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1966 OLIVENHAIN RD; ; FPC2018-0015; Permit
II :11 ;i.i .:i ((7city of Carlsbad Work Class: Underground Fire Track #: Lot #: Project #: Plan #: Construction Type: Orig. Plan Check #: Plan Check #: Permit No: FPC2018-0015 Status: Closed - Finaled Applied: 01/10/2018 Issued: Finaled Close Out: 02/20/2018 Inspector: Final Inspection: Print Date: 12/14/2020 Job Address: Permit Type: FIRE-Construction Commercial Parcel #: Valuation: $0.00 Occupancy Group: #of Dwelling Units: Bedrooms: Bathrooms: Project Title: Description: AM&M - SDP 16-07 - FIRE ACCESS /TURNAROUND (OLIVENHAIN) Applicant: DAVID PADILLA 1427 DANIELSON ST POWAY, CA 92064 (858) 842-6984 FEE AMOUNT FIRE Hourly Services Each Additional Hour $264.00 FIRE Hourly Services First Hour $154.00 Total Fees: $418.00 Total Payments To Date: $418.00 Balance Due: $0.00 Fire Department Page 1 of 1 1635 Faraday Avenue, Carlsbad CA 92008-7314 1760-602-4665 1760-602-8561 f I www.carlsbadca.gov frc2o g -ôo IS (ity of Carlsbad February 8, 2018 Infrastructure Engineering Corporation 14371 Danielson Street Poway, CA 92064 Attn: David Padilla Subject: Alternate Materials and Methods Request Olivenhain Administration & Operations Facility 1966 Olivenhain Rd. Encinitas, CA 92024 Dear Mr. Padilla: We have reviewed your alternate materials and methods request and are granting approval as requested. A summary of our findings is outlined below and includes the. facility description, request, and Carlsbad Fire Department's (CFD) conditions of approval. Request Consider an alternative to the standard 120-foot hammerhead turn around configuration; Consider alternative paving materials consisting of a 100% recycled HDPE resin reinforcement and confinement grid with sand infill and a geogrid-reinforced, aggregate base support layer. A drought tolerant "grass" vegetation will be seeded over the surface layer of sand. Code Requirement: CFC Appendix D requires buildings to be accessible to fire department apparatus by way of an approved access road. CFC 503.2.5, Dead end fire apparatus access roads in excess of 150 feet shall be provided with an approved fire apparatus turn around. CFC 503.1.1, Farthest point of building shall not be> 150' from the fire apparatus access road. Fire Department Fire Prevention 1635 Faraday Ave. I Carlsbad, CA 92008 1 760-602-4660 1 www.carlsbadca.gov Olivenhain Administration & Operations Facility 02/08/2018 Code Intent: The intent of fire department access code requirements is to ensure that there is adequate access to the building for fire department operations, including laddering, fire suppression and occupant rescue. Proposal: Turn-Around Configuration - Section D103.4 of the 2016 California Fire Code allows a 120-foot hammerhead turn-around per Figure D103.1. Deviation from the standard layout is proposed to avoid existing trees along the eastern property line and east end of the turn-around. The proposed hammerhead is 116 feet (4 feet shorter than the standard hammerhead). The turn-around is curved with a centerline radius of 150 feet and a deflection angle of 16.5 degrees (see Attachment 1). This design should enhance turn-around maneuverability of the fire apparatus. Surfacing - Section D102. 1 requires an asphalt, concrete or other approved driving surface capable of supporting the imposed load of fire apparatus weighing at least 75,000 pounds. The proposed surfacing consists of an HDPE confinement grid with sand infill for vegetation establishment. Considerations include the following: The alternative surfacing is proposed in order to reduce the imperviousness of the site in accordance with the City's storm water low impact design (LID) standards; The turn-around will be used infrequently, rendering the use a landscaped surface adequate. The proposed surfacing system is Grasspave2 by Invisible Structures, Inc. and uses an aggregate base structural section to support the proposed fire apparatus loading (refer to Attachment 2 for Grasspave2 product data). The load calculations in Attachment 3 are based on the Caltrans Highway Design Manual and assumes a 20-year design life and an unreinforced aggregate base structural section. Note that this is a conservative assumption because the aggregate base layer will be reinforced with two layers of geogrid as shown on Detail 2, Sheet 22 of the grading plans. An aggregate base layer with a total thickness of 12 inches is sufficient to support the fire apparatus loads based on third party testing of the Grasspave2 system (per Attachment 2). However, the grading plans propose a total thickness of 16 inches for the aggregate base layer, with two layers of reinforcement geogrid within the aggregate base layer. The aggregate base layer will be drained by a subdrain system to reduce the potential for saturation of the subgrade soils and deformation of the structural section. Justification: In consideration of these factors, David Padilla, P.E. serving as Project Engineer, certifies that the proposed turn-around configuration and porous paving system will provide an equivalent level of service for fire apparatus access as prescribed by the California Fire Code, and is capable of withstanding the minimum weight of 75,000 pounds imposed by Carlsbad Fire Department apparatus, distributed as 55,000 pounds on tandem rear axles and 20,000 pounds on the front axle. Olivenhain Administration & Operations Facility 02/08/2018 lEG respectfully requests, on behalf of the Olivenhain Municipal Water District, the Fire Prevention Bureau's approval of the alternative turn-around configuration and aggregate base structural section and porous paving system as proposd. CFD's Response The above stated proposal and justification has been evaluated against requirements held in the California Fire Code and local amendments by the City of Carlsbad. After consideration, the above proposal provides a reasonable level of fire safety by providing fire department access using an engineered alternative surface in accordance with Carlsbad Fire Department Guidelines for Engineer Alternative Surfaces. The Carlsbad Fire Department is in agreement that a comparable level of life safety and fire department access could be achieved through the proposed engineered surfaces. It is the opinion of CFD that the proposed site access enhancements will adequately provide life safety and property protection in lieu strict code compliant fire department access. Respectfully, 0~0~& /'V'~ Randall L. Metz Fire Marshal Pc: File Copy 01 Infrastructure Engineering Corporation January 9, 2018 FPC20I8-0015 AM&M - SDP 16-07- FIRE ACCESS/ TURNAROUND (OLIVENHAIN) Randy Metz, FM Fire Marshal Carlsbad Fire Department 1/10/2018 Fire Prevention Division 1635 Faraday Avenue FPC20I 8-001 5 Carlsbad, CA 92008-1949 Re: AM&M Request for SDP 16-07 - Olivenhain - New and Remodeled Administration and Operations Facilities Dear Mr. Metz, Infrastructure Engineering Corporation submits this Alternative Materials and Methods request for the dead-end fire apparatus access road for the referenced project. There are two components to this request: Consider an alternative to the standard 120-foot hammerhead turn around configuration; Consider alternative paving materials consisting of a 100% recycled HDPE resin reinforcement and confinement grid with sand infill and a geogrid-reinforced, aggregate base support layer. A drought tolerant "grass" vegetation will be seeded over the surface layer of sand. Turn-Around Configuration Section D103.4 of the 2016 California Fire Code allows a 120-foot hammerhead turn-around per Figure D103.1. Deviation from the standard layout is proposed to avoid existing trees along the eastern property line and east end of the turn-around. The proposed hammerhead is 116 feet (4 feet shorter than the standard hammerhead). The turn-around is curved with a centerline radius of 150 feet and a deflection angle of 16.5 degrees (see Attachment 1). This design should enhance turn-around maneuverability of the fire apparatus. Surfacing Section D102.1 requires an asphalt, concrete or other approved driving surface capable of supporting the imposed load of fire apparatus weighing at least 75,000 pounds. The proposed surfacing consists of an HDPE confinement grid with sand infill for vegetation establishment. Considerations include the following: The alternative surfacing is proposed in order to reduce the imperviousness of the site in accordance with the City's storm water low impact design (LID) standards; 14271 Danielson Street, Poway, California 92064 T 859.413.2400 F 858.413.2440 www.iecorpororion.com F-1 Mr. Randy Metz January 9, 2018 Page 2 The turn-around will be used infrequently, rendering the use a landscaped surface adequate. The proposed surfacing system is Grasspave2 by Invisible Structures, Inc. and uses an aggregate base structural section to support the proposed fire apparatus loading (refer to Attachment 2 for Grasspave2 product data). The load calculations in Attachment 3 are based on the Caltrans Highway Design Manual and assumes a 20-year design life and an unreinforced aggregate base structural section. Note that this is a conservative assumption because the aggregate base layer will be reinforced with two layers of geogrid as shown on Detail 2, Sheet 22 of the grading plans. An aggregate base layer with a total thickness of 12 inches is sufficient to support the fire apparatus loads based on third party testing of the Grasspave2 system (per Attachment 2). However, the grading plans propose a total thickness of 16 inches for the aggregate base layer, with two layers of reinforcement geogrid within the aggregate base layer. The aggregate base layer will be drained by a subdrain system to reduce the potential for saturation of the subgrade soils and deformation of the structural section. In consideration of these factors, I certify that the proposed turn-around configuration and porous paving system will provide an equivalent level of service for fire apparatus access as prescribed by the California Fire Code and is capable of withstanding the minimum weight of 75,000 pounds imposed by Carlsbad Fire Department apparatus, distributed as 55,000 pounds on tandem rear axles and 20,000 pounds on the front axle. IEC respectfully requests, on behalf of the Olivenhain Municipal Water District, the Fire Prevention Bureau's approval of the alternative turn-around configuration and aggregate base structural section and porous paving system as proposed. Please contact me at (858) 842-6984 if you have any questions or require additional information. Sincerely, ~Lj Aez/4 Dave Padilla, P.E. Project Manager cc: Nathan Houck, Architect, Project Manager, HB&A Architects, Inc. George Briest, P.E., Engineering Manager, OMWD Enclosures CALIFORNIA FIRE CODE - MATRIX ADOPTION TABLE APPENDIX D - FIRE APPARATUS ACCESS ROADS (Matrix Adoption Tables are non-regulatory, intended only as an aid to the user. See Chapter 1 for state agency authority and building applications.) (Not adopted by the State Fire Marshal) • Adopting Agency BSC BSC- CG S HCD DSA OSHPD 3SCC DPH AGR DWR CEC CA SL SLC T -i - - -- - Adopt Entire Chapter Adopt Entire Chapter as amended (amended sections listed below) Adopt only those sections that are listed below [California Code of Regulations, Title 19, Division 1] Chapter /Section * The California Code of Regulations (CCR), Title 19, Division 1 provisions that are found in the California Fire Code are a reprint from the current CCR, Title 19, Division I text for the code user's convenience only. The scope, applicability and appeals procedures of CCR, Title 19, Division I remain the same. APPENDIX D FIRE APPARATUS ACCESS ROADS The provisions contained in this appendix are not mandatory unless specifically referenced in the adopting ordinance. SECTION D101 D103.4 Dead ends. Dead-end fire apparatus access roads in GENERAL excess of 150 feet (45 720 mm) shall be provided with width D101.1 Scope. Fire apparatus access roads shall be in accor- and turnaround provisions in accordance with Table D103.4. dance with this appendix and all other applicable require- TABLE D103.4 ments of the California Fire Code. REQUIREMENTS FOR DEAD-END FIRE APPARATUS ACCESS ROADS SECTION D102 REQUIRED ACCESS D102.1 Access and loading. Facilities, buildings or portions of buildings hereafter constructed shall be accessible to fire department apparatus by way of an approved fire apparatus access road with an asphalt, concrete or other approved driv- ing surface capable of supporting the imposed load of fire apparatus weighing at least 75,000 pounds (34 050 kg). SECTION D103 MINIMUM SPECIFICATIONS D103.1 Access road width with a hydrant. Where a fire hydrant is located on a fire apparatus access road, the mini- mum road width shall be 26 feet (7925 mm), exclusive of shoulders (see Figure D103.l). D103.2 Grade. Fire apparatus access roads shall not exceed 10 percent in grade. Exception: Grades steeper than 10 percent as approved by the fire chief. D103.3 Turning radius. The minimum turning radius shall be determined by the fire code official. LENGTH WIDTH TURNAROUNDS REQUIRED 0-150 20 None required 120-foot Hammerhead, 60-foot "Y" or 151-500 20 96-foot diameter cul-de-sac in accordance with Figure D103.1 120-foot Hammerhead, 60-foot "Y" or 501-750 26 96-foot diameter cul-de-sac in accordance with Figure D103.1 Over 750 Special approval required For SI: 1 foot = 304.8 mm. D103.5 Fire apparatus access road gates. Gates securing the fire apparatus access roads shall comply with all of the following criteria: Where a single gate is provided, the gate width shall be not less than 20 feet (6096 mm). Where a fire apparatus road consists of a divided roadway, the gate width shall be not less than 12 feet (3658 mm). Gates shall be of the swinging or sliding type. Construction of gates shall be of materials that allow manual operation by one person. 2016 CALIFORNIA FIRE CODE 619 APPENDIX D 0 Y -~— — 2 6'FR -28'R TYR TYR 0, :: ::: 96-FOOT DIAMETER 60-FOOT "C MINIMUM CLEARANCE CUL-DE-SAC AROUNDAFIRE HYDRANT 60' -ff- —6O' L ___~F J, 28'R----/ TYP. 120-FOOT HAMMERHEAD For SI: I foot = 304.8 mm. 2~1 PR AL _701- 20'—fl --J —20' ACCEPTABLE ALTERNATIVE TO 120-FOOT HAMMERHEAD FIGURE D103.1 DEAD-END FIRE APPARATUS ACCESS ROAD TURNAROUND Gate components shall be maintained in an operative condition at all times and replaced or repaired when defective. Electric gates shall be equipped with a means of open- ing the gate by fire department personnel for emer- gency access. Emergency opening devices shall be approved by the fire code official. Methods of locking shall be submitted for approval by the fire code official. Electric gate operators, where provided, shall be listed in accordance with UL 325. Gates intended for automatic operation shall be designed, constructed and installed to comply with the requirements of ASTM F2200. D103.6 Signs. Where required by the fire code official, fire apparatus access roads shall be marked with permanent NO PARKING—FIRE LANE signs complying with Figure D103.6. Signs shall have a minimum dimension of 12 inches (305 mm) wide by 18 inches (457 mm) high and have red let- ters on a white reflective background. Signs shall be posted on one or both sides of the fire apparatus road as required by Section Dl 03.6.1 or D103.6.2. SIGN TYPE SIGN TYPE "Ca SIGN TYPE "D' [ NO NO NOl PARKING PARKING PARKING FIRE LANE FIRE LANE FIRE LANE 18 12" 12" 12" FIGURE D103.6 FIRE LANE SIGNS 620 D103.6.1 Roads 20 to 26 feet in width. Fire lane signs as specified in Section D103.6 shall be posted on both sides of fire apparatus access roads that are 20 to 26 feet wide (6096 to 7925 mm). D103.6.2 Roads more than 26 feet in width. Fire lane signs as specified in Section D103.6 shall be posted on one side of fire apparatus access roads more than 26 feet wide (7925 mm) and less than 32 feet wide (9754 mm). SECTION D104 COMMERCIAL AND INDUSTRIAL DEVELOPMENTS D104.1 Buildings exceeding three stories or 30 feet in height. Buildings or facilities exceeding 30 feet (9144 mm) or three stories in height shall have at least two means of fire apparatus access for each structure. D104.2 Buildings exceeding 62,000 square feet in area. Buildings or facilities having a gross building area of more than 62,000 square feet (5760 m2) shall be provided with two separate and approved fire apparatus access roads. Exception: Projects having a gross building area of up to 124,000 square feet (11 520 m) that have a single approved fire apparatus access road when all buildings are equipped throughout with approved automatic sprinkler systems. D104.3 Remoteness. Where two fire apparatus access roads are required, they shall be placed a distance apart equal to not less than one half of the length of the maximum overall diag- onal dimension of the lot or area to be served, measured in a straight line between accesses. 2016 CALIFORNIA FIRE CODE APPENDIX D SECTION D105 AERIAL FIRE APPARATUS ACCESS ROADS D105.1 Where required. Where the vertical distance between the grade plane and the highest roof surface exceeds 30 feet (9144 mm), approved aerial fire apparatus access roads shall be provided. For purposes of this section, the highest roof surface shall be determined by measurement to the eave of a pitched roof, the intersection of the roof to the exterior wall, or the top of parapet walls, whichever is greater. D105.2 Width. Aerial fire apparatus access roads shall have a minimum unobstructed width of 26 feet (7925 mm), exclu- sive of shoulders, in the immediate vicinity of the building or portion thereof. D105.3 Proximity to building. At least one of the required access routes meeting this condition shall be located within a minimum of 15 feet (4572 mm) and a maximum of 30 feet (9144 mm) from the building, and shall be positioned parallel to one entire side of the building. The side of the building on which the aerial fire apparatus access road is positioned shall be approved by the fire code official. D105.4 Obstructions. Overhead utility and power lines shall not be located over the aerial fire apparatus access road or between the aerial fire apparatus road and the building. Other obstructions shall be permitted to be placed with the approval of the fire code official. SECTION D106 MULTIPLE-FAMILY RESIDENTIAL DEVELOPMENTS D106.1 Projects having more than 100 dwelling units. Multiple-family residential projects having more than 100 dwelling units shall be equipped throughout with two sepa- rate and approved fire apparatus access roads. Exception: Projects having up to 200 dwelling units may have a single approved fire apparatus access road when all buildings, including nonresidential occupancies, are equipped throughout with approved automatic sprinkler systems installed in accordance with Section 903.3.1.1 or 903.3.1.2. D106.2 Projects having more than 200 dwelling units. Multiple-family residential projects having more than 200 dwelling units shall be provided with two separate and approved fire apparatus access roads regardless of whether they are equipped with an approved automatic sprinkler sys- tem. D106.3 Remoteness. Where two fire apparatus access roads are required, they shall be placed a distance apart equal to not less than one-half of the length of the maximum overall diag- onal dimension of the property or area to be served, measured in a straight line between accesses. SECTION D107 ONE- OR TWO-FAMILY RESIDENTIAL DEVELOPMENTS D107.1 One- or two-family dwelling residential develop- ments. Developments of one- or two-family dwellings where the number of dwelling units exceeds 30 shall be provided with two separate and approved fire apparatus access roads. Exceptions: I. Where there are more than 30 dwelling units on a single public or private fire apparatus access road and all dwelling units are equipped throughout with an approved automatic sprinkler system in accor- dance with Section 903.3.1.1, 903.3.1.2 or 903.3.1.3 of the California Fire Code, access from two direc- tions shall not be required. 2. The number of dwelling units on a single fire appa- ratus access road shall not be increased unless fire apparatus access roads will connect with future development, as determined by the fire code official. D107.2 Remoteness. Where two fire apparatus access roads are required, they shall be placed a distance apart equal to not less than one-half of the length of the maximum overall diag- onal dimension of the property or area to be served, measured in a straight line between accesses. SECTION D108 REFERENCED STANDARDS ASTM F2200-13 Standard Specification for Automated Vehicular Gate Construction D103.5 1CC IFC-15 International Fire Code DI01.1, D107.1 UL 325-02 Door, Drapery, Gate, Louver, and Window Operators and Systems, with Revisions through June 2013 D103.5 2016 CALIFORNIA FIRE CODE 621 ATTACHMENT 2 MANUFACTURER PRODUCT DATA Design Guideline Depth of Engineered Base Recommendations Grasspave2 and Graveloave2 4 Normal Traffic I Occassional Passes I Infrequent Passes CBR 2-4 ICBR >4 ICBR 2-4 ICBR >4 ICBR 2-4 ICBR >4 Heavy Fire Truck & H-20 Loading Max 110 psi 14 in 12-14 in 12-14 in 12 in 12 in 10-12 in 80000 lb ___________ ___________ ___________ Light Fire Truck & H-15 Loading Typical 85 psi 12 in 8-10 in 8-10 in 8 in 60,000 lb ___________ ___________ Utility & Delivery Truck & 1-1-10 Loading 8-10 in Typical 60 psi 8-10 in 8 in 6 in 40,000 lb ___________ ___________ ___________ ___________ Cars & Pick-Up Truck Access Typical 45 psi 6-8 in 6 in 6 in 2-4 in 8,000 lb Trail Use 2-4 in <1,000 lb 6 in 4-6 in 0-2 in None None ALL DESIGNS SHOULD BE CHECKED BY A CERTIFIED ENGINEER H-20 and HS-20 loading 1-1-20 Loading 8000 lbs 32,000 lbs 8000 lbs HS-20 Loading 32,000 lbs 32,000 lbs Wheel load = WL= 16,000 lbs (32,000 lb axle /2) Dynamic Force = Fd = 1.2 (20% greater than static force) Spread Area = A = 1496 si (12" cover w/45 degree angle) Weight of base = d = 0.97 psi (12" road base @ 140 lbs/cf) Ova=(WLxFd /A)+d Ova = (16,000 lbs x 1.2 /1496 si) + 0.97 lbs ova= 13.8 psi 13.8 psi (95 kPa) on Rainstore3 32,000 for the rear axle 32,000 lbs / 2 tires per rear axle = 16000 lbs 200 square inches contact* (20"x 10") 16000 lbs / 200 sq inches = 80 psi 80 psi (552 kPa) static Rainstore3 has been independently field and labaratory tested to meet H-20 Bridge Loading. Grasspave2, Gravelpave2, and 51opetame2 can withstand 15,940 psi with fill material (109,906 kPa) or 2.29 lbs/sq ft. * *Tested 3/2015. invisiblestructures.com 800-233-1510 H-25 Loading HS-25 Loading Lc* 0-[. 0 10,000 lbs 40,000 lbs 10,000 lbs 40,000 lbs 40,000 lbs 'MSHTO 3.30 lire Contact Area rev 7/2015 Strength of Grass Paving Structures Many designers have questioned the strength of grass paving reinforcement structures to determine suitability for specific traffic and load bearing applications, and to compare products made by different manufacturers. We at Invisible Structures, Inc. would like to assure you about product strength as a design issue, and clarify all of the data contained in various forms of product information. All Grass Paving Structures are Strong Enough to Support the Heaviest Vehicles allowed on Highways! This statement is made after analyzing all of the product specifications in this industry and translating the load bearing test data to a common factor. We at ISI prefer to use pounds per square inch (psi, or kPa for metric), because it is easy to relate to on a personal level, and it relates directly to tire pressure ratings - the amount of pressure applied to a surface by the tire contact area. How Much Strength is Needed? Heavy truck tire pressures for vehicles used on public highways is usually a maximum of 120 psi (827 kPa). These vehicles generally carry loads that average less than 5000 lbs (2268 kg) per tire, which means a contact area usually less than 6.5" x 6.5" (16.5 cm x 16.5 cm). Outriggers, found on fire trucks, are also designed to not exceed this pressure. Extremely High Compressive Strength Grasspave2 is extremely strong. Independent lab compression tests show Grasspave2 with a load bearing capacity of 15,940 psi (2.29 million pounds per square foot - 109,906 kPA). Thus, the design safety factor is 15,940psi / 120 psi = 132.8 x. This equates to nearly a 133 times safety factor for any street legal vehicle. Base Strength is Critical All grass paving reinforcement structures are designed for two primary functions - transfer loads through the walls of the structure to prevent compaction, and provide small cellular confinement areas for optimal growth and protection of the grass root zone. As with other forms of pavement design, grass (porous) paving must be provided with a rigid base below the structure to receive and spread the loads transferred through the structure. Some measurable load spreading capacity exists on the bottom of all grass paving structures, including the flexible grid of Grasspave2, but we discount this value to simplify calulations and further increase the safety factor. Calculating the depth and composition of materials for the base course incorporates the same design criteria as for other pavements, such as: load bearing capacity of native sub soil, plasticity or impact of moisture, frost heave potential, traffic frequency and/or duration. Golf carts and pedestrian traffic may require a thin base course (perhaps nothing over sandy gravel soils) which may amount to 2" to 4" (5 - 10 cm) over very weak soils. Buses, trucks and fire trucks can easily require 8" to 12" (20-30 cm) or more depth of base course, and frequently the use of a geotextile below the base to prevent integration with sub soils. Load Factor Equivalents Assuming a given tire pressure of 120 psi, the following load factors would be equal: 17,280 lbs per square foot 8.64 tons per square foot 20,000 lbs per axle (4 tires) 432% of H10 rear axle load 216% of H20 rear axle load Product Grasspave2 psi Compared to psf Loading Values US Ton/sf kPA tonnes/m2 Note: an H20 Design Vehicle is theoretical and does not really exist. The axle load would be illegal on most public highways. Standard Truck Tire 120 17,280 8.64 827 84 © Invisible Structures, Inc. Standard car Tire 40 5760 2.88 276 28 1600 Jackson St., Ste 3 10 Golden, CO 80401 Fire Truck Outrigger 80 11,520 5.76 552 56 800-233-1510 invisiblestructures.com DC-1 0 Airliner 250 36,000 18 1724 176 Grasspave2 15,940 2,295,360 1148 109,906 11,207 Concrete 3000 432,000 216 20,684 2109 ec2tg-oot A.G. %Vassenaar 2160 South Ivanhoe Street, Suite S Denver, Colorado 80222-5710 30 www.agwassenaar.com Fax 303-756-2920 Geotechnical and Environmental Consultants ww.agwassenaar.com ASTM D1621-10 COMPRESSIVE STRENGTH RESULTS MARCH 13, 2015 Grasspave2 Sand-filled Ring Units Source: 100% Recycled HOPE Resins Form Tested: Four sand-filled Rings attached by grid and confined by taping (see photographs) Total Load Gross Area Net Area Deflection Sample No. DUS Strength (psi) Strength (psi) 1 500,000* 15,940 15,940 0.575 2 500,000* 15,940 15,940 0.581 3 500,000* 15,940 15,940 0.579 Average 15,940 15,940 0.578 Note: 1. *Maximum total load was not achieved, 500,000 pounds is the maximum load of this testing machine. Testing Machine: Fomey Model No. F-502F-F96 Serial No. 03040 Capacity: 500,000 pounds Silica Sand: Oglebay/Norton washed silica sand, Colorado Springs, Colorado Sand was confined by taping ring edges. Area calculated is the total gross and net area including the area filled by sand. TABLE I ffC2ot -oc ATTACHMENT 3 STRUCTURAL SECTION LOAD CALCULATIONS 4frA (c C55974 * (2.3U * ( ENGINEERING CORPORATION SHEET NO. I OF PROJECT — Me't od-(e S+Av I14ÜfiCLIENT tJUc ENGINEER DATE I __ JOB NO. btq~.L44 A.60c 2 SUBJECT (rc, Pa ve- 1asc+rekLe4_Se-fin Cp1cLt(4-k_o- De5~5h Lç ;2 0 Years T( ES1L C-IA: 3a)de 4tk,2ô-'.(ir -7 TJe U2'.34 Lae tì4-. rdL tc3-3r3 TL 9 .() S AL z 1 t T4 5@ — t-t;-*.& TL 5rSi- I*4c. - = E=.00 003r4 ~4. +b ltjei#- ct.ec,?A t;-ct (2 0 yeerS r. i-c-, 1 i. i .4 ( .. I• I t I ) I ( ENGINEERING CORPORATION SHEET NO. 2_ OF PROJECT - ~&L4 4s i0L6e3 CLIENT _3IcPt ENGINEER Dle DATE ( JOB NO. SUBJECT 6V4S PcuJe. A re4-e Be4uc+i.rc( çecfIn tcutafitAS jcLes 14' ir'u-C ,4ce4-9r C(e.-S Z ajy-ej4A. bc i - C(#.S5 2. 4i.3 LL L27' usek,"a4 C(as5 2 J6tE, 1h; a5S c4m-es Vjc 5e0v1-M ea.! 1- $A-t({P 11 ° -- -'J F'- Trtk, go.oco L. c&r7 q tb-12. NkeS 0 I' I I I CALIFORNIA BEARING RATIOCBR(I) 2 4 A 7 P a in ic an ., ASTM SOIL CLASSFICATION SYSTEM121 — P OW (Unified Classification) — GM GC SW SM SP -- Sc —- OH ML CL 1 MH 1 = = = = = = AASHTO SOIL CLASSIFICATION = = A-I-b AA 2-5 I A-2-67 — _ II A-4 fl - 4-5 4-6 4-7-5. 4-7-6 FEDERAL AVIATION ADMINISTRATION SOIL CLASSIFICATION141 ---2 _-- _______ E-6 --_E-7J — E-8 E-9 — — F- lZr- E- Ii E-I2 RESISTANCE VALUE-R(5) 5 10 2O 3O4050 60 70 __ MODULUS r-r OF SUBGRADE REACTION -K PSI 1 PER I061 T_ 100 150 200 250 300 400 500 600 7O F---- - -- I- ------- BEARING VALUE, I p(l) T 10 20 I 30 40 50 60 = = = = = = _- = = CALIFORNIA BEARING RATIO- COR I I I I TM -- 3 4 51 6 7 8 9 10 15 20 25 30 40 50 60 70 80 9010 For the basic idea, see 0. J. Porter, "Foundations for Flexible Pavements," Highway Research Board Proceedings of the Twenty-second Annual Meeting, 1942, Vol. 22, pages 100-136. ASTM Designation D2487. - (3) 'Classification of Highway Subgrade Materials," Highway Research Board Proceedings of the Twenty-fifth Annual Meeting. 1945, Vol. 25, pages 376-392. Airport Paving, U.S. Department of Commerce, Federal Aviation Agency, May 1948, pages 11-16. Estimated using values giv e n i n F A A Design Manual for Airport Pavements. (Formerly used FAA Classification; Unified Classification now used.) C. E.Warnes, "Correlation Between R Value and k Value," unpublished report, Portland Cement Association, Rocky Mountain-Northwest Region, October 1971 (best-fit correlation with correction for Saturation). See T. A. Middlebrooks and G. E. Bertram, 'Soil Tests for Design of Runway Pavements." Highway Research Board Proceedings of the Twenty- second Annual Meeting, 1942, Vol. 22, page 152. See item (6), page 184. Fig. 2. Approximate interrelationships of soil classifications and bearing values. 40 50 60 70 80 90100 7 610-2 HIGHWAY DESIGN MANUAL July 24, 2009 Table 612.2 Pavement Design Life for New Construction and Reconstruction Pavement Design Life (Years) Facility AADT(3)<I50,000m AADT -~ 150,000(') and or AADTT(') AADTT? 15,000 Mainline Traveled Way 20 or 40 " 40 Ramp Traveled Way 20 or 40(2) 40 Shoulders: :55 ft wide Match adjacent traveled way 40 >5 ft wide: First 2 ft Match adjacent traveled way 40 Remaining width 20 20 Intersections 20 or 40 (2) 40 Roadside Facilities 20 20 NOTES: Projected mainline AADT and AADTT in both directions, 20 years after construction Use design life with lowest life-cycle cost (See Topic 619) Annual Average Daily Traffic (AADT) Annual Average Daily Truck Traffic (AADTT) If the shoulder is expected to be converted to a traffic lane with the pavement design life, it should be engineered to match the same pavement design life as the adjacent traveled way. HIGHWAY DESIGN MANUAL 610-5 May 7. 2012 30- and 40-year values by applying the expansion factors. 613.3 Traffic Index Calculation The Traffic Index (TI) is determined using the following procedures: (1) Determine the Pro/ected Equivalent Single Axle Loads (ESALs). The information obtained from traffic projections and Truck Weight Studies is used to develop 18-kip Equivalent Single Axle Load (ESAL) constants that represent the estimated total accumulated traffic loading for each heavy vehicle (trucks and buses and each of the four truck types during the pavement design life. Typically, buses are assumed to be included in the truck counts due to their relatively low number in comparison to trucks. However, for facilities with high percentage of buses such as high- occupancy vehicle (HOV) lanes and exclusive bus-only lanes, projected bus volumes need to be included in the projection used to determine ESALs. The ESAL constants are used as multipliers of the projected AADTT for each truck type to determine the total cumulative ESALs and in turn the Traffic Index (TI) during the design life for the pavement (see Index 613.3(3)). The ESALs and the resulting TI are the same magnitude for both flexible, rigid, and composite pavement alternatives. The current 10-, 20-, 30-, and 40-year ESAL constants are shown in Table 613.3A. (2) Lane Distribution Factors. Truck/bus traffic on multilane highways normally varies by lane with the lightest volumes generally in the median lanes and heaviest volumes in the outside lanes. Buses are also typically found in HOV lanes. For this reason, the distribution of truck/bus traffic by lanes must be considered in the engineering for all multilane facilities to ensure that traffic loads are appropriately distributed. Because of the uncertainties and the variability of lane distribution of trucks on multilane freeways and expressways, statewide lane distribution factors have been established for pavement engineering of highway facilities in California. These lane distribution factors are shown in Table 613.3B. (3) Traffic index (Ti). The Traffic Index (TI) is a measure of the number of ESALs expected in the traffic lane over the pavement design life of the facility. The TI does not vary linearly with the ESALs but rather according to the following exponential formula and the values presented in Table 613.3C. The TI is determined to the nearest 0.5. Ti = 90( (ESAL xLDF)')°"9 io ) Where: TI = Traffic Index ESAL = Total number of cumulative 18- kip Equivalent Single Axle Loads LDF = Lane Distribution Factor (see Table 613.3B) Index 613.4 contains additional requirements and considerations for determining projected traffic loads. 613.4 Axle Load Spectra (I) Development of Axle Load Spectra. Axle load spectra is an alternative method of measuring heavy vehicle loads that is currently under development for the future mechanistic- empirical design method. Axle load spectra is a representation of normalized axle load distribution developed from weigh-in-motion (WIM) data for each axle type (single, tandem, tridem, and quad) and truck class (FHWA vehicle classes 4 through 13). Axle load spectra do not involve conversion of projected traffic loads into equivalent single axle loads (ESALs), instead traffic load applications for each truck class and axle type are directly characterized by the number of axles within each axle load range. In order to accurately predict traffic load related damage on a pavement structure, it is important to develop both spatial and temporal axle load spectra for different truck loadings and pavements. The following data is needed to develop axle load spectra: 610-6 HIGHWAY DESIGN MANUAL November 2. 2012 Table 613.3A ESAL Constants Vehicle Type (By Axle Classification) 10-Year Constants 20-Year Constants 30-Year Constants 40-Year Constants 2-axle trucks or buses 690 1,380 2,070 2,760 3-axle trucks or buses 1,840 3,680 5,520 7,360 4-axle trucks 2,940 5,880 8,820 11,760 5 or more-axle trucks 6,890 13,780 20,670 27,560 Table 613.313 Lane Distribution Factors for Multilane Highways Factors to be Applied to Projected Annual Average Daily Truck Traffic Number of Mixed Flow (AADTT) Lanes in One Direction Mixed Flow Lanes (see Notes 1-6) Lane 1 Lane 2 Lane 3 Lane 4 One 1.0 - - Two 1.0 1.0 - - Three 0.2 0.8 0.8 - Four 0.2 0.2 0.8 0.8 NOTES: Lane 1 is next to the centerline or median. For more than four lanes in one direction, use a factor of 0.8 for the outer two lanes plus any auxiliary/collector lanes, use a factor of 0.2 for other mixed flow through lanes. For HOV lanes and other inside lanes (non truck lanes), use a factor of 0.2. However, as noted in Index 613.5(l)(b), the TI should not be less than 10 for a 20-year pavement design life, or than I 1 for a 40-year pavement design life. Additionally, for freeways and expressways, the maximum TI must not exceed 11 or 12 for a 20-year and 40-year design life, respectively. If trucks are permitted to use HOV or other inside lanes, HOV and/or other inside lanes shall be designed to the same standards as found in this table for the outside lanes. For lanes devoted exclusively to buses and/or trucks, use a factor of 1.0 based on projected AADTT of mixed- flow lanes for auxiliary and truck lanes, and a separate AADTT based on expected bus traffic for exclusive bus- only lanes. The lane distribution factors in this table represent minimum factors and, based on knowledge of local traffic conditions and sound engineering judgment, higher values should he used for specific locations when warranted. 610.16 HIGHWAY DESIGN MANUAL November 2, 2012 enough to cover the distance trucks will be braking and stopping either at the stop bar or behind other trucks and vehicles; or 100 feet. The limits for the intersection departures should match the limits of the approach in the opposing lane to address rutting caused by truck acceleration. For further assistance on this subject, contact either your District Materials Engineer, or Headquarters Pavement Program - Office of Concrete Pavement and Pavement Foundations. (4) Roadside Facilities. The pavement for safety roadside rest areas, including parking lots, should meet or exceed the TI requirements found in Table 613.513 for a 20-year pavement design life for new/reconstructed or rehabilitated pavements. Table 613.513 Minimum Ti's for Safety Roadside Rest Areas Facility Usage Minimum TI (20-Year) Truck Ramps & Roads 8.0 Truck Parking Areas 6.0 Auto Roads 5.5 Auto Parking Areas 5.0 NOTE: (1) For safety roadside rest areas next to all Interstates and those Stale Routes with AADTT greater than 15,000 use Table 613.5A medium truck traffic for truck ramps, truck roads, and a minimum TI of 9.0 for truck parking areas. Topic 614 - Soil Characteristics 614.1 Engineering Considerations California is a geologically active state with a wide variety of soil types throughout. Thorough understanding of the native soils in a project area is essential to properly engineer or update a highway facility. Subgrade is the natural soil or rock material underlying the pavement structure. Unlike concrete and steel whose characteristics are fairly uniform, the engineering properties of subgrade soils may vary widely over the length of a project. Pavements are engineered to distribute stresses imposed by traffic to the subgrade. For this reason, subgrade condition is a principal factor in selecting the pavement structure. Before a pavement is engineered, the structural quality of the subgrade soils must be evaluated to ensure that it has adequate strength to carry the predicted traffic loads during the design life of the pavement. The pavement must also be engineered to limit the expansion and loss of density of the subgrade soil. 614.2 Unified Soil Classification System (USCS) The USCS classifies soils according to their grain size distribution and plasticity. Therefore, only a sieve analysis and Atterberg limits (liquid limit, plastic limit, and plasticity index) are necessary to classify a soil in this system. Based on grain size distribution, soils are classified as either (1) coarse grained (more than 50 percent retained on the No. 200 sieve), or (2) fine grained (50 percent or more passes the No. 200 sieve), Coarse grained soils are further classified as gravels (50 percent or more of coarse fraction retained on the No. 4 sieve) or sands (50 percent or more of coarse fraction passes the No. 4 sieve); while fine grained soils are classified as inorganic or organic silts and clays and by their liquid limit (equal to or less than 50 percent, or greater than 50 percent). The USCS also includes peat and other highly organic soils, which are compressible and not recommended for roadway construction. Peat and other highly organic soils should be removed wherever possible prior to placing the pavement structure. The USCS based on ASTM D 2487 is summarized in Table 614.2. 614,3 California R-Value The California R-value is the measure of resistance to deformation of the soils under wheel loading and saturated soil conditions. It is used to determine the bearing value of the subgrade. Determination of R- value for subgrade is provided under California Test (CT) 301. Typical R-values used by the HIGHWAY DESIGN MANUAL 630-5 May 7. 2012 developed to address longer pavement design lives and higher Traffic Indices. Details on mix design and other requirements for these procedures are provided in the Standard Specifications and Standard Special Provisions. Alterations to the requirements in these documents can impact the performance of the pavement structure and the performance values found in this chapter. Topic 633 - Engineering Procedures for New and Reconstruction Projects 633.1 Empirical Method The data needed to engineer a flexible pavement are California R-value of the subgrade and the TI for the pavement design life. Engineering of the flexible pavement is based on a relationship between the gravel equivalent (GE) of the pavement structural materials, the TI, and the California R-value of the underlying material. The relationship was developed by the Department through research and field experimentation. The procedures and rules governing flexible pavement engineering are as follows, (Sample calculations are provided on the Department Pavement website.): (1) Procedures for Engineering Multiple Layered Flexible Pavement. The California Department of Transportation empirical method, commonly referred to as the Hveem method, for determining design thicknesses of the structural layers of flexible pavement structure involves the determination of the following design parameters: Traffic Index (TI) California R-value (R) Gravel Equivalent (GE), and Gravel Factor (G1) Once TI, R, GE, and Gf are determined, then the design thickness of each structural layer is determined using the Hveem method. These design parameters and the Hveem design method are discussed in the following sections: As discussed in Index 6 13.3(3), the TI is a measure of the cumulative number of ESALs expected during the design life of the pavement structure. The TI is determined to the nearest 0.5 using the equation given in Index 613.3(3) or from Table 613.3C. The California R-value is a measure of resistance of soils to deformation under wheel loading and saturated soils conditions. The California R-value is determined as discussed in Index 614.3. The gravel equivalent (GE) of each layer or the entire flexible pavement structure is the thickness of gravel (aggregate subbase) that would be required to prevent permanent deformation in the underlying layer or layers due to cumulative traffic loads anticipated during the design life of the pavement structure. The GE requirement of the entire flexible pavement or each layer is calculated using the following equation: GE = 0.0032(TI XI 00 - R) Where: GE = Gravel Equivalent in feet TI = Traffic Index R = California R-value of the material below the layer or layers for which the GE is being calculated. The GE requirement of each type of material used in the flexible pavement structure is determined for each structural layer, starting with the surface course and proceeding downward to base and subbase as needed. For pavements that include base and/or subbase, a safety factor of 0.20 foot is added to the GE requirement for the surface course to compensate for construction tolerances allowed by the contract specifications. Since the safety factor is not intended to increase the GE of the overall pavement, a compensating thickness is subtracted from the subbase layer (or base layer if there is no subbase). For pavements that are full depth asphalt, 630-6 HIGHWAY DESIGN MANUAL May 7, 2012 a safety factor of 0.10 foot is added to the required GE of the pavement structure. When determining the appropriate safety factor to be added, Hot Mix Asphalt Base (HMAB) and Asphalt Treated Permeable Base (ATPB) should be considered as part of the surface course. (d) The gravel factor (G f) of pavement structural material is the relative strength of that material compared to gravel. Gravel factors for HMA decrease as TI increases, and also increase with HMA thickness greater than 0.5 foot; while Gf for base and subbase materials are only dependent on the material type. The G1 of HMA varies with layer thickness (t) for any given TI as follows: 5.67 S 0.50ft: Gf (11)1 112 '/3 t > 0.50ft: G f = (7.00)1 , These equations are valid for TIs ranging from 5 to 15. For Tis greater than 15, use a rigid or composite pavement or contact the Headquarters Division of Maintenance - Pavement Program for experimental options. For TIs less than 5, use a TI=5. Typical gravel factors for HMA of thickness equal to or less than 0.5 foot, and various types of base and subbase materials, are provided in table 633.1. Additional information on Gf for base and subbase materials are provided in Table 633. lB. (e) The design thickness of each structural layer of flexible pavement is obtained either by dividing the GE by the appropriate gravel factor for that layer material, or from Table 633.1. The layer thickness determined by dividing GE by Gf is rounded up to the next higher value in 0.05-foot increments. GE Thickness (t) = G1 The minimum thickness of any asphalt layer should not be less than twice the maximum aggregate size, and the minimum thickness of the surface course should not be less than 0.15 foot. The limit thicknesses for placing HMA for each fl, and the limit thickness for each type of base and subbase materials, are shown in Table 633.1 Base and subbase materials, other than ATPB, should each have a minimum thickness of 0.35 foot. When the calculated thickness of base or subbase material is less than the desired 0.35 foot minimum thickness, either: (a) increase the thickness to the minimum without changing the thickness of the overlying layers or (b) eliminate the layer and increase the thickness of the overlying layers to compensate for the reduction in GE. Generally, the layer thickness of Lime Treated Subbase (LTS) should be limited, with 0.65 foot as the minimum and 2 feet as the maximum. A surface layer placed directly on the LTS should have a thickness of at least 0.25 foot. The thicknesses determined by the procedures outlined in this section are not intended to preclude other combinations and thicknesses of materials. Adjustments to the thickness of the various materials may be made to accommodate construction restrictions or practices, and minimize costs, provided the minimum thicknesses, maximum thicknesses, and minimum GE requirements (including safety factors) of the entire pavement structure and each layer are as specified. (2) Procedures for Full Depth Ho! Mix Asp/ia/i. Full depth hot mix asphalt applies when the pavement structure is comprised entirely of a flexible surface layer in lieu of base and subbase. The flexible surface layer may be comprised of a single or multiple types of 660-4 HIGHWAY DESIGN MANUAL July 24, 2009 Table 663.IB Gravel Factor and California R-values for Bases and Subbases Type of Material Abbreviation California R-value Gravel Factor (G1) AS-Class 1 60 1.0 AS-Class 2 50 1.0 Aggregate Subbase AS-Class 3 40 1.0 AS-Class 4 specify 1.0 AS-Class 5 specify 1.0 AB-Class 2 78 1.1 Aggregate Base AB-Class3 specify Asphalt Treated ATPB NA 1.4 Permeable Base CTB-Class A NA 1.7 Cement Treated Base CTB-Class B 80 1.2 Cement Treated Permeable Base CTPB NA 1.7 Lean Concrete Base LCB NA 1.9 Hot Mix Asphalt Base HMAB NA (2) Lime Treated Subbase LTS NA 0.9+(UCSI 1,000) Notes: (I) Must conform to the quality requirements of AB-Class 2. (2) When used with HMA, the HMAB is to be considered as part of the pavement layer. The HMAB will be assigned the same Of as the remainder of the HMA in the pavement structure. Legend: NA = Not Applicable UCS = Unconfined Compressive Strength in psi (minimum 300 psi per California Test 373) ATTACHMENT 4 GEOTECHNICAL REPORT EXCERPTS SCST, Inc. Z Corporate l4eaclquarters 6280 Piverdale Street Lu Lu San Diego, CA 92120 Z P 619.280.4321 1 877.215.4321 Z c 619.280.4717 w W www.scst.com SDVOSB.DVBE GEOTECHNICAL INVESTIGATION OLIVENHAIN MUNICIPAL WATER DISTRICT (OMWD) BUILDING D 1966 OLIVENHAIN ROAD ENCINITAS, CALIFORNIA PREPARED FOR: MR. DAVID PADILLA, P.E. INFRASTRUCTURE ENGINEERING CORPORATION 14271 DANIELSON STREET POWAY, CALIFORNIA 92064 PREPARED BY: SCST, INC. 6280 RIVERDALE STREET SAN DIEGO, CALIFORNIA 92120 Providing Professional Engineering Services Since 1959 0 z uJ w z 0 z w SCST, Inc. Corporate Headquarters 6280 Piverdale Street San Diego, CA 92120 P 619.280.4321 T 877.215.4321 619.280.4717 W www.scst.com SDVOSB. DVB March 3, 2016 SCST No. 160105P3 Report No. I David Padilla, P.E. Project Manager Infrastructure Engineering Corporation 14271 Danielson Street Poway, California 92064 Subject: GEOTECHNICAL INVESTIGATION OLIVENHAIN MUNICIPAL WATER DISTRICT (OMWD) BUILDING D 1966 OLIVENHAIN ROAD ENCINITAS, CALIFORNIA Dear Dave: SCST, Inc. is pleased to present our report describing the geotechnical investigation performed for the subject project. We conducted the geotechnical investigation in general conformance with the scope of work presented in our proposal dated August 18, 2015. If you have any questions, please call us at (619) 280-4321. Respectfully submitted, SCST, INC. Thomas B. Canady, Principal Engineer TBC:WLV: ER:aw Ic3/ W. LEE \Q Q VANDERHURST tP A No. 1125 - CF.RTiFIED ' .LeeVande NGINEERING GIOL0GIST r. Principral Tiineer (1) Addressee via e-mail at dpadillaiecorporation.com AL Infrastructure Engineering Corporation March 3, 2016 OMWD Building D SCST No. 160105133-1 Encinitas, California Page 12 8.6 PIPELINES 8.6.1 Thrust Blocks For level ground conditions, a passive earth pressure of 350 psf per foot of depth below the lowest adjacent final grade can be used to compute allowable thrust block resistance. A value of 150 psf per foot should be used below groundwater level, if encountered. 8.6.2 Modulus of Soil Reaction A modulus of soil reaction (E') of 2,000 psi can be used to evaluate the deflection of buried flexible pipelines. This value assumes that granular bedding material is placed adjacent to the pipe and is compacted to at least 90% relative compaction. 8.6.3 Pipe Bedding Pipe bedding as specified in the "Greenbook" Standard Specifications for Public Works Construction can be used. Bedding material should consist of clean sand having a sand equivalent not less than 30 and should extend to at least 12 inches above the top of pipe. Alternative materials meeting the intent of the bedding specifications are also acceptable. Samples of materials proposed for use as bedding should be provided to the engineer for inspection and testing before the material is imported for use on the project. The onsite materials are not expected to meet "Greenbook" bedding specifications. The pipe bedding material should be placed over the full width of the trench. After placement of the pipe, the bedding should be brought up uniformly on both sides of the pipe to reduce the potential for unbalanced loads. No voids or uncompacted areas should be left beneath the pipe haunches. Ponding or jetting the pipe bedding should not be allowed. 8.7 PAVEMENT SECTION RECOMMENDATIONS The pavement support characteristics of the soils encountered during our investigation are considered moderate. An R-value of 26 was assumed for design of preliminary pavement sections. The actual R-value of the subgrade soils should be determined after grading and final pavement sections be provided. Based on an R-value of 26, the following pavement structural sections are recommended for the assumed Traffic Indices. Flexible Pavement Sections Traffic Type Traffic Index Asphalt Concrete (inches) Aggregate Base* (inches) Parking Stalls 4.5 3 5 Drive Lanes 6.0 4 8 Heavy Traffic Areas 7.0 4 11 -Aggregate base snouia cornorm to i.1ass Z aggregate ease in accoraance wim me caitrans stanaara Specifications or crushed Miscellaneous Base in accordance with the "Greenbook." Infrastructure Engineering Corporation March 3, 2016 OMWD Building D SCST No. 160105P3-1 Encinitas, California Page 13 Portland Cement Concrete Pavement Stinns Traffic Type Traffic Index Full-Depth JPCP (inches) Parking Stalls 4.5 6 Drive Lanes 6.0 61/2 Heavy Traffic Areas 7.0 7 UUIIILU Fidill uuIIleIe rdVtIIIlIt The top 12 inches of subgrade should be scarified, moisture conditioned to near optimum moisture content and compacted to at least 95% relative compaction. Aggregate base and asphalt concrete should be compacted to at least 95% relative compaction. All soft or yielding areas should be removed and replaced with compacted fill or aggregate base. All materials and methods of construction should conform to good engineering practices and the minimum local standards. 8.8 PERVIOUS PAVEMENT SECTION RECOMMENDATIONS Pervious pavement section recommendations are based on Caltrans (2014) pavement structural design guidelines. The pavement sections below are based on the strength of the materials. However, the actual thickness of the sections may be controlled by the reservoir layer design, which the project civil engineer should determine. Pervious Asphalt Pavement *Asphalt Treated Permeable Base Traffic Type Category Permeable Base (ATPB) (inches) (inches) Parking Stalls B 5 9 1 uncn or an open graueu iricruon course (UI.ri.) snouua oe piacea on top or me Al r. Pervious Concrete Pavement Traffic Type Category Pervious Concrete Permeable Base (inches) (inches) Parking Stalls B 51/2 6 Permeable Interlocking Concrete Payers (PlCP) Traffic Type Category PICP Permeable Base (inches) (inches) Parking Stalls B Minimum 31/s 10 The top 12 inches of subgrade should be scarified, moisture conditioned to near optimum moisture content and compacted to at (east 95% relative compaction if infiltration is not used. 0 13-1 9-4 0-3 IX RAW EL-1 In SCST LEGEND: V L(5 ) Current Boring (51) Percolation Test T Location and Depth Location and Depth p. A .1 IP . - - 4O Go' (331/2 )I Previous Boring -'- Location and Depth (Kleinfelder, 2001) SUBSURFACE EXPLORATION MAP Date: March, 2016 Figure: SCST, Inc. OMWD Building 0 By: JCU Mir" NZ Encinitas, California Job No.: 160105P3-1 ENGINEERING C,) C-) C,) —1 p C 3 0 CD 0) 0 —AC) m -o 2. — C) C. 9L 5 CD — 0 5) CD gCD 0) C) 0)- I-) 0 0) CID CID 0 - s _. - - - - __ - _s -4 CD - 0) " DEPTH (ft) m m D Co ji .. Co USCS 3O CD az 0 3 CD LID 2t M — C) r 3 m (0 0 29 0 -< 0 5 -n C) m 3D 0 0 O n 30 Cl) = 0 -4 0. m D Cfl C) 3 0 -I m > G) UI C) Q CD F 0 M m Cr ca 0 w z Z 0 p C,, a. CD' 0 G) B CD CD - - - 0 CD W °crJ DRIVEN I CD I- a. BULK ___________________ DRIVING RESISTANCE (blows/ft of drive) ZC) N . W-1 8 MOISTURE CONTENT CD B CL UNIT WEIGHT (pcf) LABORATORY TESTS FINES CONTENT ASTM Dl 140 SAMPLE DESCRIPTION % FINER THAN #200 SIEVE B-i at 24 to 25½ ft CLAYEY SAND, moderate brown 21 B-2 at 18 to 191/2 ft CLAYEY SAND, light brown 42 B-3 at 15 to 161/2 ft SANDY FAT CLAY, moderate brown 71 R-VALUE CALIFORNIA TEST 301 EXPANSION INDEX ASTM D2489 CLASSIFICATION OF EXPANSIVE SOIL' EXPANSION INDEX POTENTIAL EXPANSION 1-20 Very Low 21-50 Low 51-90 Medium 91-130 High Above 130 Very High 1. ASTM - D4829 RESISTIVITY, pH, SOLUBLE CHLORIDE and SOLUBLE SULFATE SAMPLE RESISTIVITY (0-cm) - pH I CHLORIDE (%) SULFATE (%) B-2 at ½ to 5 feet 1,960 7.8 1 0.029 0.006 SULFATE EXPOSURE CLASSES Class Severity Water-Soluble Sulfate (SO4) In Soil, Percent by Mass SO Not applicable SO4 < 0.10 Si Moderate 0.10s SO4 <0.20 S2 Severe 0.20 SO4:5 2.00 S3 Very Severe SO4 > 2.00 2. ACI 318, Table 19.3.1.1 OMWD Building D 91 Encinitas, California M SCST, Inc. By: CTL Date: March, 2016 Job Number: 160105P3-1 Figure: 11-2