GR_11-17_Warren_Wagon_Road_Final_Geotechnical_Report.pdf

Warren Wagon Road December 2017

Table of Contents 1-i

Geotechnical Report No. 11-17

Warren Wagon Road

FINAL GEOTECHNICAL REPORT

ID PFH 21(7)

Valley County, Idaho and Payette National Forest

December 2017

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Table of Contents iii

TABLE OF CONTENTS

1 INTRODUCTION

1.1 Project Description

1.2 Purpose and Scope

2 GEOLOGY

2.1 Geologic Hazards

2.1.1 Site Seismicity

2.1.2 Landslides

3 SITE CONDITIONS

3.1 Average Temperatures and Precipitation

4 SUBSURFACE CONDITIONS

4.1 2014 Subsurface Investigation

4.2 2016 Subsurface Investigation

4.2.1 Wagon Bay Creek AOP Culvert

4.2.2 Sylvan Creek AOP Culvert

4.2.3 Spring Near Station 419+00

4.3 Groundwater

5 ANALYSIS

5.1 Pavement Subgrade

5.2 AOP Culvert Foundations

5.3 Spring at Station 419+00

5.4 Deep Patches

5.4.1 North Beach Landslide

6 DESIGN RECOMMENDATIONS

6.1 Pavement Subgrade

6.2 AOP Culverts

6.3 Spring Near Station 419+00

6.4 Deep Patches

6.4.1 North Beach Landslide

7 CONSTRUCTION CONSIDERATIONS

7.1 Shoring and Dewatering

7.2 Earthwork

7.3 Deep Patches

7.3.1 North Beach Landslide

7.4 Disposal Sites

8 LIMITATIONS

9 REFERENCES

iv List of Figures

LIST OF FIGURES

Figure 1-1 Project Location Map

Figure 1-2 Project Vicinity Map

Figure 2-1 Five Percent Damped Design Response Spectrum

Figure 2-2 North Beach Landslide Headscarp

LIST OF TABLES

Table 2-1 Summary of Seismic Parameters

Table 2-2 Instrumentation Reading Dates

Table 2-3 Slope Inclinometer Azimuths

Table 3-1 Climate Data Summary

Table 4-1 2014 Boring Locations

Table 4-2 2016 Boring Locations

Table 6-1 Presumptive Bearing Resistance

Table 6-2 Deep Patch Station Limits

Table 6-3 Deep Patch Limits Outside of the Project Limits

APPENDICES

APPENDIX A

Project Geology Map…………………………………………..………………………………… A-1 List of Map Units………………………………………………………………………………….. A-2 Fault Map……………………………………………………………..…………………………… A-3 Bathymetric Map……………………...………………………………………………………..… A-4 Payette Lake Water Levels……………………………………………………………………… A-5

APPENDIX B

WW14-01 Inclinometer Displacement Plot……….…….…..…………………………………. B-1 WW14-02 Inclinometer Displacement Plot……….……………………………………………. B-2

APPENDIX C

Boring Location Map………………………………………………………………..……. C-1 - C-10 Unified Soil Classification System…...………………………………………………………… C-11 Soil Descriptive Terminology…….…………………………………………………………..... C-12 Rock Descriptive Terms……....………………………………………………………………... C-13

APPENDICES (Continued)

Appendices v

APPENDIX D

2014 Boring Logs………………………………………………………………………… D-1 - D-27 2014 Laboratory Test Reports………………………………………………….……… D-28 - D-36

APPENDIX E

2016 Boring Logs……………………………………………………………………..…… E-1 - E-31 2016 Laboratory Test Reports……………………………………………………..…… E-32 - E-46

APPENDIX F

Sylvan Pit Location Map……………….………………………………………………………… F-1 Northern Waste Area Location Map….…..…………………………………………………….. F-2

6 Introduction

1 INTRODUCTION

This report provides the geotechnical investigation results, analysis, and final roadway geotechnical design recommendations for the Warren Wagon Road Rehabilitation Project in Valley County, Idaho. The project is located approximately two miles north of the intersection of Warren Wagon Road and State Highway 55 in the town of McCall, Idaho as shown in Figure 1-1 and Figure 1-2. The road provides access to both the Ponderosa State Park/North Beach Unit and the Payette National Forest as well as connecting 5 small rural towns/areas (Burgdorf, Marshall Mountain, Secesh Meadows, Warren, and Trails End) to the north with McCall.

Figure 1-1 Project Location Map

Introduction 7

Figure 1-2 Project Vicinity Map

Please note that all stationing referenced in this report was from the 70% design package.

Stationing may have and likely has been adjusted between the 70% package and the plan set awarded as part of the construction contract.

1.1 PROJECT DESCRIPTION

The 5.481-mile-long project involves widening and modernizing the current road template, including wider shoulders, to allow more room for pedestrians and bicyclists during the very congested peak summer season. The project will also attempt to reduce the frequency of maintenance required at the site of a large landslide (referred to as the North Beach Landslide) that impacts both travel lanes near Station 496+00, improve the new pavement life by slope scaling some rock slopes prior to paving, and updating the roadway with a frost-free pavement design that includes some subsurface drainage applications. The unstable slope work and risk reduction recommendations are provided under separate cover in Western Federal Lands Highway Division (WFLHD) Geotechnical Report GR 1-18.

8 Introduction

The current roadway geometry includes 10 to 11-foot lanes with 0 to 1-foot shoulders that results in the roadway being shared by pedestrians, bicycles, and vehicles. At the beginning of the project length there is a nearly quarter mile-long separated bicycle path that provides a safer, multimodal corridor. The proposed project will widen the existing facility to 11-foot travel lanes with up to 4-foot shoulders.

1.2 PURPOSE AND SCOPE

The purpose of this report is to provide geotechnical recommendations and construction considerations for the proposed project. The geotechnical scope of work included a visual reconnaissance along the proposed alignment, a subsurface exploration program consisting of 15 geotechnical test borings, laboratory soil index testing, participation in cross-functional team meetings, and preparation of this final geotechnical report; including recommendations for the roadway subgrade, drainage improvements, and to reduce the maintenance requirements for the North Beach Landslide. The geotechnical borings and laboratory tests were completed by WFLHD and a drilling subcontractor (Haz-Tech Drilling, Inc.) under the direction of a WFLHD geotechnical engineer.

During the progression of this project, the following memorandum and reports were prepared by WFLHD and should be made available to prospective bidders:

Preliminary Geotechnical Recommendations, GM 14-15, dated March 26, 2015

Unstable Slope Risk Reduction Mitigation Report, GR 1-18, December 2017

This report supersedes the preliminary geotechnical recommendations report in 2015 and should be used in conjunction with the December 2017 unstable slope risk reduction mitigation report for the final project requirements.

Geology 9

2 GEOLOGY

There are two major rock types exposed; from south to north along the project they include Grande Ronde Basalt from the Columbia River Basalt Group, this is the least prevalent rock exposed in the project area. Next are foliated tonalitic to granodioritic rocks from the Idaho Batholith, this group is observed along the project alignment. Some alluvial deposits are found near edge of the lake towards the southwest and to the north, while alpine glacial sediments generally make up the material in the soil cutslopes and the soil overlying the rock cuts within the project length. These geologic units have all been mapped by (Lund, 2005) and are included in the Project Geologic Map attached in Appendix A-1 and A-2.

2.1 GEOLOGIC HAZARDS

Geologic hazards can include active faults, liquefaction and related phenomenon, soft or subsiding ground, strong ground shaking, and rockfall and landsliding among other natural hazards. A search of geohazard publication sites did not produce a published geologic hazard map for the vicinity. Based on the geologic mapping and the subsurface conditions encountered in our borings (discussed later in this report), it is our opinion that the relevant geologic hazards in the site vicinity include rockfall and landslides only. The landslide hazard is discussed further in the Landslides section below. The rockfall hazards are thoroughly discussed in WFLHD Geotechnical Report GR 1-18, and should be referred to for additional information.

2.1.1 SITE SEISMICITY

Information from the USGS Quaternary fault and fold database for the United States (Faults) website was used to locate nearby active faults. According to the website, no active faults were found in the vicinity of the project. Active faults are defined as faults that have moved one or more times in the last 10,000 years. The most recent published fault movement can be seen in the attached Fault Map in Appendix A-3, listing three quaternary faults assumed to last have movement 130,000 years ago and 1.6 million years ago, respectively.

Site specific seismic parameters were initially developed for use in landslide mitigation design.

After the 30% Plans Specifications and Estimate (PS&E) package was developed, this portion of the project was re-scoped to include a more maintainable pavement section versus the full mitigation costs associated with the landslide. The seismic parameters and 5-percent-damped-design response spectrum can be seen below in Table 2-1 and Figure 2-1.

10 Geology

Table 2-1 Summary of Seismic Parameters

Site Latitude 44.982021°

Site Longitude -116.074676°

Site Class at Project Site

(by Soil Type and Penetration Resistance in Top 100 feet of Soil Profile)

D

Horizontal Peak Ground Acceleration on Site Class B Rock (PGA) 0.125

Horizontal Response Spectral Acceleration at a

Period of 0.2 sec on Site Class B Rock (Ss) 0.295

Horizontal Response Spectral Acceleration at a

Period of 1.0 sec on Site Class B Rock (S1) 0.090

Mapped Peak Ground Acceleration Coefficient, FPGA 1.55

Mapped Short-Period Spectral Acceleration Coefficient, Fa 1.56

Mapped 1-sec Period Spectral Acceleration Coefficient, Fv 2.40

Scaled Peak Ground Acceleration for Project Site, Site Class D (As)

0.194

Scaled Horizontal Response Spectral Acceleration at a

Period of 0.2 sec for Project Site, Site Class D (SDS) 0.461

Scaled Horizontal Response Spectral Acceleration at a

Period of 1.0 sec for Project Site, Site Class D (SD1) 0.216

AASHTO Seismic Zone 2

The values in Table 2-1 were used to develop the 5-percent-damped-design response spectrum shown in Figure 2-1 below for the project site.

Geology 11

Figure 2-1 Five Percent Damped Design Response Spectrum

2.1.2 LANDSLIDES

There is one significant landslide within the project limits located near station 516+00 (milepost 6.3), known locally as the “North Beach Landslide”. The landslide headscarp appears to be located within the pavement and is approximately 350-feet long, measured along the roadway centerline, see Figure 2-2. The height and horizontal distance from the landslide headscarp to the toe of the landslide is unknown because it is hidden from view in the water of Payette Lake.

No bathymetric survey of the near-shore ground depths was completed as part of this project, however a 1973 bathymetric map published by the U.S. Geological Survey was utilized (Woods, 1997). The map shows the lake being on the order of 20 to 40 meters (66 to 132 feet) deep at the location of the North Beach Landslide (Appendix A-4).

The landslide was initially investigated in October 2014 with two subsurface borings; one located at the existing centerline of Warren Wagon Road and the other along the lakeside shoulder (borings WW14-01 and WW14-02, respectively) to develop a critical geologic cross-section of the landslide. Slope inclinometers were installed in both borings and a total of five readings were taken between October 14, 2014 and May 25, 2017. The dates for each slope inclinometer reading is provided below in Table 2-2. Boring WW14-01 was read in the February 2015 reading, however the data became corrupted and was not used.

0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0

E la st ic

S ei sm ic

C o ef fi ci en t, C sm

Period, T (sec)

5% DAMPED DESIGN RESPONSE SPECTRUM

12 Geology

Figure 2-2 North Beach Landslide Headscarp

Table 2-2 Instrumentation Reading Dates

Date of Reading WW14-01 WW14-02

10/21/2014 X X

2/12/2015 X

6/23/2015 X X

7/26/2016 X X

5/25/2017 X X

The damage in the pavement along with a graphical representation of the instrument readings show that the landslide has moved towards the lake approximately 0.45 inches at the ground surface in both borings. It also appears from the data that the landslide is moving at the steeply dipping geologic contact between the overburden and granitic bedrock. The depth at which the landslide is moving creates a problem for fully mitigating the landslide within the funding levels provided for the project length. The slope inclinometer movement profiles are located in Appendix

Approximate Location of Headscarp

Site Conditions 13

B. Please note that the “A” direction is generally perpendicular to the direction of traffic and the “B” direction is generally parallel to traffic. The data shows little to no movement in the B direction so it can be assumed that the primary direction of landslide movement is in the A direction. See table 2-3 for the azimuths of the A and B direction for the slope inclinometers. Additional information for this landslide is contained under the Analysis and Design Recommendations section of this report.

Table 2-3 Slope Inclinometer Azimuths

Boring Number A0 Azimuth B0 Azimuth

WW14-01 84° 354°

WW14-02 87° 357°

In addition to the North Beach Landslide, there are other, smaller slope instability locations along the project corridor. Some of these instabilities are addressed below through the use of a deep patch repair, whereas others are not impacting the roadway directly and no further information is provided. The locations of rock slope instabilities are documented in WFLHD Geotechnical Report GR 1-18 which provides the results of an Unstable Slopes Management Program (USMP) assessment for the proposed project length.

3 SITE CONDITIONS

The Warren Wagon Road project is located on the western edge of Payette Lake just north of the town of McCall, Idaho. The road is generally bound by steep rock slopes to the west and Payette Lake to the east. The North Fork of the Payette River empties into the northern portion of the lake and the last 1.3 miles of the project follow along the river from approximately Station 538+00 to 597+65.50. Road grades are generally flat throughout the project limits as the road follows the lake, but does have multiple fill, cut, and through-cut sections. There are many recreation opportunities that this road accesses, traffic can be very heavy in the summer months.

The site is vegetated with coniferous trees including ponderosa pine, Douglas-fir and western larch. Grasses and shrubs are predominately Idaho fescue, bluebunch wheatgrass, stiff sagebrush, mountain big sagebrush, and bitterbrush

Payette Lake is dam controlled and the water levels are monitored very closely by the USGS, taking measurements every 15 minutes. Attached in Appendix A-5 is a graph showing the lake water level in gauge height and approximate elevation for the last 5-years. According to this graph, the change in water level over the course of a year is typically 5 to 6 feet with high water levels typically occurring in June and low water levels between October and February.

3.1 AVERAGE TEMPERATURES AND PRECIPITATION

Table 3-1 shows the average maximum and minimum temperatures, average monthly precipitation, and average monthly snowfall data for the period from 1905 to 2016 for the McCall, Idaho (105708) weather station (Western Region Climate Center, 2017).

14 Site Conditions

Table 3-1 Climate Data Summary

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

Avg. Max.

Temp. (F)

30.3 35.4 41.4 50.4 51.1 69.7 81.0 80.0 70.2 57.3 40.4 31.2 54.0

Avg. Min.

Temp. (F)

10.6 12.5 17.8 25.6 33.5 39.6 44.2 41.8 34.9 28.1 21.7 14.0 27.0

Avg. Total Precip. (in.)

3.49 2.79 2.52 1.96 2.20 2.05 0.63 0.80 1.26 1.99 2.93 3.57 26.19

Avg. Total Snowfall

(in.)

35.5 23.9 18.2 5.7 0.8 0.1 0.0 0.0 0.1 1.9 15.9 32.1 26.19

Avg. Snow Depth (in.)

26 32 27 8 0 0 0 0 0 0 3 14 9

Note:

1) Period of Record: 05/27/1905 to 06/09/2016.

2) Percent of possible observations for period of record: Max. Temp.: 96.9% Min. Temp.: 97%

Precipitation: 98% Snowfall: 96.1% Snow Depth: 92.8%.

Subsurface Conditions 15

4 SUBSURFACE CONDITIONS

Two different subsurface geotechnical investigations were completed in support of the development of this project. The first was in September and October 2014, while the second was completed in September 2016. A graphical representation of the boring locations is available in Appendix C-1.

4.1 2014 SUBSURFACE INVESTIGATION

A subsurface investigation comprised of 17 subgrade borings and 2 geotechnical borings were completed between September 30 and October 3, 2014 by Haz-Tech Inc. of Meridian, Idaho. All of the borings were logged in the field by Kevin Funke of All West Testing and Engineering of Hayden, Idaho. All material testing from this investigation was completed by the WFLHD Materials Laboratory. Borings were completed with a truck mounted CME 75 drill rig.

In 2014, 17 subgrade borings were completed at approximately 0.5-mile intervals and were typically drilled in the center of the north or south bound lanes with a 14-inch diameter solid stem auger. Subgrade boring numbering started with SG14-01 and ended with SG14-17. The SG denotes subgrade, 14 is the year (2014), and the last two digits represent the order in which the boring were laid out in the field. Borings were drilled to either 5-feet below the ground surface or until refusal, whichever was encountered first.

The subgrade borings generally consisted of silty sands and gravels with asphalt thicknesses ranging from 3 to 8 inches thick. The subgrade boring logs are available in Appendix D. No material testing was completed for the subgrade borings.

The two, 2014 geotechnical borings, WW14-01 and WW14-02 were completed nearly perpendicular to the centerline to investigate the North Beach Landslide near Station 516+50 (milepost 6.3). The borings were drilled to depths of 60 and 100 feet respectively and were advanced using an 8-inch outside diameter hollow stem auger until refusal. Upon auger refusal, borings were advanced using a HQ sized triple-tube core barrel to the required depth.

Standard Penetration Tests (SPTs) were completed at nearly 5.0-foot intervals in overburden material. The Standard Penetration Test (SPT) consists of using a 140-pound hammer with a 30 inch drop to drive a 2-inch outside diameter split-barrel sampler 18-inches below the bottom of the bore hole and recording the number of blows for each 6-inch increment of penetration. The second and third numbers are added together to determine the blows per foot (bpf), which is known as the N-value.

The subsurface materials at the North Beach Landslide generally consisted of silty sand and gravels overlying a steeply dipping granitic bedrock. A limited number of SPT samples were chosen for index testing and soil classification. The boring logs and laboratory testing reports are available in Appendix D.

Approximate boring locations and depths are shown in Table 4-1. Please note that stationing, mileposts, and distance from centerline (CL) are approximate.

16 Subsurface Conditions

Table 4-1 2014 Boring Locations

Boring Number Approximate

Station Milepost

Distance from CL (ft)

Right or Left Depth (ft)

SG14-01 310+00 2.2 6.5 R 5.0

SG14-02 329+50 2.6 6.5 L 3.0

SG14-03 350+15 3.0 6.5 R 5.0

SG14-04 379+00 3.5 6.0 L 2.5

SG14-05 403+50 4.0 5.5 R 5.0

SG14-06 419+50 4.3 4.5 L 3.3

SG14-07 432+00 4.5 6.2 R 3.1

SG14-08 456+40 5.0 5.4 L 1.67

SG14-09 484+50 5.5 5.0 L 2.5

SG14-10 496+00 5.7 8.0 R 5.0

SG14-11 509+00 6.0 4.0 L 2.75

WW14-01 516+45 6.3 1.0 L 60.0

WW14-02 546+45 6.3 17.5 R 100.0

SG14-12 539+15 6.5 7.0 R 3.33

SG14-13 560+00 6.9 8.3 R 2.67

SG14-14 590+60 7.5 5.8 L 5.0

SG14-15 618+60 8.0 5.2 R 5.0

SG14-16 644+50 8.5 5.5 L 5.0

SG14-17 669+75 9.0 7.5 R 5.0

4.2 2016 SUBSURFACE INVESTIGATION

The project development was put on hold for nearly a year between the two subsurface investigations and eventually picked back up and the scope initially expanded. The second investigation was planned in order develop a design consisting of 11-foot lanes, 4-foot shoulders, designed rockfall ditches and clear zone distances, and standard 1V:4H ditch foreslopes. This plan resulted in a number of fill-side and cut-side walls and major rock cuts outside the existing right-of-way. This roadway template was further adjusted to a narrower footprint, but after the drilling contractor had mobilized and started their work for the larger template. Because of contractual obligations, and to allow for the possibility of further changes, the investigation was finished to the minimum depths for the holes under contract.

This investigation was comprised of 15 geotechnical borings completed between September 7 and 10, 2016 by Haz-Tech Inc. of Meridian, Idaho. All of the borings were logged in the field by Sean Brady of Verdis of Coeur d’Alene, Idaho. All testing from this investigation was completed

Subsurface Conditions 17 by the WFLHD Materials Laboratory. Borings were completed with a truck mounted CME 85 drill rig.

All borings were completed by advancing an 8-inch outside diameter hollow stem auger until refusal, then advanced using a HQ sized triple-tube core barrel to the required depth.

Standard Penetration Tests (SPTs) were completed at nearly 5.0-foot intervals in overburden material. The Standard Penetration Test (SPT) consists of using a 140-pound hammer with a 30 inch drop to drive a 2-inch outside diameter split-barrel sampler 18-inches below the bottom of the bore hole and recording the number of blows for each 6-inch increment of penetration. The second and third numbers are added together to determine the blows per foot (bpf), which is known as the N-value.

Boring logs and laboratory testing reports are available in Appendix E. Approximate boring locations and depths are shown in Table 4-2. Please note that both stationing and distance from centerline (CL) are approximate.

Table 4-2 2016 Boring Locations

Boring Number Approximate

Station Distance from CL (ft) Right or Left Depth (ft)

WW16-01 360+82 9.0 R 31.5

WW16-02 360+84 9.5 L 31.5

WW16-03 375+32 12.5 R 31.5

WW16-04 375+97.5 12.0 L 31.5

WW16-06 450+40 25.0 L 21.5

WW16-07 471+00 8.0 R 31.5

WW16-08 472+94 25.0 L 30.0

WW16-09 516+70 13.0 L 40.0

WW16-10 518+25 11.0 R 30.0

WW16-11 405+31 6.0 L 20.0

WW16-12 437+90 20.0 L 20.8

WW16-13 440+15 7.0 L 21.5

WW16-14 442+48.5 16.0 L 20.4

WW16-15 560+08 18.0 R 20.0

WW16-18 399+50 8.0 L 31.0

4.2.1 WAGON BAY CREEK AOP CULVERT

There were two borings at this location, WW16-01 and WW16-02, both were drilled to 31.5-feet deep. These borings encountered very similar materials to include a very loose to loose silty sand overlying a poorly graded sand with silt to silty sand to the bottom of the boring. A boulder nearly

18 Subsurface Conditions

4.5-feet in diameter was encountered in boring WW16-01 at a depth of approximately 8-feet. The materials at this culvert location classify as Occupational Safety and Health Administration (OSHA) Type C Soils as found in 1926 Subpart P App A.

4.2.2 SYLVAN CREEK AOP CULVERT

There were two borings at this location, WW16-03 and WW16-04, both were drilled to 31.5-feet deep. The materials found in the borings included a silty sand overlying silty gravel, overlying sands with silts and gravels. Densities of these materials ranged from loose, 5 to 10 blows per foot (BPF), to very dense, more than 50 blows per foot. The vast difference of these densities is an indicator that boulders or cobbles are present and should be expected during excavation.

Similar to the borings at the Wagon Bay Creek AOP Culvert the material at this location classifies as OSHA Type C Soils as found in 1926 Subpart P App A.

4.2.3 SPRING NEAR STATION 419+00

The spring near the ditch at this station is in the cutslope above the road and is approximately 2 to 3 feet above the bottom of the ditch and varies in visible length on the order of 3 to 10 feet long.

The spring regularly keeps the ditch full with water and occasionally overflows onto the road and has been active during all site visits made in preparation of this report. Overflowing water is a typical occurrence during the winter months as it freezes in the ditch, the subgrade of the southbound lane, and on the roadway surface of the same lane. This freeze causes both frost heaving of the subgrade and icing of the roadway surface, resulting in increased damage of the paved surface and unexpected dangerous driving conditions for the road users.

4.3 GROUNDWATER

Groundwater was encountered in several geotechnical borings and can be seen in the boring logs. It should be noted that these measurements during drilling operations were taken at a specific time of year. It is expected that groundwater elevations are closely related to the water elevation in Payette Lake and that groundwater levels will likely fluctuate with rain or snow events along with the water surface elevation of Payette Lake. No groundwater measuring instruments were installed as part of this geotechnical subsurface investigation.

Analysis 19

5 ANALYSIS

Because of the scope change discussed in section 4.2, there was less geotechnical analysis needed for this project than originally anticipated. Late in development, approximately at 95%, it was decided that there would be rock fall mitigation work added to this construction project. The report supporting the rock fall analysis and design is provided in Geotechnical Report Number 1- 18.

5.1 PAVEMENT SUBGRADE

The 2014 subsurface investigation and subsequent field visits gave us the required information to initially layout likely subexcavation limits for this project. As the scope was further developed the amount of suvexcavation appeared too great for the current funding levels, a cost analysis of using a fabric separated base layer or “frost free” design was assessed. Although the roadway subgrade consists of generally good materials, there is not enough separation of the subgrade and the current base layer. The amount of fines that have migrated into the base layer are weakening the base layer and are also frost susceptible. Consequently, this is causing pumping in the wet times of year and frost heave in the winter resulting in pavement distresses.

Permanently separating these materials with a separation fabric will limit the amount of fines that will be able to migrate into the new base layer, helping to prevent the types of damage currently seen in in the pavement.

5.2 AOP CULVERT FOUNDATIONS

No detailed analysis was completed at the AOP locations due to the size and type of culverts being proposed. The reasoning behind this is there are no visible signs of settlement, and based on the results of the subsurface investigation, there is not an abundance of weak materials at either culvert location. The project is replacing a 52-inch culvert at Wagon Bay Creek with a 12-foot diameter culvert and adding minor grade changes on the order of 1 to 1.5-feet. At Sylvan Creek a new 11-foot diameter culvert is being placed immediately down station of the existing culvert with additional grade on the order of tenths of a foot. Both of these changes are taking load off of the underlying foundation soils, not adding any, so it is not anticipated that any additional settlement will occur at these locations.

5.3 SPRING AT STATION 419+00

Varying options to mitigate this issue were considered, however, it was decided to not try and excavate near the spring itself as to not cause any slope instability or other unforeseen issues.

Another compounding factor is the amount of right-of-way near this station, limiting our response to only the immediate area of concern. Constructing a standard underdrain system to capture and convey the ground and surface water away from the cutslope and towards the lake was the best approach given the site constraints as further described under the Recommendations Section.

20 Analysis

5.4 DEEP PATCHES

Deep patches are recommended at multiple locations along the project, including the North Beach Landslide. Utilizing a combination of the Deep Patch Repair, Phase I: Analysis and Design (FHWA-WFL/TD-12-003) (Cuelho et al, 2012) and the RocScience program, SLIDE 7.0, a deep patch design for the project was developed. The critical cross section used to aid in the design was taken at the North Beach Landslide. The damage seen at this cross section and resulting configuration for the deep patch design was used in all locations of the project to keep the various deep patches similar to aid in construction efficiency. The depths were modified at two locations in order to reduce the amount of temporary shoring. This general approach was checked to ensure the design was not overly conservative in areas outside of the North Beach Landslide and not under-conservative within the limits of the slide.

5.4.1 NORTH BEACH LANDSLIDE

Overlaying the displacement plot from the inclinometer readings with the subsurface conditions give us a very good idea of where the landslide is moving. These plots are shown in Appendix E. The landslide movement is happening at the geologic contact between the overlying soil and granodioritic rock and it has moved nearly 0.45-inches since the slope inclinometer instruments were initialized in October 2014.

With the reduction in scope of the project to fit funding allocations, it is not feasible to fully mitigate this landslide. However, the stability analyses based on the subsurface investigation, laboratory testing, and the slope inclinometer data suggests that maintenance can be reduced by slowing the landslide movement at the roadway, resulting in less frequent pavement patching that will be required than in the past several years.

Using the proposed combination of lowering the grade of the roadway and a deep patch, the analyses indicates the movement of the landslide will likely continue, but the upper portion of the landslide can be made more rigid as a composite section. This composite section will consist of aggregate and appropriately spaced geotextile layers to extend the time between pavement patches and ultimately result in lowering the County’s maintenance related costs for this site.

By lowering the grade approximately 3-feet, the landslide will lose approximately 7.5-kips per linear foot (along centerline) of driving force. This along with utilizing a deep patch with 9-inch lifts, will slow any landslide tension cracks reflecting to the new roadway surface.

Design Recommendations 21

6 DESIGN RECOMMENDATIONS

The following are recommendations that were made to the design team for incorporation into this project. Please note that if there are any discrepancies between the recommendations listed within this report and the information presented in the plans, the information in the plans takes precedence. The signatories of this report should be contacted by the CO for any discussion/information on any discrepancies.

6.1 PAVEMENT SUBGRADE

Initial recommendations for subexcavations were made in Geotechnical Memorandum GM14-15 and were further refined during development. However, due to the significant extent of the subexcavation recommendations, it was determined that a more cost-effective approach to mitigate frost heave and associated pavement distress was to construct a “frost-free” pavement design for the entire alignment. The final solution is a geosynthetic separation fabric between the subgrade soils and the “frost-free” pavement structural design section. Specific pavement structural design recommendations were provided by the WFL Materials Section. The pavement design utilizes a clean aggregate low in fines. By utilizing this cleaner aggregate material, with a separation fabric that provides a capillary break below it, the pavement structure will experience less freeze thaw differential movement. Additionally, it is less likely that pumping of fines from wheel loading into the base will occur, and drainage of the pavement structural section will be improved. The materials that will be utilized in this design are:

Class 1, Type C Separation-Stabilization Geotextile (Subsection 714.01, FP-14).

6.2 AOP CULVERTS

As stated previously, the contractor should assume OSHA Type C soils at both culvert locations and plan for large temporary cuts or shoring as necessary. The excavations at these locations will be in excess of 15-feet in depth from the existing grade, making the extent of temporary cuts very large. Groundwater was encountered in the borings at both culvert locations very near (both above and below) the foundation elevation, dewatering will likely be required. Presumptive bearing resistances of each AOP were taken from Table C10.6.6.6.1-1 (AASHTO) are listed below in Table 6-1.

Table 6-1 Presumptive Bearing Resistance

AOP Culvert Presumptive Bearing Resistance (ksf)

Wagon Bay Creek 5.0

Sylvan Creek 6.0

22 Design Recommendations

6.3 SPRING NEAR STATION 419+00

A standard underdrain system measuring 18-inches wide by 24-inches deep should be used to capture and convey the surface water from the springs and seeps from Station 418+50 to 420+20.

The excavation dimensions should be lined with a separation-stabilization geotextile and filled with select granular backfill. A 6-inch perforated collector pipe should be placed approximately 2-inches above the bottom of the excavation with connections to a solid 6-inch outlet pipe. The outlet pipe should be sloped a minimum of 0.5% perpendicular to centerline to drain excess water from the spring. The corresponding materials are:

Class 1, Type C Separation-Stabilization Geotextile (Subsection 714.01, FP-14);

Granular Backfill (Subsection 703.03, FP-14); and

Smooth Wall Polyvinyl Chloride (PVC) Pipe, Perforated and Nonperforated (Subsection

708.05, FP-14).

6.4 DEEP PATCHES

Some of the pavement damage currently seen in the road is related to shallow road embankment landsliding or the deep seated North Beach Landslide. In these locations, the cause of the pavement distress is too deep for the proposed “frost-free” pavement structural section design to provide stability, so additional deep patches have been proposed. The table (Table 6-2) below provides the details for these other deep patches outside the North Beach Landslide (recommendations for the North Beach Landslide are discussed in the following section).

Materials utilized in their construction are the same as the North Beach Landslide deep patch.

They are:

Class 1, Type C Separation-Stabilization Geotextile (Subsection 714.01, FP-14);

GRS-IBS Geosynthetic Reinforcement (Subsection 714.06, FP-14); and

Select Borrow (Subsection 704.07, FP-14).

Table 6-2 Deep Patch Station Limits

Approximate Station Limits Width (Full or Half)

Minimum Depth

(ft) From To

430+75 434+50 Half (RT) 4.0

495+50 497+83 Half (RT) 4.0

515+20 517+60 Full 6.0

517+60 519+25 Half (RT) 6.0

559+50 561+55 Full 6.01

1) The depth will decrease to 4.5-feet the last 20 feet to avoid a conflict.

Design Recommendations 23

There are additional areas to the north of the end of the current project that will require a deep patch. These areas were initially included in the project length, but as of the publishing of this report, have been removed as a result of shortening the project limits. The limits for those deep patches are shown in Table 6-3. These deep patches should consist of the same lift heights and materials as stated above.

Table 6-3 Deep Patch Limits Outside of the Project Limits

Approximate Station Limits Width (Full or Half)

Minimum Depth

(ft) From To

674+00 675+00 Full 6.0

679+00 681+00 Full 6.0

682+00 684+00 Full 6.0

It is likely that the second and third deep patches above would be constructed as one to avoid issues with ramping in and out of the excavations.

6.4.1 NORTH BEACH LANDSLIDE

Based on the existing site conditions and stability analyses, we recommend lowering the road grade up to 3-feet across the active landslide limits and constructing a 6-foot deep, full roadway width, deep patch, from station 515+20 to 517+60. Beyond these limits from Station 517+60 to 519+25, a half roadway width deep patch of the same depth should be constructed. This will reduce the reflection of the landslide tension cracks and pavement deformations within the landslide limits. The deep patch should be constructed with 9-inch lifts of select borrow using a type V reinforcement biaxial geosynthetic. The bottom of the excavation should be lined with a class 1, type c separation-stabilization geotextile in order to separate the clean select borrow from the existing native materials. See section 6.3 above for the material references.

Care should be taken to preserve the inclinometers within the landslide so future measurements can be taken to monitor the landslide movement following the implementation of the risk reduction measures presented here.

24 Construction Considerations

7 CONSTRUCTION CONSIDERATIONS

7.1 SHORING AND DEWATERING

To minimize impacts to utilities and to limit the number of trees to be cut down at the deep patch locations, temporary shoring has been specified. This shoring is incidental to the subexcavation bid item (20402-0000) and is the contractor’s responsibility for the type and design of any shoring elements. It should be expected that you will encounter water within any excavations within the project limits, especially at the deep patch and AOP sites. If/when water is encountered pumping or dewatering may be required to keep the bottom of the excavation dry/clean enough to begin the reconstruction activities.

7.2 EARTHWORK

During both subsurface investigations, the drillers encountered cobbles, boulders, and groundwater. It is anticipated that any excavations made within the project limits are likely to encounter similar conditions.

Although this is a waste job, materials testing within the upper 10 feet show that the subsurface materials can likely be reused as the following materials:

Backfill Material (Subsection 714.03, FP-14);

Topping (Subsection 714.05, FP-14); and

Unclassified Borrow (Subsection 714.06, FP-14).

Please note that materials testing was limited within the project limits and materials are likely to vary, due diligence should be taken before assuming any materials can be reused.

Shrink/swell factors of these same materials should be on the order of -10% (+/-5%), meaning excavating, hauling, placing, and compacting the in-situ materials should result in a volume change of -10%. Testing shows that these materials are generally non-plastic and therefore should be less moisture sensitive.

7.3 DEEP PATCHES

There is potential for culvert conflicts within some of the deep patch limits. If there is a conflict, the geosynthetic should be bowed vertically either up or down to make room for the culvert, e.g.

if the geosynthetic below the culvert will conflict, decrease the lift thickness in the immediate area of the culvert. If the geosynthetic needs to be bowed more than 12-inches in either direction, it should be cut. Terminate all cut ends of the geosynthetic within 6-inches of the culvert.

It is anticipated that implementing this design will require hand-work in the areas near the conflicting culverts.

Construction Considerations 25

7.3.1 NORTH BEACH LANDSLIDE

Utmost care should be taken to preserve the instrumentation at this location. The contractor should expect to excavate and build the deep patch immediately adjacent to the inclinometers with hand methods in order to not damage the instruments. The inclinometer pipe will need to be cut and shortened in order to build the deep patch and pave the new roadway surface. In order to continue monitoring the site, the elevation of the top of the slope inclinometer pipe before and after the deep patch is built should be surveyed. The difference should be noted and an extension of the inclinometer in that exact length should be provided to the CO. This is important because the readings need to be taken from the same elevation at every reading for comparison to the pre-excavation data.

It is anticipated that the monitoring well cover will be able to be re-used at both instrumentation borings. If it cannot be, the contractor will be responsible for providing and installing a similar sized well cover.

7.4 DISPOSAL SITES

Valley County and the Idaho Department of Lands have identified two potential waste areas. The first is the Sylvan Pit and the second is an area near the north end of the project. Both sites are currently being used as disposal sites. It is our understanding that there may be interest by the owners in enlarging and accepting more debris from this project. However, it is likely that any merchantable timber would need to be logged by IDL prior to use and if there is rock removal required, payment for mineral rights may be required.

Maps of the potential disposal sites are shown in Appendix F. Analysis on the amount of storage capacity was not completed for these sites, it is assumed that the contractor would work with both Valley County and IDL on the specifics of using these areas as disposal sites.

26 Limitations

8 LIMITATIONS

This report was prepared to provide subsurface investigation results and geotechnical recommendations for the proposed Warren Wagon Road Project. Professional judgments and recommendations are presented in this report. They are based partly on evaluation of the technical information gathered and partly on the Geotechnical Team’s general experience with subsurface conditions in the area. It should be noted the borings might not represent potentially unfavorable subsurface conditions away from the borings. The observed water levels and/or conditions indicated on the logs are as recorded at the time of the exploration. The water levels and/or conditions may vary considerably, with season/time, changes in climate, rainfall, and other factors and are otherwise dependent on the duration of, and methods used in, and interpretations made from the exploration program.

If soil conditions are encountered during construction that vary from those discussed in this report, or if design loads, project stationing, and/or configurations change, the WFLHD Geotechnical Team should be notified immediately in order to evaluate what effects, if any, the changes have on the recommendations contained in this report. The recommendations presented in this report are applicable only to this specific site. These data are not to be used for other purposes.

Questions regarding this report should be addressed to Dustin Woods, WFLHD Geotechnical Engineer, at (360) 619-7541, or dustin.woods@dot.gov.

28 References

9 REFERENCES

AASHTO LRFD Bridge Design Specifications, Seventh Edition (2014 with 2015 and 2016 interim revisions) American Association of State Highway and Transportation Officials, Washington, D.C.

Cuelho, E., Perkins, S., & Akin, M. (March 2012). Deep Patch Repair, Phase I: Analysis and Design. FHWA-WFL/TD-12-003. http://www.wfl.fhwa.dot.gov/programs/td/publications.

Faults – USGS Earthquake Hazards Program, (n.d.). https://earthquake.usgs.gov/hazards/ qfaults/map/#qfaults, accessed October 26, 2017.

Lund, K. (2005). Geologic Map Of The Western Part Of The Payette National Forest, West- Central Idaho [Map]. In Geology of the Payette National Forest and vicinity, west-central Idaho (Professional Paper 1666). U.S. Geological Survey.

U.S. Geological Survey, 2016, National Water Information System data available on the World Wide Web (USGS Water Data for the Nation), accessed November 2, 2017, at URL https://nwis.waterdata.usgs.gov/nwis/dv?site_no=13238500.

Western Regional Climate Center (2017), Cooperative Climatological Data Summaries, McCall, Idaho (105708): https://wrcc.dri.edu/cgi-bin/cliMAIN.pl?id5708, accessed October 18, 2017.

Woods, P. F. (1997). Eutrophication Potential of Payette Lake, Idaho (United States, U.S.

Geological Survey): https://pubs.usgs.gov/wri/1997/4145/report.pdf, accessed November 02, 2017.

GR 11‐17 Appendix A

APPENDIX A

Project Geology Map Fault Map

Bathymetric Map Payette Lake Water Levels

Western Federal Lands Highway Division 610 East Fifth Street

Vancouver, WA 98661

Project No. PROJECT GEOLOGIC MAP AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO A-1

N.T.S.

File Name:

Date:

26SEPT2017

Begin Project 308+94

End Project 706+22.37

Lund, 2005

Vancouver, WA 98661

Project No. PROJECT GEOLOGIC MAP AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO A-2

N.T.S.

File Name:

Date:

26SEPT2017

Lund, 2005

Vancouver, WA 98661

Project No. PROJECT FAULT MAP AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO A-3

N.T.S.

File Name:

Date:

26OCT2017

Project Location

Long Valley Fault, northern section Age (yr) < 130,000

Long Valley Fault, southern section Age (yr) < 1,600,000

Council Fault Age (yr) < 130,000

Faults

Vancouver, WA 98661

Project No. BATHYMETRIC MAP AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO A-4

N.T.S.

File Name:

Date:

02NOV2017

North Beach Landslide

Woods, 1997

Vancouver, WA 98661

Project No. PAYETTE LAKE WATER LEVELS AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO A-5

N.T.S.

File Name:

Date:

03NOV2017

USGS Gauge No. 13238500

Final Geotechnical Report

GR 11-17 Appendix B

APPENDIX B

WW14-01 Inclinometer Displacement Plot WW14-02 Inclinometer Displacement Plot

Vancouver, WA 98661

Project No. WW14-01 INCLINOMETER DISPLACEMENT PLOT AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO B-1

N.T.S.

File Name:

Date:

14NOV2017

Vancouver, WA 98661

Project No. WW14-02 INCLINOMETER DISPLACEMENT PLOT AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO B-2

N.T.S.

File Name:

GR 11-17 Appendix C

APPENDIX C

Boring Location Map Unified Soil Classification System

Soil Descriptive Terminology Rock Descriptive Terms

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-1

File Name:

09JAN2018

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-2

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-3

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-4

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-5

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-6

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-7

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-8

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-9

File Name:

Vancouver, WA 98661

Project No. BORING LOCATION MAP FigureID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-10

File Name:

Vancouver, WA 98661

Project No. UNIFIED SOIL CLASSIFICATION SYSTEM AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-11

N.T.S.

File Name:

Vancouver, WA 98661

Project No. SOIL DESCRIPTIVE TERMINOLOGY AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-12

N.T.S.

File Name:

Vancouver, WA 98661

Project No. ROCK DESCRIPTIVE TERMS AppendixID PFH 21(7) Scale

WARREN WAGON ROAD

VALLEY COUNTY, IDAHO C-13

N.T.S.

File Name:

GR 11-17 Appendix D

APPENDIX D

2014 Boring Logs 2014 Laboratory Test Reports

SG-1

SG-2

SG-3

4" Asphalt

Silty GRAVEL with sand (base rock), dark gray, moist, subangular.

Base rock sample obtained.

Clayey SAND with gravel, fine to coarse grained, light brown, moist, subangular, roots and organics present throughout.

Moisture sample obtained 9" to 15" Granite cobbles up to 4-inches

Silty SAND with GRAVEL, fine to coarse grained, light brown, moist, subangular

Moisture sample obtained at 2'.

Poorly-graded SAND with silt and gravel, fine to coarse grained, light brown, moist, subangular.

Moisture sample obtained at 5'.

Bottom of Boring SG14-01 at 5'. No groundwater encountered at time of drilling.

0.3

0.8

1.0

1.5

4.3

5.0

S A

M P

LE

R

9/30/2014

20 40

RQD (%)

WATER LEVELS

HAMMER:

WHILE DRILLING

DRILLER:

Subgrade Investigation BoringNOTES:

TOTAL DEPTH: 5'

D E

P T

H ft

RECOVERY (%)

PLASTIC LIMIT

Solid Stem Auger

STATION, OFFSET:

LATITUDE (DEGREES): N 44°56'28.14" (44.94115°)

LONGITUDE (DEGREES): W 116°6'44.208" (116.11228°)

BORING LOG (US Customary Units)

AFTER DRILLING

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1/ 4/

AT COMPLETION

G R

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L O

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DESCRIPTION

Haztech LOGGER: Kevin Funke

DATE STARTED:

0.0

0 100

BORING SG14-01

Sheet 1 of 1

COMPANY:

S A

M P

LE

DRILLING METHODS:

WATER CONTENT (%)

LIQUID LIMITFIELD

BLOW

COUNT

(Recovery)

DATE FINISHED:

0.0

0.6

1.2

1.8

2.4

3.0

3.6

4.2

4.8

5.4

6.0

FEDERAL HIGHWAY ADMINISTRATION

VANCOUVER, WASHINGTON

GEOTECHNICAL SECTION

Jason Adams

WEATHER:

DRILL: CME 75

D

E P

T H ft

9/30/2014

PROJECT: Warren Wagon Road

N/A 14" Auger

FIELD "N" VALUE

MP 2.2 6.5' R

dustin.woods Text Box D-1

5" Asphalt

Silty GRAVEL with sand (base rock), dark brown, moist, subangular.

Base rock sample obtained.

Silty SAND with gravel and occasional cobble, fine to coarse grained, brown, moist, subangular, some organics present.

Moisture sample obtained from 7" to 12".

Sandy SILT with gravel, light brown, moist, subrounded.

Refusal on boulders at 3'

Moisture sample obtained at 2'.

Bottom of boring SG14-02 at 3' refusal on boulders. No groundwater encountered at time of drilling.

0.4

0.6

1.6

3.0

S A

M P

LE

R

9/30/2014

20 40

RQD (%)

WATER LEVELS

HAMMER:

WHILE DRILLING

DRILLER:

Subgrade Investigation BoringNOTES:

TOTAL DEPTH: 3'

D E

P T

H ft

RECOVERY (%)

PLASTIC LIMIT

Solid Stem Auger

STATION, OFFSET:

LATITUDE (DEGREES): N 44°56'44.088" (44.94558°)

LONGITUDE (DEGREES): W 116°6'29.088" (116.10808°)

BORING LOG (US Customary Units)

AFTER DRILLING

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AT COMPLETION

G R

A P

H

IC

L O

G

DESCRIPTION

Haztech LOGGER: Kevin Funke

DATE STARTED:

0.0

0 100

BORING SG14-02

Sheet 1 of 1

COMPANY:

S A

M P

LE

DRILLING METHODS:

WATER CONTENT (%)

LIQUID LIMITFIELD

BLOW

COUNT

(Recovery)

DATE FINISHED:

0.0

0.6

1.2

1.8

2.4

3.0

3.6

4.2

4.8

5.4

6.0

FEDERAL HIGHWAY…