: C.3 A1TERBERG LIMITS •V V
I 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. V • • V •
V
V V
VV
••
•
V
V
• V '.'
V
V
• V
C.4 EXPANSION INDEX • ••
V V
,
V
• Expansion index tests were performed on three selected, fine-grained soil samples. V 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. , ' ' •, V
I
V C.5 DIRECT SHEAR TEST
Direct shear tests were performed on three undisturbed samples of soil to evaluate their
V I ' strength.
V
Three levels of normal (vertical) load were used. After equilibrium under each
I ' Copyright 1991 Kleinfe!der, Inc. ' ' V ,, • ,
V
I . J
normal load had been achieved, the sample was sheared by applying a lateral (horizontal)
I 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 C10
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 Cli
C.8 CHEMICAL AND CORROSIVITY TESTS "
Three soil samples were dehvered to Analytical Testing, Inc where they were tested for pH,
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
quantitative separation of the aggregate and asphalt by ASTM D-2172 After the aggregate
Copyright 1991 Kleinfelder, Inc.
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
I C.11 ASPHALT VISCOSITY .. .
For two of the asphalt concrete samples, the extracted asphalt was reclaimed from solution
I .
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
I
I
I
I
I
I
I
I
I
I
I
I
I Copyright 1991 Kleinfelder, Inc
—. — .—. — — — •0 —. — — — — — — — — — .— —
..L • . _ ._•... _•_._ __•)J • . *
CD C—
I-n
C)
—4
cn
I— GRADING ANALYSIS
CO
rri
z Percent . •
: •• Passing - Boring. Boring . Boring Boring Boring Boring
m .
Sieve B2 B7- . B8 B10 Bli B13
Size 2.0 1 -4.5' 0'-2.0' 2.0' 01 -1.5' 1.51 -4.0' 01 3.0'
I 1" ., 100 100 100 100 100 100,
3/4"
•
100 . 99 • 100 . •100
-
100 100
. 1/2" • . 100 . 92. - 100 •. 100 . . 100 •. 100
C)m ,....,• ... •
- ..
. .
•
..
r > 3/8" 100 87 100 99- 100 . 100. r . c,o . . .
> . #4 99 . 82 . 100, 97 100 100
Z #10 96 75 • 99 . 92 99 . 100 >0> . . . . . . .
.
• #20 91 62 98 85 98 99
— . • #40 .. 87 51 • 97 . . . 76 96 98
#100 59 36 . 77 62 84 85
#200. . .33 . 30 62 55 •• 64 67
.•.
rn
GROUP UNIFI
SYMBOL FINE
OL Organ
clays
ML Inorg
fine
CL Inog
mcdi u
OH Organ
high
MM lnorg
claye
CM borg
high
10 F !J L
0
10 20 30 1 40 50 60 70 80
LIQUID LIMIT
TEST
SYMBOL
BORING
NO.
SAMPLE
Depth
LIQUID
LIMIT
PLASTICITY
INDEX CLASSIFICATION
• B2 2'-4', : 36 12 Clayey SAND (SC)
- B3 2' 63 19 Clayey SILT (MH)
A B10 5 58 24 Clayey SILT (Mil)
PALOMAR AIRPORT ROAD AND
klq KLEINFELDER EL CAMINO REAL:
PLASTICITY CHART
LPROJECT NO. 51-1588-01
PLATE
C2
1VH ONIINVO 13 ' LO-OSSL-l.S 0N .Lo3roud
aNy av08 .LEOdHIV HYiNOlYd
0
S11flS3I IS31 NOISNVdX3 H3013JN13IN fl
Iiiq AJOA eAoq
461H 0tL-6
wnpo 06-L S
MCI OS-l.
MCI AJOA OZ-0
uosuedx lVflUeOd xopuj uo,udxa
SiloS 3AISNYdX3 O NOI1V3IdISSY13 ** 0
Z-6Z OSfl COHiVJ .LS31 H4 *
MO1 AJA 1 IO El II 0 8
H9IH AI3A £171 £ t1 9 9c 801 0 91
HIH £01 £ O1 9 L £ 001 £ 1
** NOIIVOIilSSYi3 * X3c?41 (%) ii]MS (%) J.N3LNO3 (dOd) A.USNa AM (%) .LN3.LNOO
NOISNVdX3 NOISNVdX3 3bJfUSIOW iVNU 3unisiow iYLLfl41
3.0
1.0 2.0 3.0
NORMAL STRESS a, kip/ft 2
BORING NO. BI SAMPLE NO. ' DEPTH, ft 10O
DESCRIPTION Mottled gen and brown sandy and silty CLAY
SYMBOL
DRY DENSITY lb/ft'
INITIAL WATER CONTENT %
FINAL WATER CONTENT
NORMAL STRESS a, kip/ft 2
SHEAR STRESS T, kip/ft2
• . .
1021
14.2
112 3
14.2
106.3
14.2
23.0 23.2 22.6
1.00 2.00 3.00
0.97 2.26 2.18
ANGLE OF INTERNAL FRICTION, 29
COHESION, kip/ft' 0.40
PALOMAR AIRPORT ROAD AND PLATE
EL CAMINO REAL C4
J DIRECT SHEAR TEST
k'q KL[INFELD[R
PROJECT NO. 51-1588-01
3.0
1.0 2.0 3.0
NORMAL STRESS 0 , kip/ft 2
BORING NO. B2 SAMPLE NO. 10 DEPTH, ft 30.0
DESCRIPTION Mottled brown, orange and olive CLAYSTONE
. SYMBOL
DRY DENSITY lb/ft3
INITIAL WATER CONTENT ?
FINAL WATER CONTENT °i
NORMAL STRESS a , kip/ft2
SHEAR STRESS T, kip/ft2
1.00 9 o 3.00
0.94 1.78 2.46
ANGLE OF INTERNAL FRICTION, 37
COHESION, kip/ft2 0.20
PALOMAR AIRPORT ROAD AND
k%lKLEINFELDER IEL CAMINO REAL I DIRECT SHEAR TEST
PROJECT NO. 51-1588-01
PLATE
C5
4.
3.
1.0 2.0 3.0
NORMAL STRESS a , kip/ft2
BORING NO. Bli SAMPLE NO. ______________ DEPTH; ft 10.0
DESCRIPTION Grayish-green and olive silty CLAYSTONE
SYMBOL
DRY DENSITY lb/ft3 109.5 109.4 109.3
INITIAL WATER CONTENT 17.7 17.7 17.7
FINAL WATER CONTENT 27.7 25.5 24.7
NORMAL STRESS , kip/ft2 1.00 2.00 3.00
SHEAR STRESS T, kip/ft2 2.91 ' 2.38 3.67
KLEI NF[LDER
PROJECT NO. 51-1588 -01
ANGLE OF INTERNAL FRICTION, 20
COHESION, kip/ft2 2.55
PALOMAR AIRPORT ROAD AND PLATE
EL CAMINO REAL 1,
. C6
DIRECT SHEAR TEST
FT
I- 0 0 L&.
U 125
U
Ui a-
Cl) 120
z D 0
CL
- x C, Its
z
>-
110
140 SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
35 Sample B7-2 @ 0'-2.0'
TEST SYMBOL
TEST METHOD ASTM D1557
MAXIMUM DRY
DENSITY (PCF) 135.5
OPTIMUM WATER 7•5 CONTENT (%)
UNIFIED SOIL
\ CLASSIFICATION
NATURAL WATER
CONTENT (%)
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TOS
2.75
2.70
..- 2.65
4 8 12 16 20 24
WATER CONTENT -PERCENT OF DRY WEIGHT
PALOMAR AIRPORT ROAD AND k'q KLEI N FELDER EL CAMINO REAL
FPRE PARE b BY: DATE: COMPACTION DIAGRAM
CHECKED BY: DATE: PROJECT NO. 51158801 1 PLATE NO. C7
135
ME
SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
Sample 810-2 @ 0'-1.5'
TEST SYMBOL
TEST METHOD ASTM 01557
MAXIMUM DRY
DENSITY (PC F) 124.0
OPTIMUM WATER CONTENT (%) 10.8
UNIFIED SOIL
CLASSIFICATION
NATURAL WATER
CONTENT (04) -
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TOS
275
2.70
.- 2.65
60 4 8 12 16 20 24
WATER CONTENT -PERCENT OF DRY WEIGHT
PALOMAR AIRPORT ROAD AND
KLEINk%j F E I D E R EL CAMINO REAL
LPREPARED BY: DATE: COMPACTION DIAGRAM
CHECKED BY: DATE: PROJECT NO.51-1588-01 PLATE NO. C8
140
135
5.]
SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
Sample 811-3 @ 1.5'-4.0'
TEST SYMBOL
TEST METHOD ASTM D1557
MAXIMUM DRY
DENSITY (PCF)118.2
OPTIMUM WATER CONTENT (%) 12.2
UNIFIED SOIL
CL A SS FIC AT ION
NATURAL WATER CONTENT (%)
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TO'
2 T5
-T----- 2.70
..-' .-2.65
4 8 . 12 $6 . 20 24
WATER CONTENT.- PERCENT OF DRY WEIGHT
PALOMAR AIRPORT ROAD AND
KLEI N FEL..DER EL CAMINO REAL:
REPARED BY: DATE: COMPACTION DIAGRAM
CHECKED BY: DATE: PROJECT NO.511588-01 PLATE NO. C9
-
140
135
Ez
SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
Sample B13-2' @ 0'-3.0'
TEST SYMBOL
TEST METHOD ASTM D1557
MAXIMUM DRY
DENSITY (PCF 113.5
OPTIMUM WATER
CONTENT (%) 15.5
UNIFIED SOIL
CLASSiFICATION
NATURAL WATER
CONTENT (0/s)
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TO'
2.75
2.70
...- 2.65
4 8 12 16 20 24
WATER CONTENT —PERCENT OF DRY WEIGHT
PALOMAR AIRPORT - ROAD AND K%J KLE IN FELDER EL CAMINO REAL
PREPARED BY: DATE: COMPACTION DIAGRAM
CHECKED BY: DATE: PROJECT NO. 51-158801 1 PLATE NO. CIO
RESISTANCE VALUE TEST RESULTS
PALOMAR AIRPORT ROAD AND EL CAMINO REAL
Sample Description Resistance
Number Depth . . Value
B7-2 0'- 1.5' Brown Clayey SAND 11
B10-2 0'- 1.5' 'Brown Sandy. CLAY 10
B11-3 . 1.5' - 4' Orangeish Brown Silty CLAY Less than 5
B13-2 0' - 3'. 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
I . B7-2 . . B7 El Camino Real
B10-2 B10 El Camino Real
B11-3 Bli Palomar Airport Road
B13-2 B13 Palomar Airport Road
.PALOMAR AIRPORT ROAD AND. PLATE
k9 KLEIN FELDER EL CAMINO REAL •c11
PROJECT NO. 51-1588-01 • .. RESISTANCE VALUE TEST RESULTS
CORROSIVITY TEST RESULTS
Soluble Soluble
Sulfate Chloride
Resistivity Content Content
Sample No. pH (ohm-cm) (ppm) (ppm)
B3-2 @ 1.5'-3.5' 7.3 2260 <100 50.6
B6-3 @ 31-7' 5.9,158 3190 960
B7-2 @ 0'-2' 7.3 2270 165 <5
PLATE
PALOMAR AIRPORT ROAD AND
k"KLEINFELDER, EL CAMINÔ REAL C12
PROJECT NO. 51-1588-01 CORROSIVITY TEST RESULTS
ASPHALT TESTING RESULTS
PALOMAR AIRPORT ROAD AND EL CAMINO REAL
Core Number Asphalt Thickness Unit Weight (PCF)
Cl 6" 140
C2 5" 140
C3 15" 135
C4 2" 137
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
- I
PALOMAR AIRPORT ROAD AND PLATE
k9 K L E I N FE I D E R EL CAMINO REAL C13
PROJECT NO. 51-1588-01 ASPHALT TEST RESULTS
$ ASPHALT EXTRACTION DATA
PALOMAR AIRPORT ROAD AND EL CAMINO REAL;
Aggregate Sieve Analysis
Percent Passing Core Core Core Core
Sieve Size Cl C2 C3 C4
½ 92. 98 98 95
82 88 88 85
55 62 62 59
:
16 30 37 37 34
30 . . 24 26 26 25
50 14 17 17 16
100 8 10 10 9
200 51 63 64 59
(wash' .. . -- /
2 Asphalt Content of Total Mx
5.1% 5.7% 5.3% 5.2%
3. Viscosity of Recovered Asphalt (Poses)
.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
PALOMAR AIRPORT ROAD AND . PLATE
k'%KLE1.NFE.LDER . .
EL CAMINO REAL C14
PROJECT NO. 51-1588-01- ASPHALT EXTRACTION DATA
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APPENDIX D
SUGGESTED GUIDELINES FOR•
EARTHWORK AND PAVEMENT CONSTRUCTION
PALOMAR AIRPORT ROAD IMPROVEMENTS
10 GENERAL
11 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 - Ageotechnical 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
he 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.
k9 KLEI N FELDER
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
20 SITE PREPARATION
2.1 Clearing Areas to be graded shall be cleared and grubbed 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 I 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 Geotechmcal Engineer prior to placing
fill.
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3.0 EXCAVATION '•
3.1 General - Excavations shall be made to the lines and grades indicated on the
plans.
I 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
I methods and equipment 'necessary to perform the excavation and to obtain
material suitable for fill.
I 'S. 3.2 Materials - Soils which are removed and are unsuitable for fill shall be placed
I in nonstructural areas of the project, or in deeper fills at locations designated
by the Geotechmcal Engineer.
I
All oversize rocks and boulders that cannot be incorporated in the work by
I placing in embankments or used as rip-rap or for other purposes shall be
removed from the site by the Contractor.
I
3.3 Treatment of Exposed Surface -'The ground surface exposed by excavation shall
I be scarified to a depth of 6 inches, moisture conditioned to 'the proper moisture
content for compaction and compacted as required for compacted fill.
I ' , • • Compaction shall be approved by the Geotechnical Engineer prior to placing
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fill.
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" 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.
KLEIN FELDER
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 thejudgement 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.
I KLEINFELDER
I 4.6 Responsibility - The Contractor shall be responsible for the maintenance and
I 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
i to carelessness, negligent work or failure to take proper precautions
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5.0 UTILITY TRENCH BEDDING AND BACKFILL
5.1 Material - Pipe bedding shall be defined as all material within 4 inches of the
I ..
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.
I . . Backfill should be classified as all material within the remainder of the trench.
B.ckfill 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
I . exceeding 8 inches in loose thickness, conditioned to the proper moisture
content for compaction and compacted to at least 90 percent relative
I compaction. All other trench backfill shall be placed and compacted in
accordance with Section 306-1.3.2 of the Standard Specifications for
I Mechanically Compacted Backfill. Backfill shall be compacted as required for
adjacent fill. If not specified, backfill shall be compacted to at least 90 percent
I relative compaction in areas under structures, utilities, roadways, parking areas
and concrete flatwork, and to 85 percent relative compaction in undeveloped
I areas. . .
I :•.
I •
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. .,.• . ,..
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I9 K LE IN F ELDER
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
311 . • 100 \
1-1/2" 90 - 100
.1 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.
D
I. 7.0
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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.
I9 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 3/4'! 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. 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 SS1
or SS1h 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
I ••
,:.'.
.00MPT I REMOVE UNSUITABLE MATERIAL FILL
I i
PROJECTED PLANE .• TO 1 MAXIMUM FROM TOE
:.:::.:::::.:.:.:.:.:::::.:.:::.........
-
.
OF SLOPE TO APPROVED
GROUND
I NATURAL
4 TYPICAL
GROUND
BENCH HEIGHT
1BENCH
I .
2' MIN
KEY DEPTH 15,MIN. FILL-OVER-CUT SLOPE LOWEST BENCH
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(KEY) .
.:.COMPACT.EP .
I REMOVE UNSUITABLE MATERIAL FILL.. - -
-
..- 4 TYPICAL
I NATURAL GROUND- - BENCH HEIGHT
2%MIN BENCH
I -.. 19 MIN.
- LOWEST BENCH :
I I ~CUT FACE
TO BE CONSTRUCTED
PRIOR TO FILL PLACEMENT
I •• . . .
. NOTES:
• . -
LOWEST BENCH: DEPTH AND WIDTH SUBJECT TO
FIELD CHANGE BASED ON
I . •• . . .
. CONSULTANTS INSPECTION.
- . . • SUBDRAINAGE: BACK DRAINS MAY BE REQUIRED
AT THE DISCRETION OF THE
I
GEOTECHNICAL CONSULTANT.
,• •:
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. PLATE
k"K I E I N FE I D E R
• ' BENCHING DETAILS Dl I .
. PALOMAR AIRPORT ROAD AND
PROJECT NO. . EL CAMINO REAL
; ..,T. ..
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Ifl KLEIN FELDER
November 27, 1990
Project No. 51-1588-01
U
P & D Technologies
401 West A Street, Suite 2500
San Diego, California 92101
I Attention: Mr. Roger Hocking, P.E.
Director of Public Works
I SUBJECT: EXISTING PAVEMENT REHABILITATION
PALOMAR AIRPORT AND EL CAMINO REAL ROADS
CARLSBAD, CALIFORNIA
REFERENCE REPORT: GEOTECHNICAL REPORT FOR PALOMAR AIRPORT ROAD
I
AND EL CAMINO REAL IMPROVEMENTS, CARLSBAD,
CALIFORNIA. PREPARED BY KLEINFELDER, INC.,
I
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
U
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
I .
evaluation of the pavement components. No deflection studies were included as part of our
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
I 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.
I 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
I 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.
I copyright 1990 K1einfcdcr, Inc
Project No. 51-1588-01
Page 2
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I 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
U 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
I 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
I . 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
in Table 3.
I Deleting the turn lanes and the obvious outliers due to overlays, theequivalent thicknesses
of full depth äsphaltwere calculated for the existing pavements. Based on a design traffic
I 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..
I . 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.
I 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
I .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
I .
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
I Copyright 1990 Kleinfelder, Inc.
KLEINFELDER 9555 Chesapeake Drive, Suite 101. San Diego, CA 92123 (61C)) 541-1145
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I
Project No. 514588-01
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.
c •. .>~'-cr;
Rick E. Larson, RCE 39226
Senior Engineer
REL/GPH:sf
Attachments
ESSiO
t No. 39226 I ..\
Reviewed By: zO7
George P. P. Hattrup, RCE 43979
Project Engineer
Copyright 1990 Kicinfcldcr, Inc.
KLFINFFI flF Oc flri RuIt. ml ç ( qni—i jMC)) ;j111Ac
I
TABLE 1'
SUMMARY OF VISUAL PAVEMENT CONDITION SURVEY
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No. . Pavement Minimum Rehabilitation Priority
1 PAR EB & WB, W. of. Crack filling, slurry seal 4
ECR, all lanes (general maintenance)
I 2 PAR EB, E of ECR, S. . Crack filling, slurry seal 5 ..
lane ' (general maintenance)
I . 3. ECRNB, Lane 1 and 2-1/2" overlay with paving
Lane 2 S. of Sta. 332+50 fabric
I ' 4 ' ECR NB, Lane 2 N. of . Recently overlaid, no . 7
'Sta. 332+50 immediate rehabilitation
I s ECR SB, Lane 1 ' Crack filling, slurry seal . 3
(general maintenance)
6 ECR SB, Lane 2 2-1/2" overlay with paving
.'fabric
2
7 ECR SB, Lane 3 . 'No or minimum maintenance 6
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PAR EB - Palomar Airport Road Eastbound
PAR. WB - Palomar Airport Road Westbound .. . S
ECR SB - El Camino Real Southbound '
I ECR NB . El Camino Real Northbound
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I Copyright 1990 Kieinfclder, Inc.
KLEINFELDER 9555 Chesapeake Drive, Suite 101, Sa n Diego, CA 92123 (619) 541-1145
TABLE 2
LOCATION OF CORES AND PAVEMENT SECTIONS ALONG
PALOMAR AIRPORT ROAD AND EL CAMINO REAL
Approximate Core Locations* Pavement Thickness
Asphalt Gravel Sand
Core Lane Street & Concrete Base Base
No. No. Direction Station (inches) (inches) (inches)
101 1 PAR EB 60+20 5 - 7
102 1 PAR WB 61+70 7 6 -
103 T.P.PAR WB 70+40 5 - 8
104 1 PAR WB 73+10 5 - 8
105 3 PAR EB 73+10 55 - 75
106 2 PAR WB 83+50 5 10
107 1 PAR EB 83+50 5.5 '- 7.5
108 1 PAR WB 94+50 7 - 7
109 2 PAR EB 94+60 8 55 -
110 T.P.PAR EB 96+40 7 - 5
111 T.P.PAR WB 101+90 6 6 -
112 1 PAR EB 106+90 6 8 -
113 T.P.ECR SB 322+80 5 7 -
114 2 ECR SB 324+80 35 85 -
115 1 ECR NB 326+80 3.5 6 -
116 1 ECR SB 331+10 3 8 -
117 2 ECR NB 333+80** 7 7
118 2 ECR SB 337+40 3 8.5 -
119 1 ECR NB, 340+80 35 7 -
120 3 ECR SB 343 +60- 6 8.5 -
11 ir irn .7c
122 1 ECR SB 349+80 3.5 8
123 T.P. ECR NB 351+ 20 7.5 • 6.5
* Cores were located near the middle of the indicated lanes.
New overlay at these locations
T.P. - Turn Pocket
PAR EB - Palomar Airport Road Eastbound
PAR WB - Palomar Airport. Road Westbound
ECR SB - El Camino Real Southbound
ECR NB - El Camino Real Northbound
KLEINFeb ,ht cThK aInc1)rve. Suite 101, San Diego, CA 92123 t619 541-115
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TABLE 3
PAVEMENT CONVERSION FACTORS
I . . . H. .
I . No. Pavement Component . Conversion. Factor
I PAR, All Lanes, ECR SB, Lane 3
ECR NB, Lane 1 and Lane 2 S. of 0.7
Sta. 332+ 50.; ECR SB Lane land
Lane
I 3 . ECR NB, Lane 2, N. of Sta. 0.85
332+50 .
I . . Gravel Base . . 0.5
5 .. . Sand Base 0.3
I .. .
.
PAR EB - Palomar Airport Road Eastbound
PAR WB - Palomar Airport Road Westbound
I ECR SB - El Camino Real Southbound
ECR NB - El Camino Real Northbound
• ,.,.
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,
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1 Copyright 1990 KIcnfc1der, Inc. . .
KLEINFELDER 9555 Chesneke Drive. Suite 101. San Diecn. CA 0212 (M) 41-1145
I .:..
TABLE
CALCULATED OVERLAY THICKNESS
I 0 BASED ON CORING AND TRAFFIC INDEX OF 9
I . . Existing Equivalent Calculated Asphalt
Asphalt Design Overlay
I . No. Pavement . Thickness Thickness
1 PAR EB & WE, W. of 7.5" 6.5"
I
. ECR, All Lanes..
2 PAR EB, E. of ECR, S. . 10.0" 4.0"
Lane .
1 3 . ECR NB, Lane 1 and . . 6.0" 8.0"
Lane 2 S. of
I .
Sta 332+ 50; ECR SB, . .
Lanes 1 and 2
4 ECR NB, Lane 2 N. of 9.5"
Sta. 332+50.
4.5"
U . . . . .
5 ECR SB, Lane 3 . . •10.0" 4.0"
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PAR EB - Palomar Airport Road Eastbound 0
PAR WE - Palomar Airport Road Westbound
ECR SB -. ElCamino Real Southbound 0
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ECR NB - El Camino Real Northbound 0 . 0
I.. 0
0
•
I 0
. 0•, •.
I 0
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0 0
0
I Copyright
0•
1990 Kleinfelder, Inc.
0
KLEINFELDER 9555 Chesneake Drive. Suite 101. Sa n Dieo. CA 92123 (61 5.11-11.45
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TABLES.
SAN DIEGO COUNTY DEFLECTION SURVEY RESULTS
• H .
No. Pavement Calculated Asphalt
I Overlay Thickness
I .
1. PAR EB & WB, W. of ECR, All
Lanes '. .
. . 1"
2 PAR EB, E. of ECR, S. Lane. 3-1/2" .
I 3 . ECR SB, All Lanes .' 3-1/2"
4 ECR NB, Both Lanes 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.
I • PAR EB - Palomar Airport Road Eastbound •
PAR WB - Palomar Airport Road Westbound :
ECR SB - El Camino Real Southbound : •
ECR NB - El Camino Real Northbound
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I Copyright 1990 Kieinfelder, Inc. • '• • .
KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Dieco, CA 92123 (E1l 541-1145
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KLEI N FELDER
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:_________________ ,
Applicant
by
Name
its________________________________________________
Title