HomeMy WebLinkAbout; Palomar Airport Road & El Camino Real Improvements; Palomar Airport Road and El Camino Real; 1990-09-14GEOTECHNTCAL REPORT FOR
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL IMPROVEMENTS
CARLSBAD, CALIFORNIA
P&D TECHNOLOGIES
401 West A Street
Suite 2500
San Diego, California
Submitted by:
KLEMFELDER, INC.
9555 Chesapeake Drive
Suite 101
San Diego, California 92123
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KLEINFELDER
September 14, 1990
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: GEOTECHNICAL REPORT FOR
PALOMAR AIRPORT ROAD AND EL CAMINO REAL IMPROVEMENTS
CARLSBAD, CALIFORNIA
Dear Mr. Hocking:
Kleinfelder is pleased to present this 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.
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,
L-* compaction, and adequate pavement thickness. Five alternate pavement sections are
presented for your review.
KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Diego, CA 92123 (619) 541-1145
Project No. 51-1588-01
Should there be any questions with regard to the information submitted in this report, or
if we can be of further service, please do not hesitate to contact our office.
Sincerely,
KLEINFELDER, INC.
George P. Hattrup
Project Engineer
RCE 43979
GPH/REL:sf
11
Rick E. Larson
Senior Associate
RCE 39226' GE 2027
KLEINFELDER 9555 Chesapeake Drive, Suite 101, San Diego, CA 92123 (619) 541-1145
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KLEINFELDER
Project No. 51-1588-01
TABLE OF CONTENTS
Page Number
TRANSMITTAL i
EXECUTIVE SUMMARY iii
1.0. INTRODUCTION 1
1.1 Project Description 1
1.2 Purpose and Scope 1
1.3 Authorization 2
2.0 FIELD EXPLORATION AND LABORATORY TESTING 3
3.0 SITE AND SUBSURFACE CONDITIONS 4
3.1 Site Conditions 4
3.2 Geologic Setting 4
3.2.1 Faulting and Seismicity 5
3.2.2 Landslides 6
3.3 Existing Pavement Sections 6
3.4 Subsurface Conditions 7
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 13
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 Pavement Sections 24
5.5 Portland Cement Concrete Sidewalks, Curbs, and Gutters . 27
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Project No. 51-1588-01
TABLE OF CONTENTS (CONTINUED)
Page Number
6.0 ADDITIONAL SERVICES 28
7.0 LIMITATIONS 29
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
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EXECUTIVE SUMMARY
1. The majority of the soils found at the proposed subgrade level consist of sandy clay,
clayey sand, claystone, and siltstone. The soils which are primarily fine grained
exhibit medium plasticity and medium to very high expansion potential. Shrinkage
values on the order of 10 to 15 percent should be anticipated for slopewash and fill
soil; formational soil will tend to bulk 2 to 5 percent. Subgrade support
characteristics are generally poor; all R-values on untreated subgrade samples were
11 or less. Section 5.4 of this report contains preliminary pavement design options.
2. The existing soils can be used in the construction of embankments provided the soils
are properly moisture conditioned and compacted. The proposed slope ratio of 2:1
for fills and cuts should be adequate for maximum slope heights of up to 30 feet.
Where fills are placed on slopes steeper than 5 horizontal to 1 vertical, keyway
trenches and horizontal benches are recommended as shown in the guideline
earthwork specifications.
3. West of El Camino Real along Palomar Airport Road and within about 2700 feet
north of Palomar Airport Road along El Camino Real, the soils have a severe
potential for credibility.
4. No significant geologic hazards were encountered or observed along the section of
roadway to be improved.
5. The existing pavement" can be recycled and reused as either new fill or aggregate
base. It would also be possible to blend up to 15 percent of the existing asphalt
pavement with virgin hot mix materials to construct the new asphalt surface.
6. It is anticipated that excavations can be made with conventional earthwork and
trenching equipment within the depth limits of the test borings.
iii
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Project No. 51-1588-01
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1.0 INTRODUCTION
This report presents the results of the geotechnical engineering investigation Kleinfelder
performed for the proposed additional improvements to Palomar Airport Road and El
Camino Real, in the City of Carlsbad, California. Our contract stated that we would include
the results of this study as a combined report with the geotechnical investigation we
previously performed for an adjoining section of Palomar Airport Road to the east of the
current project location. The results of our previous investigation are summarized in our
report dated July 13, 1990, for project number 51-1551-01. At the request of Mr. Marc
Jacobson of P&D Technologies, we have separated the combined report into two individual
reports.
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
I 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.
1.2 PURPOSE AND SCOPE
The purpose of this investigation was to explore and evaluate the surface and subsurface
conditions along the section of roadway to be improved and provide geotechnical design
parameters and recommendations in accordance with our proposal dated May 1, 1990.
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The scope of the investigation included a field exploration consisting of thirteen borings and
four pavement cores, laboratory testing of selected soil and pavement samples, and
engineering studies to evaluate site conditions and develop soil and pavement design
recommendations for roadway improvements. In addition, we have made an evaluation of
the feasibility of recycling the existing pavement materials.
1.3 AUTHORIZATION
This investigation was authorized by Mr. Marinus Baak of P&D Technologies with a signed
contract dated July 10, 1990.
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2.0 FIELD EXPLORATION AND LABORATORY TESTING
We explored subsurface conditions by drilling thirteen test borings at the approximate
locations shown on Plates Al and A2. In addition, the existing pavement was cored at four
of the boring locations to obtain preliminary data on pavement thickness and obtain
component samples for testing. Logs of borings and a description of exploration and
sampling methods are presented in Appendix B.
Descriptions of laboratory tests and their results are presented in Appendix C.
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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-
n lateral strike-slip faults at the boundary between the Pacific and North American tectonic
plates. As the Pacific plate moves northwestward relative to the adjacent North American
plate, stress accumulates and is relieved by strain along the many known faults of the San
Andreas system. In the general site area, these include the San Jacinto, Elsinore, and
Newport-Inglewood fault zones, the San Clemente fault, the Rose Canyon fault and the "off-
shore zone of deformation" (termed the Coronado Banks fault by some authors).
Numerous fault features have been mapped in roadcuts, excavations for utility lines, and in
cuts for residential and commercial tract development in the north San Diego County
region. For the most part, through-going fault zones have not been established, perhaps
due, in part, to lack of detailed study. The implication is that with continuing development,
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many more of these faults will likely be uncovered, disclosing a more complex pattern of
faulting, and perhaps delineating true fault zones (Weber, 1983).
The site is located in the seismically active southern California region, and is likely to be
subjected to moderate to strong seismic shaking during the design life of the project.
Seismic shaking at the site could be generated by events on any number of known active and
potentially active faults in the region. We have performed a computer aided evaluation of
the anticipated ground accelerations at the site from seismicity on faults within a 100
kilometer radius of the site. Based on the results of the computer search, peak horizontal
ground accelerations of approximately 0.15g (g is the acceleration due to gravity) could be
produced at the site by maximum probable events on the Rose Canyon fault (7 miles west
of the site), the "Offshore Zone of Deformation" (11 miles west of the site), and the
Elsinore fault (23 miles northeast of the site).
3.2.2 Landslides
The Del Mar Formation is a predominantly clayey unit which is considered to be locally
susceptible to landslides and slope failures. We have reviewed geologic maps, technical
literature, and aerial photographs of the general site area. The majority of the terrain in
the immediate vicinity of the roadway is relatively gently sloping. We did not observe any
indications of landsliding in the immediate vicinity of the road alignment; however, cut
slopes should be observed in the field during construction to verify that no adverse geologic
features are present which indicate previous landslide movement or possible slope instability.
3.3 EXISTING PAVEMENT SECTIONS
In general, the pavement along Palomar Airport Road is in reasonably good condition and
appears to have been overlaid. Along El Camino Real, the southbound (west side) lanes
and a portion of the outside northbound lane which has been overlaid appear to be in good
condition. Except for the section which was overlaid, the El Camino Real northbound lanes
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are generally in poor condition. The following table indicates the pavement sections
encountered at the locations (see Plates Al and A2) cored:
Asphalt Thickness Base Thickness
Core Number (inches) (inches)
Cl
C2
C3
C4
6"
5"
1.5"
2"
6"
6" - 8"
4"
4" - 5"
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. Furthermore, the base material encountered generally consisted of a
fine to medium grained silty sand instead of Caltrans Class 2 aggregate base.
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
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roadways are also likely to be locally underlain by fill where small drainages cross the
alignment and where the alignments run along sloping surfaces.
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4.0 ANALYSIS AND DISCUSSION
4.1 GENERAL SITE ASSESSMENT
From a geotechnical engineering standpoint, the proposed roadway improvements are
generally suitable. However, the appreciable quantities of clay present in the subsurface
materials over a large portion of the area do impact the alignment to a degree. These clay
materials have relatively poor subgrade support characteristics and tend to be moderately
to very- highly expansive. These conditions can be mitigated through thickened pavement
sections, proper moisture conditioning and compaction, and lime treatment.
The credibility for the soils along the alignment vary from slight for the predominant clay
soils to severe for the sandy soils with little clay binder. West of El Camino Real along
Palomar Airport Road and within about 2,700 feet north of Palomar Airport Road along
El Camino Real, the soils have a severe potential for credibility. This is especially true for
portions of the roadway with moderate to steep cuts in sandy materials. Sedimentation and
erosion can be mitigated through implementation of proper sedimentation and control
measures in the design and during construction.
4.2 GEOLOGIC HAZARDS
Our field studies and review of the geologic literature and air photos did not disclose the
presence of known active faults or landslides crossing the roadway alignment. In our
opinion, the potential impact from geologic hazards is relatively low.
4.3 SLOPE STABILITY
Stability of the fill slope (worst case) located east of Corte del Cedro along Palomar Airport
Road was analyzed to evaluate gross stability by using a computerized slope-stability
program (PCSTABL4). The unit-weight and shear strength parameters used in our analyses
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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:
Soil Type
Compacted Fill
Moist Unit Weight
(pcf)
120
Cohesion
(pcf)
100
Friction Angle
(Degree)
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
M results of these analyses indicate that slopes constructed in accordance with the
recommendations have calculated factors of safety in excess of 1.5 and 1.3 against deep
M seated failure under static and seismic conditions, respectively.
Surficial instability of on-site soils exposed in the proposed cut and fill slopes are considered
low assuming that slopes are provided with appropriate surface drainage systems and are
landscaped immediately after grading. Berms or brow-ditches should be provided at the
tops of all slopes.
At the present time, we do not anticipate any significant amount of seepage at the cut slope
faces.
4.4 SHRINKAGE AND SUBSIDENCE
The following earthwork shrinkage and subsidence values may be used for preliminary
earthwork balance calculations. Shrinkage or bulking occurs when a material is excavated
and replaced at a new density substantially different than its original density. Subsidence
results when the material shrinks following in-place ground processing, such as scarifying and
precompaction. The values are based upon a limited number of density tests and
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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
the earthwork quantities. It should be emphasized that variations in natural soil density, as
well as in compacted fill densities, render these types of values very approximate.
Soil Unit Shrink/Bulk Factor Subsidence
Alluvium/Colluvium, 10 to 15% Shrink 0.15'
tops oil, existing fill soils
Formational Soils 2 to 5% Bulk 0.00'
(siltstones, claystones)
Please note that these values do not include any factor to account for losses due to stripping
or construction wastage.
The approximate depths of alluvium, colluvium, topsoil, or existing fill soils observed in the
borings are listed below:
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Boring Approximate Depth of Alluvmra/Colluvmm,
Topsoil, Existing Fill Soils (Ft.)
Bl
B2
B3
B4
B5
B6
B7
B8
B9 -
BIO
Bll
B12
B13
24
24
1
2.5
1
2
2.5
3
3.5
2.5
7
15
2
4.5 ANTICIPATED POST-CONSTRUCTION FILL SETTLEMENT
The post-construction settlement of fills following complete removal and recompaction of
the soils above the dense formational materials to 90% of the ASTM D1557 maximum dry
density is estimated as being approximately 0.2% of the fill thickness. The settlement during
construction is anticipated to occur as the material is being placed. For properly constructed
[j 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.
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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
the proposed traffic for a traffic index of 9. To accommodate the proposed improvements,
the old pavement will need to be removed. It is technically feasible to recycle the existing
aggregate base and asphalt concrete for use as unstabilized base for the new pavement
through in-place grinding and pulverization. Existing construction records should be
reviewed to make a preliminary estimate of the amount of pavement material which will be
available for recycling.
As a minimum, the existing pavement can be pulverized and used as fill rather than being
transported to a landfill. There are at least three local contractors who have the equipment
to process the material. The processed material should be required to meet the minimum
requirements of Section 200-2.5, Processed Miscellaneous Base, of the most recent edition
of the Standard Specifications for Public Works Construction.
It is also technically feasible to convert the processed pavement material to stabilized base
by the addition of cement or emulsified asphalt. The contractor should be required to
submit a tentative job-mix formula for review by the geotechnical engineer and the City of
Carlsbad. Treated base materials should conform to Section 301-3.3, Cement-treated Base,
and Section 301-4, Bituminous Stabilized Base, of the most recent edition of the Standard
Specifications for Public Works Construction.
The existing pavement materials can also be reclaimed and mixed with virgin hot mix
M materials. The amount of recycled asphalt pavement should not exceed 15 percent of the
total mix. Recycled asphalt concrete should conform to the general requirements of Section
203-7, Recycled Asphalt Concrete-Hot Mix, of the Standard Specifications for Public Works
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Construction. The contractor should be required to submit a tentative job-mix formula for
review by the geotechnical engineer and the City of Carlsbad.
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
5.1 SEDIMENTATION AND EROSION MITIGATION
As previously discussed, the erodibility 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.
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
effort exercised by the contractor. Without proper sedimentation and erosion design and
mitigation measures during construction, there is a strong possibility that runoff from the
site to nearby ditches and streams may carry unacceptable amounts of sediments to pollute
surface waters and fill adjacent low areas.
Temporary measures which the contractor can use to mitigate sediment and erosion
problems may include, but are not limited to, the following items or practices:
• Placement of spoils uphill from excavation areas.
• Work areas at roadways and near ditches can be cleaned up and graded to
the approximate finish grades at the end of each work day.
• Excess excavation and debris can be placed in centralized areas outside the
immediate construction area which are free from flooding or wash out.
• Dewatering and drainage of the site can be done in such a manner that
sediment from the site is not discharged to nearby surface waters or ditches.
Sediment mitigation measures may also include the construction of strawbale
sediment barriers, diversion dikes, filter berms, or filter fences.
• The contractor can follow other mitigation procedures as outlined in the latest
edition or printing of the "Erosion and Sediment Control Handbook" prepared
by the California Department of Conservation.
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• Slopes can and should be maintained in a dressed and compacted condition
free of loose fill.
We recommend that the contractor be required to submit a sediment and erosion mitigation
plan for review for completeness by the project landscape architect.
Longer term measures which can be used to mitigate sediment and erosion problems after
construction include:
• Stabilization of construction disturbed areas by planting natural grasses.
• Proper contouring of the site with regard to final drainage paths, diversion
dikes, filter berms, and erosion resistant ditch linings.
• Following other procedures as outlined in the latest edition or printing of
"The Erosion and Sediment Control Handbook" prepared by the California
Department of Conservation.
5.2 EARTHWORK
Grading and earthwork .should be performed in accordance with the following
recommendations and the General Grading and Earthwork Specifications included in
Appendix D.
5.2.1 Clearing and Grubbing
jj 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. This work should normally
commence after the contractor's plans for sedimentation and erosion control have been
reviewed. Clearing and grubbing operations should consist of clearing the surface of the
ground within the designated project area of all trees, stumps, down timber, logs, snags,
brush, undergrowth, hedges, heavy growth of grass or weeds, fences, debris, or natural
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obstructions. Also, included in this operation should be the stripping of surface organics,
grubbing of stumps and roots, and the disposal from the immediate work area of all spoil
materials resulting from the clearing and grubbing operation. Clearing and grubbing may
be completed in phases to reduce erosion potential. In areas that are designated to be
cleared and grubbed, all stumps, roots, buried logs, brush, grass, topsoil, and other
unsatisfactory materials should be removed. Stumps, roots, and other projections over P/2
inches in diameter should be grubbed out to a minimum depth of 18 inches below the
existing or finished surrounding ground, whichever is lower. All holes remaining after the
grubbing operation in the fill area should be widened as necessary to permit access for
compaction equipment. The hole should then be filled with acceptable material, moisture
conditioned as required, and properly compacted in layers in accordance with the methods
and density for fill materials outlined in the earthwork section of this report. The same
construction procedures should be applied to holes remaining after grubbing the excavation
areas where the depth of holes,exceeds the depth of the proposed excavation.
Stripping of surface organics should generally require removal of an anticipated one to two
fj inches of surface materials. There may be localized areas where stripping to greater depths
may be required. This organic material is not suitable for use within the fills.
After the clearing and grubbing operation has been completed in an area, the next step
would be to prepare the fill areas. All fill areas should be proofrolled with a wheel tractor
scraper which has a minimum scraper axle load of 45,000 pounds (a loaded Caterpillar 621
M or equivalent). We recommend that four passes, ideally with two passes perpendicular to
the others, should be completed. This proofrolling should be observed by the geotechnical
consultant. Soft or wet areas that deflect under the proofrolling should be removed as
required. Stream channels and ditches may require some additional excavation to remove
soft material and to provide access prior to proofrolling.
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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.
We anticipate that the underlying formational materials should have adequate resistance to
deflection.
After the proposed fill area subgrades have been proofrolled and the deflecting material
removed, the next operation should be to scarify the fill area subgrade to a depth of 6
inches. The surface should then be moisture conditioned as required and worked with a
harrow, disk, blade, or similar equipment to obtain a uniform moisture distribution at 2 to
5% above optimum moisture content. The optimum moisture content and maximum dry
density for the subgrade material should be obtained in accordance with ASTM D-1557
"Test for Moisture-Density Relations of Soils Using a 10-lb. Rammer and 18 inch Drop."
After a uniform moisture content has been obtained, the scarified area should be compacted
to at least 90% of ASTM D-1557 maximum dry density. Areas of the subgrade which
cannot be scarified without resorting to light ripping do not require scarification prior to
filling operations.
5.2.2 Excavation
Excavation at the proposed site can generally be accomplished with conventional heavy
earthmoving equipment in good operating condition. The presence of locally cemented
zones in formational soils may require local heavy ripping in the cut areas and may result
in the generation of oversize material, which may require additional work to break it down
to suitable size for fill placement.
5.2.3 Slopes
We recommend that all slopes be constructed at slope inclinations no steeper than 2
horizontal to 1 vertical for the maximum anticipated slope height of 30 feet. Slopes
constructed at inclinations steeper than 2:1 are particularly susceptible to shallow sloughing
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in periods of rainfall and upslope runoff. Periodic slope maintenance may be required,
especially in the sandy soils.
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. If additional fill is placed over
the existing slope, at least12 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 (horizontalrvertical).
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
R 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
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KLEINFELDER
D
Project No. 51-1588-01
Page 20
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.
Where fill-over-cut slopes are proposed, it is recommended that the cut portion be
completed prior to fill placement. A minimum equipment width fill key should be
constructed at the cut/fill contact. A typical fill-over-cut detail is presented in Appendix D.
5.2.4 Fills
The on-site soils are generally suitable for use as compacted fill provided they are properly
moisture-conditioned and are free of organic material and debris. All areas to receive fill
and/or other surface improvements should be stripped of topsoil, scarified to a minimum
depth of 6 inches, brought to at least 2 percent over optimum moisture content and
compacted by mechanical means. Any import soils should be predominantly granular and
nonexpansive, and should be tested for suitability by the geotechnical engineer.
Fill materials should be placed in successive horizontal layers of not more than 8 inches in
loose thickness for the full width of the area being filled. Prior to rolling the material in
layers, the material should be moisture conditioned to within 2 to 5 percentage points above
the ASTM D-1557 optimum moisture content and compacted to at least 90% of the ASTM
D-1557 maximum dry density. Preferably, the moisture conditioning should take place
within the borrow area before the material is transported to the fill area. In placing and
compacting fill materials, starting layers should be placed in the deepest portion of the fill.
As placement progresses, subsequent layers should be constructed approximately parallel
to the finished grade
Fills placed on the fill slope south of Palomar Airport Road east of Corte del Cedro should
be placed as recommended in Section 5.2.3. Other fills placed on natural slopes or existing
KLEINFELDER
Project No. 51-1588-01
Page 21
compacted fill slopes steeper than 5 to 1 (horizontal to vertical) should be stripped of
topsoil and keyed and benched into firm, natural ground (See Appendix D for details).
Placement and compaction of fill should be performed in general accordance with our
General Grading and Earthwork Specifications presented in Appendix D.
Sloughing of fill slopes can be reduced by over-building the exterior slope face by at least
3 feet and cutting back to the desired slope. To a lesser extent, sloughing can be reduced
by backrolling slopes at frequent intervals. As a minimum, we recommend that fill slopes
be backrolled at maximum 4-foot fill height intervals. Additionally, we recommend that all
fill slopes be trackwalked or grid-rolled so that a dozer track or grid-roller covers all
surfaces at least twice. "Feathering" of fill over the tops of slopes should not be permitted.
We anticipate that the claystone, siltstone, and sandstone materials should be capable of
being broken into smaller particles of less than 3 inches with minimal effort. Chunky pieces
with maximum dimensions greater than 3 inches should be uniformly distributed over the
area to be filled so that construction equipment can be operated in such a manner that the
larger pieces will be broken into smaller particles and become incorporated with the other
materials in the layer. This requirement for particle size reduction does not apply to
cobbles, small boulders, and small hard rocks found within the surface soils and formational
materials.
Rocks with a maximum particle size greater than 18 inches should not be incorporated into
the fill. Some oversize material may be placed at the ends of drainages to act as energy
dissipaters of heavy runoff and to mitigate erosion in these drainages. Oversize material
may also be utilized as landscape or "natural" rock in green belt areas.
KLEINFELDER
D
D
Project No. 51-1588-01
Page 22
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.
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 dry density. The moisture
content of compacted backfill soils should be a minimum of 2 percent over optimum
moisture. The maximum dry density and optimum moisture content of backfill soils should
be obtained in accordance with ASTM D-1557.
The on-site soils may be used as trench backfill provided they are screened of organic
matter and cobbles over 6 inches in dimension. We anticipate that on-site expansive soils
will be excavated in blocks or chunks which will be difficult to properly moisture condition
KLEINFELDER
D
Project No. 51-1588-01
Page 23
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
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 to pavements and slopes to avoid damage or
undercutting of foundation support and/or drying of the supporting soils. These areas
should be reviewed on an individual basis for recommendations.
5.3 SOIL CORROSIWTY
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
D KLEINFELDER
Project No. 51-1588-01
Page 24
II cement is recommended for use in concrete which will be in contact with on-site soils.
Laboratory tests also indicate that on-site soils have a low to medium minimum electrical
resistivity which suggests a potentially corrosive environment for buried metal. The impact
of corrosive soil conditions can be mitigated for buried utilities by the use of inert materials
or by providing metal pipes with cathodic protection and/or polyethylene encasement. A
corrosion specialist should be consulted for more specific recommendations.
5.4 PRELIMINARY PAVEMENT SECTIONS
In our analysis and design of pavements, we have performed R-value tests on samples
considered representative of subgrade materials encountered at the site. Laboratory R-
values of 11 to less than 5 were obtained on the native soils. For design purposes, an R-
value of 5 has been assumed. This design value is consistent with our previous work on
Palomar Airport Road and test results provided from city records for portions of El Camino
Real near the proposed improvements.
Due to the relatively low strength of the native soil, it may be advantageous to lime treat
the subgrade soil. The reaction of the native soil with lime was not tested for this
investigation; however, based on past experience, it is anticipated that a gravel factor of
approximately 1.2 could be obtained by treating the native soil with 3 to 4 percent lime by
dry weight. Alternative pavement sections utilizing lime treated subgrade are presented for
the purpose of cost estimation only. If it is decided to use a lime treatment alternative in
the bid package, the design should be confirmed with additional testing to verify that
adequate chemical reactions are obtained, that gypsum is not in sufficient quantity to be a
problem, and the percentage of lime required.
The pavement design sections presented in the following table are based upon an R-value
of 5 in general conformance with Caltrans design procedures. A traffic index of 9 was used
as recommended by P&D Technologies.
KLEINFELDER
Project No. 51-1588-01
Page 25
PRELIMINARY PAVEMENT SECTIONS
(Basement Subgrade R-value = 5; Traffic Index = 9)
Option
1
2
3
4
5
Asphalt
Concrete
6"
6"
6"
6"
6"
Class 2
Aggregate
Base
20"
9"
_
_
Class 2
Aggregate
Subbase
12"
_
_
Class B
Cement Treated
Base
_
19"
6"
6"
Lime
Treated
Subbase
_
_
13"
16"
Recompacted
Basement
Subgrade
12
12
12
12
.
R-value verification tests should be made during construction for the actual basement soils
at subgrade level. The pavement sections should then be adjusted accordingly.
The recommended pavement sections assume the following conditions:
1. Unless otherwise designated, all subgrades should be compacted to a minimum of 95
percent of ASTM D-1557 maximum dry density for at least 12 inches below finished
subgrade elevation. Soil underlying the thicker lime-treated section will not need to
be recompacted. To compensate for this factor, an additional 3 inches has been
added to the total section of the lime-treated soil.
2. The finished subgrade should be in a stable, non-pumping condition at the time
baserock and subbase materials are laid and compacted.
3. Lime-treated subgrade will be tested and a minimum gravel factor of 1.2 will be
obtained. The section can be redesigned if this value cannot be economically
obtained with a reasonable percentage of lime.
4. An adequate drainage system is used such that the subgrade soils are not allowed to
become saturated.
KLEINFELDER
Project No. 51-1588-01
Page 26
5. Base and subbase material should be compacted to at least 95 percent of ASTM D-
1557 maximum dry density.
6. Base materials should meet either the State of California Specifications for Class 2
Aggregate Base or the requirements for Crushed Aggregate Base as described in
Section 200-2.2 of the Standard Specifications for Public Works. Processed
Miscellaneous Base meeting the requirements of Section 200-2.5 of the Public Works
Specifications may be used if approved by the City of Carlsbad.
7. Subbase materials should meet either the State of California Specifications for Class
2 Aggregate Subbase or the requirements for Select Subbase as described in Section
200-2.6 of the Standard Specifications for Public Works. Processed Miscellaneous
Base meeting the requirements of Section 200-2.5 of the Public Works Specifications
may be used if approved by the City of Carlsbad.
8. Cement-treated aggregate base should meet the State of California minimum
specifications for Class B Cement-Treated Base.
4
9. 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.
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.
KLEINFELDER
Project No. 51-1588-01
Page 27
5.5 PORTLAND CEMENT CONCRETE SIDEWALKS, CURBS, AND GUTTERS
Portland cement concrete sidewalks, curbs, and gutters should be constructed in accordance
with the City of Carlsbad standard requirements. 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 be underlain by 8 inches of aggregate base. A
chamfered key, 1 inch by 2 inches, should be used between the curb and sidewalk 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.
KLEINFELDER
Project No. 51-1588-01
Page 28
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:
1. Continuous observation and testing during site preparation, grading, placement of
engineered fill, and pavement construction;
2. Observation of keyways and cut slopes by our engineering geologist;
3. Review of contractor submittals for recycled pavement materials, lime treatment, and
new pavement materials; and
4. Consultation as required during construction.
The above listed testing and observations would be additional services provided by our firm.
The costs for these services are not included in our current fee arrangements.
KLEINFELDER
Project No. 51-1588-01
Page 29
7.0 LIMITATIONS
1. The conclusions and recommendations of this report are for design purposes for the
Palomar Airport Road improvement project as described in the text of this report.
The conclusions and recommendations in this report are invalid if:
a. The report is used for adjacent or other property.
b. The ADDITIONAL SERVICES section of this report are not followed.
c. If changes of grades, and/or groundwater occur between the issuance of this
report and construction.
d. If any other change is implemented which materially alters the project from
that proposed at the time this report is prepared.
2. The conclusions and recommendations in this report are based on the test borings
drilled for this study. It is possible that variations in the soil conditions could exist
between or beyond the points of exploration or the groundwater elevation may
change, both of which may require additional studies, consultation, and possible
design revisions.
3. This report was prepared in accordance with the generally accepted standard of
practice existing in the Carlsbad area at the time of the investigation. No warranty,
express or implied, is made.
4. It is the owner's responsibility to see that all parties to the project, including the
designer, contractor, subcontractor, etc., are made aware of this report in its entirety.
APPENDIX A
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APPENDIX B
FIELD EXPLORATION
B.I 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 pavement was cored at four locations (Cl through C4) with
a 10-inch diameter 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 Bl.
B.2 SAMPLING
Representative samples of the subsurface materials were obtained in the borings using a 23/a-
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.
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SOIL DESCRIPTION
Well-graded gravels and gravel-sand
mixtures, little or no fines.
Poorly graded gravels and gravel-sand
mixtures, little or no fines.
Silty gravels, gravel-sand-silt mixtures. .
Clayey gravels, gravel-sand-clay
mixtures.
Well-graded sands and gravelly sands,
little or no fines.
Poorly graded sands and gravelly sands, .
little or no fines.
Silty sands, sand-silt mixtures.
Clayey sands, sand-clay mixtures.
Inorganic silts, very fine sands, rock
flower, silty or clayey fine sands.
Inorganic clays of low to medium
plasticity, gravelly clays, sandy clays,
siltv clavs, lean clavs.
Organic silts and organic silty clays of
low plasticity.
Inorganic silts, micaceous or
diatomaceous fine sands or silts, elastic
Inorganic clays of high plasticity, fat
clays.
Organic clays of medium to high
plasticity.
Peat, muck and other highly organic
soils.
5- O
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SAMPLE TYPE
- 0 T
5 -T7
- 10 -!
JM
• 20
• 25 -s
• 30 -
CONTINUOUS SAMPLE
GRAB SAMPLE
CALIFORNIA SAMPLE
NO RECOVERY
PITCHER SAMPLE
SHELBY TUBE SAMPLE
STANDARD PENETRATION
. SAMPLE
KLEIN FELDER
PROJECT NO.
M -5
DESCRIPTION OF UNIFIED
SOIL CLASSIFICATION
SYSTEM AND
BORING LOG LEGEND
PLATE
Bl
Sampler: 3.0" O.D. California Sampler and Grab
Date Co
Logged
Total De
*.r4-1D.
01Q
5 -
10—
15 -
20—
25 -
30—
FIELD
01
aEID
*
II
1
^
HI
•
X
X
1
I Blows/ft34
41
33
29
28
72/
6"
95/
4"
mplete
By:
d: 7/9/90
Debbie A. Carroll
pth: 31.5 feet
LABORATORY
DryDensitypcf108
106 MoistureContentX11
14
in r.in 4-101 Dls. cC. 01E i. <t-D 4-1 in
U (0 4-1
s. in01 4-1r in
O H
Plasticity
Index
in
4-1
c01Q.
Sample
Hammer Wt: 140 Ibs, 30" drop
DESCRIPTION
Surface Elevation: Approximately 292 ft (MSL)
n
f/ft
i:- -: .!
/
n . , ,. - , /-„
\ P E-
(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
-AClay has higher plasticity at 7' - 10'
\Yellow brown silty fine SAND, damp,
f:
dense / -
Mottled greenish and brownish sand, silt, and
CLAY, damp, stiff
Proportion of clay appears to decrease in
relation to sand
Mottled dark gray SAND and CLAY, damp,
dense, trace organics--sticks and twigs--strong
organic odor difficult drilling (OLD
^TOPSOIL/COLLUVIUM) ,_ -
Mottled orange and yellow-brown, silty to
~\ clayey SANDSTONE, very dense, damp TWEATHERED FORMATION)
\Light cementation. Difficult drilling I -
Greenish-gray CLAYSTONE and SILTSTONE, _
hard, damp — water added to hole to ease
^drilling ,-
Hole terminated at 31.5'
No free water encountered
Backfilled with cuttinss
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD
AND EL CAMINO REAL
LOG OF BORING NO. 1
PLATE
B2
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/9/90
Logged By:Debbie A. Carroll
Total Depth: 31.5 feet Hai
d-
•*£
D.aiQ
5 -
:
10— J
15 -
20—
25 -
30—
FIELD
01-Ha
ID
|
i
i
mI
K
X
I
I Blows/ft20
40
48
43
29
86/
6"
67
LABORATORY
3
•HinJ C IKS- 01 0D D Q.
\
99 MoistureContent'/.2_
24
in rin 4-101 CDI- Ca 01£ L <t-o 4J ino (n 4J
i. in
01 4->z in4-1 01O 1-
Sieve
Analysis
It-ID
01Q.
Sample
-nmer Wt: 140 Ibs, 30" drop
DESCRIPTION
Surface Elevation: Approximately 284 ft (MSL)
if
o '_
o '_
Q '_
Orange-brown clayey and silty fine SAND, dry
to damp (FILL)
Slightly lighter color at 1'
~\ Mottled greenish brown, silty CLAY, damp, T
\Stiff : / '
'
~\Bottom of sample contains clayey SAND f~
Cuttings composed of brown very fine sandy
CLAY/clayey very fine SAND, damp
Brown mottled silty and clayey fine SAND,
damp, dense
Gray-brown clayey SAND, mixed with sandy
CLAY, damp, dense, trace organics--twigs,
(OLD COLLUVIUM?)
Organic odor from cuttings at 22', water added
_. to hole to ease drilling r -
\Perched water at contact / _
Olive green CLAYSTONE, hard, damp,
moderately fractured, iron staining on fracture
surfaces (WEATHERED FORMATION)
Mottled brown, orange and olive
-.CLAYSTONE, hard, damp ,- "
Hole terminated at 31.5'
Backfilled with cuttings
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 2 B3
f -\
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/9/90
Logged
Total De
d-
£
a.01Q
5 -
10—
15 -:
20—
25 -
30—
FIELD
Samplemil
1
II
•Blows/ft69
6"7
70/
3"
By:Debbie A. Carroll
pth: 16.0 feet
LABORATORY
DryDensitypcf94 MoistureContent•/.25 Compress.StrengthtsfL III
01 4->r in+j g|
0 h-
Plasticity
Index
Ul4-1
HID.
Sample
Hammer Wt: 140 Ibs, 30" drop
DESCRIPTION
Surface Elevation: Approximately 268 ft (MSL)
-;Light brown silty fine SAND, loose, dry (FILL)
Mottled gray, brown and orange CLAYSTONE and"
SILTSTONE, hard, damp, upper 2' iron stained
(WEATHERED FORMATION)
Light gray and gray-brown SILTSTONE/
CLAYSTONE, hard, damp
Orangeish brown CLAYSTONE/SILTSTONE, hard,-
Brown and olive green CLAYSTONE, hard, damp
Dark gray SILTSTONE with iron staining, very _
\hard, damp j
Total depth 15.0
No free water encountered
Backfilled wih cuttings
KLEINFELDER
PROJECT NO. 51-1588-01
V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 3 B4
J
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 Harnmer Wt: 140 Ibs, 30" drop
V-
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01Q
FIELD
u-i
Pnen
4-1
\VI
Q
-H
ffl
WU111 28
HCKJ
5 il 40
fl
10— U1 81
111fl•M
15 -1 51
fl
•
20—
-
25 -
30—
35 -
LABORATORY
3
4J
3 C <t-
i. 01 U
D D Q-
107
01
1. 4-1
D C4J 01
•H C0 0£ 0 X
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in r
VI 4-101 01L C
E i- <i-D 4-> VIO U) 4J
L U
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4-> 010 H
^VI
4J
C01D.
DESCRIPTION
Surface Elevation: Approximately 319 ft (MSL)mfi
1 —
—
Brown sandy CLAY, dry 0-1', damp below 1',
loose, disurbed by farming (FILL)
Mottled orangeish and yellowish brown
CLAYSTONE, hard, damp
-, (WEATHERED FORMATION) ,- _
Light greenish gray silty fine SANDSTONE, iron
staining in veins, hard, damp, pockets and
~\disseminated caliche f~ •
1 Orangeish silty CLAYSTONE with trace sand, j~_
\damp to moist, hard /
1 Light gray silty very fine SANDSTONE with
(occasional interbeds of greenish gray
CLAYSTONE, hard, damp
\
-i Greenish gray and orange brown interbeded r
SILTSTONE/CLAYSTONE, hard, damp,
(occasional fine SANDSTONE interbeds |
and lenses 11
Total depth 15.5' _
No free water encountered
Backfilled with cuttings
-
—
-
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 4 B5
J
Sampler: 3.0" O.D. California Sampler
Date Completed: 7/9/90
Logged
Total De
+j
•.j:4-1a01Q
5 -
10—
15 -
20—
25 -
30—
3<
FIELD
01-HEL
a0)
I
•
Hip
i Blows/ft65
34
77
By:Debbie A. Carroll
pth: 11.5 feet
LABORATORY
IB•p•Hin3 C <t-L 01 0D D 0.
107
us. +>
D C4-1 11in .u
•H C0 0z o x
10
•in rin -P01 aI. Ca 01ES.to 4-1 ino en 4J
L n
01 4Jr in4J Bl0 t-
*-
4-1
C
01a.
Hammer Wt: 140 Ibs. 30" drop
DESCRIPTION
Surface Elevation: Approximately 297 ft (MSL)
•
Dark brown slightly sandy CLAY, loose, dry to
~\damp, disturbed by farming (FILL) l~
1 Orangeish brown and greenish brown SILSTONET -
land CLAYSTONE hard, damp
-,\(WEATHERED FORMATION) r
Light gray, very fine SANDSTONE with iron
Istaining in veins and pockets, very dense,
idamp, caliche in pockets and disseminated
Olive green and orange CLAYSTONE, hard, damp_
Total depth 11.5'
No free water encountered
Backfilled with cuttings
jj
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 5 B6
^s
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/9/90
Logged
Total De
d-
r
0.01D
5 -
10—
.
15 -
20—
25 -
30—
FIELD
01•HQ.
It(0
Jii|ij|
^-
111
1
1 Blows/ft42
80
68/
6"
74/
6"
By:Debbie A. Carroll
:pth: 15.5 feet
LABORATORY
DryDensitypcf011- 4-1D C4-< 01
Ul 4-1••i C.0 0£ 0 X
ui r
Ul +1
01 01L Ca 01E L li-
0 4-> UlO W) 4J
L Ul
01 +Jr ui
4-1 HIO H
0
4-1
C
01
D.
Sample
Hammer Wt: 140 Ibs, 30" drop
DESCRIPTION
Surface Elevation: Approximately 283 ft (MSL)
%
Brown sandy CLAY, dry to damp (FILL)
Olive green CLAYSTONE, hard, damp - dessicated
with gypsum crystal growth dissemeninated
throughout (WEATHERED FORMATION)
Grayish green silty CLAYSTONE and clayey
SILTSTONE, hard, damp, iron stained in veins
Slight color change to yellow-green lenses; and
laminate of yellow silt within CLAYSTONE
Color change to orangeish brown
Olive green silty CLAYSTONE with iron stained -
laminate and veins, hard, damp
Total depth 15.0'
No free water encountered
Backfilled with cuttings
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 6 B7
_
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/9/90
Logged
Total De
+j
f4Ja01a
5 -
10—
15 -
20-
25 -
30—
oc
FIELD
01-in.
IDCO
XXi
I
HI1 Blows/ft46
24
80
By:Debbie A. Carroll
:pth: 11.5 feet
LABORATORY
DryDensityperMoistureContent•/.Compress.StrengthtsrL U01 -Pr ui-|J 010 h-
Max. Density
R-Value
Sieve
Analysis
ID+J
010.
Sample
Hammer Wt: 140 Ibs, 30" drop
DESCRIPTION
Surface Elevation: Approximately 312 ft (MSL)
Dark brown clayey fine SAND/, moist, medium
dense (FILL)
Green-brown clay with sand, damp to moist,
\stiff, minor organic / •
Grayish green, silty CLAYSTONE and clayey
SILTSTONE, iron stained, hard, damp
(WEATHERED FORMATION)
Dark olive green to brown clayey SIL'l STONE anoL
CLAYSTONE with abundant iron staining, hard,
-\damp, bedded /-
Total depth 11.5'
No free water encounterd
Backfilled with cuttings _
J J
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 7 B8
J
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/10/90 Sample
Logged By: Debbie A. Carroll
Total Depth: 11.5 feet Hainmer Wt: 140 Ibs, 30" drop
4J
V-
^r
a
01a
FIELD
01-M
EID(n
4J<»-\in
a-Hm
8aHI I 1 Amm 24
1] 33n
-M
TI72/
Til 4 5"n
15 -
~
20—
25 -
30—
35 -
LABORATORY
3
4J•H
3 C S-s. u oa o a
HIi. +JD Cjj u
•H C0 0r o x
in rm 4JU Dls. c
E L li-o 4-1 ino w -u
L U
£ U4-1 01O H
i.10
4-1
C0101
DESCRIPTION
Surface Elevation: Approximately 275 ft (MSL)
&/&
P
Brown fine sandy CLAY, dry to damp (FILL)
Interbeded greenish and orangeish clayey fine
SANDSTONE and CLAYSTONE (from
_. cuttings—majority of material is CLAYSTONE)
\hard, damp (WEATHERED FORMATION) /
Green gray and orange CLAYSTONE with minor
lenses and interbeds of SILTSTONE,
hard, damp
Total depth 11.0'
No free water encountered
Backfilled with cuttings
-
-
-
-
. —
.
KLEINFELDER
PROJECT NO. 51-1588-01
V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 8 B9
J
Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/10/90 Sample
Logged By: Debbie A. Carroll
Total Depth: 15.5 feet Hainmer Wt: 140 Ibs, 30" drop
•MV-
^r
4JEL010
FIELD
ni-iLL
HI(fl
X
•
4-1
t-
w
0^m
17
5 Jl21Till
f]
10 — LJJl42
15 4 62/
I* Till 4"
-
20—
25 -
30—
•3C
LABORATORY
3
4-1
•H
3 L <t-L m uD D Q.
115
ui- -M3 C+J U
•H C0 0Z 0 X
13
.
ID £ID 4JU OlL C
E 1. <H0 4-1 UlO (0 4-1
L 01
r ui4-1 010 H
to
4J
01D.
DESCRIPTION
Surface Elevation: Approximately 312 ft (MSL)
IIP Disturbed formation consisting of chunks ofin1SILTSTONE, SANDSTONE and CLAYSTONE nfixf
With minor amount of organic topsoil (FILL) /
"\Dark brown fine sandy CLAY, stiff, damp (FILjQ -
Brown sandy CLAYSTONE and clayey fine
SANDSTONE, majority of material
CLAYSTONE — hard, damp with disseminated
caliche (WEATHERED FORMATION/COLLUVIU:
Orange-brown CLAYSTONE with occasional lenses-
and interbeds of clayey SANDSTONE, hard, damn_
'
Mottled with olive green CLAYSTONE
Total depth 15.0'
No free water encountered
Backfilled with cuttings
—
-
—
-
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 9 B10
>
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 Har
4-1
<t-
^r
a01o
5
10-
15
20-
25
nmer Wt: 140 Ibs, 30" drop
FIELD
01-\
TO
fi
4J
\n
0
m
IJI 44
.1
Til 67/
J|71/III 6"
]\
—
-
-
30—
35
H
1
-
nn
LABORATORY
34J
3 C *-L 111 0000.
111
HI
3 C
•-I C0 0Z. O X
14
.
ID 4J
01 01I- C
E L t-0 4J IDO (0 4J
L U)
£ Ul4J 01O 1-
R-Value
Sieve
Analysis
Max
Density
Plasticity
Index
in4J
C010.
DESCRIPTION
Surface Elevation: Approximately 318 ft (MSL)
M.jji
Brown sandy CLAY, dry to damp (FILL)
Scattered gravel at 1.5'
Dark brown CLAY with specks of orange and
r, green formational material, hard, damp r -
\ (HIGHLY WEATHERED /
\FORMATION/COLLUVIUM) /
Mottled greenish gray and orangeish clayey
SILTSTONE, hard, damp, (WEATHERED
FORMATION)
Total depth 11.0'
No free water encountered
Backfilled with cuttings
—
—
-
—
-
KLEINFELDER
PROJECT h'O. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 10 B11
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 Harnmer Wt: 140 Ibs, 30" drop
4J
^r
4->D.01Q
FIELD
01
QEQcn
4-1
\
ID30•Hm
1 1yIV1
I 23111
5 —iff .24
1"Hfl
JJ1 (} mitii™
Ji79/111 5.5"
U 7215 HI
fl
"
20—
25 -
30—
35 -
LABORATORY
u
4-1
to3 C <i-L 01 0ODD.
109
109
II
L 4J3 C4-* Q)Ifl 4J•H C0 QZ 0 X
16
18
.ID £U 4J01 D
Q. 01
o 4-1 ino en 4J
L in
Ul ++r in4J 010 H
Max. Density
Direct Shear
R-Value
Sieve
Analysis
Expansion
Index
10
4-1
01a
DESCRIPTION
Surface Elevation: Approximately 276 ft (MSL)
am9
lH
w•
PWm
Orange-brown and olive silty and sandy CLAY,
stiff, damp (FILL)-
-
Darker green color, slight organic ordor
"
Grayish-green and olive silty CLAYSTONE, hard, -
damp, scatterd iron staining (WEATHERED
FORMATION)
-
-
—
Total depth 15.5'
No free water encountered
Backfilled with cuttings
—
-
—
-
KLEINFELDER
PROJECT NO. 51-1588-01V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 11 B12
Sampler: 3.0" O.D. California Sampler and Grab
Date Co
Logged
Total De
4-1
l»-
•tr4-1D.01
Q
5 -
10—
15 -
20—
25 -
30—
oc
FIELD
01-H
D.EIIin
Xi
i
i
i Blows/ft22
40
22
24
mplete
By:
d: 7/10/90
Debbie A. Carroll
;pth: 16.5 feet
LABORATORY
DryDensitypcf111 MoistureContentX13
u rID 4-101 01L Ca 01E (- d-0 4-1 IDO W 4->
L 1001 4->r 10
4-> 010 h-
104J
iT010.
Sample
Hammer Wt: 140 Ibs, 30" drop
DESCRIPTION
'::' '.
\
Surface Elevation: Approximately 288 ft (MSL)
Light brown silty fine SAND, medium dense, dry
to damp (FILL)
Brown and orangeish brown sandy CLAY stiff,
damp
Occasional chunks of green claystone-scattered
zones of CLAYSTONE
Roughly 50% mix of clayey fine SAND and sandy_
CLAY in sample :
Light brown and orange brown silty SANDSTONE,
, dense, damp (WEATHERED FORMATION) ._ "
Total depth 16.5'
No free water encountered
Backfilled with cuttings
KLEINFELDER
PROJECT NO. 51-1588-01
V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 12 B13
D
f -\Sampler: 3.0" O.D. California Sampler and Grab
Date Completed: 7/10/90
Logged
Total De
4J*-
•*r
4J
0.
D
5
10-
15
20-
25
30-
35
i
-
FIELD
01
-Ma
ro<n
Xi
i
1 Blows/ft48
78/
4"
74/
4"
M
By:Debbie A. Carroll
:pth: 11.5 feet
LABORATORY
DryDensitypcf104 MoistureContent'/.22 Compress.StrengthtsfL HI
01 -Ur in4J (U
O h-
Max. Densit>
R-Value
Sieve
Analysis
<»-
10
4J
*,c01a
Sample
Hammer Wt: 140 Ibs, 30" drop
DESCRIPTION
Surface Elevation: Approximately 304 ft (MSL)
Light greenish gray and orange sandy CLAY, damp
r, to moist, firm to stiff (FILL) ,-
Light grayish green and orangish CLAYSTONE,
hard, damp, occasional lenses and interbeds of
clayey SANDSTONE
Light greenish gray clayey and fine sandy
SILTSTONE, hard damp, abundant iron staining
Light yellowish brown silty fine SANDSTONE,
-,very dense, damp, with mica ,-
Total depth 11.5'
No free water encountered
Backfilled with cuttings
KLEINFELDER
PROJECT NO. 51-1588-01
V
PALOMAR AIRPORT ROAD PLATE
AND EL CAMINO REAL
LOG OF BORING NO. 13 B14
-J
D
K L E I N F E L D E R
APPENDIX C
LABORATORY TESTING
C.I GENERAL
Soil and pavement samples obtained during our field exploration were sealed in brass
sampling liners or plastic bags and transported to our laboratory for testing. The purpose
of the testing program was to evaluate their physical characteristics and engineering
properties. The program for soil materials included tests for moisture content, unit weight,
Atterberg limits, grain size, moisture-density relationships, direct shear, U.B.C. expansion
index, R-value, sand equivalent, and corrosiviry tests. The program for pavement materials
included unit weight, extraction tests, grain size, and viscosity.
C.2 GRAIN SIZE ANALYSIS
Grain size distributions were obtained by sieve analysis to assist in soil classification and
aggregate evaluation. Results are presented on Plates Cl and C14.
C.3 ATTERBERG LIMITS
Atterberg limit tests were performed on three soil samples to aid in soil classification and
to evaluate the plasticity characteristics of the materials. Tests were performed in general
accordance with ASTM Test Method D-4318. Results of these tests are summarized on
Plate C2.
C.4 EXPANSION INDEX
Expansion index tests were performed on three selected, fine-grained soil samples. Test
procedures were in general accordance with the Uniform Building Code (UBC) Standard
29-2. Results of these tests are presented on Plate C3 and indicate the expansion potential
of remolded site soils.
C.5 DIRECT SHEAR TEST
Direct shear tests were performed on three undisturbed samples of soil to evaluate their
strength. Three levels of normal (vertical) load were used. After equilibrium under each
D
K L E I N F E L D E R
normal load had been achieved, the sample was sheared by applying a lateral (horizontal)
load at a uniform rate of strain. The maximum shear stress measured during loading was
plotted against normal load, and a shear strength envelope was plotted. The shear strength
envelope can be used to estimate the strength of the soil under field loading conditions.
Results of the direct shear tests are summarized on Plates C4, C5, and C6.
C.6 MOISTURE-DENSITY RELATIONSHIP
Bulk samples of four subgrade soils were tested to evaluate their moisture-density
relationships in general accordance with ASTM D1557. The characteristic moisture content
versus dry density curve (commonly referred to as the Compaction Curve) for each sample
is plotted on Plates C7, C8, C9, and CIO.
C.7 R-VALUE
Resistance value (R-value) tests were performed on four soil samples in accordance with
California Test Method 301. These test results are presented on Plate Cll.
C.8 CHEMICAL AND CORROSIVITY TESTS
Three soil samples were delivered to Analytical Testing, Inc. where they were tested for pH,
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.1Q 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
KLEINFELDER
was extracted, it was sieved to obtain the gradation. The grain size analysis and extracted
asphalt content for each pavement core are presented on Plate C14.
C.ll ASPHALT VISCOSITY
For two of the asphalt concrete samples, the extracted asphalt was reclaimed from solution
by ASTM D-1856, and its consistency was evaluated on the basis of viscosity at 140°F by
ASTM D-2171. The asphalt viscosities for the tested samples are also included on Plate
C14.
D
cn°
"£J H r>
o
c , *~rl H io«-
« ^H
I fsS
1 « o
01
H
CO
izi ^
i ^ -H OD O
g S™^
g «
1O
o J
o
C J
•H (N T
M CQ
^^ •
tN
-P tr>
S-SSgO W Q) j
M W -H '^0) (0 W UJ
KLEINFEL
PROJECT NO. 51-1588-01
oooooocTicoinr-
OOOOOOCTiCTiCOVO
H H H H H H
H H H H H
^3 ^D ^3 O^ P** C^ LO ^D C^ LO^D ^D ^D o^ o^ o*t co r*** ^D LO
H H H
H H H H H
H
H H H H
= = = rtooo°°-> ^^ CN CO ™ . Q O
co *~H n ^^ ^^ ^^ 5^ *^
PALOMAR AIRPORT ROAD AND PLATE
DER EL CAMINO REAL C1
GRADING ANAIY^i^
GROUP
SYMBOL
OL
ML
CL
OH
MH
CH
UNIFIED SOIL CLASSIFICATION
FINE GRAINED SOIL GROUPS
Organic silts and organic silty
clays of low plasticity
1 norgan ic clayey sitts to very
fine sands of slight plasticity
Inorganic clays of low to
medi um plasticity
Organic clays of medium to
high plasticity, organic silts
1 norgan ic silts and
clayey silts
Inorganic clays of
high plast ici ty
LIQUID LIMIT
TEST
SYMBOL
•
«.
A
BORING
NO.
B2
B3
BIO
SAMPLE
Depth
2'-4' .
.2'
51
L 1 OJJ 1 D
LIMIT
: 36
63
58 •
PLASTICITY
INDEX
12
19
24
CLASS 1 Fl CATION
Clayey SAND (SC)
Clayey SILT (MH)
Clayey SILT (MH)
KLE1NFELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
PLASTICITY CHART
PLATE
C2
LOCATION
Bll-3 @
1.5'-4.(
I B13-2 @
0'-3.0'
B7-2 @
0-1.5'
INITIAL MOISTURE FINAL MOISTURE EXPANSION
CONTENT (%) DRY DENSfTY (PCF) CONTENT (%) SWELL (%) INDEX *
12.3
15.0
8.0
100.3
108.2
121.2
27.6
36.5
13.2
10.3
14.3
0,1
103
143
.1
EXPANSION
CLASSIFICATION **
HIGH
VERY HIGH
VERY LOW
* PER TEST METHOD UBC 29-2
** CLASSIFICATION OF EXPANSIVE SOILS
Expansion Index Potential Expansion
0-20
21-50
51-90
91-130
above 130
Very low
Low
Medium
High
Very high
KLEINFELDER
PROJECT NO. 51-1588-01
EXPANSION TEST RESULTS
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
PLATE
C3
3.0
CM
4-> 0M_ C. .
•^
Q.
LUo:
h-
1.0
1.0 2.0
NORMAL STRESS a, kip/ft2
BORING NO BI SAMPLE NO..
3.0
DEPTH, ft in n
11 ?. 3
DESCRIPTION Mottled gggen and hrnwn sanrly and si Ity P.T.AY
SYMBOL
DRY DENSITY lb/ft3
INITIAL WATER CONTENT ^
FINAL WATER CONTENT %
NORMAL STRESS a, kip/ft2
SHEAR STRESS T, kip/ft2
14.2 14.2 14.2
23.0 23.2 22.6
1.00 2.00 3.00
0.97 2.26 2.18
ANGLE OF INTERNAL FRICTION, <f>
COHESION, kip/ft2
29
0.40
KLEIN'FELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
DIRECT SHEAR TEST
PLATE
C4
CO
CO
uj
a:
3:
CO
3.0
2.0
1.0
1.0 2.0 3.0
NORMAL STRESS 0, kip/ft2
BORING NO. B2 SAMPLE NO. 10 DEPTH, ft 30-°
DESCRIPTION Mottled brown, orange and olive CLAYSTONE
SYMBOL
DRY DENSITY lb/ft3
INITIAL WATER CONTENT %
FINAL WATER CONTENT %
NORMAL STRESS a, kip/ft2
SHEAR STRESS T , kip/ft2
97.7 Q8 _ 8
23.6 7-3 fi
28.6 28
1.00
0.94 1.78
ANGLE OF INTERNAL FRICTION, cj)
COHESION, kip/ft2
100.0
73,6
29.6
3.00
2.46
37
0.20
KLEINFELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
DIRECT SHEAR TEST
PLATE
C5
a.
_*
H
CO
CO
LUa:
I—
CO
a:
n:
CO
4.0
3.0
2.0
1.0
1.0 2.0
NORMAL STRESS a, kip/ft2
3.0
BORING NO.Bll SAMPLE NO..DEPTH, ft 10.0
DESCRIPTION Grayish-green and olive silty CLAYSTONE
SYMBOL
DRY DENSITY lb/ft3
INITIAL WATER CONTENT %
FINAL WATER CONTENT %
NORMAL STRESS a, kip/ft:
SHEAR STRESS T, kip/ft:
109.5 109.4
17.7 17.7
27.7 25.5
1.00 2.00
2.91 2.38
ANGLE OF INTERNAL FRICTION, <f)
COHESION, kip/ft2
109.3
17.7
24.7
3.00
3.67
20
2.55
KLE1NFELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
DIRECT SHEAR TEST
PLATE
C6
I4O
135
I3O
H-
O
Ou.
0
CO l25
o
(T
UJ0.
Q 120
Z
00.
1
H-
UJ l15
K-
Z
(CQ 110
105
I00(
^
'
S
/
k \
\
\
*
rx
\
\ \
\A\ '^\^
\\s \\
s \
\'
\
\
\
\\\\ \
\
\
\
\
\ \A
\'
\
\\ |
A\\
\\\\\\s
\
\
s\\\\\
SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
Sample B7-2 @ 0'-2.
TEST SYMBOL
TEST METHOD
MAXIMUM DRYDENSITY (PCF )
OPTIMUM WATER
CONTENT (%)
UNIFIED SOIL
CLASSIFICATION
NATURAL WATER
CONTENT 1%)
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
\
\\^ s.
A\\
\^ \
\\'\
\s\\\v
\
\
\ \
\
^X
0'
•
ASTM D1557
135.5
7.5
CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TO'
^ 2.75
S^/ 2.70
fS' 2'65
>
^
r\\\
XvVL-5\XiA^A^\\
s
) 4 8 12 16 20
WATER CONTENT - PERCENT OF DRY WEIGHT
KLE1NFELDER
PREPARED BY: DATE
CHECKED BY: DATE.
PALOMAR Al
EL CAMINO
\
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24
RPORT ROAD AND
REAL
COMPACTION D
PROJECT NO.51-1588-01 PLAT
1 A GRAM
E NO. C7
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MATERIAL DESCRIPTION;
Sample B10-2 @ O'-l
TEST SYMBOL
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TEST METHOD
MAXIMUM DRYDENSITY (PC F )
OPTIMUM WATER
CONTENT (%)
V UNIFIED SOIL
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NATURAL WATER
CONTENT (%)
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ASTM D1557
124.
10.
0
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CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TO'
^ 2.75
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WATER CONTENT - PERCENT OF DRY WEIGHT
KLEINFELDER
PREPARED BY: DATE:
CHECKED BY: DATE:
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24
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
COMPACTION
PROJECT NO.51-1586-01
DIAG
°LATE NO
RAM
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SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
Sample Bll-3 @
TEST SYMBOL
TEST METHOD
MAXIMUM DRY
DENSITY [PCF )
OPTIMUM WATER
CONTENT (%)
UNIFIED SOIL
CLASSIFICATION
NATURAL WATER
CONTENT (%)
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
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ASTM D1557
118.2
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CURVES OF 100% SATURATION
FOR SPECIFIC GRAVITY
EQUAL TO'
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WATER CONTENT - PERCENT OF DRY WEIGHT
KLEINFELDER
PREPARED BY: DATE:
CHECKED BY: DATE:
PALOMAR AIRPORT
EL CAMINO REAL
COMPACTION
PROJECT NO. 51-1588-01
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ROAD AND
DIAGRAM
PLATE NO C9
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SUMMARY OF TEST RESULTS
MATERIAL DESCRIPTION;
Sample B13-2 @ 0'-3.0'
TEST SYMBOL «
TEST METHOD ASTM
MAXIMUM DRY - _ _
DENSITY (PCF) 113.0
OPTIMUM WATER ICC
CONTENT (%) i--' • D
UNIFIED SOIL
CLASSIFICATION
NATURAL WATERCONTENT (%)
LIQUID LIMIT
PLASTIC LIMIT
SPECIFIC GRAVITY
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WATER CONTENT - PERCENT OF DRY WEIGHT
KLEINFELDER
PREPARED BY: DATE:
CHECKED BY: DATE.
D1557
OF IOO% SATURATION
ICIFIC GRAVITYTO'
— 2.75
— 2.70
— 2.65
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24
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
COMPACTION
PROJECT NO.51-1588-01 P
DIAGRAM
LATE NO. C10
Sample
Number
RESISTANCE VALUE TEST RESULTS
PALOMAR AIRPORT ROAD
Depth
Description Resistance
Value
B7-2
B10-2
Bll-3
B13-2
0' - 1.5'
0' - 1.5'
1.5' - 4'
0'-3'
Brown Clayey SAND 11
Brown Sandy CLAY 10
Orangeish Brown Silty CLAY Less than 5
Greenish Brown Sandy CLAY Less than 5
KLEINFELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
RESISTANCE VALUE TEST RESULTS
PLATE
C11
Sample No.
CORROSIVITY TEST RESULTS
pH
Resistivity
(ohm-cm)
Soluble
Sulfate
Content
(ppm)
Soluble
Chloride
Content
(ppm)
B3-2 @ 1.5'-3.
B6-3 @ y-T
B7-2 @ 0'-2'
7.3
5.9
7.3
2260
158
2270
<100
3190
165
50.6
960
<5
KLE1NFELDER
PROJECT NO. 51-1588-01
PALO MAR AIRPORT ROAD AND
EL CAMINO REAL
CORROSIVITY TEST RESULTS
PLATE
C12
Core Number
ASPHALT TESTING RESULTS
PALOMAR AIRPORT ROAD
Asphalt Thickness Unit Weight (PCF)
Cl
C2
C3
C4
6"
5"
1.5"
2"
140
140
135
137
KLEINFELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMJNO REAL
ASPHALT TEST RESULTS
PLATE
C13
ASPHALT EXTRACTION DATA
PALOMAR AIRPORT ROAD
1. Aggregate Sieve Analysis
Percent Passing
Sieve Size
Core
1
Core
2
Core
2
Core
4
4
8
16
30
50
100
200
(wash)
92
82
55
41
30
24
14
8
5.1
98
88
62
48
37
26
17
10
6.3
98
88
62
48
37
26
17
10
6.4
95
85
59
45
34
25
16
9
5.9
2. Asphalt Content of Total Mix
5.1%5.7%5.3%5.2%
3. Viscosity of Recovered Asphalt (Poses)
77,000 223,000
KLEINFELDER
PROJECT NO. 51-1588-01
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
ASPHALT EXTRACTION DATA
PLATE
C14
D
KLEINFELDER
APPENDIX D
SUGGESTED GUIDELINES FOR
EARTHWORK AND PAVEMENT CONSTRUCTION
PALOMAR AIRPORT ROAD IMPROVEMENTS
1.0 (GENERAL
1.1 Scope - The work done under these specifications shall include clearing,
stripping, removal of unsuitable material, excavation, installation of subsurface
drainage, preparation of natural soils, placement and compaction of on-site
and imported fill material and placement and compaction of pavement
materials.
1.2 Contractor's Responsibility - A geotechnical investigation was performed for
the project by Kleinfelder and presented in a report dated September 14,
1990. The Contractor shall attentively examine the site in such a manner that
he can correlate existing surface conditions with those presented in the
geotechnical investigation report. He shall satisfy himself that the quality and
quantity of exposed materials and subsurface soil or rock deposits have been
satisfactorily represented by the Geotechnical Engineer's report and project
drawings. Any discrepancy of prior knowledge to the Contractor or that is
revealed through his investigations shall be made known to the Owner. It is
the Contractor's responsibility to review the report prior to construction. The
selection of equipment for use on the project and the order of work shall
similarly be the Contractor's responsibility. The Contractor shall be
responsible for providing equipment capable of completing the requirements
included in following sections.
UHI KLEINFELDER
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 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.
tJdfcl KLEINFELDER
2.0 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 that are suitable for use in new compacted fill
may be stockpiled for future use. All organic materials, topsoil, expansive
soils, oversized rock or other unsuitable material shall be removed from the
site by the Contractor or disposed of at a location on-site, if so designated by
the Owner.
2.4 Ground Surface - The ground surface exposed by stripping shall be scarified
to a depth of 6 inches, moisture conditioned to the proper moisture content
for compaction and compacted as required for compacted fill. Ground
surface preparation shall be approved by the Geotechnical Engineer prior to
placing fill.
[jSSft] KLEINFELDER
3.0 EXCAVATION
3.1 General - Excavations shall be made to the lines and grades indicated on the
plans.
The data presented in the Geotechnical Engineer's report is for information
only and the Contractor shall make his own interpretation with regard to the
methods and equipment necessary to perform the excavation and to obtain
material suitable for fill.
3.2 Materials - Soils which are removed and are unsuitable for fill shall be placed
in nonstructural areas of the project, or in deeper fills at locations designated
by the Geotechnical Engineer.
All oversize rocks and boulders that cannot be incorporated in the work by
placing in embankments or used as rip-rap or for other purposes shall be
removed from the site by the Contractor.
3.3 Treatment of Exposed Surface - The ground surface exposed by excavation
shall be scarified to a depth of 6 inches, moisture conditioned to the proper
moisture content for compaction and compacted as required for compacted
fill. Compaction shall be approved by the Geotechnical Engineer prior to
placing fill.
3.4 Rock Excavation - Where solid rock is encountered in areas to be excavated,
it shall be loosened and broken up so that no solid ribs, projections or large
fragments will be within 6 inches of the surface of the final subgrade.
0&13 K L E I N F E L D E R
4.0 COMPACTED FILL
4.1 Materials - Fill material shall consist of suitable on-site or imported soil. All
materials used for structural fill shall be reasonably free of organic material,
have a liquid limit less than 30, a plasticity index less than 15, 100% passing
the 3 inch sieve and less than 30 percent passing the #200 sieve.
4.2 Placement - All fill materials shall be placed in layers of 8 inches or less in
loose thickness and uniformly moisture conditioned. Each lift should then be
compacted with a sheepsfoot roller or other approved compaction equipment
to at least 90 percent relative compaction in areas under structures, utilities,
roadways and parking areas, and to at least 85 percent in undeveloped areas.
No fill material shall be placed, spread or rolled while it is frozen or thawing,
or during unfavorable weather conditions.
4.3 Benching- Fill placed on slopes steeper than 5 horizontal to 1 vertical shall
be keyed into firm, native soils or rock by a series of benches. Benching can
be conducted simultaneously with placement of fill. However, the method
and extend of benching shall be checked by the Geotechnical Engineer.
Benching details are shown at the end of these guideline specifications.
4.4 Compaction Equipment- The Contractor shall provide and use sufficient
equipment of a type and weight suitable for the conditions encountered in the
field. The equipment shall be capable of obtaining the required compaction
in all areas.
4.5 Recompaction- When, in the judgement of the Geotechnical Engineer,
sufficient compactive effort has not been used, or where the field density tests
indicate that the required compaction or moisture content has not been
obtained, or if pumping or other indications of instability are noted, the fill
i KLEINFELDER
shall be reworked and recompacted as needed to obtain a stable fill at the
required density and moisture content before additional fill is placed.
4.6 Responsibility - The Contractor shall be responsible for the maintenance and
protection of all embankments and fills made during the contract period and
shall bear the expense of replacing any portion which has become displaced
due to carelessness, negligent work or failure to take proper precautions.
UJftl KLEINFELDER
5.0 UTILITY TRENCH BEDDING AND BACKFILL
5.1 Material - Pipe bedding shall be defined as all material within 4 inches of the
perimeter and 12 inches over the top of the pipe. Material for use as bedding
shall be clean sand, gravel, crushed aggregate or native free-draining material,
having a Sand Equivalent of not less than 30.
Backfill should be classified as all material within the remainder of the trench.
Backfill shall meet the requirements set forth in Section 4.1 for compacted fill.
5.2 Placement and Compaction - Pipe bedding shall be placed in layers not
exceeding 8 inches in loose thickness, conditioned to the proper moisture
content for compaction and compacted to at least 90 percent relative
compaction. All other trench backfill shall be placed and compacted in
accordance with Section 306-1.3.2 of the Standard Specifications for
Mechanically Compacted Backfill. Backfill shall be compacted as required for
adjacent fill. If not specified, backfill shall be compacted to at least 90
percent relative compaction in areas under structures, utilities, roadways,
parking areas and concrete flatwork, and to 85 percent relative compaction
in undeveloped areas.
kMJ KLEINFELDER
6.0 SUBSURFACE DRAINAGE
6.1 General - Subsurface drainage shall be constructed as shown on the plans.
Drainage pipe shall meet the requirements set forth in the Standard
Specifications.
6.2 Materials - Permeable drain rock used for subdrainage shall meet the
following gradation requirements:
Sieve Size Percentage Passing
3" 100
1-1/2" 90 - 100
3/4" 50-80
No. 4 24-40
No. 100 0-4
No. 200 0-2
6.3 Geotextile Fabric - Filter fabric shall be placed between the permeable drain
rock and native soils. Filter cloth shall have an equivalent opening size
greater than the No. 100 sieve and a grab strength not less than 100 pounds.
Samples of filter fabric shall be submitted to the Geotechnical Engineer for
approval before the material is brought to the site.
6.4 Placement and Compaction - Drain rock shall be placed in layers not
exceeding 8 inches in loose thickness and compacted as required for adjacent
fill, but in no case, to be less than 85 percent relative compaction. Placement
of geotextile fabric shall be in accordance with the manufacturer's
specifications and shall be checked by the Geotechnical Engineer.
- K L E I N F E L D E R
7.0 SUBGRADE, BASE, AND SUBBASE FOR PAVED AREAS
7.1 Subgrade Preparation - After completion of any utility trench backfill and
prior to placement of aggregate base, the upper 12 inches of subgrade soil
shall be uniformly compacted to at least 95 percent relative compaction.
Scarifying, moisture conditioning and compacting in both cut and fill areas
may be required to meet this specification. If lime-treated soil is approved
for use, it shall meet the requirements of Section 301-5.
7.2 Base Material - Base materials should meet either the State of California
Specifications for Class 2 Aggregate Base or the requirements for Crushed
Aggregate Base as described in Section 200-2.2 of the Standard Specifications
for Public Works. Processed Miscellaneous Base meeting the requirements
of Section 200-2.5 of the Public Works Specifications may be used if approved
by the City of Carlsbad.
7.3 Subbase Material - Subbase materials should meet either the State of
California Specifications for Class 2 Aggregate Subbase or the requirements
for Select Subbase as described in Section 200-2.6 of the Standard
Specifications for Public Works. Processed Miscellaneous Base meeting the
requirements of Section 200-2.5 of the Public Works Specifications may be
used if approved by the City of Carlsbad.
7.4 Cement-Treated Aggregate Base - Cement-treated aggregate base should meet
the State of California minimum specifications for Class B Cement-Treated
Base.
After the subgrade is properly prepared, all base and subbase shall be placed
in layers, moisture conditioned as necessary and compacted with suitable
equipment to at least 95 percent relative compaction. The final compacted
thickness of base and subbase shall be as shown on the plans.
U^jj 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 3A" maximum coarse Asphaltic Concrete. Recycled Asphalt
Concrete meeting the requirements of Section 203-7 of the Standard
Specifications for Public Works may be used if approved by the City of
Carlsbad and the amount of recycled materials is 15 percent or less of the
total mix. Asphalt concrete should be AR 8000 for pavement construction
from March to October, and AR 4000 from November to February.
Where a prime coat is specified, the type and grade of asphalt for use as
prime coat shall be SC 250 with an application rate of 0.10 to 0.25 gallons per
square yard. The type and grade of asphalt for use as tack coat shall be SSI
or SSlh with an application rate of 0.05 to 0.10 gallons per square yard.
The type and grade of asphalt for use as seal coat shall be MC 250 or RC 250
with an application rate of 0.15 to 0.20 gallons per square yard. Sand blotter,
if needed to prevent "pick-up", shall be spread at a rate of 10 to 15 pounds
per square yard.
8.3 Placement - The asphalt concrete material and placement procedures shall
conform to appropriate section of the Standard Specifications.
FILL SLOPE
NATURAL GROUND
REMOVE UNSUITABLE MATERIAL
PROJECTED PLANE
1 TO 1 MAXIMUM FROM TOE
OF SLOPE TO APPROVED
GROUND
XBENCH HEIGHT
KEY DEPTH'15' MIN.
LOWEST BENCH
(KEY)
FILL-OVER-CUT SLOPE
REMOVE UNSUITABLE MATERIAL-
NATURAL GROUND
jjrTYPICAL
^BENCH HEIGHT
BENCH
191 MIN
LOWEST BENCH
CUT FACE
TO BE CONSTRUCTED
PRIOR TO FILL PLACEMENT
NOTES:
LOWEST BENCH: DEPTH AND WIDTH SUBJECT TO
FIELD CHANGE BASED ON
CONSULTANTS INSPECTION.
SUBDRAINAGE: BACK DRAINS MAY BE REQUIRED
AT THE DISCRETION OF THE
GEOTSCHNICAL CONSULTANT.
FELDER
PROJECT NO.
BENCHING DETAILS
PALOMAR AIRPORT ROAD AND
EL CAMINO REAL
PLATE
D1