Canon City 2A_Justice Center Rd Pavement Report_9-1-23.pdf

9/1/2023

Geotechnical Evaluation

Report

Only the client or it’s designated representatives may use this document and only for the specific project for which this report was prepared.

Proposed Cañon City 2A Roadway Improvements

Justice Center Road – Hwy 50 to Grandview Avenue

Cañon City, Colorado

Vivid Project No.: D23-2-586

September 1, 2023

Report prepared for:

Ted Dell

City of Cañon City Engineering Department

P.O. Box 1460

128 Main Street

Cañon City, CO 81215-1460 tjdell@canoncity.org laevans@canoncity.org

GEOTECHNICAL EVALUATION REPORT

Proposed Cañon City 2A Roadway Improvements

Justice Center Road – Hwy 50 to Grandview Avenue

Vivid Project No.: D23-2-586

Prepared by:

Mary Beth Ray, EI

Staff Engineer

9/1/2023

William J. Barreire, P.E.

Senior Geotechnical Engineer

VIVID Engineering Group, Inc.

1053 Elkton Drive

Colorado Springs, CO 80907

(719) 896-4356 phone

(719) 896-4357 fax

Table of Contents

1.0 INTRODUCTION

1.1 General

1.2 Project Description

1.3 Purpose and Scope

2.0 FIELD EXPLORATION AND LABORATORY TESTING

2.1 Field Exploration

2.2 Geotechnical Laboratory Testing

3.0 SITE CONDITIONS

3.1 Surface

3.2 Geology

3.3 Subsurface

3.3.1 Groundwater

4.0 CONCLUSIONS AND RECOMMENDATIONS

4.1 GENERAL

4.2 PAVEMENT RECOMMENDATIONS

4.2.1 Pavement Subgrade Material

4.2.2 Pavement Design Parameter Summary

4.2.3 Design Sections

4.3 CONSTRUCTION CONSIDERATIONS

4.3.1 Pavement Materials

4.3.2 Excavation Characteristics

4.3.3 Subgrade Preparation

4.3.4 Compaction Requirements

4.3.5 Imported Fill

4.3.6 Trench Backfill

4.3.7 Construction in Wet or Cold Weather

4.3.8 Drainage

4.3.9 Pavement Maintenance

4.4 CORROSIVITY AND CONCRETE

4.4.1 Corrosion Potential

4.4.2 Chemical Sulfate Susceptibility and Concrete Type

5.0 ADDITIONAL SERVICES & LIMITATIONS

5.1 ADDITIONAL SERVICES

5.2 LIMITATIONS

Figure 1: Vicinity Map

Figure 2: Field Exploration Plan

Figures 3 and 4: Pavement Section Thickness Designs

Appendix A: Logs of Exploratory Borings

Appendix B: Geotechnical Laboratory Test Results

Appendix C: Analytical Laboratory Test Results

Appendix D: Important Information About This Geotechnical Engineering Report

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D 2 3 - 2 - 5 8 6

1.0 INTRODUCTION

1.1 General

This report presents the results of a geotechnical investigation performed for the proposed Cañon City 2A

Roadway Improvements project located on Justice Center Road between Highway 50 and Grandview Avenue in Cañon City, Colorado. An attached Vicinity Map (Figure 1) shows the general location of the project. Our investigation was performed for the City of Cañon City and was authorized by Mr. Ted Dell.

This report includes our recommendations relating to the geotechnical aspects of project design and construction. The conclusions and recommendations stated in this report are based upon the subsurface conditions found at the locations of our exploratory borings at the time our exploration was performed. They also are subject to the provisions stated in the report section titled Additional Services & Limitations. Our findings, conclusions, and recommendations should not be extrapolated to other areas or used for other projects without our prior review. Furthermore, they should not be used if the site has been altered, or if a prolonged period has elapsed since the date of the report, without VIVID’s prior review to determine if they remain valid.

1.2 Project Description

We understand portions of Justice Center Road are planned to be reconstructed to address the existing poor pavement condition and to accommodate the current usage and traffic loads. While overlay options were evaluated, reconstruction was determined to be the final option due to the condition and thickness of the existing asphalt mat. At the time this report was prepared, civil plan/profile, drainage, and other improvements were not fully defined, or were being designed concurrently.

Anticipated 18-kip Equivalent Single Axle Load (ESAL) traffic values for flexible pavement designs were derived from traffic counts performed by the City of Cañon City. Other pavement design parameters obtained from the City of Cañon City and industry standards were utilized in our pavement section thickness design calculations.

1.3 Purpose and Scope

The purpose of our investigation was to explore and evaluate subsurface conditions at various locations along the roadway alignment and, based upon the conditions found, to develop recommendations relating to the geotechnical aspects of project design and construction. Our conclusions and recommendations in this report are based upon analysis of the data from our field exploration, laboratory tests, and our experience with similar soil and geologic conditions in the area.

VIVID’s scope of services included:

• A visual reconnaissance to observe surface and geologic conditions at the project site and locating the exploratory borings;

• Notification of the Colorado 811 one-call center to identify underground utility lines at the boring locations prior to our drilling;

• The drilling of ten exploratory borings along Justice Center Road between Highway 50 and Grandview

Avenue, which were selected based upon the proposed construction, access, and utilities;

• Laboratory testing of selected samples obtained during the field exploration to evaluate relevant physical and engineering properties of the soil;

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• Evaluation and engineering analysis of the field and laboratory data collected to develop our geotechnical conclusions and recommendations; and

• Preparation of this report, which includes a description of the proposed project, a description of the surface and subsurface site conditions found during our investigation, our conclusions and recommendations as to pavement section thickness design, other related geotechnical issues, and appendices which summarize our field and laboratory investigations.

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2.0 FIELD EXPLORATION AND LABORATORY TESTING

2.1 Field Exploration

A field exploration performed on April 20, 2023, included drilling ten exploratory borings at the approximate locations indicated on the attached Field Exploration Plan (Figure 2). A summary of the explorations along the roadway alignment are presented below:

Table 1

Summary of Existing Pavement Section Thicknesses

Boring

Approximate Boring

Depth

[feet, below ground surface]

Existing Asphalt

Thickness

[approximate, inches]

Existing Granular

Base Thickness

[approximate, inches]

Justice Center Road (Hwy 50 to Grandview Avenue)

JC-1 10 7.0 17.0

JC-2 4 3.0 12.0

JC-3 4 3.0 12.0

JC-4 4 3.0 12.0

JC-5 10 3.0 17.0

JC-6 4 2.75 12.0

JC-7 4 3.0 29.0

JC-8 4 3.0 12.0

JC-9 4 3.0 13.0

JC-10 10 3.0 23.0

The borings were advanced using a CME-45 truck-mounted drill rig equipped with 4-inch outside diameter, continuous-flight auger. Samples were taken with a California-type sampler (2.0-inch I.D./2.5-inch O.D.) and by bulk methods. Penetration tests were obtained directly below the pavement section. Dynamic Cone

Penetrometer (DCP) testing was also performed on the subgrade at some boring locations.

Appendix A to this report includes logs describing the subsurface conditions and the DCP test results for each boring. The lines defining boundaries between soil types on the logs are based upon drill behavior and interpolation between samples and are therefore approximate. Transition between soil types may be abrupt or may be gradual.

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2.2 Geotechnical Laboratory Testing

Laboratory tests were performed on selected soil samples to estimate their relative engineering properties.

Tests were performed in general accordance with the following methods of ASTM or other recognized standards-setting bodies, and local practice:

• Description and Identification of Soils (Visual-Manual Procedure)

• Classification of Soils for Engineering Purposes

• Moisture Content and Unit Weight

• Sieve Analysis of Fine and Coarse Aggregates

• Liquid Limit, Plastic Limit, and Plasticity Index

Results of the geotechnical laboratory tests are included in Appendix B of this report. Selected test results are also shown on the boring logs in Appendix A.

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3.0 SITE CONDITIONS

3.1 Surface

The area surrounding the existing roadway alignments comprised predominantly of commercial properties on the north half and residences with open agriculture land on the south half. A drainage crosses the roadway on the southern third of the alignment. Surface asphalt pavement conditions varied along the roadway but were in generally poor condition, with crack distress including longitudinal, transverse and frequent alligator cracking along with several asphalt patches. Moderate wheel rutting was also observed. Surface drainage was observed to be fair to poor.

3.2 Geology

Prior to drilling, the site geology was evaluated by reviewing available geologic maps including the USGS

Reconnaissance Geologic Map of the Cañon City Quadrangle, Fremont County, Colorado (Scott, 1977).

Mapping indicates the surficial soils in the general area of the project site comprise predominantly of Piney

Creek Alluvium deposits of sand and clay, overlying bedrock of the Pierre Shale Formation. The mapping is generally consistent with our explorations. However, bedrock was not encountered in the borings due to their shallow depth for pavement evaluation purposes.

3.3 Subsurface

The general profile encountered in our borings consisted of:

Asphalt and Granular Base Materials

Approximately 2.75 to 7 inches (3 inches on average) of asphalt was encountered at the ground surface and

12 to 29 inches of granular base materials were encountered underlying the asphalt in the borings. The granular base materials generally comprised of well-graded sand with silt and gravel, clayey sand with gravel, and silty, clayey SAND with gravel, brown in color, and slightly moist to moist.

Clay and Sand

Native soils comprised predominantly of lean clay with varying amounts of sand and clayey sand with gravel and extended to the maximum depth explored of approximately 4 to 10 feet below the ground surface in each boring. The subgrade materials were generally, light brown to dark brown, and olive-brown, moist to very moist, and medium stiff to very stiff (cohesive). The moisture content of the clay material was found to be generally just below to above the Plastic Limit. The areas of lower moisture content are anticipated to be marginally stable, while the locations where moisture content is at or near the soil’s plastic limit will likely defect significantly under construction traffic loads.

The boring logs in Appendix A should be reviewed for more detailed descriptions of the subsurface conditions at each of the boring locations explored.

3.3.1 Groundwater

Groundwater was not encountered in any of our explorations at the time of drilling. Groundwater levels commonly vary over time and space depending on seasonal precipitation, irrigation practices, land use, and runoff conditions. These conditions and the variations that they create often are not apparent at the time of field investigation. Accordingly, the soil moisture and groundwater data in this report pertain only to the locations and times at which exploration was performed. They can be extrapolated to other locations and

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4.0 CONCLUSIONS AND RECOMMENDATIONS

4.1 GENERAL

The existing pavement was in fair to poor condition with worse conditions to the north and better to the south. Due to the thickness of the asphalt and the condition of the existing asphalt, a mill and overlay is not recommended. Based on discussion with the City, reconstruction is preferred. Therefore, two options of reconstruction are included in this report which include hot mix asphalt (HMA) over aggregate base course over fabric and geogrid, and HMA over full depth reclamation (FDR) mixed with cement . The recommended pavement sections are described in more detail in the following sections of this report.

A pavement section is a layered system designed to distribute concentrated traffic loads to the subgrade.

Performance of the pavement structure is directly related to the physical properties of the subgrade soils and traffic loadings. Soils are represented for pavement design purposes by means of a soil support value.

Pavement design procedures are based on strength properties of the subgrade and pavement materials, along with the design traffic conditions.

Our subgrade investigation and pavement thickness calculations were performed in general accordance with

City of Cañon City and industry standards, which are based on the 1993 American Association of State

Highway and Transportation Officials (AASHTO) Guide for Design of Pavement Structures.

4.2 PAVEMENT RECOMMENDATIONS

4.2.1 Pavement Subgrade Material

The pavement subgrade is anticipated to consist of A-6 and A-7-6 materials using the AASHTO classification system. Based upon our experience, we have assumed an approximate R-Value of 5 for the pavement subgrade. Due to generally high moisture contents and low CBR values (CBR based on in-situ DCP testing) it was determined that the thickness of stabilization required to support heavy construction equipment and facilitate proper construction of the roadway, drives the final pavement thickness. Therefore, the pavement design approaches include a geogrid reinforced aggregate base course or a cement treated Full Depth

Reclamation (FDR) section to provide a more stable subgrade to facilitate construction.

Table 2, below, presents the subgrade and traffic values that are the basis for our design sections for the subject roadways.

4.2.2 Pavement Design Parameter Summary

The following tables present the pavement design parameters that were utilized in our design.

Table 2

Summary of Pavement Design Parameters – Existing Project Data

Existing Project Data

Alignment Section R-Value

(MR, psi)

Traffic 18-kip ESAL

HMA (20 yr.)1

Justic Center Road

(Hwy 50 to Grandview Ave)

(3,025) 113,714

1) Recent traffic count data was utilized to estimate the 18-kip, 20-year ESAL for each segment. ESAL calculations are based on the CDOT 3-bin method.

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Table 3

Summary of Pavement Design Parameters – Flexible (Hot Mix Asphalt) Pavement Sections

Pavement Design Parameters

20 year, 18-kip ESAL See Table 2, above

Serviceability Index 2.5

Overall Standard Deviation 0.44

Reliability [%] 90

R-Value / Resilient Modulus (MR) [psi] See Table 2, above

Strength Coefficients

New Hot Mix Asphalt (HMA) 0.44

New Aggregate Base Course (ABC) 0.12

Cement Treated FDR 0.14

4.2.3 Design Sections

Cañon City has historic challenges with unstable subgrade during construction/re-construction of pavements due to existing clay subgrade soils that exist at very high moisture contents. For this reason, pavement design calculations for this project were based on two basic approaches. This includes the typical AASHTO

1993 method utilizing R-value and calculated traffic ESALs as well as a subgrade stabilization approach utilizing the in-situ CBR values and anticipated heavy construction loadings. For this street subgrade stabilization will be required in numerous locations based on our experience with projects in this area of town.

The following describes our recommended design sections. The following design sections include design thicknesses based on the use of geogrid and a separator fabric below the aggregate base course section as one design option, and cement treated FDR as a second option. These pavement section thickness design recommendations are also presented on Figure 3 (geogrid/base option) and Figure 4 (cement treated FDR option) attached to this report. As noted above, the thickness of the sections for the two options was driven by the required stabilization depth to help facilitate construction (support the construction equipment) of the new pavement over the existing poor subgrade soils.

Table 4

Pavement Section Thickness Design Recommendations

Alignment Section Option 1:

HMA/ABC and Geogrid + Fabric1

Option 2:

HMA/Cement Treated FDR2

Justice Center Road

(Hwy 50 to Grandview Ave)

4” HMA / 12” ABC

overlying

Geogrid & Separator Fabric

4” HMA / 12” Cement Treated

FDR

Notes:

1) New composite design assumes removal of existing pavement section.

2) See description of Cement Treated FDR in Section 4.3.1 below, and Figure 4 attached to this report.

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4.3 CONSTRUCTION CONSIDERATIONS

All site preparation, earthwork operations and construction materials should be performed in accordance with applicable codes, safety regulations and other local, State or Federal guidelines as applicable including, but not limited to:

• City of Cañon City

• Colorado Department of Transportation (CDOT), as applicable, and included by reference

4.3.1 Pavement Materials

The asphalt pavement should consist of a bituminous plant mix composed of a mixture of aggregate and bituminous material that meets the requirements of a job-mix formula established by a qualified engineer.

Hot Mix Asphalt (HMA) design and construction shall conform to the requirements of City of Cañon City and comprise SX aggregate gradation, PG 64-22 binder, and a 75 gyration mix. The HMA pavement should be placed in lifts not to exceed 3 inches in thickness, unless otherwise accepted by the project engineer, and be compacted to between 92 percent and 96 percent of its maximum theoretical (Rice) density.

Aggregate Base Course (ABC) materials should conform to CDOT Class 6 Aggregate Base Course

Specifications. The ABC material should be placed in a uniform layer without segregation of size to a compacted maximum lift thickness of 6 inches. ABC should be moisture conditioned and compacted as described in Section 4.3.4 of this report.

Geogrid shall be Tensar NX750. Fabric shall be Typar 3601G or US Fabric SF65. These materials shall be placed in compliance with manufacturer specifications. No substitutes for the geogrid and geotextiles are allowed.

Cement Treated Full Depth Reclamation (FDR) shall include a homogenous mixture of reclaimed asphalt and granular base/subgrade material as required by the pavement design (See Figure 4) and moisture treated and compacted as specified in Section 4.3.4. The goal of the FDR mixture is to approximate a new base material that can be properly compacted and will result in good, uniform support layer for the overlying asphalt. To facilitate construction and achieve a homogenous, aggregate base course-like mixture, 90 percent of the material must pass the 2-inch sieve and 100 percent must pass the 2½-inch sieve. FDR shall include a minimum of 3% and maximum of 5% cement as required to stabilize the new FDR subbase. No minimum compressive strength target is required, but must pass proof roll once cured. Micro fracturing of the cement treated layer is required prior to paving to prevent shrinkage cracking of this material to reflect through the new asphalt pavement. See Figure 4 for additional construction details.

Use of blankets, soil cover, or heating may be required to help prevent the subgrade from freezing if construction occurs during cold weather.

4.3.2 Excavation Characteristics

Excavation into the overburden soil material can likely be accomplished utilizing conventional standard duty earth moving equipment.

All excavations must comply with the applicable Local, State and Federal safety regulations, and particularly with the excavation standards of the Occupational Safety and Health Administration (OSHA). Construction site safety, including excavation safety, is the sole responsibility of the Contractor as part of its overall responsibility for the means, methods and sequencing of construction operations. VIVID’s recommendations

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Contractor of its responsibility to construct, support and maintain safe slopes. Under no circumstances should the following recommendations be interpreted to mean that VIVID is assuming responsibility for either construction site safety or the Contractor’s activities.

We believe that the near-surface soils on this site will classify as Type C materials using OSHA criteria. OSHA requires that unsupported cuts be laid back to ratios no steeper than 1½H:1V (horizontal to vertical) up to 20 feet in height. In general, we believe that these slope inclinations will be temporarily stable under unsaturated conditions. Where groundwater seepage occurs, flatter slopes will be appropriate. Please note that the actual determination of soil type and allowable sloping must be made in the field by an OSHA-qualified “competent person.”

4.3.3 Subgrade Preparation

This section only applies to design option 1 that include geogrid and aggregate base course as the stabilization layer.

Initial site work consists of removing all organic material, existing asphalt pavement section (as required for final design option), structures, and other deleterious materials from all areas to be filled and areas to be cut.

All material should be removed for offsite disposal in accordance with local laws and regulations or, if appropriate, stockpiled in proposed landscaped areas for future use. Subgrade should be evaluated by the geotechnical engineer prior to the placement of the new pavement section or any fill materials.

Clay soils below existing pavements typically increase in moisture content over time. Unstable conditions generally occur when the moisture content of the soil is near or above the soil’s plastic limit (PL), and unstable conditions are anticipated on this project. Therefore, the existing subgrade should be disturbed as minimally as possible prior and during placement of the new pavement section. The geogrid and geotextile fabric designed into the pavement section provides a minimum stabilization to address the majority of the subgrade instability. If areas of more significant instability are encountered during construction, additional stabilization measures will be necessary. After preparing the new subgrade/base but prior to placing asphalt, the subgrade/base should be proof-rolled with a heavily loaded pneumatic-tired vehicle (such as a fully-loaded water truck). VIVID must be on-site to observe the proof-roll and assist in providing additional stabilization recommendations, as necessary.

As mentioned above, due to the soft subgrade soil conditions, the soil will not support typical roadway construction equipment loads applied directly on the subgrade. Therefore, demolition of the existing pavement and construction of new pavement shall be performed such that the subgrade is not subjected to heavy construction traffic as this will further destabilize the subgrade. Additional stabilization beyond that designed in the schematic above, or as directed by the engineer after proof-roll, that is due to the use of heavy equipment on the subgrade (anything greater than a skid loader) will be at the contractors expense.

Additional Subgrade Stabilization (if needed)

Use of grid and aggregate for stabilization has already been incorporated into the overall pavement design for the mechanical stabilization option (see Figure 3). Where stabilization beyond that incorporated into the existing design is needed for specific locations, the following methods (see bid items below) may be utilized:

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700-70001. SUBGRADE STABILIZATION (SPECIAL) (CEMENT): Shall include all labor, equipment, materials, tools required for excavating, installing, blending, compacting and curing cement soil stabilization in accordance with the plans and specifications.

Cement stabilization shall include a mix design per CDOT, or other agency specification approved by the engineer. For preliminary planning/pricing purposes assume 4 percent cement by dry weight of soil.

700-70002. SUBGRADE STABILIZATION (SPECIAL) (ROCK/GRID): Shall include all labor, equipment, materials, tools required for excavating, installing, compacting and rock and stabilization grid for soil stabilization in accordance with the plans and specifications.

Where rock is utilized to provide additional subgrade stabilization, it shall consist of angular rock that can readily lock together. The rock is pushed into the soft subgrade until rock interlock is achieved, the subgrade is stable, and will no longer accept additional material. The size of rock will depend on the magnitude of instability but generally ranges from approximately 1 to 3 inches maximum size for more typical applications to 4 to 6 inches-plus size for areas more sever instability.

4.3.4 Compaction Requirements

Soil and aggregate materials should be placed on a horizontal plane and placed in loose lifts not to exceed 8 inches in thickness, unless otherwise accepted by the geotechnical engineer. Materials should be moisture-conditioned and compacted according to the criteria in Table 5.

Table 5

Subgrade Preparation and Fill Placement Criteria

Fill Location Material Type Percent Compaction Moisture Content

General Subgrade

Preparation On-site soils

No Compaction Requirement –

Minimal Disturbance Required.

Remove or Tighten Loose Material.

No Moisture Requirement –

Minimal Disturbance

Required

New Embankment or

Utility Trench Backfill

On-site soils or

Granular Import

95 minimum below 4 feet of the pavement surface and

97 minimum within 4 feet of the pavement surface

(AASHTO T-99)

± 2 % of optimum

Aggregate Base Course

(ABC)

See Section

4.3.1

97 minimum

(AASHTO T-99)

± 2 % of optimum

FDR Base Layer Cement Treated

FDR

95 minimum

(AASHTO T-134 or ASTM D558) 0 to +3% of optimum

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4.3.5 Imported Fill

If imported fill is required at this site for roadway embankment or structure backfill, it should consist of a non-expansive, granular material with a maximum particle size of 2 inches, a liquid limit of less than 30 percent, and a plasticity index of less than 6 percent. The fill should have between about 10 and 25 percent passing the No. 200 sieve. A sample of any imported fill material should be submitted to our office for approval and testing at least 1 week prior to stockpiling at the site.

Fill should be compacted according to the recommendations in Section 4.3.4 of this report. We recommend that a qualified representative of VIVID visit the site during excavation and during placement of the structural fill to verify the soils exposed in the excavations are consistent with those encountered during our subsurface exploration and that proper subgrade preparation and placement is performed.

4.3.6 Trench Backfill

Backfill material for trenches should be free of humus, vegetable, or other organic matter, frozen material, clods, sticks and debris. In addition, rock particles and hard earth clods larger than 3 inches will be removed.

However, backfill material in the “pipe zone” (from the trench floor to 1 foot above the top of pipe) should not contain rock particles larger than 1 inch. Requirements specified by the utility agency or Cañon City for bedding and pipe-zone fill should be observed and take precedence where in conflict with the recommendations in this report. In general, backfill above the pipe zone in utility trenches should be placed in lifts of 6 to 8 inches, and compacted using power equipment designed for trench work to the specifications recommended in Section 4.3.4 of this report.

4.3.7 Construction in Wet or Cold Weather

During construction, grade the site such that surface water can drain readily away from the project area.

Promptly pump out or otherwise remove any water that may accumulate in excavations or on subgrade surfaces and allow these areas to dry before resuming construction. Berms, ditches and similar means may be used to prevent stormwater from entering the work area and to convey any water off site efficiently.

If earthwork is performed during the winter months when freezing is a factor, no grading fill, structural fill or other fill should be placed on frosted or frozen ground, nor should frozen material be placed as fill. Frozen ground should be allowed to thaw or be completely removed prior to placement of fill. A good practice is to cover the compacted fill with a “blanket” of loose fill to help prevent the compacted fill from freezing.

If construction is initiated during cold weather, concrete elements should not be constructed on frozen soil.

Frozen soil should be completely removed from beneath the concrete elements, or thawed, scarified and recompacted. The amount of time passing between excavation or subgrade preparation and placing concrete should be minimized during freezing conditions to prevent the prepared soils from freezing. Blankets, soil cover or heating as required may be utilized to prevent the subgrade from freezing.

4.3.8 Drainage

Proper drainage is of paramount importance in enhancing long-term pavement performance. To avoid distress to pavement from wet, soft subgrade soils, we recommend the maintenance of good drainage away from all pavements. Possible water sources include storm runoff, irrigation of landscaping adjacent the pavement and localized groundwater seepage, among others. Joints in the pavement or at asphalt/concrete interfaces should be sealed. Any cracks or openings in the finished pavement surface should be sealed and/or repaired as quickly as possible.

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4.3.9 Pavement Maintenance

Annual maintenance generally refers to crack filling and general surface sealers. We recommend implementation of an at least annual if not more frequent flatwork/pavement crack sealing program. This is very important to prevent surface water (especially from slow infiltration from sources such as snow melt and surface run-off) from entering cracks and wetting the subgrade. Due to temperature fluctuations in

Colorado significant separations can also occur at interfaces between the asphalt pavement and curbs, concrete flatwork, and other features. These areas generally result in a high rate of premature distress and failure that can propagate well beyond the original problem area. Any cracks or openings in the finished pavement surface should be sealed and/or repaired as quickly as possible.

4.4 CORROSIVITY AND CONCRETE

4.4.1 Corrosion Potential

Laboratory testing was completed to provide data regarding corrosivity of onsite soils. Our scope of services does not include corrosion engineering and, therefore, a detailed analysis of the corrosion test results is not included. A qualified corrosion engineer should be retained to review the test results and design protective systems that may be required.

Laboratory chloride concentration, sulfate concentration, sulfide concentration, pH, oxidation reduction potential, and electrical resistivity tests were performed on a sample of onsite materials obtained during our field investigation. The results of the tests are included in Appendix C to this report and are summarized below in Table 6.

Table 6

Summary of Laboratory Soil Corrosivity Testing

Boring

No.

Sample

Depth

(ft)

Lithology pH

Lab

Resistivity

(ohm-cm)

Redox

Potential

(mV)

Sulfide

Content*

(mg/kg)

Water

Soluble

Chloride

Water

Soluble

Sulfate

JC-6 1.3-4

Lean CLAY with sand

7.8 900 366.9 Negative 0.003 <0.001

JC-10 2.1-4

Lean Clay with sand

7.9 700 373.1 Negative 0.003 <0.001

*ND = Not Detected

Metal and concrete elements in contact with soil, whether part of a foundation system or part of a supported structure, are subject to degradation due to corrosion or chemical attack. Therefore, buried metal and concrete elements should be designed to resist corrosion and degradation based on accepted practices.

Based on the “10-point” method developed by the American Water Works Association (AWWA) in standard

AWWA C105/A21.5, the corrosivity test results indicate that the onsite materials have high corrosive potential. We recommend a corrosion engineer be consulted to recommend appropriate protective measures, if required.

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4.4.2 Chemical Sulfate Susceptibility and Concrete Type

The degradation of concrete or cement grout can be caused by chemical agents in the soil or groundwater that react with concrete to either dissolve the cement paste or precipitate larger compounds within the concrete, causing cracking and flaking. The concentration of water-soluble sulfates in the soils is a good indicator of the potential for chemical attack of concrete or cement grout. The American Concrete Institute

(ACI) in their publication Guide to Durable Concrete (ACI 201.2R-08) provides guidelines for this assessment.

The concentration of water-soluble sulfates measured on subsurface materials submitted for testing represents a Class 0 exposure of sulfate attack on concrete exposed to the soils per CDOT Standard

Specifications for Road and Bridge Construction, 2022, Section 601.04. If there is not a significant difference in cost, Type II cement can be considered for added benefit for concrete in contact with soils.

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5.0 ADDITIONAL SERVICES & LIMITATIONS

5.1 ADDITIONAL SERVICES

Attached to this report is a document by the Geoprofessional Business Association (GBA) that summarizes limitations of geotechnical reports as well as additional services that are required to further confirm subgrade materials are consistent with that encountered at the specific boring locations presented in this report. This document should be read in its entirety before implementing design or construction activities. Examples of other services beyond completion of a geotechnical report are necessary or desirable to complete a project satisfactorily include:

• Review of design plans and specifications to verity that our recommendations were properly interpreted and implemented.

• Attendance at pre-bid and pre-construction meetings to highlight important items and clear up misunderstandings, ambiguities, or conflicts with design plans and specifications.

• Performance of construction observation and testing which allows verification that existing materials at locations beyond our borings are consistent with that presented in our report, construction is compliant with the requirements/recommendations, evaluation of changed conditions.

5.2 LIMITATIONS

This work was performed in a manner consistent with that level of care and skill ordinarily exercised by other members of VIVID’s profession practicing in the same locality, under similar conditions and at the date the services are provided. Our conclusions, opinions, and recommendations are based on a limited number of observations and data. It is possible that conditions could vary between or beyond the data evaluated. VIVID makes no other representation, guarantee, or warranty, express or implied, regarding the services, communication (oral or written), report, opinion, or instrument of service provided.

This report may be used only by the Client and the registered design professional in responsible charge and only for the purposes stated for this specific engagement within a reasonable time from its issuance, but in no event later than two (2) years from the date of the report.

The work performed was based on project information provided by Client. If Client does not retain VIVID to review any plans and specifications, including any revisions or modifications to the plans and specifications, VIVID assumes no responsibility for the suitability of our recommendations. In addition, if there are any changes in the field to the plans and specifications, Client must obtain written approval from VIVID’s engineer that such changes do not affect our recommendations. Failure to do so will vitiate VIVID’s recommendations.

Figures

Project No:

Figure

Date:

Drawn by:

Reviewed by:

Brysen Mustain Typewritten Text D23-2-586

Brysen Mustain Typewritten Text 7/25/23

Brysen Mustain Typewritten Text

MBR

Brysen Mustain Typewritten Text

VICINITY MAP

Brysen Mustain Typewritten Text

Brysen Mustain Text Box Not to Scale. Base image obtained from www.mapquest.com, 2023

Josh Adams Image

Bill Barreire Text Box

WJB

Mary Beth Ray Typewritten Text Cañon City #2A Design Justice Center Road HWY 50 to Grandview Avenue Cañon City, Colorado

Mary Beth Ray Image

Mary Beth Ray Highlight

Mary Beth Ray Highlight

Mary Beth Ray Highlight

Mary Beth Ray Text Box Justice Center Rd.

Mary Beth Ray Text Box Grandview Ave.

Mary Beth Ray Callout

APPROXIMATE PROJECT ALIGNMENT

FIELD EXPLORATION PLAN

LEGEND

FIGURE

The information included on this graphic representation has been compiled from a variety of sources and is subject to change without notice. Vivid makes no representations or warranties, express or implied, as to the accuracy, completeness, timeliness or right to the use of such information. This document is not intended for use as a land survey product nor is it designed or intended as a construction design document. The use or misuse of the information contained on this graphic representation is at the sole risk of the party using or misusing the information.

B-1 Soil Boring

Josh Adams Image

Kamal Hasan Ellipse

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Kamal Hasan Text Box Not to Scale. Base image dated 10/5/2019 and obtained from Google Earth, 2023.

Kamal Hasan Text Box Project No. D23-2-586

Kamal Hasan Text Box Date: 3/23/23

Kamal Hasan Text Box Drawn By: JA

Kamal Hasan Text Box Reviewed By: WJB

Kamal Hasan Text Box VIVID Engineering Group, Inc.

1053 Elkton Drive Colorado Springs, Colorado 80907 719.896.4356

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JC-1

Josh Adams Text Box Approximate Boring Location

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JC-1

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JUSTICE CENTER ROAD

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JC-2

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JC-3

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JC-4

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JC-5

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JC-6

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JC-7

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JC-9

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JC-10

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INDEPENDANCE ROAD

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GRANDVIEW AVENUE

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HIGHWAY 50

Mary Beth Ray Typewritten Text Cañon City #2A Design Justice Center Road HWY 50 to Grandview Avenue

Reviewed by:

Shane Noonan Text Box Pavement Section Thickness Design (HMA over Base, Grid, Fabric)

Shane Noonan Text Box D23-2-586

Shane Noonan Text Box August 24, 2023

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MBR

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WJB

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Shane Noonan Text Box 4"

Shane Noonan Text Box 12"

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Shane Noonan Typewritten Text New Aggregate Base Course (ABC)

Shane Noonan Typewritten Text Existing Subgrade

Shane Noonan Typewritten Text Tensar NX750 Geogrid

Shane Noonan Typewritten Text New Hot Mix Asphalt (HMA)

Brysen Mustain Line

Brysen Mustain Typewritten Text Typar 3601G or US Fabric SF65 Fabric

Brysen Mustain Typewritten Text Pavement Section Thickness Design Justice Center Road (HMA over Base, Grid, Fabric)

Brysen Mustain Arrow

Brysen Mustain Arrow

Bill Barreire Text Box Notes:

1) After removal of existing pavement, base, and subgrade, as necessary to install new pavement per the above schematic, a light proof roll with skid loader or similar shall be performed to evaluate if additional subgrade stabilization is required (beyond that shown above) as determined by the engineer. Additional stabilization may include a thicker aggregate base section above the grid and fabric, or shoving rock (typ. 3 to 6") into the subgrade.

2) Due to the soft subgrade soil conditions, the soil will not support typical roadway construction equipment loads applied directly on the subgrade. Therefore, demolition of the existing pavement and construction of new pavement shall be performed such that the subgrade is not subjected to heavy construction traffic as this will further destabilize the subgrade. Additional stabilization beyond that designed in the schematic above, or as directed by the engineer after proof-roll, that is due to the use of heavy equipment on the subgrade (anything greater than a skid loader) will be at the contractors expense.

3) ABC materials should conform to CDOT Class 5 or 6 Aggregate Base Course Specifications. Compact new ABC to min. 97% of Standard Proctor dry density (AASHTO T99) at a moisture content within 2% of optimum.

4) Final proof roll with loaded water truck shall be performed after installation of fabric, grid, and ABC as shown above. The purpose of this proof roll is to ensure any deflection is minimal to facilitate proper compaction of the asphalt layers.

5) HMA design and construction shall conform to the requirements of the City of Cañon City. The mix shall comprise SX aggregate gradation, PG 64-22 binder, and a 75 gyration mix.

6) Any new concrete shall meet Class 0 requirements for sulfate exposure per Section 601.04 of CDOT Standard Specifications for Road and Bridge Construction, 2022.

Mary Beth Ray Typewritten Text Cañon City #2A Design Justice Center Road HWY 50 to Grandview Avenue Cañon City, Colorado

Mary Beth Ray Typewritten Text

FINISHED GRADE ELEVATION

Mary Beth Ray Rectangle

Reviewed by:

Rectangle

Shane Noonan Text Box D23-2-586

Shane Noonan Text Box August 28, 2023

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MBR

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WJB

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Shane Noonan Typewritten Text Cement Treated FDR

Shane Noonan Typewritten Text Subgrade

Mary Beth Ray Typewritten Text Pavement Section Thickness Design Justice Center Road (HMA over Cement Treated Full-Depth Reclamation (FDR))

Mary Beth Ray Text Box Notes:

1) Full-Depth Reclamation (FDR) includes milling (2" max. fragments) and mixing the existing pavement surface with the underlying existing base/subgrade to form a new compacted subbase upon which to construct a new pavement section.

2) FDR shall include a minimum of 3% and maximum of 5% cement as required to stabilize the new FDR subbase. No minimum compressive strength target required, but must pass proof roll once cured.

3) Compaction of the cement treated FDR shall begin within 30 minutes of mixing, and final compaction completed within 4 hours from the time cement is exposed to water. Compact to minimum 95% Standard Proctor (AASHTO T-34 OR ASTM D558) at a moisture content between 0 and 3% above optimum.

4) The cement treated FDR shall remain in a moist condition for proper curing.

5) Once the subbase has cured enough to pass proof roll requirements to facilitate support of paving equipment, paving can commence.

6) Immediately prior to paving, micro fracturing shall be performed to minimize the potential for shrinkage cracking of the cement treated FDR to reflect though the new overlying asphalt pavement. This should include a heavy (12 ton) steel drum vibratory roller operating at maximum amplitude.

7) Upon completion of micro fracturing, construction of a minimum 5.5-inch thick asphalt pavement section shall be performed.

8) HMA design and construction shall conform to the requirements of the City of Cañon City and comprise SX aggregate gradation, PG 64-22 binder, and a 75 gyration mix.

9) Any concrete shall meet Class 0 requirements for sulfate exposure per Section 601.04 of CDOT Standard Specifications for Road and Bridge Construction, 2022.

Shane Noonan Typewritten Text New Hot Mix Asphalt (HMA)

Bill Barreire Text Box Pavement Section Thickness Design (HMA over Cement Treated FDR)

Mary Beth Ray Typewritten Text Cañon City #2A Design Justice Center Road HWY 50 to Grandview Avenue Cañon City, Colorado

Mary Beth Ray Typewritten Text

FINISHED GRADE ELEVATION

Appendix A

Logs of Exploratory Borings

CLIENT City of Cañon City

PROJECT NUMBER D23-2-586

PROJECT NAME Cañon City #2A Design - Justice Center Road

PROJECT LOCATION Cañon City, CO

ABBREVIATIONS

Auger Cuttings

2" I.D. Modified California Sampler (MC)

SAMPLER SYMBOLSLITHOLOGIC SYMBOLS

(Unified Soil Classification System)

ASPHALT

BLDRCBBL: Boulders and cobbles

CL: USCS Low Plasticity Clay

CLAYSTONE

CL-ML: USCS Low Plasticity Silty Clay

CLS: USCS Low Plasticity Sandy Clay

FILL

GM: USCS Silty Gravel

GP: USCS Poorly-graded Gravel

GPS: USCS Poorly-graded Sandy Gravel

ML: USCS Silt

SC: USCS Clayey Sand

SM: USCS Silty Sand

SPG: USCS Poorly-graded Gravelly Sand

KEY TO SYMBOLS

LIQUID LIMIT (%)

PLASTIC INDEX (%)

MOISTURE CONTENT (%)

DRY DENSITY (PCF)

NON PLASTIC

PERCENT PASSING NO. 200 SIEVE

LL

PI

MC

DD

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Vivid Engineering Group, Inc.

1053 Elkton Drive Colorado Springs, Colorado 80907 Telephone: 719-896-4356 Fax: 719-896-4357

AU

MC

MC

6-7

5-6

LL = 35

PL = 16

Fines = 61.0%

0.6

2.0

10.0

ASPHALT - 7 inches

GRANULAR BASE - 17 inches

Well-graded SAND with silt and gravel, brown, moist

Sandy Lean CLAY with gravel, brown to olive-brown, moist, stiff

Bottom of borehole at 10.0 feet.

NOTES

GROUND ELEVATION

LOGGED BY R. Desterhouse

DRILLING METHOD 4" Solid Stem Auger

DRILLING CONTRACTOR Custom Auger Drilling (CME-45) GROUND WATER LEVELS:

CHECKED BY W. Barreire

DATE STARTED 4/20/23 COMPLETED 4/20/23

AT TIME OF DRILLING ---

AT END OF DRILLING ---

AFTER DRILLING ---

HOLE SIZE 4 inches

S A

M P

L E

T Y

P E

N U

M B

E R

D E

P T

H (f t)

0.0

2.5

5.0

7.5

10.0

BORING NUMBER JC-1

CLIENT City of Cañon City

PROJECT NUMBER D23-2-586

PROJECT NAME Cañon City #2A Design - Justice Center Road

PROJECT LOCATION Cañon City, CO

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Vivid Engineering Group, Inc.

1053 Elkton Drive Colorado Springs, Colorado 80907 Telephone: 719-896-4356 Fax: 719-896-4357

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MATERIAL DESCRIPTION

DCP TEST DATA

Project: D23-2-586 Canon City #2A Design Date: 20-Apr-23

Location: JC-1 Soil Type(s): Low plasticity Clay with CBR<10

No. of Accumulative Type of

Blows Penetration Hammer

0.0 0 1

3.0 59 1

3.0 109 1

2.0 161 1

2.0 216 1

3.0 252 1

3.0 309 1

0.1 1.0 10.0 100.0

0.1 1.0 10.0 100.0

D E

P T

H in

CBR

D E

P T

H m m

10.1 lbs.

17.6 lbs.

Both hammers used

Soil Type

CH

CL

All other soils

Hammer

0 14 28 42 56 69 83

0 2000 4000 6000 8000 10000 12000

D E

P T

H m m

BEARING CAPACITY, psi

D E

P T

H in

BEARING CAPACITY, psf

Based on approximate interrelationships of CBR and Bearing values (Design of Concrete Airport Pavement, Portland

Cement Association, page 8, 1955)

(q=3.794 X CBR 0.664 )

MC = 6.3%

LL = 23

PL = 15

Fines = 25.0%

MC = 16.0%

LL = 39

PL = 17

Fines = 78.0%

0.3

1.3

4.0

ASPHALT - 3 inches

GRANULAR BASE - 12 inches

Clayey SAND with gravel, brown, moist

Lean CLAY with sand, dark brown to brown, very moist

Bottom of borehole at 4.0 feet.

NOTES

GROUND ELEVATION

LOGGED BY R. Desterhouse

DRILLING METHOD 4" Solid Stem Auger

DRILLING CONTRACTOR Custom Auger Drilling (CME-45) GROUND WATER LEVELS:

CHECKED BY W. Barreire

DATE STARTED 4/20/23 COMPLETED 4/20/23

AT TIME OF DRILLING ---

AT END OF DRILLING ---

AFTER DRILLING ---

HOLE SIZE 4 inches

S A

M P

L E

T Y

P E

N U

M B

E R

D E

P T

H (f t)

0.0

2.5

BORING NUMBER JC-2

CLIENT City of Cañon City

PROJECT NUMBER D23-2-586

PROJECT NAME Cañon City #2A Design - Justice Center Road

PROJECT LOCATION Cañon City, CO

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Vivid Engineering Group, Inc.

1053 Elkton Drive Colorado Springs, Colorado 80907 Telephone: 719-896-4356 Fax: 719-896-4357

TESTS

G R

A P

H

IC

L O

Location: JC-2 Soil Type(s): Low plasticity Clay with CBR<10

No. of Accumulative Type of

Blows Penetration Hammer

0.0 0 1

2.0 62 1

2.0 106 1

2.0 146 1

3.0 205 1

3.0 256 1

3.0 315 1

3 366 1

3 413 1

3 463 1

3 513 1

0.1 1.0 10.0 100.0

0.1 1.0 10.0 100.0

D E

P T

H in

CBR

D E

P T

H m m

10.1 lbs.

17.6 lbs.

Both hammers used

Soil Type

CH

CL

All other soils

Hammer

0 14 28 42 56 69 83

0 2000 4000 6000 8000 10000 12000

D E

P T

H m m

BEARING CAPACITY, psi

D E

P T

H in

BEARING CAPACITY, psf

Based on approximate interrelationships of CBR and Bearing values (Design of Concrete Airport Pavement, Portland

MC = 17.1%

LL = 39

PL = 16

Fines = 81.0%

0.3

1.3

4.0

ASPHALT - 3 inches

GRANULAR BASE - 12 inches

Well-graded SAND with silt and gravel, brown, moist

Lean CLAY with sand, brown, moist

Bottom of borehole at 4.0 feet.

NOTES

GROUND ELEVATION

LOGGED BY R. Desterhouse

DRILLING METHOD 4" Solid Stem Auger

DRILLING CONTRACTOR Custom Auger Drilling (CME-45) GROUND WATER LEVELS:

CHECKED BY W. Barreire

DATE STARTED 4/20/23 COMPLETED 4/20/23

AT TIME OF DRILLING ---

AT END OF DRILLING ---

AFTER DRILLING ---

HOLE SIZE 4 inches

S A

M P

L E

T Y

P E

N U

M B

E R

D E

P T

H (f t)

0.0

2.5

BORING NUMBER JC-3

CLIENT City of Cañon City

PROJECT NUMBER D23-2-586

PROJECT NAME Cañon City #2A Design - Justice Center Road

PROJECT LOCATION Cañon City, CO

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