Compilation of Pavement Recommendation Documents UT FLAP US 191(1) Needles Overlook Road Intersection UT FTBL 7133(1) Canyon Rims Road.pdf

Subject: Compilation of Pavement Recommendation Documents UT FLAP US 191(1) Needles Overlook Rd Intersection UT FTBL 7133(1) Canyon Rims Road

From: Mike Voth, Supervisory Materials Engineer, CFLHD

To: Braden Peters, Project Manager, CFLHD Larry Nechanicky, Highway Design Engineer, CFLHD

INTRODUCTION

The purpose of this memo is to compile the documents and reports used to inform pavement and material design decisions for the subject projects. To this end, the following two documents are attached:

Pavement Design Report. Dated February 17, 2021 and completed by the Utah DOT (recommendations for US 191 project segment).

Final Pavement Recommendations Technical Memo, Canyon Rims SRMA Road Network. Dated December 1, 2015 and completed by Amec Foster Wheeler.

The purpose of this memo is also to briefly summarize the final pavement and materials recommendations for the subject projects.

DESIGN RECOMMENDATIONS – US 191 & Needles Overlook Road Intersection

The recommendations for the US 191 mainline were based on the pavement design report provided by the Utah DOT. The Utah DOT did not complete a field investigation with borings or core samples but used as-built information and data from their pavement management system.

According to the Utah DOT the pavement within the project area received a chip seal in 2013, but no dates were provided as to when the pavement was last structurally rehabilitated. The table that follows include the recommended pavement structural section for areas of reconstruction.

Technical Memorandum

Date: February 3, 2023

US 191 Mainline Segments – Pavement Structural Section Layer Thickness

Asphalt Concrete Pavement 6 inches (two lifts) Aggregate Base 6 inches Borrow (unclassified borrow per 704.06) 18 inches Separation geotextile n/a (below borrow) A chip seal and fog seal across entire mainline surface will be placed following the construction of the above structural section.

For the Needles Overlook Road approach to US 191, the recommended pavement structural section is included in the following table.

Needles Overlook Road Approach to US 191 – Pavement Structural Section

Layer Thickness Asphalt Concrete Pavement 3 inches (two lifts) Aggregate Base 8 inches A chip seal and fog seal across entire surface will be placed following the construction of the above structural section.

For acceleration/turning lanes on US 191 that directly access Needles Overlook Road, the recommended pavement structural section will be similar to the approach road above. UDOT agreed to this cost-effective approach, and the recommendations are included in the following table.

US 191 acceleration/turning lanes – Pavement Structural Section

Asphalt Concrete Pavement 3 inches (two lifts) Aggregate Base 8 inches Borrow (unclassified borrow per 704.06) 18 inches Separation geotextile n/a (below borrow) A chip seal and fog seal across entire mainline surface will be placed following the construction of the above structural section.

DESIGN RECOMMENDATIONS – Canyon Rims Road (Needles Overlook Road)

The recommendations for the Needles Overlook Road within the BLM’s Canyon Rims area were based on the Technical Memo provided by Amec Foster Wheeler. However, after a scoping site visit by CFLHD and BLM staff, locations of pavement preservation treatments versus structural rehabilitation were adjusted based on funding availability and priority of need. The recommendations for pavement preservations treatments and structural rehabilitation are included in the two tables that follow.

Needles Overlook Parking Area to Y Intersection*

Pavement Preservation Segment Activity (in general order of completion) Asphalt Pavement Patching (Type 2) Crack cleaning and sealing Chip Seal (Type 1C) Fog Seal

*Stations 433+12.94 to 795+00

Needles Overlook Road – Pavement Rehabilitation Segments

Asphalt Concrete Pavement 2 inches (one lift) Full Depth Reclamation 6 inches A fog seal across entire surface will be placed following the construction of the above structural section.

SPECIAL CONTRACT REQUIREMENTS & CONSTRUCTION CONSIDERATIONS

The FP-14 and associated SCRs will be used for the contract. Where applicable and appropriate, SCRs were included to generally align with material requirements of the Utah DOT.

Subexcavation, at the discretion of the project engineer, may be preformed to address soft subgrade or damage from subsurface tunneling by rodents.

ATTACHMENTS

Attachment #1: Pavement Design Report. Dated February 17, 2021 and completed by the Utah DOT (recommendations for US 191 project segment).

Attachment #2: Final Pavement Recommendations Technical Memo, Canyon Rims SRMA Road Network. Dated December 1, 2015 and completed by Amec Foster Wheeler.

February 17, 2021

PAVEMENT DESIGN REPORT

PROJECT # F-0191(178)93

PIN 18735

PROJECT LOCATION/DESCRIPTION

This is turn lane project on US-191 at the Needles Overlook Rd. intersection about milepost 93.

EXISTING PAVEMENT CONDITIONS

The average existing pavement condition index values from milepost 88 – 95 on US-191 in 2020 were:

OCI: 77.39

Ride: 87.31

RUT: 87.31

Env. Cracking: 63.49 Fatigue Cracking: 70.77

This section of US-191 was sealed with a chip seal in 2013. We have not cored this section yet.

SUBGRADE CONDITIONS

The USDA Natural Resources Conservation Services, Web Soil Survey website indicated an A-4 soil type for this area.

TRAFFIC DATA

Traffic data was attained through UDOT Traffic Department

4937 AADT

34.49 % Percent Trucks

1.52 % Truck Traffic Growth Rate

Vehicle class distributions can be obtained from the Region Pavement

Engineer. ALTERNATE PAVEMENT DESIGNS CONSIDERED

None, matching existing pavement.

Michael.Voth Text Box Attachment #1

FINAL PAVEMENT DESIGN

New Pavement Section Type 2 Chip Seal (seal entire pavement surface to remove paint) 6 inch Hot Mix Asphalt (HMA ½”) 6 inch Untreated Base Course (UTBC) 18 inch Granular Borrow (GB) Separation Geotextile Saw cut and remove at least from the white line out. The existing rumble strips will need to be rotomilled out if they are in the wrong location.

ADDITIONAL RECOMMENDATIONS

HMA: ½ inch nominal mix with 64-34 Binder. The number of gyrations should be Nini=7, Ndes=75, Nmax=115.

Chip Seal Emulsion: LMCRS-2

Chip Seal Flush Coat: CSS-1, CSS-1h, CQS-1h

Jared Dastrup Pavement Management Engineer

Michael.Voth

Attachment #1

December 1, 2015

Amec Foster Wheeler Job No. 32781001

FINAL PAVEMENT RECOMMENDATIONS

TECHNICAL MEMO

CANYON RIMS SRMA ROAD NETWORK

Submitted to:

Muller Engineering Company, Inc.

777 S. Wadsworth Boulevard, Suite 4-100

Lakewood, Colorado 80226

Submitted by:

Amec Foster Wheeler Environment & Infrastructure, Inc.

8519 Jefferson, N.E.

Albuquerque, New Mexico 87113

Michael.Voth

Attachment #2

Muller Engineering Company, Inc.

777 S. Wadsworth Boulevard, Suite 4-100

Lakewood, Colorado 80226

Attention: Karen S. Fuhr, P.E.

RE: FINAL PAVEMENT RECOMMENDATIONS

TECHNICAL MEMO

CANYON RIMS SRMA ROAD NETWORK

Amec Foster Wheeler Environment & Infrastructure, Inc.

8519 Jefferson, N.E.

Albuquerque, New Mexico 87113

Telephone: 505/821-1801

Fax: 505/821-7371 www.amec.com

Dear Ms. Fuhr:

Our Pavement Recommendations Technical Memo on the referenced project is enclosed. The report includes the results of pavement condition survey, test drilling, laboratory analyses, recommended criteria for pavement design and incorporates input from Central Federal Lands

Highway Department.

Should any questions arise concerning this report, we would be pleased to discuss them with you.

Respectfully submitted, Amec Foster Wheeler

Environment & Infrastructure, Inc. Reviewed by:

Douglas I. Hanson, P.E. David A. Kondziolka, P.E.

Senior Materials Engineer Principal Materials Engineer

DH:sk

Copies: Addressee (3)

7/27/2018

Jesse F. Boam, P.E.

Materials Engineer

Michael.Voth

Attachment #2

Canyon Rims SRMA Road Network Final Pavement Recommendations Technical Memo

Page i

TABLE OF CONTENTS

GENERAL PROJECT INFORMATION

Project Description Pavement Construction History

PROCEDURES USED

PAVEMENT DISTRESS DATA

TRAFFIC LOADINGS

GEOMETRIC SITE CONDITIONS

CLIMATIC DATA

PAVEMENT DRAINAGE CHARACTERISTICS

GEOTECHNICAL DATA

PAVEMENT STRUCTURAL DESIGN ANALYSIS

Pavement Design Methodology and Inputs

PAVEMENT DESIGN RECOMMENDATIONS

Segment 1 (Needles outlook to Y-Intersection) Segment 2 (Y-Intersection to Highway 191) Segment 3 (Anticline Road) Y-Intersection, Scenic Overviews, Park Entrance at US 191)

MATERIALS RECOMMENDATIONS

ECONOMIC ANALYSIS

Unit Prices Cost Estimate for Each Segment

APPENDIX A – CONDITION SURVEY RESULTS

PCI Calculation Sheets Site Photos

APPENDIX B – FIELD LOGS

Field Boring Logs Site Plans

APPENDX C – MATERIALS TESTING REPORTS

Lab Test Data Other Test Results

APPENDIX D – PAVEMENT DESIGN WORKSHEET

Technical Memo

GENERAL PROJECT INFORMATION

Project Description

The Canyon Rims SRMA road network is comprised of two major BLM roads totaling 37.7 miles located on top of a large plateau encompassing 100,273 acres south of Moab. The first 22 mile section of road from US Highway 191 to the Needles Overlook (Hatch Point Road) is an asphalt paved surface. The second road from Hatch Point Road to the Anticline Overlook (Anticline Road) is 15.7 miles and has an aggregate surface.

Historical use for this area has reached or exceeded 20,000 vehicles annually and this number is expected to triple over the next 10-15 years. The roads provide access to two developed, fee campgrounds, four scenic overlooks, and several trailheads, and can be functionally classified as

Rural Recreational and Scenic Roads. The majority of visitors come to observe the Colorado

River’s canyon from the overlooks at the edge of the plateau.

It is Amec Foster Wheeler’s understanding that the primary use of this road is recreational and that the vehicle traffic consists primarily of light vehicles and outdoor enthusiasts on bicycles.

The project consists of three segments:

Segment 1 of Hatch Point Road begins at the Needles Overlook and ends at the Y-intersection with Anticline Road. Segment 1 is approximately 6.5 miles of two lane roadway averaging 22 feet in width comprised of chip seal over asphalt pavement.

Milepost (MP) 0.00 to 6.5.

Segment 2 of Hatch Point Road begins at the Y-intersection with Anticline Road and ends at the junction of US Highway 191 at the entrance to Canyon Rims SRMA. It is approximately 15.5 miles of two-lane roadway averaging 22 feet in width comprised of chip seal over asphalt pavement.

Segment 3 is the entire length of Anticline Road beginning at the Y-intersection with Hatch

Point Road and ending at the Anticline Overlook. It is approximately 15.7 miles of two-lane roadway averaging 23 feet wide with an aggregate surface in good condition. There are several viewing areas along this segment comprised of widened roadway sections varying from 37-40 feet in total width for several hundred feet each.

Pavement Construction History

The project scoping report provides the following pavement construction history for the project:

Hatch Point Road o 2-inches asphalt over 5” aggregate (Design - 1963) o Crack Seal (1998) o 2-inch Overlay on Needles Overlook loop road (1999) o Chip Seal Coat (1999) o Crack Sealing (2008, 2009) o Chip Seal (2010)

Technical Memo

Anticline Road o 6-inch compacted aggregate (Design – 1969, Constr. 1969-1971) o 1-inch untreated base course (UTBC) aggregate (2009)

PROCEDURES USED

This pavement design was developed using the Central Federal Lands Pavement Design and

Development Procedures (PDDP).

To conduct this study Amec Foster Wheeler Environment and Infrastructure (AmecFW) conducted a review of the Project Delivery Plan prepared by Muller Engineering Company, Inc.

dated September 24, 2014. This plan included the construction drawings from previous construction projects on the project. On 17, 18 & 19 June a visual site survey was conducted by an AmecFW senior engineer. This survey included a condition survey of the pavement using the procedures in the Distress Identification Manual for the Long-Term Pavement Performance

Program (LTPP). During that survey a video of the roadway was made using a GOPRO camera.

During the period July 13 to 17 a drilling crew from AmecFW’s Albuquerque office conducted a field sampling program that included borings and taking samples for laboratory testing. This information was used along with traffic data to calculate the required pavement thicknesses using the 1993 AASHTO Pavement Design Guide.

PAVEMENT DISTRESS DATA

As noted earlier the roadway consists of three segments:

Segment 1 from the Needles Overlook to the Y-Intersection of Hatch Point Road is surfaced with a chip seal over an asphalt pavement.

Segment 2 from the Y-Intersection to the intersection of US 191 of Hatch Point Road is also surfaced with a chip seal over asphalt pavement.

Segment 3 (from the Y-Intersection to the Anticline Overlook is surfaced with a gravel base.

A detailed condition survey was conducted at approximately one-mile increments along both segments of Hatch Road. This information was used to determine the Pavement Condition Rating

(PCR) for each location which was then used to determine the Pavement Condition Index (PCI) for each of the segments. The determination of PCR and PCI was done using the procedures in

ASTM D 6433 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys.

See Appendix A for the worksheets and the photos taken at each survey point.

Segment 1 was rated as very good. This segment was built in 1963, had a two inch overlay placed in 1999 along with a chip seal in 1999 and 2010. The primary distress along this segment is low severity transverse cracking at 10 to 15 foot intervals. There is also considerable low severity map cracking and some raveling of the chip seal. There was no evidence of structural failure of the asphalt surface.

Technical Memo

Low severity transverse cracking in asphalt pavements is defined by the LTPP Distress Manual as an unsealed crack with a mean width less than ¼ inch or a sealed crack with sealant material in good condition. See Figure 1 for a photo of the typical cracking on this segment.

Figure 1 – Transverse Cracking in Segment 1

Segment 2 was rated as good. This segment was built in 1963 and had a chip seal placed on it in 1999 and 2010. The primary distress along this segment is extensive low severity block cracking to the point that it could also be classified as alligator cracking. The cracks are sealed.

It does not appear that the cracking is load associated. There are some isolated locations along this segment that have potholes. See Figure 2 for a photo of the typical cracking on this segment and Figure 3 for a picture of one of the potholes. There is also some raveling of the chip seal and some bleeding where the chip seal aggregates have raveled off the pavement surface.

Low severity block cracking is defined by the LTPP Manual as cracks with a mean width ¼ inch or sealed cracks with sealant material in good condition. Generally the cracks are sealed. Block cracking is caused mainly by shrinkage of the asphalt concrete and daily temperature cycling

(which results in daily stress/strain cycling). It is not load associated.

Technical Memo

Figure 2 – Block Cracking in Segment 2

Segment 3 is a gravel surfaced road. Overall, the roadway is sound but the surface has

“washboard” undulations. Figure 4 shows the gravel road.

Figure 3 – Pothole in Segment 1, 2.4 miles from Highway 191

Figure 4 – Segment 3 - Anticline Road

Technical Memo

TRAFFIC LOADINGS

The scoping report for prepared by Muller Engineering Company in September 2014 states that the traffic on all three segments is:

Average daily traffic o Current (2010) – 57 o Projected (2025) – 164

Vehicle Classification o % Trucks – less than 1% o % Buses – less than 1 % o % Recreational Vehicles – less than 1 %

Highest traffic volumes occur April/May and September/October with steady traffic during summer months. There is minimal traffic November through February. There are only two overnight campgrounds in the project area, so there is almost no nighttime traffic.

Using the above information the design 25-year ESALs for the project were determined. Table 1 presents the results of that analysis.

Table 1 – Summary Table for ESAL Calculation

Vehicle Class Traffic Factor

Range from

PDDM

(Table 11.2 A)

Truck

Factor

Used

Total Number of Vehicles

(25 year)

Total number of

Vehicles (60% of total traffic) in

Design Lane

Total ESALs

Cars 0.0004 to 0.0008 0.0008 1,474,000 884,400 710

Buses (1%) 0.75 to 1.75 1.75 14,740 8,840 15,470

Recreational

Vehicles (1%)

0.3 to 0.7 0.7 14,740 8,840 6,190

Single-Unit

Trucks (1%)

1.0 to 2.0 2.0 14,740 8,840 17,680

Total ESALs 40,050

Chapter 11 of the PDDM states that when the estimated ESALs for the roadway are less than

50,000 then the designer is to use 50,000 for the design ESAL.

GEOMETRIC SITE CONDITIONS

No geometric site conditions were noted that will affect the pavement design. The only areas that will be removed and replaced are the y-intersection and the entrance area off of Highway 191.

CLIMATIC DATA

The high desert climate is characterized by hot days and cool nights, typical of arid southwest conditions. The average minimum temperatures drop below freezing in November, December, January, and February. The average maximum temperatures are above 90° in June, July and

August. Average annual temperature at the site is about 68°. The area receives 6.5 inches of

Technical Memo rainfall evenly distributed throughout the year and about 11.4 inches of snowfall as temperatures fall below freezing. A climatic summary is presented in Table 2.

Table 2 – Monthly Climatic Data

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual

Average Max.

Temperature (F) 41 47 59 68 80 91 97 92 83 68 52 40 68.2

Average Min.

Temperature (F) 18 24 31 39 48 56 66 63 52 40 26 17 40

Average Total

Precipitation (in.)

0.48 0.52 0.46 0.5 0.32 0.36 0.41 0.67 0.95 0.95 0.37 0.53 6.52

Average Total

Snowfall (in.)

4.5 2 1 - - - - - - - 0.4 3.5 11.4

Moab, UTAH Period of Record: July 1998 to December 2008

PAVEMENT DRAINAGE CHARACTERISTICS

There were no areas of the roadway that exhibited pavement drainage problems.

GEOTECHNICAL DATA

During the week of July 13 to 17 drilling equipment was deployed where 45 borings were made on Hatch Road (15 on Segment 1 and 30 on Segment 2) and 32 borings were made on Anticline

Road. The borings were made to a depth of five feet below the pavement surface. The boring logs are in Appendix B. The following tests were conducted on the samples at AmecFW’s

Albuquerque testing laboratory.

R-value tests – 10 samples from Hatch Point Road, 8 samples from Anticline Road.

Soil Classification – one every other mile for a total of 20

Moisture content – one every other mile for a total of 20

Moisture density relationships – 5

Other testing/analysis – o pH – 1 at each area where culvert replacement might be required (4 total).

o Soil resistivity – 1 at each area where culvert replacement might be required (4 total).

o Chlorides content - 1 at each area where culvert replacement might be required (4 total).

o Sulfate content - 1 at each area where culvert replacement might be required (4 total).

The results of that testing is tabulated in Tables 3 and 4. The lab test results are included in

Appendix C.

Table 3 – Lab Test Results Hatch Road

Boring Location Depth R-Value Classification Moisture Content

B 1 0.7 ‘ to 5.0 ‘ 62 A-2-4 5

B 4 0.65 ‘ to 5.0 ‘ A-2-4 7

B 6 0.73 ‘ to 5.0 ‘ A-4 9

B 9 0.8 ‘ to 3.0 ‘ 52 A-4 10

Technical Memo

Table 3 – Lab Test Results Hatch Road

Boring Location Depth R-Value Classification Moisture Content

B 10 0.75 ‘ to 5.0 ‘ A-2-4 23

B 12 0.75 ‘ to 5.0 ‘ A-2-4 2

B 14 0.7 ‘ to 3.5 ‘ 65 A-4 6

B 16 0.7 ‘ to 5.0 ‘ A-4 8

B 19 0.8 ‘ to 3.0 ‘ 50 A-4 14

B 21 0.65 ‘ to 5.0 ‘ 62 A-4 9

B 23 0.65 ‘ to 5.0 ‘ A-4 9

B 26 0.35 ‘ to 5.0 ‘ 72 A-4 9

B 28 0.35 ‘ to 3.4 ‘ A-4 13

B 30 0.40‘ to 5.0 ‘ 62 A-2-4 1

B 32 0.35 ‘ to 4.5 ‘ A-4 11

B 35 0.7 ‘ to 5.0 ‘ 41 A-4 11

B 38 0.7 ‘ to 3.5 ‘ 44 A-4 12

B 41 0.3 ‘ to 4.0 ‘ A-2-4 6

B 43 0.71 ‘ to 2.5 ‘ A-6 7

B 45 0.7 ‘ to 2.5 ‘ 32 A-6 12

Average R-Value = 54

Table 4 – Lab Test Results Anticline Road

Boring Location Depth R-Value Classification Moisture

Content

B 2 1.0 ‘ to 5.0 ‘ 38 A-4 12

B 4 1.0 ‘ to 5.0 ‘ A-4 10

B 5 1.0 ‘ to 5.0 ‘ A-4 11

B 7 1.0 ‘ to 5.0 ‘ 56 A-4 8

B 9 1.0 ‘ to 3.5 ‘ A-4 10

B 11 1.0 ‘ to 3.5 ‘ 64 A-4 10

B 13 1.0 ‘ to 5.0 ‘ A-4 7

B 15 1.0 ‘ to 3.0 ‘ 52 A-2-4 9

B 17 1.0 ‘ to 5.0 A-4 8

B 19 1.0 ‘ to 5.0 ‘ 54 A-2-4 4

B 20 1.0 ‘ to 5.0 A-4 4

B 23 1.0 ‘ to 3.5 ‘ 50 A-2-4 4

B 25 1.0 ‘ to 5.0 A-2-4 4

B 27 1.0 ‘ to 5.0 ‘ 57 A-2-4 5

B 29 1.0 ‘ to 5.0 A-2-4 7

B 31 1.0 ‘ to 5.0 ‘ 60 A-2-4 5

B 33 1.0 ‘ to 3.0 ‘ A-2-4 5

Average R – Value = 54

Technical Memo

As per the PDDM (Chapter 11) the average R-value was used for determining the appropriate R-

Value.

To convert R-value to effective soil resilient modulus the following equation was used: MR (psi) =

1155 + 555*R (FHWA Geotechnical Aspects of Pavements Reference Manual Chapter 5.0

Geotechnical Inputs for Pavement Design). Therefore the soil resilient modulus used for this design was 32,000 psi.

PAVEMENT STRUCTURAL DESIGN ANALYSIS

Pavement Design Methodology and Inputs

The pavement design was developed using the Guide for Design of Pavement Structures and

1998 Supplement, AASHTO, 1993 (AGDPS).

Based on the guidance provided in Chapter 11 of the PDDP the following was used as input values for the design equation:

Pavement Service Life – 25 years

Total Traffic – 53,400 ESALs

Reliability – 75% (for roadways with less than 2500 ADT.

Standard Deviation – 0.49

Initial serviceability – 4.2

Terminal serviceability – 2.0 for roadways less than 500 ADT

Using an Effective Resilient Modulus of 32,000 and a traffic level of 53,400 ESALs, it was determined that the required structural number is 1.1. The pavement calculation report is provided in Appendix D.

PAVEMENT DESIGN RECOMMENDATIONS

The following paragraphs present Amec Foster Wheeler’s recommendations for the pavement segments on this project. The goal of these recommendations is to provide a long life surface and a smooth surface (for use by bicyclists).

Segment 1 (Needles outlook to Y-Intersection)

The average thickness on this section was 3.3 inches of asphalt concrete (range of 2.7 inches to

5.0 inches) and the average thickness of the base course was 4.5 inches (range 3.1 to 6.0 inches).

As discussed above the primary distress was transverse cracking.

The structural number for the existing pavement was determined to be 1.66 (3.3” * 0.35 + 4.2”

*0.12). The AASHTO Pavement Design Guide in Chapter 5 indicates that for an asphalt pavement with a low severity cracking a structural coefficient of 0.35 to 0.40 is appropriate. A

Technical Memo structural coefficient of 0.12 was used for the base course. As determined from the laboratory testing and structural number calculations discussed above the required structural number for this segment is 1.1. This analysis indicates that the existing road is of sufficient structural capacity to support the anticipated traffic. Thus, further deterioration of the roadway will be the result of effects of the environment on the asphalt pavement. To mitigate these effects it is recommended that the existing cracks be cleaned and sealed with an asphalt rubber crack sealant material and that a double chip seal meeting the requirements of Section 407 of FP 14 be placed on the roadway. It is specifically recommended that a Type 2C double chip seal (Table 407-2 of FP 14) using a polymer modified cationic emulsified asphalt meeting the requirements of Section 702 of

FP 14 be used. This particular roadway is located in a serve climate (hot and dry in the summer and cold in the winter) therefore It is anticipated that within a couple of years the existing cracks will propagate through the chip seal and that some raveling of the chip seal aggregate will develop.

Segment 2 (Y-Intersection to Highway 191)

The average thickness on this section was 3.45 inches of asphalt concrete (range of 1.9 inches to 5.9 inches) and the average thickness of the base course was 5.4 inches (range 4.2 to 7.2 inches). As discussed above the primary distress was extensive low severity map cracking and some edge cracking.

The structural number for the existing pavement was determined to be 1.34 (3.45” * 0.20 + 5.4”

*0.12). A structural coefficient of 0.20 was used for the asphalt concrete (a lowered structural number was used due to the condition of the roadway). The AASHTO Pavement Design Guide in Chapter 5 indicates that for an asphalt pavement with a low severity cracking a structural coefficient of 0.35 to 0.40. But, because of the advanced map cracking in segment 2 (from the

Highway 191 to the Y-intersection) a structural coefficient of 0.20 was used. A structural coefficient of 0.12 was used for the base course. As determined from the laboratory testing and structural number calculations discussed above the required structural number for this segment is 1.1. This analysis indicates that the existing road is of sufficient structural capacity to support the anticipated traffic.

Based on these calculations and the condition of the roadway, It is recommended that one of the following two options be used.

Pavement preservation option o The areas that have pot holes should be repaired following the procedures in

Section 418 of FP 14.

o The areas that have edge cracking the pavement should be cut back approximately 18 inches along the edge and repaired following the procedures in

Section 418 of FP 14.

o After the repairs have been completed a double chip seal meeting the requirements of Section 407 of FP 14 should be placed on the surface. Specifically a Type 2C (Table 407-2 of FP 14) using a polymer modified cationic emulsified asphalt meeting the requirements of Section 702 of FP 14.

Technical Memo Amec Foster Wheeler Job No. 32781001 December 1, 2015 o This particular roadway is located in a severe climate (hot and dry in the summer and cold in the winter) therefore It is anticipated that within a couple of years the existing cracks will propagate through the chip seal and that some raveling of the chip seal aggregate will develop.

o The use of this option will require continued pavement preservation actions over the life of the roadway such as the application of a chip seal at 5 to 7 year intervals.

Pavement rehabilitation option o The existing roadway surface should be pulverized, reshaped, and compacted

(Section 304 of the Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects (FP14). This surface should be overlaid with a two inch asphalt pavement (Section 401 or 402 FP14). The two inch asphalt pavement should be a ½ inch or 3/8 inch nominal size asphalt concrete mix meeting the requirements of Section 703 of FP 14. Within two to three months after construction of the asphalt concrete a fog seal using a slow set emulsion should be applied to the surface.

o The use of this option will provide a long life roadway that will require only routine maintenance.

Segment 3 (Anticline Road)

The average thickness on this section is 10.5 inches of gravel. Structurally, this section is in good shape.

It is recommended that the upper 6 inches of the existing aggregate surfacing be processed and compacted to proper grade and smoothness. This aggregate surface should be overlaid with a two inch asphalt pavement meeting the requirements of Section 401 or 402 of FP 14. This will provide a roadway with a structural number of 2.14 (2*0.44 + 10.5*.12). The required structural number is 1.1.

Y-Intersection, Scenic Overviews, Park Entrance at US 191

Excavate eight inches of existing soil and replace with 6 inches of aggregate base, place an MC- 70 prime coat and two inches of asphalt concrete. This will provide a pavement with a structural number of 1.60.

MATERIALS RECOMMENDATIONS

The following details the recommendations for materials to be used on the project:

Double application chip seal – o Type 2C (Table 407-2 of FP 14) using a polymer modified cationic emulsified asphalt

(CRS-2P) meeting the requirements of Section 702 of FP 14.

o During the site survey for the pavement design it was determined from conversations with local residents that this road will be used by bicyclists. Therefore the finer gradation is recommended for the chip seal.

Asphalt Concrete – (note – the goal is to build a tight durable asphalt mixture)

Technical Memo o 3/8 inch nominal size asphalt concrete mix meeting the requirements of Section 703 of FP 14.

o A PG 58-34 asphalt binder meeting the requirements of AASHTO M 320.

One of the results of research done by Amec Foster Wheeler and the Asphalt

Institute for the Federal Aviation Administration determined that the use of an asphalt with a lower low temperature stiffness will provide increased resistance to age related cracking. This research is documented in AAPTP Report 06-01 Laboratory and Field Investigation To Develop Test Procedures For Predicting Non-Load Associated Cracking Of Airfield HMA Pavements

It was also found in the above noted research that placing a fog seal on a new asphalt pavement shortly after construction will reduce the age deterioration of the pavement. This practice is now in use by the South Dakota and Minnesota DOTs.

Prior to the placement of the asphalt concrete on Segment 2 and on the Anticline Road it is recommended that the surface be treated with a MC-70 in accordance with Section 411 of FP 14.

ECONOMIC ANALYSIS

The following is a cost estimate for each of the recommended solutions.

Unit Prices

EEBACS Bid History Unit Price Analysis’ using Utah, Colorado, Arizona and New Mexico were used to develop the prices shown.

The following are the costs used for these calculations:

Asphaltic Concrete

$110.02/Ton - $6.05 per square yard inch - $12.10 per square yard

Double Chip Seal

Double chip seal – $2.95 per square yard

Crack sealing cost per mile - $6,020 - cost per foot – $1.14

Pulverizing, Reshaping, and Compacting Existing Pavement Section

Full Depth Reclamation -- $2.70 per square yard

Preparation and Compaction of Existing Base Course

Aggregate Surface Reconditioning -- $2.08 per square yard

Cost Estimate for Each Segment

Segment 1 – Needles Outlook to Y-Intersection

Technical Memo

Seal cracks and double chip seal o Cost of crack sealing - 66,400 feet * $1.14 per foot = $76,000 o Cost of double chip seal - 84,000 square yards * $2.95 per square yard = $247,800 o Total cost –$323,800 (84,000 square yards at $3.85 per square yard)

Segment 2 (Y-Intersection to Highway 191)

Pavement preservation option o Cost of double chip seal – 200,000 square yards at $2.95 per square yard =

$590,000.

Rehabilitation option o Pulverization, reshaping, and compaction of the existing roadway surface and underlying base course and two inch asphalt pavement Pulverizing and compacting existing pavement - $2.70 per square yard Two inch asphalt overlay - $12.10 per square yard Total Cost – 200,000 square yards at $14.80 per square yard or $2,960,000 total

Segment 3 (Anticline Road)

Process, reshape, and compact upper 6 inches of existing gravel surface and place 2 inch asphalt pavement o Subgrade preparation - $2.70 per square yard o Cost of two inch asphalt pavement - $12.10 per square yard o Total cost – 212,000 square yards at $14.80 per square yard or $3,137,600

Y-Intersection, Scenic Overviews, Park Entrance at US 191

The amount or size of these areas is not known and thus costs for these areas cannot currently be determined.

Technical Memo

APPENDIX A

PCI Calculation Sheets

Site Photographs

Draft Pavement Recommendations APPENDIX A -- PCI Calculations

SEGMENT ONE

From Needles Overlook to the Y

Segment 1 Distance from Needles – The round about Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking (AC)

Block Cracking (BC)

100 ft

Total Severity

L

M

H

PCI = 100 – CDV = 84

Rating = Very Good

Distress Type Severity Density (%) Deduct Value

Combined Transverse & Longitudinal Cracking

L 6% 16

Combined Transverse & Longitudinal Cracking

M

LC – Low L

TC – Medium M

AC – Low L

AC – Medium M

BC – Low L

BC ‐ Medium M

Segment 1 Distance from Needles – Entrance to Round About

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

175 ‐ L 80 ft – L

30 ft ‐M

L 80 176

M 30

PCI = 100 – CDV = 78

Combined Transverse & Longitudinal Cracking

L 11.6 22

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Alligator Cracking

L

Alligator Cracking

M

Block Cracking L

Block Cracking M

Segment 1 Distance from Needles – 1.2 Miles from Needles Entrance

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block

154 ft ‐ L 49 ft – L

L 154 49

PCI = 100 – CDV = 80

Combined Transverse & Longitudinal Cracking

L 9 20

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Alligator Cracking

L

Alligator Cracking

M

Segment 1 Distance from Needles –2.2 Miles from

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block

L 110

PCI = 100 – CDV = 85

Combined Transverse & Longitudinal Cracking

L 5 15

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Alligator Cracking

L

Alligator Cracking

M

Segment 1 Distance from Needles –3.2 Miles from

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block

Combined Transverse & Longitudinal Cracking

L 5 15

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Alligator Cracking

L

Alligator Cracking

M

Segment 1 Distance from Needles – 4.2 Miles from

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block

88 – L

22 – L

Combined Transverse & Longitudinal Cracking

L 5 15

Combined Transverse & Longitudinal Cracking

M

Raveling L

Raveling M

Alligator Cracking

L

Alligator Cracking

M

Segment 1 Distance from Needles –5.2 Miles from

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Edge

130 – L 60 ‐ L 100 ‐ M

46 ‐ M

L 130 60

M 46

PCI = 100 – CDV = 71

Combined Transverse & Longitudinal Cracking

L 9 21

Combined Transverse & Longitudinal Cracking

M 2 8

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

SEGMENT TWO

From Highway 191 to the Y

Segment 2 Distance from Highway 191 – 0 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

44 ‐ L

L 44 ‐ L

PCI = 100 – CDV = 84

Combined Transverse & Longitudinal Cracking

L 2 16

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 1.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

2200 ‐ L

PCI = 100 – CDV = 66

Rating = Good

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Block Cracking L 100 34

Segment 2 Distance from Highway 191 – 2.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 3.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 4.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 5.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 6.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 7.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 8.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 9.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 12.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 13.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 14.1 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Segment 2 Distance from Highway 191 – 15.2 Miles from Highway 191

Sample Unit size = 22*100 = 2200

Existing Distress types Transverse

Cracking (TC) Longitudinal Cracking (LC)

Alligator Cracking

(AC)

Block Cracking

(BC)

Combined Transverse & Longitudinal Cracking

L

Combined Transverse & Longitudinal Cracking

M

Longitudinal Cracking

L

Longitudinal Cracking

M

Edge Cracking L

Edge Cracking M

Draft Final Pavement Recommendations

APPENDIX A – SITE PHOTOS

SEGMENT ONE

From Needles Overlook to the Y

Needles Overlook Needles Overlook

Needles Overlook Needles Overlook

One Mile from Needles Overlook One Mile from Needles Overlook

One Mile from Needles Overlook One Mile from Needles Overlook

Two Miles from Needles Overlook Two Miles from Needles Overlook

Two Miles from Needles Overlook

Three Miles from Needles Overlook Thee Miles from Needles Overlook

Three Miles from Needles Overlook

Four Miles from Overlook Four Miles from Overlook

Five Miles from Overlook Five Miles from Overlook

Five Miles from Overlook Six Miles from Overlook

Six Miles from Needles Overlook Six Miles from Needles

SEGMENT TWO

From Highway 191 Intersection to the Y

1.1 miles from Entrance Gate 1.1 miles from Entrance

2.1 miles from Entrance Gate 2.1 miles from Entrance

2.4 miles from Entrance Gate 2.4 miles from Entrance

3.1 miles from Entrance 3.1 miles from Entrance

4.1 miles from Entrance 4.1 miles from Entrance

5.1 miles from Entrance 5.1 miles from Entrance

5.8 miles from Entrance 5.8 miles from Entrance

6.1 miles from Entrance 6.1 miles from Entrance

7.1 miles from Entrance 7.1 miles from Entrance

8.1 miles from Entrance 8.1 miles from Entrance

9.1 miles from Entrance 9.1 miles from Entrance

10.2 miles from Entrance 10.2 miles from Entrance

11.1 miles from Entrance 11.1 miles from Entrance

12.1 miles from Entrance 12.1 miles from Entrance

13.1 miles from Entrance 13.1 miles from Entrance

14.1 miles from Entrance 14.1 miles from Entrance

15.2 miles from Entrance Y‐Intersection

15.2 miles from Entrance Y‐Intersection

Technical Memo

APPENDIX B

Field Boring Logs

Site Plans

6" Base coarse with gravel to .75", sub-angular

SILTY SAND fine grained, nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-1

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

D T

9/

CLAYEY SILT fine grained, low plasticity, rust brown

Boring end at 5.0'

Fill

SC

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-2

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

SILTY SAND few gravel to .75", sub-angular, fine grained, nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-3

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

SILTY SAND few gravel to .5", sub-angulart, fine grained, nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-4

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

SILTY SAND few gravel to .5", sub-anugular, fine grained, nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-5

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

3" Base coarse with gravel to .75", sub-angular

SILTY SAND few gravel to .5", sub-angular, fine grained, nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-6

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

9.1" Base coarse with gravel to .75", sub-angular nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-7

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-8

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G nonplastic, rust brown color change to light brown, auger advance with little recovery

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-9

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

12" Base coarse with gravel to .75", sub-angular

Boring end at 5.0'

Fill

SMA

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-10

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G nonplastic, rust brown color change red tan

Boring end at 5.0'

Fill

SMA

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-11

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

18" Base coarse with gravel to .75", sub-angular nonplastic, rust brown

WEATHERED SANDSTONE nonplastic, tan

Refusal at 4.5' Due to sandstone

Fill

SMA

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15 B-12

None

SAMPLE TYPE

LOG OF TEST PIT NO.

BACKHOE TYPE Deep Rock

LOGGED BY

Page

DEPTH HOUR

DATE

S am pl e

S am pl e

T yp e

DATUM

D ep th in F ee t

REMARKS VISUAL CLASSIFICATION

M oi st ur e C on te nt P er ce nt o f D ry W ei gh t

U ni fie d

S oi l C la ss ifi ca tio n

GROUNDWATER

B D U

SURFACE ELEV.

LOCATION

N/A See Boring Location Diagram of

Bulk Sample Disturbed Disturbed Bulk Sample 3" O.D. 2.42" I.D. tube sample

AMEC Environment & Infrastructure, Inc.G E

O T

E C

H _T

P

1.

0.

C A

N Y

O N

R

IM

S R

M A

A N

T

IC

LI

N

E R

O A

D

2)

.G P

J H

E Y

R O

C K

Y .G

8" Base coarse with gravel to .75", sub-angular

SILTY SAND trace gravel to .5", sub-anugular, fine grained, nonplastic, rust brown

Boring end at 5.0'

Fill

SM

A

JOB NO.

32781001

DATE

Canyon Rims SRMA Road (Anticline Road) Canyon Rims Recreation Area, Utah

1PROJECT

7/16/15…