GR 02-21.pdf

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Attached to: AK NPS DENA 10(47) & 10(48), REPAIR TWO DENALI PARK ROAD BRIDGES AND CULVERT REPLACEMENT MP 52 & ROCKFALL MITIGATION MP 52. 9, National Park Service, park, Denali Borough, Alaska.
Solicitation number: 69056718B000028
Issued by: Department of Transportation Federal Highway Administration

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Written by GovTribe AI · Dec 28, 2023

This federal contract opportunity solicitation seeks construction services for culvert replacement, rockfall mitigation, and bridge repairs along the Denali Park Road in Denali National Park, Alaska. The scope of work includes replacing a concrete box culvert at milepost 52, scaling and installing dowels and bolts for rockfall mitigation at milepost 52.9, and performing minor bridge repairs including painting bridge rails at mileposts 23 and 61. The total project length is 0.3 miles. The estimated price range is $2 million to $3 million and the tentative fixed completion date is Fall 2020. The solicitation number is 69056718B000028 and was issued by the Department of Transportation Federal Highway Administration for the National Park Service.

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REVISED GR 02-21 Toklat Bluffs Report_Rev2 final signed.pdf	PDF	May 4, 2021
Amendment A003.pdf	PDF	May 4, 2021
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dena01048_controlsheet.xlsx	XLSX spreadsheet	Apr 7, 2021
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dena01048_Vertical Profile_BL2(Toklat Bluffs).pdf	PDF	Apr 7, 2021
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January 2021

Table of Contents 1-i

Geotechnical Report No. 02-21

CULVERT REPLACEMENT MP 52 & ROCKFALL

MITIGATION MP 52.9 PROJECT

TOKLAT BLUFFS ROCKFALL RISK

REDUCTION REPORT

AK NPS DENA 10(48)

Denali National Park, Alaska

Table of Contents 1-ii

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Table of Contents i

TABLE OF CONTENTS

1 INTRODUCTION

2 PROJECT DESCRIPTION

2.1 Previous Geotechnical Assessment

2.2 WFLHD Geotechnical Assessment

3 GEOLOGY

3.1 Site Conditions and Associated Geologic Hazards

4 DISCUSSION AND RESULTS

4.1 Rockfall Modeling

5 UNSTABLE SLOPE RISK REDUCTION RECOMMENDATIONS

5.1 Roadway Adustments

5.2 Selective Vegetation Removal and Rock Scaling

6 CONSTRUCTION CONSIDERATIONS

6.1 Contractual Sequence

6.2 Material Sources, Disposal, and Uses

6.3 Temporary Roadway Rockfall Protection

7 LIMITATIONS

8 REFERENCES

List of Figures ii

LIST OF FIGURES

Figure 1. The eastern part of Toklat Bluffs above the Denali Park Road and the Toklat River. The view of the photograph is to the east

Figure 2. A portion of Toklat Bluffs in DENA_USMP_135 with planar features and an established rockfall chute. The view of the photograph is to the north

Figure 3. An aerial view of DENA_USMP_135. The ditch in this subsection of Toklat Bluffs is only 1 to 3 feet wide

Figure 4. The roadway at the western end of DENA_USMP_135. The roadway curves in this subsection of Toklat Bluffs, which results in reduced sight distance. The view of the photograph is to the east

List of Tables iii

LIST OF TABLES

Table 1. USMP ratings of the unstable slope at Toklat Bluffs performed by DENA personnel. The unstable slope was divided into 5 distinct subsections. The portion of the slope highlighted in yellow was evaluated by WFLHD for potential rockfall risk reduction or mitigation

Table 2. Percent of rockfall catchment for the proposed roadway typical section at Toklat Bluffs

Appendices iv

APPENDICES

APPENDIX A

Vicinity and Unstable Slope Location Maps

APPENDIX B

USMP Rating Forms

APPENDIX C

Rockfall Simulation Models

APPENDIX D

Scaling Sheets

Introduction 1

1 INTRODUCTION

The following summarizes the results of Western Federal Lands Highway Division’s (WFLHD) assessment of the unstable slopes along the Denali Park Road at the rock outcrop known as Toklat Bluffs in Denali National Park, Alaska (DENA). The purpose of the assessment was to develop rockfall risk reduction measures for implementation and consideration in future construction efforts to reduce the likelihood of rockfall related road closures and impacts to the safety of DENA personnel and visitors.

Our understanding is that a portion of Toklat Bluffs was selected by DENA with advice from WFLHD for rockfall risk reduction work and the final design and construction considerations are presented within this report. This report should be used by WFLHD and DENA to inform and develop a construction contract for rockfall risk reduction work at Toklat Bluffs along the Denali Park Road.

Project Description 2

2 PROJECT DESCRIPTION

The general location of the Toklat Bluffs rock outcrop is shown on the maps in Appendix A. Toklat Bluffs is located from approximately MP 52.67 to MP 53.03 of the Denali Park Road, approximately 0.5 miles west of the Toklat Road Camp.

2.1 PREVIOUS GEOTECHNICAL ASSESSMENT

The unstable slopes along the Denali Park Road were previously evaluated by DENA personnel using the USMP for FLMA (FHWA, 2019). The USMP for FLMA is a performance-based geotechnical asset evaluation tool for unstable slopes along roads and trails. It is designed to give Federal Land Managers a decision support tool that increases their understanding of the performance of their slope assets, helps them to proactively plan preventative maintenance and funding requests, and provides support for responding to litigation and/or claims related to unstable slopes. It evaluates unstable slopes based on a variety of factors, including roadway/trail characteristics, slope failure type and severity, maintenance frequency and complexity, and risk factors associated with human exposure, maintenance costs, and right-of-way, environmental, and cultural impacts. The USMP assigns a total score to an unstable slope based on these hazard and risk-related factors. A high total score typically indicates a slope that poses a relatively higher unstable slope hazard and risk to the users of the transportation facility than a lower rating does.

As part of this initial USMP assessment of the Denali Park Road, the rock outcrop at Toklat Bluffs was evaluated. This unstable slope was divided into five distinct subsections designated, from east to west, as DENA_USMP_049, DENA_USMP_050, DENA_USMP_051, DENA_USMP_135 (the project site), and DENA_USMP_054, each with its own USMP rating (see Appendix A). A summary of the subsections can be found in Table 1. Of the five subsections, DENA_USMP_135 was rated the highest according to the USMP. In the context of the initial Denali Park Road USMP assessment, which contains ratings for 141 unstable slopes along the Denali Park Road, DENA_USMP_135 has the second highest USMP total score.

Site Designation Begin

End

Beginning Coordinates

End Coordinates Type of

Slope

Length Affected

(feet)

Total

USMP

Score Latitude Longitude Latitude Longitude

DENA_USMP_049 52.67 52.73 63.51812 -150.01928 63.5181 -150.02126 Rock 320 362

DENA_USMP_050 52.73 52.76 63.51811 -150.02127 63.51809 -150.02204 Rock 122 381

DENA_USMP_051 52.76 52.87 63.5181 -150.02205 63.51803 -150.02543 Rock 550 367

DENA_USMP_135 52.87 52.96 63.51803 -150.02592 63.51816 -150.02794 Rock 585 597

DENA_USMP_054 52.96 53.03 63.51829 -150.02867 63.51868 -150.03064 Rock 341 302

This subsection of Toklat Bluffs has very limited to no catchment due to an undersized ditch for the height and roughness of the rock outcrop. It also has a very limited decision sight distance due to it being located on a curve in the roadway. The other four subsections of Toklat Bluffs have both, a much wider ditch and are located on relatively straight roadway alignments, and

Project Description 3 therefore have a relatively higher decision sight distance. Further details can be found on the USMP rating forms in Appendix B.

2.2 WFLHD GEOTECHNICAL ASSESSMENT

WFLHD reviewed the USMP for FLMA ratings and unstable slope priority list developed by DENA as a basis for our assessment. Because of its relatively high rating, subsection DENA USMP_135 (project site) was selected by DENA after conferring with WFLHD for further geotechnical assessment, including the development rockfall risk reduction measures and associated costs.

The geotechnical assessment was performed during two site visits by WFL Engineering Geologists Nicholas Farny and Douglas Anderson in July 2018 and May 2019.

Geology 4

3 GEOLOGY

The surface deposits along the Denali Park Road alignment in the vicinity of Toklat Bluffs are mapped as Late Triassic (approximately 208.5 to 237 million years ago) Trbd formation and surficial deposits. The Trbd formation is comprised of basalt, diabase, gabbro, and subordinate interbedded rocks including sandstones, siltstone, and argillites, while the surficial deposits are comprised of unconsolidated gravel, sand, silt, and clay (Frost et. al, 2002). The geologic mapping was generally confirmed by site observations from WFLHD.

3.1 SITE CONDITIONS AND ASSOCIATED GEOLOGIC HAZARDS

The length of roadway that passes below the rock outcrops known as Toklat Bluffs is approximately 2,000 feet long. The roadway is surfaced with gravel and has a general east-west trend. It passes between the steep rock outcrops located directly north of the roadway and the tributaries to the Toklat River, which is located directly south of the roadway embankment (Figure 1). The roadway width ranges from approximately 29 to 35 feet. The roadway gradient is generally gentle, and the surrounding topography is generally sparsely vegetated and rocky with numerous rockfall debris piles and cones at the base of the rock outcrops.

The rock outcrops on the north side of the roadway are comprised of friable, rhyolite and basalt.

Rated according to the Geological Strength Index (GSI), the rock has a surface quality ranging from Poor to Fair, indicating a moderate to high degree of weathering and smooth to slickensided surfaces with some instances of discontinuity (joint) infilling. It also has a structure that is Very Blocky to Blocky/Disturbed/Seamy, indicating a partially disturbed and folded rock mass with many intersecting discontinuity (joint) sets (Hoek, 2007). These factors lead to the rock having an estimated GSI value of 35 to 40.

The rock is producing structurally controlled failures, including planar and wedge failures. The slope can also generate debris slide events from both areas of structural control and areas of differential erosion. In addition, there are numerous established rockfall chutes between large spires and fins of rock (Figure 2). Block sizes generally range from two to seven feet, and debris slide volumes reported by DENA Maintenance generally range from 30 to 50 cubic yards with two reported historic events between 200 and 400 cubic yards in volume.

As discussed above in Section 2.1, Toklat Bluffs is divided into 5 subsections, each with its own USMP rating. The subsection of the slope designated as DENA_USMP_135 is the highest rated slope at Toklat Bluffs, and this is due in part to its undersized rockfall ditch for the height and roughness of the rock outcrop slope (Figure 3). The ditch in DENA_USMP_135 is approximately 1 to 3 feet wide, is nearly flat, and is approximately 5 inches deep at the most. The ditch width in the other subsections of Toklat Bluffs are relatively better in terms of rockfall catchment, varying from 11 to 15 feet wide with a ditch foreslope angle ranging from 2H:1V to 10H:1V or flatter with a depth that ranges from 1 to 3.5 feet.

While the roadway is relatively straight as it passes under Toklat Bluffs, it does curve slightly in DENA_USMP_135 (Figure 4). This reduces sight distance, and this fact along with its relatively small ditch leads to this subsection being the highest rated out of all the subdivided sections at Toklat Bluffs.

Geology 5

Figure 1. The eastern part of Toklat Bluffs above the Denali Park Road and the Toklat River. The view of the photograph is to the east.

Geology 6

Figure 2. A portion of Toklat Bluffs in DENA_USMP_135 with planar features and an established rockfall chute. The view of the photograph is to the north.

Geology 7

Figure 3. An aerial view of DENA_USMP_135. The ditch in this subsection of Toklat Bluffs is only 1 to 3 feet wide.

Figure 4. The roadway at the western end of DENA_USMP_135. The roadway curves in this subsection of Toklat Bluffs, which results in reduced sight distance. The view of the photograph is to the east.

Discussion and Results 8

4 DISCUSSION AND RESULTS

The proposed construction will reduce the roadway travel way width, which currently ranges from 29 to 35 feet wide, to 24 feet wide, and it will shift the roadway away from the rock outcrop. The remaining width will be converted into a rockfall catchment ditch with a 4H:1V ditch foreslope along the north side of the roadway. In addition to this roadway width reduction and shift to increase the rockfall catchment ditch area, the roadway grade will be raised approximately 2 feet in elevation from Station 303+75 to 319+60.

4.1 ROCKFALL MODELING

A series of rockfall trajectory modeling were performed utilizing RocScience RocFall 6.0 software to determine of percent of rockfall events that will be contained by the proposed construction. The rockfall models and the rockfall events simulated are based on information gathered during our site visits, interviewing DENA Maintenance personnel, and from information collected by DENA during their USMP rating effort. The following table summarizes the modeling results and presents the percentage of rockfall containment estimated from the rockfall ditch catchment with the proposed improvements recommended. The rockfall simulation models are presented in Appendix C.

Table 2. Percent of rockfall catchment for the proposed roadway typical section at Toklat Bluffs.

Station Ditch Width (ft) Rock Dimension X% of Rockfall Retained in

Catchment Ditch1

311+00 18 7 foot boulders 51 3 foot boulders 52

312+50 14 7 foot boulders 52 3 foot boulders 59

1 Out of 100 simulated rockfall events.

Unstable Slope Risk Reduction Recommendations 9

5 UNSTABLE SLOPE RISK REDUCTION RECOMMENDATIONS

To provide a rockfall risk reduction, WFLHD recommends the following for DENA_USMP_135:

Reduce the existing travel way to 24 feet wide and shift it away from the rock outcrop;

converting the remaining roadway width into a rockfall catchment ditch with a 4H:1V ditch foreslope along the north side of the roadway;

Raise the roadway grade approximately 2 feet in elevation from Station 303+75 to 319+60, and;

Perform selective vegetation removal and risk reduction rock slope scaling.

In addition to the above, WFLHD initially recommended installing rock reinforcement, in the form of rock bolts and dowels, at strategic locations on the rock slope to provide increased stability of some of the larger unstable blocks and in areas where large rock structure features would benefit from reinforcement (potential planar and wedge-type failure areas). However, it was later decided by DENA and WFLHD to remove this recommendation for the following reasons:

The construction work window has been reduced for working at Toklat Bluffs. The scaling work must be completed between July 10th and August 20th, 2021 and the scaling work must stop while dall sheep are within 100 yards of the work zone to mitigate concerns about dall sheep impacts. These limitations lead to a very high probability that the project work would require more than one construction season to complete if both rock scaling and rock reinforcement are included. WFLHD recommends completing this work in one construction season because allowing work to continue over multiple seasons gives time, especially over the harsh winters in the project area, for more unstable rock blocks to form on freshly scaled slopes under freeze/thaw conditions and during periods of high precipitation and snowmelt. This would necessitate additional scaling to remove these potentially “new” unstable blocks in areas that have been previously scaled, providing a safe work environment for on-slope workers to resume work in the beginning of the second season and any consecutive season(s). This issue creates substantial risks to the project schedule, contracting, and additional impacts to both park environmental resources and traffic.

The majority of the rock at Toklat Bluffs is moderately to highly weathered and is highly fractured with many intersecting discontinuity sets (See Section 3.1). These factors indicate that the rock mass is not an ideal candidate for post-tensioned rock reinforcement (rock bolts). The high degree of weathering means that the compressive strength of the rock is limited, and therefore there is a moderate to high risk of the in-situ rock under the rock bolt bearing plate being crushed by the force of rock bolt post-tensioning, leading to limited plate-to-rock contact and therefore limited tensioning force being applied within, and to the larger rock masses. The highly fractured nature of the rock mass means that the rock block size can potentially be very small, and therefore the increase in stability afforded by strategic rock reinforcement may be limited with post-tensioned rock bolts.

Unstable Slope Risk Reduction Recommendations 10

The areas identified for rock scaling are presented on the Rockfall Risk Reduction Scaling Sheets in Appendix D. Special Contract Requirements (SCRs) for the rock scaling will be provided to the roadway designer under separate communication.

5.1 ROADWAY ADUSTMENTS

As stated in in Section 3.1, the subsection of Toklat Bluffs designated as DENA_USMP_135 currently has a ditch that ranges from 1 to 3 feet. According to the Rockfall Catchment Area Design (RCAD) Guide, that is significantly undersized for the height, roughness, and orientation of the rock slope at Toklat Bluffs (ODOT, 2001).

In an effort to increase rockfall catchment, we recommend that the traveled way be reduced from its current width (approximately 29 to 35 feet) to 24 feet, and shifted away from the rock outcrop.

This will allow for the remaining existing roadway width to be converted into a rockfall catchment ditch with a ditch foreslope of 4H:1V. In addition to the roadway width reduction and the ditch expansion, we also recommend raising the grade of the existing roadway by 2 feet. This will also increase rockfall retention in the ditch and will provide additional catchment area.

The typical “unpublished” standard for rockfall catchment in WFLHD federal Partner projects is 85% of all rockfall rollout and 99% of all rockfall impacts. Rockfall rollout occurs when a falling rock strikes the ground first and then continues to roll towards the traveled way, while an impact occurs when a falling rock directly strikes an object without first striking the ground (ODOT, 2001).

As shown in the rockfall modeling discussed in Section 4.1, these roadway adjustments will result in catchment of approximately 51% to 59% of all rockfall events. However, the proposed changes will provide an improvement over the existing rockfall conditions and they align with the project goal to reduce the risk of rockfall potentially impacting traffic and causing road closures while recognizing the various limitations placed on the scope of this project.

5.2 SELECTIVE VEGETATION REMOVAL AND ROCK SCALING

To provide additional rockfall risk reduction, we recommend selective vegetation removal and rock scaling from approximately Station 309+00 to 315+00. The purpose of this is to remove loose, dilated, or otherwise currently unstable rock and vegetation on the slope using hand methods.

Prior to rock scaling, remove all trees and large shrubs on the slope or with partially exposed roots along the top of the rock cut within the general scaling limits. Vegetation may be flush-cut to the ground surface and root wads can be left in-place. Paint or mud can be used on the fresh cut faces of the trees to blend into the natural landscape.

Following selective vegetation removal, rock scaling should focus within the general scaling limits, with special effort given to areas of intensive scaling identified in the Rockfall Risk Reduction Scaling Sheets in Appendix D. SCRs for Section 623 and estimated construction items for selective vegetation removal and scaling will be provided to the roadway designer under separate communication. Due to the variable nature of the bedrock, scaling would need to be carefully managed to prevent over-scaling in critical areas or unproductive efforts. For this reason, we require notifying the WFLHD Geotechnical Section for a scaling work item kickoff meeting on-site

Unstable Slope Risk Reduction Recommendations 11 and when scaling is nearing completion to assist the project engineer in evaluating the scaling work and identifying any areas that may require additional scaling prior to accepting the work.

DENA has indicated that the roadway must remain open with a one lane closure during certain time intervals, and therefore traffic control will be required. During periods of passing traffic through the one lane closure, rock scaling must be stopped while traffic passes through the closure. Scalers will be paid during these traffic closures. A total of 2000 scaling hours has been assumed to achieve the rockfall risk reduction for the entire length of

DENA_USMP_135.

Rock scaling is a temporary improvement to the slope condition and needs to be repeated every 5 to 10 years approximately to maintain the same level of safety and rockfall risk reduction.

Construction Considerations 12

6 CONSTRUCTION CONSIDERATIONS

This Section discusses specific considerations that should be taken into account for planning, final design package development, and during construction.

6.1 CONTRACTUAL SEQUENCE

Selective vegetation removal and slope scaling material will cause damage to the roadway and any other proposed improvements Denali Park Road. We recommend this work be completed first, or in unison as scaling is completed along the slope limits before any other proposed roadway adjustments or improvements to minimize rework by the Contractor.

6.2 MATERIAL SOURCES, DISPOSAL, AND USES

No material testing was conducted on either the existing rockfall debris in the ditch or the rock in the slope scaling areas. It is our opinion that the existing rockfall debris and the materials generated during scaling operations may be suitable for use in the proposed embankment construction, and raising of grade. If large volumes of existing rockfall debris or scaled rock are considered for reuse, we would recommend the contractor be required to test the materials to meet Unclassified Borrow specifications outlined in FP14 Section 704.06. Dispose of all excess or unsuitable material generated under 622 and 623 according to Subsection 204.14. Dispose of vegetation removed under 623 according to Subsection 201.06.

6.3 TEMPORARY ROADWAY ROCKFALL PROTECTION

Temporary roadway rockfall protection as specified in Section 656 is required to safeguard construction traffic and to stop rockfall and debris from entering any nearby bodies of water during rock scaling operations in accordance with Section 156 and Subsection 107.10(a).

Install temporary protection prior to starting slope scaling operations, and install and maintain all temporary protection measures to extend a minimum of 20 feet beyond the active work area.

Monitor temporary roadway rockfall protection measures and stop all scaling activities if the protection measures are not functioning properly until corrections can be made from damage to the protection measures or material is removed behind barriers.

Remove accumulated rockfall debris from behind the temporary roadway rockfall protection when the debris has filled the catchment area, or when scaled rock begins to pass over the barrier.

Limitations 13

7 LIMITATIONS

This report has been prepared to assist WFLHD with the engineering design and cost estimates for the unstable rock slopes identified for risk reduction mitigation work in the AK NPS DENA 10(48) project in Denali National Park, Alaska. It should not be used, in part or in whole for other purposes without contacting the WFLHD Geotechnical Section for a review of the applicability of such reuse. This data is not to be used for other purposes.

Conclusions and recommendations contained in this report are based on WFLHD’s Geotechnical Section’s understanding of the project at the time that the report was written and on-site conditions existing at the time of field observations. If significant changes to the nature, configuration, or scope of the project occur during the design and construction phases of the work, the Geotechnical Section should be consulted to determine the impact of such changes on the final unstable slope risk reduction design recommendations and conclusions presented in this report.

This report should be made available to prospective contractors for their information, or as factual data only and shall not be considered a warranty of ground conditions.

Questions regarding this geotechnical report should be addressed to Nicholas Farny, WFLHD Engineering Geologist, at (360) 619-7670 or electronically sent to Nicholas.Farny@dot.gov.

Limitations 14

GEOTECHNICAL REPORT NO. 02-21

TOKLAT BLUFFS ROCKFALL RISK REDUCTION REPORT

CULVERT REPLACEMENT MP 52 & ROCKFALL MITIGATION MP 52.9 PROJECT

AK NPS DENA 10(48)

DENALI NATIONAL PARK, ALASKA

Prepared by: _________________________________________ Nicholas J. Farny, Engineering Geologist

Reviewed and Approved by: _________________________________________ Douglas A. Anderson, Geotechnical Team Lead

References 15

8 REFERENCES

Federal Highway Administration (2019), Unstable Slope Management Program for Federal Land Management Agencies, Report No. FHWA-FLH-19-002.

Frost, G.M., Barnes, D.F., and Stanley, R.G. (2002), Geologic and isostatic gravity map of the Nenana basin area, central Alaska, U.S. Geological Survey, Geologic Investigations Series Map I-2543, scale 1:250,000.

Hoek, E. (2007) Practical Rock Engineering, Evert Hoek Consulting Engineering, Inc., https://www.rocscience.com/assets/resources/learning/hoek/Practical-Rock-Engineering-Full- Text.pdf, accessed January 15, 2021.

Oregon Department of Transportation (2001) Rockfall Catchment Area Design Guide – Final Report, Report No. FHWA-OR-RD-02-04.

Rocfall 8.0 (2020), Rocfall, Rocscience, https://www.rocscience.com/software/rocfall, accessed December 15, 2020.

Appendices

Appendix A

Vicinity and Unstable Slope Location Maps

Vicinity Map Figure A.1

Legend

Rockfall Risk Reduction Site

5 mi

NImage Landsat / Copernicus

Image Landsat / Copernicus

Unstable Slope Location Map Figure A.2

Legend

USMP Preliminary Rating - Rockfall - Fair (22-161)

USMP Preliminary Rating - Rockfall - Poor (>161)

1000 ft

N Image Landsat / Copernicus

Image Landsat / Copernicus

Appendix B

USMP Rating Forms

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