ida-clear4783-1_GR 0226 Dent Bridge Road Final Geotechnical Report.pdf

Dent Bridge Road Improvements January 2026

Table of Contents 1-i

Geotechnical Report No. 02-26

Dent Bridge Road Improvements

FINAL GEOTECHNICAL ENGINEERING

REPORT

ID FLAP CLEAR 4783(1)

Clearwater County, Idaho

January 2026

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Table of Contents i

TABLE OF CONTENTS

1 INTRODUCTION

1.1 Project overview

1.2 Existing conditions

1.3 Proposed improvements

2 GEOLOGIC SETTING

2.1 Local Geology

2.1.1 Section 1 – MP 0.0 to 1.9

2.1.2 Section 2 – MP 1.9 to 11.5

2.1.3 Section 3 – MP 11.5 to 15.0

3 SITE CONDITIONS

4 SUBSURFACE INVESTIGATION

4.1 Soils and Rock

4.2 Groundwater

4.3 Landslide Monitoring

5 GEOTECHNICAL CONCLUSIONS AND RECOMMENDATIONS

5.1 Embankment Slopes

5.2 MP 1.4 Deep Patch

6 CONSTRUCTION CONSIDERATIONS

6.1 Site Preparation

6.2 Material Source

6.3 Proofrolling and Subgrade Verification

6.4 Wet Weather Conditions

6.5 Excavation

6.5.1 Temporary and Permanent Slopes

6.6 Traffic Control and Accessibility

7 LIMITATIONS

8 REFERENCES

ii Table of Contents

LIST OF TABLES

Table 1. Geotechnical and Subgrade Boring Locations and Depths

Table 2. Geotechnical Borings Summary

Table 3. Subgrade Borings Summary

Table 4. VWP Groundwater Measurement Depths and Elevations

Table 5. Slope Inclinometer Casing Installations and Deflections

FIGURES

Figure 1 Project Overview Map

Figures 2 through 12 Exploration Location Maps

APPENDICES

Appendix A Boring Logs

Appendix B Laboratory Test Results

Appendix C Vibrating Wire Piezometer and Slope Inclinometer Graphs

1 INTRODUCTION

This report provides the geotechnical investigation results, analysis, and final recommendations for the ID FLAP CLEAR 4783(1) – Dent Bridge Road Improvements Project. The project is located along the two-lane paved (rural) Dent Bridge Road that begins in Orofino, Idaho at Milepost (MP)

0.0 and ends at MP 15.0 at the southern approach of the Dent Bridge (Figure 1, Project Overview

Map.

1.1 PROJECT OVERVIEW

Dent Bridge Road serves as a connecting road from Orofino, Idaho to Dent Bridge and the city of

Elk River, Idaho. It provides access to the Dworshak Reservoir, campgrounds, recreational trails

(such as Dent acres), Canyon Creek, and the Clearwater National Forest. The road serves a variety of users including tourists, adjacent communities, truckers, hikers, snowmobile riders, bikers, hunters, campers, ATV riders, fishermen, and equestrian enthusiasts.

1.2 EXISTING CONDITIONS

Dent Bridge Road currently has a worn, cracked, and rough asphalt surface caused by an insufficient roadway base. Some areas have experienced severe damage such as surface cracks, potholes, road narrowing and soft spots. Poor roadway surface conditions reduce traction and stability for vehicles and will make the road more difficult for the county to maintain. Additional notable safety and structure concerns include:

• Sections of existing guardrail which are structurally deficient and improperly placed. The guardrails are frequently too low, even contacting the gravel shoulder in some areas, and are only supported at every other length of railing. The guard rail has been visibly struck many times. Low rail height has allowed trucks to collide with the rail, roll over it, and leave the roadway.

• An 18’ bridge is in danger of collapse which will result in closure of the road to all public and emergency traffic.

• At MP 6.2 there is an unsafe 90° curve where data shows that 3 accidents have occurred in the last 5 years.

An architectural and engineering (AE) consultant team was contracted by Western Federal Lands

Highway Division (WFLHD) to perform project scope validation in the fall of 2020 and recommended additional subsurface geotechnical investigation and testing to validate the subgrade soil properties and the effectiveness of pavement improvement options.

1.3 PROPOSED IMPROVEMENTS

Proposed improvements include:

• Full-depth reclamation (FDR) using Cement Recycled Asphalt Base (CRABS) to the entire length of Dent Bridge Road from Orofino, Idaho to MP 15.0.

• Two 11-foot-wide lanes throughout the improved section.

• Repairing of road edge erosion deterioration by the construction of retaining walls and drainage structures.

• Replacement of existing deficient guardrail and installation of new guardrail, conforming to minimum design values for guardrails, at areas of the road on curves as necessary.

This may include building up the shoulder of the road, in some areas, to provide enough clearance.

• Replacement of the 18’ bridge that is in danger of collapse with an opened bottom culvert.

• Installation of flashing curve ahead signs at the 90° curve at MP 6.2 by Clearwater County.

• Installation of a deep patch in an unstable area around MP 1.4.

2 GEOLOGIC SETTING

The basement rock geology underlying the corridor consists of the Orofino Series, which are an agglomeration of metasedimentary and metavolcanic schist, gneiss, amphibolite, and marble originating from an island arc system accreted onto the North American plate between approximately 100 to 66 million years ago. Upon accretion to the continent, the Orofino Series were further metamorphosed by igneous intrusive rocks and structurally deformed around 65 million years ago. These rocks consist of diorite, gneiss, andesites, and basalts. After a period of erosion, from approximately 17 to 6 million years ago the Columbia River Basalt group (CRB) lava flows covered the area to depths of several hundred feet (Othberg et al., 2002; Kauffman et al., 2005; and Lewis et al., 2005).

Over the last 17 million years, the Clearwater River and its tributaries have incised the overlying

CRB, exposing the underlying Orofino Series and intrusive rocks along valley margins and depositing alluvium. Landslide prone slopes are typical along the contact between the overlying

CRB atop the weaker rocks of the Orofino Series and along the steeply incised tributaries to the

Clearwater River in the form of debris flows.

2.1 LOCAL GEOLOGY

The local geology along the project alignment can be divided into three generalized sections.

2.1.1 SECTION 1 – MP 0.0 TO 1.9

From MP 0.0 in Orofino through approximately MP 1.9, Dent Bridge Road climbs away from the

Clearwater River valley and traverses over and through altered gneiss and marble rocks of the

Orofino Series and intrusive. Due to significant alteration and weathering of the basement rock, these units tend to contain shallow landslides (earthflows) as evidenced by geomorphic expressions and multiple instances of past landslide repair along the road.

2.1.2 SECTION 2 – MP 1.9 TO 11.5

From MP 1.9 to 11.5, Dent Bridge Road traverses a flat, deeply weathered plateau of CRB that generally avoids pervasive landslides along the valley walls of Whiskey Creek. In this section, 1 to 6 feet of surficial loess deposits (windblown silt) overlie colluvium derived from the CRB

(Othberg et al., 2002).

2.1.3 SECTION 3 – MP 11.5 TO 15.0

From MP 11.5 to the end of the project at MP 15.0, Dent Bridge Road traverses over colluvium comprised of angular to subangular cobbles and boulders in a matrix of sand, silt, and clay derived from granitic and metamorphic racks as it descends towards Dent Bridge over the Dworshak

Reservoir (Othberg et al., 2002). This section is also noted for its propensity for landslides and debris flows.

3 SITE CONDITIONS

Site conditions were observed during a field visit conducted by a WFLHD engineering geologist and a materials engineer from June 22 through 23, 2021. Reconnaissance included visually inspecting road surface conditions, cut slopes, fill slopes, and ditches. The roadway is in mountainous terrain with the project beginning at 1,031 feet in elevation, reaching a maximum elevation of 3,185 feet near MP 9.25, and dropping back down to 1,622 feet in elevation at the end of the project at Dent Bridge. Photographs of pavement conditions are provided under separate cover in the 2021 WFLHD Report “Pavement Evaluation Report for Dent Bridge Road

Safety Improvements, Clearwater County, Idaho” (WFLHD, 2021).

The existing pavement varies considerably over the 15 mile length of the project with some segments exhibiting extensive, high severity distress while others show low to moderate levels of distresses. For this reason the 15 mile length of the road was broken into five different segments based on the similarities in the distress types (listed in order of frequency) and severity (WFLHD, 2021):

1. MP 0.0 to 1.0 – severe pavement distress with:

a. Fatigue cracking; potholes and patching; frost heave damage; rutting; shoving; and edge cracks and delamination

2. MP 1.0 to 5.0 – moderate pavement distress with:

a. Fatigue cracking, patching, and shoving; potholes; rutting; edge cracks; and loss of edge support

3. MP 5.0 to 10.0 – low to moderate pavement distress with:

a. Top down fatigue cracks and delamination; potholes, patching, and shoving; and edge cracks and minor rutting

4. MP 10.0 to 13.5 – severe pavement distress with:

a. Edge cracking due to poor drainage; and frequent rutting with longitudinal and fatigue cracking in the wheel path (possibly due to inadequate subgrade)

5. MP 13.5 to 15.0 – mostly good condition with low to medium severity pavement distress with:

a. Fatigue cracks and patching

Fill slopes were generally performing well, with some slightly steeper fill slopes exhibiting creep causing minor arcuate cracking in the outside edge of pavement. An exception occurs in Geologic

Section 1, where the roadway crosses several shallow (earthflow) landslides and landslide repairs. At MP 1.4 an approximately 155-foot-long landslide affects the full width of the road with evidence of ongoing movement indicated by cracks in the asphalt crossing the full road width and asphalt patches. Approximately 18 inches of asphalt overlays were measured at the outside road shoulder. Analysis and geomorphic landform interpretation utilizing light detection and ranging

(LiDAR) data confirm localized shallow earthflows. Hydrophilic plants observed in the ditch indicates high groundwater and/or water ponding. In addition, the ditch has subsided with the road so that water is no longer properly graded to flow through and away from the unstable slope, causing ponding of water above the subsiding portion of the embankment. Additionally, there is an approximately 4.5-acre landslide repair near MP 12.5.

Natural slopes along the alignment appear to be performing well with no indication of large-scale instabilities (with the exception of geologic section one and the MP 12.5 site discussed above).

Similarly, existing roadway cut slopes are generally performing well with no surficial evidence of global instability. Some raveling-type rockfall occurs in some soil/rock cuts along the alignment, but rockfall generally appears to be contained within the ditch. In some cases, debris within ditches is affecting drainage flow and efficiency. As ditches fill with debris, water flow is impeded, allowing water to pond and seep into the adjacent roadway base and subgrade, leading to possible roadway structural section weakening that impacts the overlying pavement. Adding to impeded water flow, debris filled ditches also experience reduced catchment capacity for slope raveling and falling material. It also results in vegetation growth in ditches due to soil infilling and ponding water in the ditch. This condition was observed and noted in the following locations:

• approximately MP 1.05 to 1.15,

• approximately MP 4.65 to 4.75,

• and approximately MP 5.0 to 5.35.

4 SUBSURFACE INVESTIGATION

Two geotechnical borings (designated BH21-01) and 23 subgrade borings (designated SG22-01 through SG22-23) were advanced between April 19 and 23, 2022 with a truck-mounted CME-75 drill rig operated by Haztech Drilling and logged by a WFLHD engineering geologist. Table 1 below provides a summary of the boring information, and the boring locations are shown on

Figures 2 through 12.

Table 1. Geotechnical and Subgrade Boring Locations and Depths

Boring ID Purpose of Boring Latitude Longitude Side of Road

Total Depth (ft)

BH22-01 Embankment Instability 46.4918 -116.2460 L 36.5

BH22-02 Embankment Instability 46.4917 -116.2460 R 35.0

SG22-01 Subgrade 46.4810 -116.2577 L 2.6

SG22-02 Subgrade 46.4879 -116.2565 R 1.8

SG22-03 Subgrade 46.4916 -116.2512 L 4.0

SG22-04 Subgrade 46.4907 -116.2352 L 2.0

SG22-05 Subgrade 46.4943 -116.2213 R 5.0

SG22-06 Subgrade 46.4972 -116.2173 L 5.0

SG22-07 Subgrade 46.5018 -116.2147 R 4.5

SG22-08 Subgrade 46.5084 -116.2099 L 5.0

SG22-09 Subgrade 46.5148 -116.2130 R 5.0

SG22-10 Subgrade 46.5210 -116.2111 L 1.6

SG22-11 Subgrade 46.5298 -116.2049 R 4.5

SG22-12 Subgrade 46.5361 -116.1939 L 5.0

SG22-13 Subgrade 46.5360 -116.1835 R 5.0

SG22-14 Subgrade 46.5390 -116.1735 L 5.0

SG22-15 Subgrade 46.5427 -116.1621 R 5.0

SG22-16 Subgrade 46.5520 -116.1521 L 5.0

SG22-17 Subgrade 46.5586 -116.1520 R 5.0

SG22-18 Subgrade 46.5738 -116.1572 L 5.0

SG22-19 Subgrade 46.5842 -116.1599 R 5.0

SG22-20 Subgrade 46.5888 -116.1640 L 5.0

SG22-21 Subgrade 46.5893 -116.1705 R 5.0

SG22-22 Subgrade 46.5965 -116.1718 L 2.5

SG22-23 Subgrade 46.5986 -116.1696 R 1.7

1 Not Encountered (NE)

Geotechnical borings were drilled using an 8-inch outside diameter hollow stem auger. Disturbed soil samples were obtained at 2.5- to 5-foot intervals using the Standard Penetration Test (SPT) in general accordance with the American Society for Testing and Materials International (ASTM)

D1586, Standard Test Method for Standard Penetration Test (SPT) and Split-Barrel Sampling of

Soils (ASTM, 2025). Slope inclinometer casing was installed in the borings to measure lateral embankment movement magnitudes and offset depths. Vibrating wire piezometers equipped with automated dataloggers were installed to monitor groundwater fluctuations.

Subgrade borings were drilled at one-half mile intervals, alternating between right and left-hand sides of the road, along the current alignment, using a 10-inch outside diameter solid stem auger and 14-inch flat profile to collect bulk material samples for laboratory tests, to measure the existing pavement section, and to classify near surface subgrade soils for pavement design. Subgrade borings were backfilled with soil cuttings and resurfaced with cold patch asphalt upon completion.

Subgrade borings are designated SG22-01 through SG22-23 and were drilled to a depth of five feet, unless the auger encountered refusal. Boring logs and laboratory test results are included in

Appendices A and B, respectively.

4.1 SOILS AND ROCK

Subsurface conditions were interpreted from the subsurface field explorations, laboratory testing on the collected soil samples, and review of applicable geologic literature. The soil and rock units observed in the borings include the road embankment and culvert fill, (Qaf) Alluvial Fan Deposits, and (Qls) Landslide and Slump Deposits.

The subsurface units, in stratigraphic order, encountered in the borings are presented in Tables

2 and 3 below. Attachment B-1 in Appendix B illustrates the HMA and base thicknesses in the subgrade borings along the corridor.

Table 2. Geotechnical Borings Summary

Boring MP(1) Soil/Rock Description Depth (ft bgs) Instrumentation

BH22-01 1.4

Well graded GRAVEL with silt and sand

GW-GM (Fill) 0 to 2.5

VWP installed at 10’ bgs. Slope

Inclinometer installed at 35’ bgs

Medium dense clayey GRAVEL with sand GC

2.5 to 7

Stiff to very stiff fat CLAY with sand CH 7 to 9.5

Very stiff gravelly fat CLAY CH 9.5 to 14.5

Stiff to hard fat CLAY CH 14.5 to 33

Very dense clayey GRAVEL (GC) 33 to 35

BH22-02 1.4

ASPHALT 0 to 1.5 VWP installed at 18’ bgs. Slope inclinometer installed at 35’ bgs

Medium dense well graded GRAVEL with silt and sand GW-GM

1.5 to 4.5

Firm to hard fat CLAY (CH) 4.5 to 32

Hard fat CLAY with gravel (CH) 32 to 35

1 Mileposts are approximate

Table 3. Subgrade Borings Summary

Boring MP(1) Depth (ft) HMA (in) AB (in) Stratigraphy

SG22-01 0.1 2.6 17 4 1.7 to 2.6 feet: SAND with silt and gravel (SW-SM)

SG22-02 0.6 1.8 11 2 1.1 to 1.8 feet: Silty SAND with gravel (SW-SM)

SG22-03 1.1 4.0 11 6 1.4 to 4.0 feet: Sandy lean CLAY (CL)

SG22-04 2.0 2.0 11 -- 0.9 to 2.0 feet: Well graded GRAVEL with silt (GW)

SG22-05 2.8 5.0 10 --

0.8 to 1.6 feet: Clayey SAND (SC-SM)

1.6 to 5.0 feet: SILT with sand (ML)

SG22-06 3.1 5.0 18 6

2.0 to 2.6 feet: Silty SAND with gravel (SM)

2.6 to 5.0 feet: Sandy lean CLAY (CL)

SG22-07 3.5 4.5 9 --

0.8 to 2.9 feet: Silty SAND with gravel (SM)

2.9 to 4.5 feet: Gravelly lean CLAY (CL)

SG22-08 4.1 5.0 10 0.8 to 5.0 feet: Silty SAND with gravel (SM)

SG22-09 4.5 5.0 11 0.9 to 5.0 feet: Lean CLAY with gravel (CL)

SG22-10 5.0 1.6 5 6 0.9 to 1.6 feet: Fat CLAY with sand (CH)

SG22-11 5.8 4.5 5 -- 0.4 to 4.5 feet: SILT with gravel (ML)

SG22-12 6.6 5.0 6 6 1.0 to 5.0 feet: Lean CLAY (CL)

SG22-13 7.1 5.0 7 2

0.8 to 1.2 feet: Clayey GRAVEL (GC)

1.2 to 2.4 feet: Silty GRAVEL with sand (GM)

2.4 to 5.0 feet: SILT (ML)

SG22-14 7.6 5.0 4 18

1.8 to 2.4 feet: SILT with gravel (ML)

2.4 to 5.0 feet: Sandy lean CLAY (CL)

SG22-15 8.2 5.0 9 --

0.7 to 1.6 feet: SILT with gravel (ML)

1.6 to 5.0 feet: Fat CLAY (CH)

SG22-16 9.1 5.0 11 --

0.9 to 3.0 feet: Sandy lean CLAY (CL)

3.0 to 5.0 feet: SILT (ML)

SG22-17 9.6 5.0 7 2 0.8 to 5.0 feet: Lean CLAY with sand (CL)

SG22-18 10.8 5.0 5 14

1.6 to 1.8 feet: Clayey SAND (SC)

1.8 to 2.6 feet: Lean CLAY (CL)

2.6 to 5.0 feet: SILT (ML)

SG22-19 11.5 5.0 4 4 0.6 to 5.0 feet: Silty SAND (SM)

SG24-20 12.1 5.0 7 --

0.6 to 3.3 feet: Silty SAND (SM)

3.3 to 5.0 feet: SILT with sand (ML)

SG22-21 12.7 5.0 4 8

1.0 to 3.1 feet: Clayey SAND (SC)

3.1 to 5.0 feet: Silty GRAVEL with sand (GM)

SG22-22 13.5 2.5 5 9 1.2 to 2.5 feet: Well graded SAND with gravel (SW)

SG22-23 14.4 1.7 17 4 0.9 to 1.7 feet: Clayey SAND (SC)

1 Mileposts are approximate

4.2 GROUNDWATER

Unvented vibrating wire piezometers (VWPs) equipped with single-channel dataloggers were installed in borings BH22-01 and BH22-02 and secured in flush-mounted monuments. Readings are being collected at 12-hour intervals since late April 2022. In BH22-02, no groundwater data were collected from April 21 through June 27, 2022 . Data collection resumed on June 27, 2022, and collected through August 29, 2022.

Table 4 summarizes the installations and the collected VWP readings and groundwater fluctuation graphs are included in Appendix C.

Table 4. VWP Groundwater Measurement Depths and Elevations

Boring Surface EL

(ft.)(1)

Groundwater Levels(2)

Date High EL

(ft)

Depth

(ft bgs)

Depth

(ft bgs)

Low EL

(ft) Date

BH22-01 1,688 1/30/23 1,679.9 8.1 29.1 1,658.9 10/22/22

BH22-02 1,688 7/11/22 1,667.5 20.5 21.7 1,666.3 6/28/22

Notes: 1 – Based on Google Earth 2 – Red cells indicate unreliable groundwater data due to the groundwater level being below the installed piezometer

The piezometers convert water pressure to a frequency signal via a diaphragm and a tensioned steel wire. The piezometer is designed so that a change in pressure on the diaphragm causes a change in tension of the wire. The diaphragm requires constant ground water levels above the elevation of the diaphragm, otherwise the diaphragm may dry out, reducing the accuracy/validity of the data.

Results suggest the piezometers were not set deep enough to accurately measure the depths to groundwater in the borings. However, there appears to be a strong correlation between increased landslide movement during high intensity or prolonged precipitation events.

4.3 LANDSLIDE MONITORING

Slope inclinometer casings installed in borings BH24-01 and BH24-02 to measure landslide displacements consist of 2.75-inch-diameter polyvinyl chloride (PVC) pipes encased with bentonite cement grout with interior tracks to insert a monitoring probe. The inclinometer probe and data logger are used to measure and record inclinometer casing deflection(s), presumably related to ground movement.

Baseline readings were recorded shortly after installation with subsequent readings taken as shown in Table 5. Slope inclinometer casing readings were collected using a Slope Inclinometer

Digitilt AT Inclinometer System®. Results of the subsurface investigation and installed instrumentation have confirmed landslide movement of the embankment at a depth of 18 feet bgs in BH22-01 and at a depth between 24 and 26 feet bgs in BH22-02. Slope inclinometer graphs are included in Appendix C.

Table 5. Slope Inclinometer Casing Installations and Deflections

Borehole Date of Reading Change from

Previous Reading

Total (1)

Displacement

Average(1)

Displacement

(per month)

BH22-01

4/23/2022 --

0.78 inches 0.04 inches 6/27/2022 0.19

8/29/2022 0.05

10/9/2024 0.54

BH22-02

4/23/2022 --

0.78 inches 0.05 inches 6/27/2022 0.22

8/29/2022 0.06

10/9/2024 0.51

Notes: (1) – Results are reported by the estimated vector magnitudes of the casing deflections on the A-Axis.

5 GEOTECHNICAL CONCLUSIONS AND RECOMMENDATIONS

Based on the site reconnaissance, subsurface borings, and laboratory testing, the following recommendations should be considered in the project design and construction:

5.1 EMBANKMENT SLOPES

Several areas of surficial, shallow cutslope instabilities (raveling and sloughing) were observed.

Material eroding from the slopes rarely appears to reach the roadway and Clearwater County

Maintenance did not communicate any chronic unstable cut slope issues along the alignment.

Many areas were observed to have ditches too shallow and often containing material that had deposited from eroding slopes. Ditches also had vegetation, such as brush and small lodgepole pine growing in them. As discussed in the Site Conditions, soil and rock material collecting in ditches leads to obstruction of ditch water flow, promoting standing ditch water and seepage into base and subgrade materials beneath the roadway adjacent to obstructed (and filled) ditches.

Additionally, the observed fines content within the subgrade soils is likely retaining significant moisture, resulting in subgrade weakening and lack of support for the overlying pavement section.

When silt soils are present and water is available, frost heaving of the pavement can occur. This was noted intermittently from approximately MP 3.4 to 12.7.

Recommendations for areas of ditch reconditioning (cleaning and promoting drainage flow away from the pavement structural section) is provided as an alternative to costlier subexcavation, or removal of poor subgrade. The following locations are listed for consideration here:

• approximately MP 1.05 to 1.15,

• approximately MP 4.65 to 4.75, and

• approximately MP 5.00 to 5.35.

By reconditioning and deepening ditches where appropriate and improving drainage, ditch water will flow and reduce infiltration into the base and subgrade materials, resulting in less moisture availability for the subgrade soils and stiffening and strengthening of those subgrade and roadway base materials as they dry. This option does not remove fines in subgrade or roadway base materials, but it is our opinion that ditch reconditioning would prolong the pavement section and is an acceptable option for the sites listed above.

Scheduled and continued maintenance of ditches is recommended to promote rockfall catchment and continued positive drainage to improve and sustain subgrade stability and overall pavement structural section performance in ditch reconditioning areas. As a general note, maintenance of ditches can be one of the most cost-effective approaches to maintaining the roadway section from subgrade related issues.

5.2 MP 1.4 DEEP PATCH

Deep patches are short-term, partial- to full-width road repairs intended to reduce the differential settlement, cracking, and abrupt grade changes, caused by shallow slumps, typically within sidecast fills along older rural roads in steep terrain. While deep patches will not mitigate deep-seated landslide movements, the repairs are occasionally used to improve lateral scarp transitions on low-volume roads. and extend the time between maintenance and major repairs are necessary.

Deep patch thicknesses are typically between 2 and 5 feet thick and based on design charts and/or equations developed by the U.S. Forest Service (Musser and Denning, 2005), by WFLHD, and the Western Transportation Institute (Cuelho et al., 2012), or by the analysis and judgement of the geo-professional. Input parameters for design include the fill slope angle, friction angle of the soil, distance of the crack from the top of the slope (hinge point), slope distance, and other factors. The required tensile strength of the geosynthetic reinforcement can also be determined using one of the above references. Alternatively, deep patches can be designed similar to RSSs using limit equilibrium methods.

Alternating layers of geosynthetic reinforcement and select borrow backfill are vertically placed at between 8 and 24 inch spacing. Research by the FHWA Turner-Fairbank Highway Research

Center indicates that vertical spacing of 12 inches or less results in a geosynthetic reinforced soil

(GRS) composite behavior (Adams and Nicks, 2018). WFLHD standard of practice is to use a maximum vertical spacing of 12 inches when using the preferred biaxial stabilization geogrid or geotextile, which reduces the creep effect of these types of products (Lim, 2025). A minimum of three layers of geosynthetic should be used on a minimum 2-foot-thick reinforced section.

Incorporating subsurface drainage into the design should also be considered when using high permeability backfill (e.g., select borrow) to prevent a bathtub effect. The drainage system should include a perforated underdrain pipe on the cut-side of the road draining by gravity to an outlet on the outer fill slope, or by sloping the bottom of the subgrade excavation and daylighting the deep patch to allow free flow.

Areas planned for deep patch repairs can increase in size between the initial field review and construction. Although the road has been repaved, the observed 18 inches of asphalt lifts on the fill slope side of the roadway indicate a minimum of 14 inches of vertical offset (bottom lift of pavement is four inches thick). Due to a lack of recorded maintenance information, we cannot determine a rate of vertical settlement of the embankment. Slope inclinometer data indicate that the embankment has moved horizontally (downslope) about 3/4 inches between the baseline reading on April 23, 2022 and October 9, 2024. The deep patch should extend past the cracked areas at least 10 feet along the roadway length (up and down station), and ideally at least 5 feet past the primary tension crack along the road width. At the time of preparation of this report, pavement distress (asphalt cracking) and subsidence at this location extends across the entire roadway width for approximately 160 feet in length along the centerline of the roadway. Therefore, the total deep patch length will be approximately 180 feet. The recommended deep patch depth is 4.5 feet, to provide the required reinforcement to the road while being constructable within the right of way.

To construct the deep patch, excavate to 4.5 feet depth, place stabilization geotextile, meeting

Standard Specification Section 714.01, following Standard Specification Section 207.04. Backfill for the deep patch should consist of select borrow meeting Standard Specification Section 704.02.

The first layer of select borrow between the separation geotextile and the reinforcement geogrid should be six-inches thick. Subsequent layers of select borrow and reinforcement geogrid should be 1-foot thick. The top reinforcement geogrid layer for the deep patch must be at least 17 inches below the design top of ground surface grade to prevent damage during the Full Depth

Reclamation (FDR) work. Place designated reinforcement geogrid, meeting Standard

Specification Section 714.04. Construction of the reinforcement geogrid should follow Standard

Specification Section 207.06.

6 CONSTRUCTION CONSIDERATIONS

Earthwork is typically most economical when performed under dry weather conditions.

Appropriate erosion control measures should be implemented prior to beginning earthwork activities in accordance with regulations. In our opinion, earthwork can generally be accomplished using standard excavation equipment. While not directly observed in our subsurface explorations, the presence of potential obstructions, such as small boulders, buried logs, or other debris, in the fill or other deposits could be encountered.

6.1 SITE PREPARATION

Site preparation within the proposed construction footprint should include removal of fill and soils containing roots, organics, debris, and any other deleterious materials. The contractor must use care during site preparation and excavation operations to not disturb any bearing surfaces. If disturbance does occur, the disturbed material(s) should be removed to expose undisturbed, suitable material or be compacted in-place to acceptable criteria as determined by the PE.

The near-surface soils at the site can be excavated with conventional earthwork equipment.

Sloughing and caving should be anticipated in loose, noncohesive materials. All excavations should conform to Sections 204 and 209 of the FP-24 (FHWA, 2024) and SCRs. Trees and roots may need to be trimmed or cleared for construction of the deep patch. Clearing and grubbing of large trees should conform to Section 201 of FP-24 (FHWA, 2024). Excavated material should not be reused in the construction of the deep patch and will likely be above optimum moisture content and should be wasted off-site.

6.2 MATERIAL SOURCE

At the time of this report, no Government provided material source will be available for this project.

The Contractor is responsible for locating approved materials from an available commercial or private source for all construction materials that meet the requirements of the contract.

If suitable soils are encountered and the Contractor would like to use the onsite materials, it will be the Contractor’s responsibility to ensure the materials are processed to meet the material requirements in the contract.

6.3 PROOFROLLING AND SUBGRADE VERIFICATION

Following site preparation, and prior to placing the base deep patch layer, or an aggregate base for the pavement sections, the exposed subgrade should be evaluated either by proofrolling or another method of subgrade verification. The subgrade should be proofrolled with a fully loaded dump truck or similar heavy, rubber-tire construction equipment to identify unsuitable areas. If evaluation of the subgrades occurs during wet conditions, or if proofrolling the subgrades is infeasible or will result in disturbance, it should be evaluated using a steel foundation probe.

Unsuitable areas identified during the field evaluation should be compacted to a firm condition or be excavated and replaced with structural fill.

6.4 WET WEATHER CONDITIONS

If earthwork is to be performed or fill is to be placed in wet weather or under wet conditions, when soil moisture content is above optimum and difficult to control, the following recommendations apply:

• Earthwork should be performed in small areas to minimize exposure.

• Excavation or the removal of unsuitable soils should be followed promptly by the placement and compaction of the specified structural fill.

• The size, type, and access of construction equipment used may have to be limited to prevent soil disturbance.

• The ground surface within the construction area should be graded to promote runoff of surface water away from the slopes and to prevent water ponding.

• The ground surface within the construction area should be properly covered and under no circumstances should be left uncompacted and/or exposed to moisture. Soils that become too wet for compaction should be removed and replaced with specified structural fill.

• Excavation and placement of fill should be observed by the geotechnical engineer to verify that all unsuitable materials are removed prior to placement, compaction requirements are met, and site drainage is appropriate.

• Erosion and sedimentation control should be implemented in accordance with best management practices (BMPs).

6.5 EXCAVATION

Temporary slopes for the excavation of the deep patch are the responsibility of the contractor.

Temporary slope angles will be determined based on OSHA requirements and on the conditions encountered, anticipated traffic/equipment loading above the temporary cut, and other factors under the control of the Contractor during construction.

Maintenance of safe working conditions, including temporary excavation stability, is the sole responsibility of the contractor. All temporary cuts in excess of 5 feet in height that are not protected by trench boxes, or otherwise shored, should be sloped in accordance with OSHA requirements.

We recommend that the type and design of the dewatering system be the responsibility of the

Contractor, who is in the best position to choose systems that fit the overall plan of operation.

6.5.1 TEMPORARY AND PERMANENT SLOPES

In general, shallow surface soils that will be subject to excavation and sloping on the Site classify as OSHA Soil Classification Type C. Temporary excavation side slopes (cut slopes) are anticipated to stand as steep as 1.5H:1V. The cut slope inclinations estimated above are for planning purposes only and are applicable to excavations without inflowing perched groundwater or runoff.

With time and the presence of seepage and/or precipitation, the stability of temporary unsupported cut slopes can be significantly reduced. We recommend planning the construction schedule to have excavation occur during the summer months and to minimize the amount of time that the temporary slopes will be unsupported during construction.

The contractor should monitor the stability of the temporary cut slopes and adjust the construction schedule and slope inclination accordingly. Vibrations created by traffic and construction equipment may cause caving and raveling of the face of the temporary slopes. At no time should soil stockpiles, equipment, and other loads be placed immediately adjacent to an excavation.

Permanent slopes for the Project should have a maximum inclination of 2H:1V. Surface water runoff should be collected and directed away from slopes to prevent water from running down the face.

6.6 TRAFFIC CONTROL AND ACCESSIBILITY

Maintaining public traffic through or around the work area should be considered, such as ramping in and out of the deep patch work area or maintaining a stable cut or shoring for vehicles to pass around the excavation. Full-road-width repairs may need to consider staged construction and temporary road closures.

7 LIMITATIONS

This report was prepared to provide data related to the subsurface investigation and laboratory test results for the proposed Dent Bridge Road Improvements project. At the time of this report, design plans and construction methods have not been finalized, and the information presented herein are based on project information. If project developments result in changes from the preliminary project information, WFLHD GEO should be contacted to determine if this report should be revised and/or expanded upon.

Variations may exist between the soil and groundwater conditions reported and those actually underlying the site. The nature and extent of such soil variations may change over time and may not be evident before construction begins. If any soil conditions are encountered at the site that are different from those described in this report, WFLHD GEO should be notified immediately to review the applicability of the geotechnical data contained herein.

Questions regarding this report should be addressed to Mark Swank, WFLHD Acting Functional

Manager, at (360) 210-6640, or mark.swank@dot.gov.

GEOTECHNICAL REPORT NO. XX-25

FINAL GEOTECHNICAL RECOMMENDATIONS REPORT

ID FLAP CLEAR 4783(1)

Clearwater County, Idaho

December 2025

Prepared by: _________________________________________

Nicholas Ferreira, Geotechnical Engineer

Approved by: _________________________________________

Mark Swank, GEO Team Functional Manager

8 REFERENCES

ASTM International (ASTM), 2025, 2025 Annual Book of ASTM Standards, West Conshohocken, Pennsylvania.

Adams, M. and Nicks, J., 2018, Design and Construction Guidelines for Geosynthetic Reinforced

Soil Abutments and Integrated Bridge Systems, FHWA-HRT-17-080, Federal Highway

Administration, McLean, Virginia. Available at:

https://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/17080/17080.pdf

Cuelho, E., Perkins, S., and Akin, M., 2012, Deep Patch Repair, Phase I: Analysis and Design, Report No. FHWA-WFL/TD-12-003, Western Transportation Institute, Bozeman, Montana and

Federal Highway Administration, Western Federal Lands Highway Division, Vancouver, Washington, March 2012. Available at: https://westerntransportationinstitute.org/wp-content/uploads/2016/08/4W3350_Final_Report.pdf

Federal Highway Administration (FHWA), 2024, Standard Specifications for Construction of

Roads and Bridges on Federal Highway Projects FP-24, United States Department of

Transportation, Federal Highway Administration, Federal Lands Highways. Available at:

https://highways.dot.gov/federal-lands/specs

Kauffman, J.D., Davidson, G.F., Lewis, R.S., and Burmester, R.F., 2005, Surficial geologic map of the Orofino west quadrangle, Clearwater, Lewis, and Nez Perce Counties, Idaho: Idaho

Geological Survey, geologic map 40, 1:24,000 scale, 1 map.

Lewis, R.S., Kauffman, J.D., Davidson, G.F., and Burmester, R.F., 2005, Surficial geologic map of the Orofino east quadrangle, Clearwater, Lewis, and Nez Perce Counties, Idaho: Idaho

Geological Survey, geologic map 40, 1:24,000 scale, 1 map.

Musser, S. W., and Denning, C., (2005), Deep Patch Road Embankment Repair Application

Guide, United States Department of Agriculture, Forest Service, October 2005. Available at:

https://www.fs.usda.gov/t-d/pubs/pdf/35dpi/05771204.pdf

Othberg, K.L, Weisz, D. W., and Breckenridge, R.M., 2002, Surficial geologic map of the Dent quadrangle, Clearwater County, Idaho: Idaho Geological Survey, digital web map 6, 1:24,000 scale, 1 map.

Western Federal Lands Highway Division, 2021, Pavement Evaluation Report for Dent Bridge

Road Safety Improvements, Clearwater County, Idaho.

Western Federal Lands Highway Division, 2022, Preliminary Considerations for Dent Bridge Road

Improvements, Clearwater County, Idaho.

APPENDIX A

Site Plan

Boring Location Maps

Geologic Maps

Western Federal Lands Highway Division 610 East Fifth Street Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 01 of 12

NTS

File Name:

Date:

July 01, 2021

Legend

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Geologic Section 2

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Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 02 of 12

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File Name:

Date:

July 01, 2021

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Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 03 of 12

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Date:

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Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 04 of 12

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File Name:

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Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 05 of 12

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File Name:

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Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 06 of 12

NTS

File Name:

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Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 07 of 12

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Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 08 of 12

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File Name:

Date:

Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 09 of 12

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File Name:

Date:

Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

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File Name:

Date:

Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

Dent Bridge Road Safety Improvements Boring Locations 11 of 12

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File Name:

Date:

July 01, 2021

Legend

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Vancouver, WA 98661

Project No. TITLE FigureID CLEARW 4783(1)

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