Appendix_6_-_Part_1_GEO_Rpt_-_FullReport_FinalVersion_05.02.22.pdf

5808-A Breckenridge Parkway, Tampa, Florida 33610 Phone: (813) 623-3399, Fax: (813) 623-6636 www.mc2engineers.com

MC Squared, Inc.

Geotechnical Engineering Services Report

Cargo Apron Reconstruction and Replacement for Runway 9-27 with a Taxiway Part 1: Cargo Apron Reconstruction

St. Pete-Clearwater International Airport, Pinellas County, Florida

Prepared for: Michael Baker International, Inc.

4211 West Boy Scout Boulevard Suite 500 Tampa, FL 33607

Prepared by: MC Squared, Inc.

5808-A Breckenridge Parkway Tampa, FL 33610

MC2 Project No. T062107.069_G Date: May 2, 2022

5808 – A Breckenridge Parkway, Tampa, Florida 33610

Phone (813) 623-3399, Fax (813) 623-6636 www.mc2engineers.com

May 2, 2022

Mr. Nathan Parish, PE, CCM Michael Baker International, Inc.

4211 West Boy Scout Boulevard Suite 500 Tampa, FL 33607

Subject: Geotechnical Engineering Services Report

Cargo Apron Reconstruction and Replacement for Runway 9-27 with a Taxiway Part 1: Cargo Apron Reconstruction

Dear Mr. Parish:

MC Squared, Inc. (MC2) has completed the geotechnical engineering services for the subject project. The purposes of our services were to evaluate the general subsurface conditions within the existing Cargo Apron’s footprint and provide geotechnical engineering recommendations for the reconstruction of the pavement. This report documents our findings and conclusions.

We trust that this report will assist you with design development and construction of the subject project. We appreciate the opportunity to be of service on this project. Should you have any questions, please do not hesitate to contact us.

Respectfully submitted, MC Squared, Inc.

Sergio Gomez, M.Sc. Maziar Foroutan, PhD Staff Engineer Geotechnical Engineer

Abner Reis, MSCE, P.E. Ethan H. Drew, P.E.

Senior Geotechnical Engineer Project Engineer Florida License No. 93783 Florida License No. 88622 i

TABLE OF CONTENTS

1 PROJECT INFORMATION

1.1 PROJECT AUTHORIZATION

1.2 PROJECT DESCRIPTION AND BACKGROUND INFORMATION

1.3 SCOPE OF SERVICES

2 SITE CONDITIONS

2.1 SITE LOCATION AND DESCRIPTION

2.2 REVIEW OF GEOLOGICAL SURVEY

2.3 REVIEW OF USGS TOPOGRAPHIC MAPS

3 FIELD EXPLORATION PROGRAM

3.1 GENERAL

3.2 PAVEMENT CORES

3.3 DCP TESTS AND HAND AUGER BORINGS

3.4 SPT BORINGS

3.5 TEST LOCATIONS

4 LABORATORY TESTING PROGRAM

4.1 SOIL CLASSIFICATION TESTING

5 GENERAL SUBSURFACE CONDITIONS

5.1 SUBSURFACE CONDITIONS

5.2 GROUNDWATER INFORMATION

6 CONSTRUCTION CONSIDERATIONS/RECOMMENDATIONS

6.1 GENERAL

6.2 RECONSTRUCTION CONSIDERATIONS

6.3 FULL DEPTH RECLAMATION (FDR)

6.4 DEWATERING

6.5 PAVEMENT DESIGN

7 REPORT LIMITATIONS

APPENDIX

Table 4 – Soil Parameters Project Location Map – Sheet 1 USDA Soil Survey/USGS Topographic Map – Sheet 2 Coring/Boring Location Map – Sheet 3 Subsurface Boring Profiles – Sheet 4 and Sheet 5 Individual Boring Logs – (13 Pages) Pavement Core/DCP/Subsurface Exploration Summary – (9 pages) Test Procedures Important Information About this Geotechnical-Engineering Report

1 PROJECT INFORMATION

1.1 PROJECT AUTHORIZATION

Our geotechnical engineering services were authorized through a Subconsultant Agreement dated January 27th, 2022, between Michael Baker International, Inc. (MBI) and MC2. Our services have been performed in general accordance with MC2 Proposal No. T062107.069_G dated October 4, 2021.

1.2 PROJECT DESCRIPTION AND BACKGROUND INFORMATION

Project information was provided by Mr. Nathan Parish, P.E. of MBI through e-mailed communication dated August 12 and 24, 2021, and subsequent communications. Information provided to us included a project site map and testing location coordinates to evaluate the present soil conditions within the area of the proposed Cargo Apron Reconstruction shown in Sheet 3 in the Appendix.

It is our understanding that the existing Cargo Apron’s pavement will be reconstructed via full-depth reclamation or complete reconstruction with a new concrete pavement section.

Construction phasing is required to maintain the use of two (2) aircraft parking positions and maintain space for Allegiant equipment throughout construction. The apron will be designed for A319/A320 commercial aircraft and cargo aircraft. The design of cargo aircraft is currently undetermined. Based on information provided by MBI, the part 1 of the project will include:

• Asphalt and concrete pavement demolition (14,800 SY)

• New concrete pavement (13,200 SY)

• New asphalt overlay (1,600 SY)

• Possible drainage adjustments

• New pavement marking

• High-mast lighting (HML)

If any of this project’s description is incorrect or has changed, please inform MC2 so that we may amend, if appropriate, the information represented in this report.

1.3 SCOPE OF SERVICES

Our scope of services consisted of the following:

1. Reviewed historic plans, as-builts and readily available subsurface information from previous geotechnical studies performed by MC2 and others that may be provided to us by MBI.

2. Conducted a site reconnaissance of the proposed project location to identify areas with possible access issues for drilling equipment and personnel.

3. Located existing utilities by 811 services to mark any underground utilities at the locations of the proposed tests. MBI designated subsurface utility firm provided utility locating services in addition to 811.

4. Coordinated all field work activities through MBI designated airport representatives, including work location, scope of work, schedule, time limitations, working around airport schedules, safety around aircrafts, coordination with air traffic control, coordination of test locations including confirmation of utility conflicts.

5. The following field exploration program was conducted for Part 1 to achieve the project objectives:

a. Twelve (12) Standard Penetration Tests (SPT) borings to 10 feet below ground surface (bgs),

b. One (1) SPT boring to 30 feet bgs near the proposed High Mast Light (HML) pole location,

c. Nine (9) pavement cores, and

d. Five (5) Dynamic Cone Penetrometer (DCP) tests with subsequent Hand auger (HA) borings at each pavement core location to assess the condition of the base and subgrade material. The DCP tests extended up to 4 feet bgs.

6. Upon completion of the drilling operations, the boreholes were backfilled using bentonite pellets and soil cuttings topped with high-strength, non-shrink, quick-setting concrete.

7. Measured groundwater table (GWT) depth at the end of drilling.

8. Visually examined all recovered soil samples in the laboratory and performed laboratory tests on selected representative samples to develop the soil parameters for the project, as appropriate. The laboratory testing included percent fines passing the U.S. No. 200 sieve, organic content, and natural moisture content.

The field and laboratory test data were used to develop the following:

1. General assessment of area geology based on our experience, study of geological literature, and boring information.

2. Due to soil sampling limitations, the initially planned laboratory CBR tests at DCP locations CBRA-1 and CBRA-3 were substituted by in-situ CBR testing (i.e., DCP testing).

3. General location and description of potentially deleterious materials utilizing soil borings, which may interfere with the proposed design and construction.

4. Geotechnical design parameters for pavement and HML design, and critical design and/or construction considerations based on the soil and groundwater conditions developed from the field and lab data collected.

5. Groundwater level in the borings, and estimates of the seasonal high groundwater table depth at the SPT borings.

6. A Geotechnical Engineering Services Report summarizing our findings and analyses, including recommendations for construction and design soil parameters.

The scope of our services did not include an environmental assessment for determining the presence or absence of wetlands or hazardous or toxic materials in the soil, bedrock, groundwater, or air, on or below or around the project site. Any statements in this report or on the boring profiles regarding odors, colors, unusual or suspicious items or conditions are strictly for the information of our client. In addition, our scope of services did not include an evaluation of sinkholes or sinkhole activity and none were performed.

2 SITE CONDITIONS

2.1 SITE LOCATION AND DESCRIPTION

The Cargo Apron, which is proposed to be reconstructed, is located near the west side of the St.

Pete-Clearwater International Airport located at 14700 Terminal Blvd #221, Clearwater, Florida. The general site location is shown on the Project Location Map presented as Sheet No. 1 in the Appendix.

The site currently consists of an active Cargo Apron, which is mostly asphalt over concrete, as well as three (3) concrete hardstands. This Cargo Apron has an existing active taxiway “T” located near the northern side in addition to two (2) active aircraft parking positions that are currently being used and space for Allegiant equipment that is required for the daily operations. As mentioned previously, the proposed Cargo Apron will be designed for A319/A320 commercial aircraft and cargo aircraft. The design of cargo aircraft is currently undetermined.

2.2 REVIEW OF GEOLOGICAL SURVEY

Based on the Web Soil Survey (USDA Soil Survey) for Pinellas County, Florida, as prepared by the U.S. Department of Agriculture Soil Conservations Services (USDA Soil Conservation Service), the USDA Soil Survey identified one major soil type at the project site, which is described below.

Matlacha and St. Augustine soils and Urban land (16) have a parent material of sandy mine spoil or earthy fill and a typical profile of sand from zero (0) to 42 inches followed by fine sand from 42 to 80 inches below the ground surface. The material is somewhat poorly drained and has a high capacity to transmit water. The depth to the groundwater table is about 24 to 36 inches.

The USDA Soil Survey is not necessarily an exact representation of the soils on the site. The mapping is based on interpretation of aerial maps with scattered shallow borings for confirmation. Accordingly, borders between mapping units are approximate and the change may be transitional. Differences may also occur from the typical stratigraphy, and small areas of other similar and dissimilar soils may occur within the soil-mapping unit. As such, there may be differences in the mapped description and the soil test boring descriptions presented in this report. The survey is, however, a good basis for evaluating the shallow soil conditions of the area. The USDA Soil Survey Map is included in the Appendix for information and reference, as necessary.

2.3 REVIEW OF USGS TOPOGRAPHIC MAPS

The U.S. Geological Survey (USGS) maintains a database of historical topographic maps. Based on our review of the U.S. Geological Survey (USGS) Topographic Map, 7.5 Minute Series “Safety Harbor Quadrangle” and the USGS Topographic Maps (TopoView), approximate elevation in the vicinity of the proposed taxiway extension ranges from approximately Elevation +7 to +10 feet.

These elevations are related to the datum NAVD 1988. A relevant portion of the USGS Topographic Map is presented on Sheet No. 2 in the Appendix for information and reference.

3 FIELD EXPLORATION PROGRAM

3.1 GENERAL

The field exploration program consisted of pavement cores, DCP tests with subsequent hand auger (HA) borings, and Standard Penetration Tests (SPT) borings to 10 and 30 feet below ground surface. The field exploration program was performed between January 31, 2022, and February 2, 2022. The results of the field exploration program are included in the Appendix. The field exploration was performed by MC2 drilling subcontractor GHD and MC2 personnel and overseen by one of MC2’s State’s licensed professional engineers, specialized in geotechnical engineering.

All field samples will be retained by MC2 for six (6) months from the date of this report unless otherwise requested in writing by MBI. After 6 months, the soil samples and pavement cores will be delivered to the client upon written request or disposed of.

3.2 PAVEMENT CORES

Nine (9) pavement cores were extracted using a 6-inch diameter core barrel that was advanced through the asphalt pavement and/or concrete sections. This procedure was followed by performing HA borings through the base and subbase material to measure the thickness of the layers.

3.3 DCP TESTS AND HAND AUGER BORINGS

Five (5) Dynamic Cone Penetrometer (DCP) tests were performed at locations selected by MBI in general accordance with ASTM D6951 using the SAPPER ADCP manufactured by Kessler Soil Engineering Products, Inc. The DCP tests were performed using a 17.6-pound steel mass falling

22.6 inches to strike an anvil and cone into the subsurface. The purpose of the DCP tests was to collect data that could be used to determine the in-place CBR value, and it is not related to a laboratory soaked CBR test but is more of an indicator of existing near surface soil conditions on site. The DCP testing was performed continuously from the ground surface to a depth of approximately 4 feet bgs. This procedure was followed by performing HA borings through the base and subbase material to a maximum depth of approximately 4 feet bgs. The HA borings were performed using a 3-inch diameter manual bucket auger. Representative soil samples were recovered from the HA borings and transported to our laboratory for further analysis.

An attempt was made to measure the groundwater level at each of the HA boring locations upon completion of drilling/excavation. The borings were backfilled with soil cuttings upon completion.

3.4 SPT BORINGS

The field exploration program included performing thirteen (13) Standard Penetration Test (SPT) borings. Twelve (12) SPT borings were advanced to 10 feet bgs for the evaluation of subgrade soils for the proposed Apron Cargo’s reconstruction, and one (1) SPT boring was advanced to 30 feet bgs for the evaluation of High Mast Light (HML) tower foundation. The SPT borings were performed using the methodology outlines in ASTM D1586. A summary of this field procedure is included in the Appendix. The SPT borings were performed within a paved area. Therefore, the procedure required pavement coring and subsequent HA borings to a depth of approximately 4 feet bgs. The purpose of the HA borings, at the locations where the DCP tests were not performed, was to avoid potentially unmarked utilities and to help/aid in the determination of the seasonal high groundwater level (SHWT). Some of these SPT borings were performed in conjunction with the DCP tests. These SPT/DCP test locations can be identified in the Coring/Boring Location Map included in the Appendix. Split-spoon soil samples recovered during the performance of the borings were visually classified in the field and representative portions of the soil samples were collected and placed in appropriately labeled airtight glass jars for subsequent confirmatory classifications in our testing laboratory in Tampa, FL.

Groundwater level was measured at each of the SPT boring locations at the end of drilling as follows. Twelve (12) borings were advanced as continuous sampling and were performed without the use of bentonite-based drilling fluid and the depth of the groundwater was measured at the end of the drilling operations. At the one (1) deep boring, the depth to groundwater was measured during the drilling operation before the introduction of bentonite-based drilling fluid.

The borings were backfilled with bentonite pellets and soil cuttings and topped off with high-strength, non-shrink, quick-setting concrete upon completion.

3.5 TEST LOCATIONS

The approximate locations of the borings, DCP tests, and CBR samples are schematically illustrated on a site aerial photograph shown on Sheet No. 3 in the Appendix. These approximate locations were provided to MBI and marked in the field by a third party engaged by MBI.

Therefore, the locations indicated should be considered accurate only to the degree implied by the method of locating used.

4 LABORATORY TESTING PROGRAM

4.1 SOIL CLASSIFICATION TESTING

Representative soil samples obtained during our field sampling operation were packaged and transferred to our office and, thereafter, examined by a geotechnical engineer to obtain more accurate descriptions of the existing soil strata. Laboratory testing was performed on selected representative samples as deemed necessary to aid in soil classification and to further define the engineering properties of the soils. The laboratory tests included the following:

• Visual classification in general accordance with applicable procedures (ASTM D2488),

• Two (2) organic content tests (ASTM D2974),

• Eight (8) natural moisture content tests (ASTM D2216),

• Eight (8) percent fines analyses (ASTM D1140), and

• Four (4) Environmental Corrosion Test (pH, sulfates, chlorides, resistivity).

The results of these tests are summarized in Table 1. The soil descriptions shown on the logs are based upon visual-manual procedures in accordance with local practice. Soil classification is in general accordance with the Unified Soil Classification System (ASTM D2487) and is also based on visual-manual procedures.

Table 1: Summary of Laboratory Testing

Boring ID (Depth)

(ft)

Moisture Content

Percent Passing No. 200 Sieve

Organic Content

USCS

Classification

PB-01 (4 – 6) 18.0 3.6 - SP

PB-01 (8 – 10) 20.9 5.8 - SP-SM

PB-03 (4 – 6) 20.4 2.6 - SP

PB-08 (1.3 – 2) 10.8 5.7 - SP-SM

PB-11 (1.8 – 2) 14.2 11.3 - SP-SM

PB-11 (3 – 4) 26.8 2.6 4.0 SP

PB-10 (1.1 – 2) 23.0 11.6 1.5 SP-SM

PB-12 (8 – 10) 23.3 7.8 - SP-SM

In addition to the classification laboratory testing, environmental corrosion tests were conducted in accordance with the FDOT test designations FM 5-550, FM 5-551, FM 5-552 and FM 5-553.

These tests were performed on recovered soil samples obtained from soil boring LB-1 performed at the site. Corrosion tests measure pH, resistivity, sulfate content, and chloride content. Test results obtained are presented in Table 2 below.

Table 2: Summary of Environmental Corrosion Test Results

Sample ID (ft) pH Resistivity (ohms-cm)

Sulfates (ppm)

Chlorides (ppm)

Individual Environmental Classification *

Steel Concrete

LB-1 (4-8) 8.71 11,500

Below

Detection Below

Detection

Slightly

Aggressive

Slightly

Aggressive

LB-1 (8-15) 8.56 4600

Below

Detection

Moderately

Aggressive

Slightly

Aggressive

LB-1 (18.5-25) 8.29 2700

Below

Detection

Moderately

Aggressive

Moderately

Aggressive

LB-1 (28.5-30) 7.94 870 690 30

Extremely

Aggressive

Moderately

Aggressive

Notes: *As per FDOT Structures Design Guidelines (Version 2022) Section 1.3.2, Table 1.3.2-1 pH (FM-5-550); Resistivity (FM-5-551); Sulfates (FM-5-553); Chlorides (FM-5-552)

5 GENERAL SUBSURFACE CONDITIONS

5.1 SUBSURFACE CONDITIONS

The general subsurface conditions encountered during the field exploration are shown on the individual subsurface boring profiles, Sheets No. 4 and 5, and the Pavement Core/DCP/Subsurface Exploration Summary pages in the Appendix. Soil stratification is based on the examination of recovered soil samples and the interpretation of the field boring logs. The stratification lines represent the approximate boundaries between the soil types. The actual transitions may be more gradual than implied.

Pavement Cores (PC-1 through PC-9)

An asphalt layer over a limerock base was observed at coring locations PC-1 through PC-3, PC-5, and PC-7. A single concrete layer was encountered at PC-4, PC-6, and PC-8. Asphalt over concrete was observed at PC-9. An additional asphalt layer was observed at PC-1 underneath the limerock base. At PC-4, a base material of what appears to be “econocrete” was encountered. The pavement cores PC-4, PC-6, and PC-8 correspond to the concrete hardstand areas. For additional information refer to Pavement Core/DCP/Subsurface Exploration Summary pages in the Appendix.

DCP Hand Auger Borings (DCP-1, DCP-2, DCP-3, CBRA-1, and CBRA-3)

In general, the subsurface conditions encountered in the hand auger borings performed adjacent to DCP testing locations consisted of poorly graded, fine SAND (SP), fine SAND with silt (SP-SM), and Shelly fine SAND with silt (SP-SM) from the bottom of the existing pavement base to the borings’ termination depths at about 4 feet bgs.

As stated in Section 3.2 of this report, field CBR values were estimated from the DCP test results as presented in the Appendix. Due to soil sampling limitations, the initially planned laboratory CBR tests at DCP locations CBRA-1 and CBRA-3 were substituted by in-situ CBR testing (i.e., DCP testing). The average in-place CBR values obtained from the DCP testing are presented in Table 3.

Table 3: Summary of Field CBR Results

DCP Test Location Estimated Average CBR Value*

DCP-1 15

DCP-2 31

DCP-3(**) 47

CBRA-1(**) 61

CBRA-3 12

*CBR value should be considered an in-situ/in-place value.

** CBR value excluded from the computation of the overall average site values Average CBR Values for upper 4 feet of subgrade soil only.

DCP testing results within this the project’s area resulted in average in-situ CBR values ranging from 12 to 61 for the upper 4 feet of the subgrade soils. We note that DCP tests designated DCP-3 and CBRA-1 resulted in significantly higher average in-situ CBR values than the other three DCP tests (DCP-1, DCP-2, and CBRA-3) performed within this area. Therefore, the results of DCP-3 and CBRA- 1 were excluded from the computation of the overall average site values since these higher values could have been caused by obstructions. Excluding the results from DCP-3 and CBRA-1, the DCP test results revealed a mean CBR value of 19 with a standard deviation of about 10. This correlates to a recommended design CBR value of approximately 9 based on FAA guidelines.

SPT Borings (PB-1 through PB-12 and LB-1)

In summary, the subsurface conditions encountered at the 10 feet deep borings (i.e., PB-1 through PB-12) consisted of poorly graded, fine SAND (SP), fine SAND with silt (SP-SM), and Shelly fine SAND with silt (SP-SM). The sand layers encountered in the upper 6 feet below the ground surface were classified as loose to medium dense. The sand layers encountered between 6 feet below the ground surface and the termination depth of ~ 10 feet were classified as very loose to medium dense. In addition, at the location of 30 feet deep boring (LB-1), layers of very loose to medium dense (SP) to (SP-SM) soils were encountered in the upper 23.5 feet which were underlying by a 6.5-foot thick layer of loose Clayey SAND (SC).

The general subsurface conditions encountered during the field exploration are shown on the individual soil boring logs, Sheets No. 4 and 5, and the Pavement Core/DCP/Subsurface Exploration Summary pages in the Appendix. Soil parameters presented in Table 4 of the Appendix were derived using empirical correlations from the AASHTO and FDOT Soils and Foundation Handbook.

5.2 GROUNDWATER INFORMATION

Groundwater was observed at depths ranging from about 5.3 to 6.9 feet bgs at all boring locations.

Based on the examination of the USDA Soil Survey, the groundwater level encountered, and soil samples collected from the test borings; we estimate a Seasonal High Groundwater Table (SHGWT) would be approximately between 3 to 5 feet bgs at each boring location (see Sheets No. 4 and 5 in the Appendix). This estimate is based upon our review of available publications, the soil samples collected in the field, and groundwater levels for the USCG Air Station H-3 Site provided by MBI. For a more accurate estimation of the SHGWT, we recommend the installation of groundwater monitoring wells (observation wells) at the site near the areas of interest.

Fluctuations in groundwater levels should be anticipated throughout the year primarily due to seasonal variations in rainfall and other factors that may vary from the time the borings were performed.

6 CONSTRUCTION CONSIDERATIONS/RECOMMENDATIONS

6.1 GENERAL

The following evaluations and recommendations have been developed based on the previously described project characteristics, our review of published data, information provided by others, our site reconnaissance and the results of our subsurface exploration and associated laboratory testing. The proposed Cargo Apron’s reconstruction should be performed in accordance with applicable Federal Aviation Administration (FAA) and Florida Department of Transportation (FDOT) specifications. Pavement designs should be based on actual loading and design life.

In accordance with the AC 150/5320-6G, Airport Pavement Design and Evaluation, dated June 2021 (AC 150/5320-6G), an evaluation of the condition of the existing pavement should be carried out to assist in the determination of rehabilitation alternatives. It is our understanding that after performing a pavement evaluation, the owner or its representatives elected to reconstruct the existing Cargo Apron via full-depth reclamation or complete reconstruction.

Certain criteria should be considered when deciding between full-depth reclamation or complete reconstruction of the proposed Cargo Apron.

6.2 RECONSTRUCTION CONSIDERATIONS

In general, the soils encountered at the site below the existing pavement base were classified as loose to medium dense, poorly graded, fine SAND (SP), fine SAND with silt (SP-SM), and Shelly fine SAND with silt (SP-SM), except for a few locations where very loose (SP) and (SP-SM) soils were encountered at depths extending beyond 6 feet bgs. These existing soils would be suitable for supporting a reconstructed Cargo Apron and for reuse as structural fill and general backfill, if needed. These materials classify as A-3 and A-2-4 and are considered as Select Fill in accordance with FDOT Standard Plans Index 120-001. However, certain types of A-2-4 soils that are likely to retain excess moisture and may be difficult to dry and compact should be re-used outside of the footprint of the proposed Cargo Apron Reconstruction. A-2-4 material placed below the existing groundwater level must be non-plastic and contain less than 15% passing the No. 200 U.S.

Standard Sieve. In addition, all soils should be evaluated for suitability according to applicable FAA and/or FDOT Specifications.

6.3 FULL DEPTH RECLAMATION (FDR)

An alternative to complete reconstruction is FDR. With this option, existing base and asphalt material will be ground and pulverized in place while being mixed with cement and asphalt emulsion. This creates a new flexible, stabilized base material that can be incorporated as part of the new pavement. Resurfacing will then be performed to complete the improvement of the proposed Cargo Apron. A benefit of FDR is the reduced risk of base course deterioration resulting from water table fluctuation. Depending on the project, this option can be cost effective over time while still providing a similar Structural Number, as compared to the complete reconstruction option, and suggested for consideration by the design engineer.

6.4 SITE PREPARATION FOR STRUCTURAL ELEMENTS

All fill and backfill material should be placed and compacted in accordance with applicable Federal Aviation Administration (FAA) and Florida Department of Transportation (FDOT) specifications.

The fill and backfill should be placed in level lifts not exceeding 12 inches in uncompacted thickness. Each lift should be compacted by repeated passes with appropriate compaction equipment to achieve at least 98 percent of the Modified Proctor Maximum Dry Density (ASTM D1557) or otherwise specified by applicable FAA and/or FDOT Specifications. The filling/backfilling and compaction operations should continue until the desired elevation(s) is achieved.

The contractor should exercise caution during construction and compaction of soils so as not to cause settlement of any nearby existing structures or utilities induced by vibrations. The Contractor must control and adjust the vibration to not disturb existing structures and/or subsurface utilities that may be in the vicinity of the project. In this regard, the Contractor may want to consider using non-vibratory compaction equipment. The contractor is solely responsible for any settlement caused by his actions.

If unsuitable soils, as defined by applicable FAA and/or FDOT Specifications, are encountered, these soils would need to be made acceptable by means of chemical or mechanical stabilization.

Chemical stabilization requires different stabilizing agents for different soil types. AC 150/5370- 10, Items P-155, P-157 and P-158 references multiple publications for modelling chemically stabilized layers. Mechanical stabilization involves excavating and replacing material with either a clean fill, an open-graded aggregate wrapped in geotextile fabric, lean concrete or geosynthetics.

Subgrade stabilization should also be considered if any of the following conditions exist: poor drainage, adverse surface drainage, or need for a stable working platform.

The use of soils with relatively high fines content (i.e., clayey soils) as fill should be avoided near the ground surface in green-space areas adjacent to paved areas since these relatively low permeability soils promote ponding of water during and following rainfall. Also, these relatively low permeability soils should not be used directly beneath any pavement section as they may trap water within the pavement section leading to premature pavement failure.

Within the area of the proposed Cargo Apron reconstruction, concrete was encountered underneath the existing pavement at several core locations. The contractor should be aware of the possibility of encountering unsuitable material and should be ready to remove and replace as a foreseen condition. This unsuitable material should include possible buried organic soil, abandoned utilities, buried foundations, and other below-ground structures such as concrete slabs and concrete hardstands. All the buried underground concrete should be assumed as reinforced concrete.

MC2 should be employed by the Owner to observe and test all prepared and compacted areas to document that all unsuitable soils are removed and that the subgrade and fill soils are prepared and compacted in accordance with the above recommendations.

6.5 DEWATERING

If the control of groundwater is required to perform the necessary earthworks (e.g., stripping, excavation, proof-rolling, filling, compaction, and any other earthwork, site work, and/or subgrade preparation operations), the actual method(s) of dewatering should be determined by the Contractor. Dewatering should be performed to lower the groundwater level to depths that are adequately below excavations and compaction surfaces. Adequate groundwater level depths below excavations and compactions surfaces vary depending on soil type and construction method.

The contractor should be permitted to employ any commonly accepted means and methods necessary to maintain the groundwater level below the bottom of the excavation and to maintain a dry excavation during wet weather. Groundwater levels should be maintained at a minimum of 1 foot below the bottom of the excavations during construction. The placement of backfill, reinforcing steel, or concrete in standing water should not be permitted.

6.6 PAVEMENT DESIGN

According to FAA’s Airport Pavement Design and Evaluation, the design CBR value for subgrade support should be conservatively selected to ensure a stable subgrade and should reflect the long term subgrade support that will be provided to the pavement. The FAA recommends selecting a

CBR design value that is one standard deviation below the mean. If no site preparation is planned (i.e., the subgrade will remain in its present condition), the results of the DCP testing are most suitable for evaluating the subgrade. The DCP testing results suggest a design CBR of 9. If site preparation is planned (i.e., stripping, proof-rolling, compacting), results of laboratory CBR testing are more appropriate for evaluating the subgrade.

According to the FAA’s Advisory Circular AC 150/5320-6G, where the mean subgrade strength is lower than a modulus of 7,500 psi (CBR 5), it will be necessary to improve the subgrade chemically or mechanically. As mentioned above, the DCP testing results suggest a design CBR of 9.

Therefore, we are not providing recommendations for chemical and mechanical improvements in this report.

FDOT Flexible Pavement Design Manual (January 2022 Manual) specifies a minimum base clearance of 3 feet above the SHWT. When the clearance is less than 3 feet, the pavement designer must reduce the design resilient modulus by 25% for a 2 feet base clearance and by 50% for a 1 foot base clearance.

7 REPORT LIMITATIONS

The evaluations and recommendations in this report are based on the data obtained from the soil borings and DCP tests performed at the approximate locations as indicated on Sheets No. 3 in the Appendix.

This report does not reflect any variations that may occur between the borings. The nature and extent of variations may not become evident until during the course of construction. If variations then appear evident, it will be necessary for a reevaluation of the recommendations of this report to be made after performing on-site observations during the construction period and noting the characteristics of any variations.

When the final design and specifications are completed, we would like the opportunity to review them to determine whether changes in the original concept may have affected the validity of our recommendations and whether these recommendations have been implemented in the design and specifications.

While the borings are representative of subsurface conditions at their respective locations and for their respective vertical reaches, local variations characteristic of the subsurface materials of the region are anticipated and may be encountered. The boring logs and related information are based on the field logs and visual examination of selected sample in the laboratory. The delineation between soil types shown on the logs is approximate and the description represents our interpretation of subsurface conditions at the designated boring locations and on the particular date drilled.

This report has been prepared for the exclusive use of MBI in accordance with generally accepted geotechnical engineering practices. No other warranty, expressed or implied, is made. For additional reference describing the scope and limitations of this geotechnical report, please review the document enclosed in the Appendix titled, “Important Information About this Geotechnical-Engineering Report.”

APPENDIX

Table 4 – Soil Parameters Project Location Map – Sheet 1

USDA Soil Survey/USGS Topographic Map – Sheet 2 Coring/Boring Location Map – Sheet 3

Subsurface Boring Profiles – Sheet 4 and Sheet 5 Individual Boring Logs – (13 Pages)

Pavement Core/DCP/Subsurface Exploration Summary – (9 pages) Test Procedures

Important Information About this Geotechnical-Engineering Report

Cargo Apron Reconstruction

St. Pete-Clearwater International Airport, Pinellas County, Florida MC2 Project No. T062107.069

Table 4. Soil Parameters – Cargo Apron Reconstruction

Depth Below Ground Surface

(ft)

Average SPT N- Value

Soil Type (Unified)

Approx. Soil Unit Weight Angle of Internal Friction, φ (degrees)

Cohesion, c (psf) γt (pcf) γb (pcf)

PB-1

0 – 4 Hand Auger(1) SP 100 38 29 0

4 – 8 19 SP 110.0 47.6 33 0

8 – 10 6 SP-SM 105.0 42.6 30 0

PB-2

0 – 4 Hand Auger(1) SP-SM 100 38 29 0

4 – 8 16 SP, SP-SM 110.0 47.6 32 0

8 – 10 7 SP 105.0 42.6 30 0

PB-3

0 – 4 Hand Auger(1) SP-SM 100 38 29 0

4 – 8 13 SP-SM 110.0 47.6 31 0

8 – 10 6 SP-SM 105.0 42.6 30 0

PB-4

0 – 4 Hand Auger(1) SP-SM 100 38 29 0

4 – 6 15 SP 110.0 47.6 32 0

6 – 8 22 SP 115.0 52.6 34 0

8 – 10 2 SP-SM 100.0 37.6 29 0

PB-5

0 – 4 Hand Auger(1) SP, SP-SM 100 38 29 0

4 – 8 12 SP, SP-SM 110.0 47.6 31 0

8 – 10 6 SP-SM 105.0 42.6 30 0

PB-6

0 – 4 Hand Auger(1) SP-SM 100 38 29 0

4 – 8 13 SP, SP-SM 110.0 47.6 31 0

8 – 10 7 SP 105.0 42.6 30 0

PB-7

0 – 4 Hand Auger(1) SP, SP-SM 100 38 29 0

4 – 6 8 SP-SM 105.0 42.6 30 0

6 – 8 13 SP 110.0 47.6 31 0

8 – 10 3 SP 100.0 37.6 29 0

Cargo Apron Reconstruction

MC2 Project No. T062107.069

Table 4. Soil Parameters – Cargo Apron Reconstruction

Depth Below Ground Surface

(ft)

Average SPT N- Value

Soil Type (Unified)

Approx. Soil Unit Weight Angle of Internal Friction, φ (degrees)

Cohesion, c (psf) γt (pcf) γb (pcf)

PB-8

0 – 4 Hand Auger(1) SP, SP-SM 100 38 29 0

4 – 8 16 SP-SM 110.0 47.6 32 0

8 – 10 9 SP 105.0 42.6 30 0

PB-9

0 – 4 Hand Auger(1) SP-SM 100 38 29 0

4 – 6 8 SP 105.0 42.6 30 0

6 – 8 25 SP 115.0 53 34 0

8 – 10 9 SP 105.0 42.6 30 0

PB-10

0 – 4 Hand Auger(1) SP-SM 100 38 29 0

4 – 6 7 SP-SM 105.0 42.6 30 0

6 – 8 10 SP-SM 110.0 47.6 31 0

8 – 10 3 SP 100.0 37.6 29 0

PB-11

0 – 4 Hand Auger(1) SP, SP-SM 100 38 29 0

4 – 6 9 SP-SM 105.0 42.6 30 0

6 – 8 17 SP-SM 110.0 47.6 32 0

8 – 10 11 SP 110.0 47.6 31 0

PB-12

0 – 4 Hand Auger(1) SP 100 38 29 0

4 – 8 12 SP-SM 110.0 47.6 31 0

8 – 10 5 SP-SM 105.0 42.6 29 0

LB-1

0 – 4 Hand Auger(1) SP 100 38 29 0

4 – 6 13 SP 110.0 47.6 31 0

6 – 8 6 SP 105.0 42.6 30 0

8 – 12 3 SP-SM 100.0 37.6 29 0

12 – 30 7 SP-SM, SC 105.0 42.6 30 0

Note 1: The Hand Auger excavated layers are assumed as loose material.

NAMEDATE APPROVED BY:REVISION

SUPERVISED BY:

CHECKED BY:

DRAWN BY:

DESIGNED BY:

SHEET NO.MC PROJ. NO.

Project Location Map

DATE

NAME

LEGEND:

Approximate Project Location

Source: Google Earth

Image Date: 5/23/2021

ED

KF

KF

AR

3/10/2022

3/10/2022

3/25/2022 T062107.069-G

5808-A Breckenridge Parkway

Tampa, FL 33610

Ph:813-623-3399 Fax:813-623-6636

Geotechnical Consultants

MC SQUARED, INC.

Cargo Apron Reconstruction and Replacement for Runway 9-27 With a Taxiway

Part 1: Cargo Apron Reconstruction

St. Pete-Clearwater, Pinellas County, Florida

Graphic Scale (feet)

Approximate

Project Location

0' 1000'500'

FLORIDA ENGINEERING CERTIFICATE OF

AUTHORIZATION No. 9191

Abner M Reis, P.E.

FLORIDA LICENSE No. 93783

USDA Soil Survey and USGS Topographic Maps

NAMEDATE APPROVED BY:REVISION

SUPERVISED BY:

CHECKED BY:

DRAWN BY:

DESIGNED BY:

SHEET NO.MC PROJ. NO.

DATE

NAME

5808-A Breckenridge Parkway

Tampa, FL 33610

Ph:813-623-3399 Fax:813-623-6636

Geotechnical Consultants

MC SQUARED, INC.

Source: Natural Resources Conservation Service

The survey data is Version 20 dated Jun 8, 2020, with aerial images taken Jan 27, 2020 - Feb 4, 2020.

KF

KF

3/10/2022

3/10/2022

RIVERVIEW QUADRANGLE

FLORIDA-HILLSBOROUGH CO.

7.5 MINUTE SERIES TOPOGRAPHIC

NAVD: 1988 - DATE: 2018

Project Location

T062107.069-G

Cargo Apron Reconstruction and Replacement for Runway 9-27 With a Taxiway

Part 1: Cargo Apron Reconstruction

St. Pete-Clearwater, Pinellas County, Florida

3/25/2022

FLORIDA ENGINEERING CERTIFICATE OF

AUTHORIZATION No. 9191

Abner M Reis, P.E.

FLORIDA LICENSE No. 93783

ED

AR

PB-9

PC-7

PC-4

DCP-1PB-5

PC-5 PB-6

PB-3

PB-2

PC-2

PB-7

PB-10

PB-12

PB-4

PC-3

DCP-3

PC-6PB-8

PC-8

PC-1

CBRA-1PB-1

PC-9

CBRA-3LB-1

DCP-2

PB-11

Source: Google Earth

Image Date: 5/23/2021

Graphic Scale (feet)

0' 100'50'

3/10/2022

3/10/2022

NAMEDATE APPROVED BY:REVISION

SUPERVISED BY:

CHECKED BY:

DRAWN BY:

DESIGNED BY:

SHEET NO.MC PROJ. NO.

Coring Location Map/Boring Location Map

DATE

NAME

Approximate Pavement Core/SPT Boring/DCP Test Location

LEGEND:

5808-A Breckenridge Parkway

Tampa, FL 33610

Ph:813-623-3399 Fax:813-623-6636

Geotechnical Consultants

MC SQUARED, INC.

KF

KF

T062107.069-G

Cargo Apron Reconstruction and Replacement for Runway 9-27 With a Taxiway

Part 1: Cargo Apron Reconstruction

St. Pete-Clearwater, Pinellas County, Florida

3/25/2022

FLORIDA ENGINEERING CERTIFICATE OF

AUTHORIZATION No. 9191

Abner M Reis, P.E.

FLORIDA LICENSE No. 93783

Boring No. : PB-7

Date : 2/2/2022

Boring No. : PB-1

Date : 2/2/2022

Boring No. : PB-2

Date : 2/2/2022

N

Boring No. : PB-3

Date : 2/2/2022

Boring No. : PB-4

Date : 2/2/2022

Boring No. : PB-5

Date : 2/2/2022

Boring No. : PB-6

Date : 2/2/2022

21 17

Boring Terminated at 10 ft.

13 15 11 15

N N N N N

Boring Terminated at 10 ft. Boring Terminated at 10 ft. Boring Terminated at 10 ft. Boring Terminated at 10 ft. Boring Terminated at 10 ft.

Boring No. : PB-8

Date : 2/2/2022

Boring No. : PB-9

Date : 2/2/2022

Boring No. : PB-10

Date : 2/2/2022

Boring No. : PB-11

Date : 2/2/2022

Boring No. : PB-12

Date : 2/2/2022

16 8

7 9 11

NN

*N Values Drawn at Top of Interval

D E

P T

H

F

E E

T

Boring Terminated at 10 ft. Boring Terminated at 10 ft. Boring Terminated at 10 ft. Boring Terminated at 10 ft. Boring Terminated at 10 ft.

N N N N

Boring Terminated at 10 ft.

NMC: 18.0%

-200: 3.6%

NMC: 26.8%

-200: 2.6%

OC: 4.0%

NMC: 20.9%

-200: 5.8%

NMC: 13.7%

-200: 19.5%

NMC: 20.4%

NMC: 22.1%

-200: 23.5%

-200: 2.6%

NMC: 14.2%

-200: 17.1%

NMC: 10.8%

-200: 5.7%

NMC: 23.3%

-200: 7.8%

NMC: 14.2%

-200: 11.3%

NMC: 23.0%

OC: 1.5%

-200: 11.6%

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

HA

D E

P T

H

F

E E

T

NAMEDATE APPROVED BY:REVISION

SUPERVISED BY:

CHECKED BY:

DRAWN BY:

DESIGNED BY:

SHEET NO.MC PROJ. NO.

DATE

NAME

5808-A Breckenridge Parkway

Tampa, FL 33610

Ph:813-623-3399 Fax:813-623-6636

Geotechnical Consultants

MC SQUARED, INC.

Subsurface Boring Profiles

KF

KF

3/10/2022

3/10/2022

T062107.069-G

Cargo Apron Reconstruction and Replacement for Runway 9-27 With a Taxiway

Part 1: Cargo Apron Reconstruction

St. Pete-Clearwater, Pinellas County, Florida

3/25/2022

FLORIDA ENGINEERING CERTIFICATE OF

AUTHORIZATION No. 9191

Abner M Reis, P.E.

FLORIDA LICENSE No. 93783

Boring No. : LB-1

Date : 2/2/2022

D E

P T

H

F

E E

T

Boring Terminated at 30 ft.

N

LEGEND

NOTES:

Water Table at Time of Investigation

HA Hand Auger

GRANULAR MATERIALS- RELATIVE DENSITY

VERY LOOSE

LOOSE

MEDIUM DENSE

DENSE

VERY DENSE

< 4

4-10

10-30

30-50

> 50

SILTS AND CLAYS CONSISTENCY

VERY SOFT

SOFT

FIRM

STIFF

VERY STIFF

HARD

< 2

2-4

4-8

8-15

15-30

> 30

SPT Spoon Inside Diameter 1 3/8"

SPT Spoon Outside Diameter 2"

ASTM Standard Drop Safety Hammer

Average Hammer Drop Height 30"

Hammer Weight 140 lbs

SPT (BLOWS/FT)

SPT (BLOWS/FT)

Limerock Base

Asphalt

(SP) Poorly Graded Fine Sand

(SC) Clayey Sand

Concrete

(SP-SM) Poorly Graded Fine Sand With Silt

HA

HA

N SPT N-Value

Estimated seasonal high groundwater level (SHWT)

NAMEDATE APPROVED BY:REVISION

SUPERVISED BY:

CHECKED BY:

DRAWN BY:

DESIGNED BY:

SHEET NO.MC PROJ. NO.

DATE

NAME

5808-A Breckenridge Parkway

Tampa, FL 33610

Ph:813-623-3399 Fax:813-623-6636

Geotechnical Consultants

MC SQUARED, INC.

Subsurface Boring Profiles

KF

KF

3/10/2022

3/10/2022

T062107.069-G

Cargo Apron Reconstruction and Replacement for Runway 9-27 With a Taxiway

Part 1: Cargo Apron Reconstruction

St. Pete-Clearwater, Pinellas County, Florida

3/25/2022

FLORIDA ENGINEERING CERTIFICATE OF

AUTHORIZATION No. 9191

Abner M Reis, P.E.

FLORIDA LICENSE No. 93783

PC

HA

SS-1

SS-2

SS-3

13-11-10-12 (21)

9-8-10-8 (18)

4-3-3-2 (6)

SP

SP

SP-SM

8 1/2" Asphalt 6" Limerock Base 1 1/2" Asphalt Dark brown to light gray, poorly graded, Fine SAND

Medium dense, dark brown to brownish yellow, poorly graded, Fine SAND

Loose, gray, poorly graded, Shelly Fine SAND with Silt (shell fragments)

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 6.4 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

PROJECT LOCATION Pinellas County, Florida

BORING ID: PB-1BORING ID: PB-1Boring Log

SS-1

SS-2

SS-3

6-7-10-13 (17)

8-8-8-5 (16)

2-3-4-5 (7)

SP-SM

SP-SM

SP

9 1/4" Asphalt 8 3/4" Limerock Base Yellowish brown to brownish yellow, poorly graded, Fine SAND with Silt

Medium dense, yellowish brown to brownish yellow, poorly graded, Fine SAND with Silt

Loose to medium dense, light brownish gray to gray, poorly graded, Shelly Fine SAND (shell fragments)

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 5.5 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-2BORING ID: PB-2Boring Log

SS-1

SS-2

SS-3

6-7-6-9 (13)

9-8-6-3 (14)

1-2-4-4 (6)

SP

SP

SP-SM

10 3/4" Asphalt

8 1/4" Limerock Base Dark brown to light brownish gray, poorly graded, Fine SAND

Medium dense, dark brown to light brownish gray, poorly graded, Fine SAND

Loose, gray, poorly graded, Shelly Fine SAND with Silt (shell fragments)

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 5.8 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-3BORING ID: PB-3Boring Log

SS-1

SS-2

SS-3

6-7-8-10 (15)

6-11-11-8 (22)

3-1-1-2 (2)

SP-SM

SP

SP-SM

17" Asphalt

7" Limerock Base Grayish brown to brown, poorly graded, Fine SAND with Silt

Medium dense, brownish yellow, poorly graded, Fine SAND

Very loose, gray, poorly graded, Fine SAND with Silt

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 6.0 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-4BORING ID: PB-4Boring Log

SS-1

SS-2

SS-3

4-5-6-7 (11)

5-6-7-7 (13)

2-3-3-2 (6)

SP

SP-SM

SP-SM

SP

SP-SM

17 1/4" Concrete

5" Econocrete Light gray to very pale brown and grayish brown, poorly graded SAND

Yellowish brown, poorly graded, Fine SAND with Silt

Loose to medium dense, yellowish brown, poorly graded, Fine SAND with Silt

Medium dense, pale brown, poorly graded, Fine SAND

Loose, pale brown, poorly graded, Fine SAND with Silt

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 6.5 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-5BORING ID: PB-5Boring Log

SS-1

SS-2

SS-3

6-5-10-16 (15)

10-8-4-4 (12)

5-3-4-3 (7)

SP-SM

SP-SM

SP

7 1/2" Asphalt 11 1/2" Limerock Base

Yellowish brown to brownish yellow, poorly graded, Fine SAND with Silt

Medium dense, yellowish brown to brownish yellow, poorly graded, Fine SAND with Silt

Loose to medium dense, light greenish gray to gray, poorly graded, Shelly Fine SAND (shell fragments)

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 5.8 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-6BORING ID: PB-6Boring Log

SS-1

SS-2

SS-3

3-4-4-5 (8)

6-6-7-5 (13)

3-2-1-2 (3)

SP-SM

SP-SM

SP

3 1/2" Asphalt 7" Concrete Light gray to brown, poorly graded, Fine SAND with Silt

Loose, light gray to brown, poorly graded, Fine SAND with Silt

Very loose to medium dense, very pale brown to light greenish gray, poorly graded, Fine SAND

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 5.3 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-7BORING ID: PB-7Boring Log

SS-1

SS-2

SS-3

5-6-10-12 (16)

7-7-10-16 (17)

2-3-6-5 (9)

SP-SM

SP-SM

SP

16" Concrete

Dark grayish brown to brownish gray, poorly graded, Fine SAND with Silt

Medium dense, yellowish brown to brown, poorly graded, Fine SAND with Silt

Loose, light gray, poorly graded, Fine SAND

Bottom of hole at 10.0 feet.

GROUND ELEVATION --- HOLE SIZE 4"DATE STARTED 2/2/22 COMPLETED 2/2/22

GROUND WATER LEVELS:

NOTES

LOGGED BY MF/SG CHECKED BY AR

METHOD Continuos sampling - Safety Hammer

DRILLING CONTRACTOR GHD

AT TIME OF DRILLING 6.9 ft

AT END OF DRILLING ---

AFTER DRILLING ---

2 5 5 0 7 5

PL LLMC

FINES CONTENT (%)

20 40 60 80

ORGANIC CONTENT %

2 5 5 0 7 5

G R

A P

H

IC

L O

G

D E

P T

H ft)

S

A M

P

LE

T Y

P E

N U

M B

E R

B

LO

W C

O U

N T

S (N

V A

LU

E

R E

C O

V E

R Y

(R

Q D

U S

C S

G ro up S ym bo l

SPT N VALUE

20.8 40.6 60.4 80.2

MATERIAL DESCRIPTION

CLIENT Michael Baker International

PROJECT NUMBER T062107.069_G

PROJECT NAME Part 1: Cargo Apron Reconstruction

BORING ID: PB-8BORING ID: PB-8Boring Log

SS-1

SS-2

SS-3

2-3-5-8 (8)

15-13-12-9 (25)

5-4-5-4 (9)

SP-SM

SP

5" Asphalt 4" Limerock Base Grayish…