ID_FLAP_ID_NF17(1)_FINAL_GEO_MEMO.pdf

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ID FLAP IDAHO NF17(1), Mt. Idaho Grade Road Rehabilitation
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The document provided appears to be a Final Geographical Memorandum related to a federal contract opportunity for the ID FLAP IDAHO NF17(1), Mt. Idaho Grade Road Rehabilitation project. The associated federal contract opportunity is an Invitation for Bids (IFB) issued by the Department of Transportation Federal Highway Administration, offered as full and open competition with a Price Evaluation Factor for HUBZone Small Businesses. The IFB includes construction plans and physical data. The solicitation number is 69056724B000014.

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158377846

M E M O R A N D U M

Western Federal Lands Highway Division

610 E. Fifth Street

Vancouver, WA 98661

DATE: June 25, 2024

TO: Wendy Schmidt

Project Manager

FROM: Ryan Cole

Engineering Geologist

SUBJECT: Geotechnical Memo 10-23_Revised

Final Geotechnical Investigation Results and

Recommendations

Mt. Idaho Grade Road

ID FLAP Idaho NF 17(1)

Idaho County, Idaho

INTRODUCTION

This memorandum provides preliminary investigation results and geotechnical recommendations to remediate roadway subgrade and unstable slope issues based on a geotechnical investigation that included a field assessment and subsurface investigation for the

Mt. Idaho Grade Road project. This memorandum also includes final boring logs with laboratory testing of selected samples. Stationing provided in this memorandum is based on the 30% preliminary alignment titled, “ID_FLAP_ID_NF17(1)_30_ALI.dgn”, and dated 2023-02-13.

PROJECT DESCRIPTION

The project is located approximately 6 miles east of Grangeville, Idaho along the two-lane paved

(rural) Mt. Idaho Grade Road, and begins at approximately MP 9.6 at the intersection of Mt.

Idaho Grade Road and Idaho State Highway 14 (SH14) (45.888682°, -116.035937°), and ends at approximately milepost (MP) 5.9 (45.916273°, -116.026490° [WGS84 coordinates]) (see

ATTACHMENT A – SITE VICINITY MAPS, Figure A1). Mt. Idaho Grade Road is the primary year-round route that provides access to the Nez Perce and Clearwater National Forests, and connects the communities of Grangeville and Elk River. Additionally, Mt. Idaho Grade Road provides access to Snowhaven Ski and Tubing Area, Fish Creek Recreation Area, multiple campgrounds and picnic areas, fishing opportunities, snowmobiling, lookouts, hunting, and hiking.

Sections of Mount Idaho Grade Road paved surface show distress, including tension cracks, potholes, and soft spots. An architectural and engineering (AE) consultant team was contracted by Western Federal Lands Highway Division (WFLHD) to perform project scope validation in summer of 2020, and recommended additional subsurface geotechnical investigation and testing to validate subgrade soil properties and effectiveness of pavement improvement options.

The overall purpose of this project is to rehabilitate roadway surfacing utilizing cement recycled asphalt base stabilization (CRABS), providing a consistent 26‐foot paved surface with 2‐foot gravel shoulders. The project will also look to improve roadway surface drainage by restoring a crowned section and will eliminate existing wheel rutting, providing a safer experience for winter recreationalists. Roadway excavation and rockfall stabilization were determined to be outside the project scope and are not addressed in this memorandum.

GEOLOGY

According to Schmidt, et al., 2007; (see ATTACHMENT B - GEOLOGIC MAP) project area bedrock consists of island arc rocks of the Seven Devils Group. These rocks are an agglomeration of many rock types from an island arc system that accreted onto the North

American plate from Permian to Triassic time, between approximately 290 and 250 million years ago (Ma), and consist of metasedimentary and metavolcanic schist, gneiss, amphibolite, and marble. Upon accretion (docking of these land masses), the Seven Devils Group rocks were modified by igneous intrusive rocks of the Blacktail Pluton, causing further metamorphism and structural deformation during early Cretaceous time, around 119 to 116 Ma. These rocks consist of tonalite and trondhjemite. After a period of erosion of Seven Devils Group and Blacktail Pluton intrusive rocks, voluminous lava flows of the Columbia River Basalt Group (CRB) completely covered most of the project area to depths of several hundred feet during Miocene time, from approximately 17 to 6 Ma. Over the past 17 million years, the South Fork Clearwater River has cut down through overlying CRB and exposed underlying Seven Devils and Blacktail Pluton intrusive rocks along its valley margins, resulting in the present landscape. Within the South

Fork Clearwater River valley, where stream erosion continues to cut through project area rocks, younger surficial deposits include alluvial (stream and slope erosion products) and landslide deposits. Slopes particularly prone to landsliding occur along geologic contacts where CRB overlie weaker rocks of the Seven Devils Group.

Project area geology can be divided into two generalized sections (see ATTACHMENT B -

GEOLOGIC MAP). Geologic section 2 begins at the beginning of the project at approximately

MP 9.6 (~STA 103+00) and continues to MP 8.6 (~STA 165+00). In this section the road traverses steeply inclined and deeply weathered Blacktail Pluton intrusive tonalite rock, and is typified by persistent rockfall along road cut slopes. The road grade decreases (steepening gradient) in this section as it travels downhill toward the South Fork Clearwater River.

Geologic section 1 begins at approximately MP 8.6 (~STA 165+00) and continues through the end of the project at MP 5.9 (~STA 341+91). Mt. Idaho Grade Road traverses over and through

Seven Devils Group rocks as it ascends to a relatively flat plateau of CRB toward the end of the project. Tilting of Seven Devils Group and overlying CRB rocks is observed along the road in this geologic section, and is due to movement and deformation of the geologic materials along the Mt. Idaho Shear Zone, which results in CRB rocks dipping slightly southeast. This geologic contact acts as a slip plane and daylights in the South Fork Clearwater Valley, causing development of large, deep-seated landslides. The road crosses a large landslide in this section between approximately MP 1.3 and 2.1 (~STA 235+00 to STA 192+00).

SITE CONDITIONS

Site conditions were observed during a field visit conducted by a WFLHD engineering geologist and materials engineer on June 29, 2022. Reconnaissance included visually inspecting road surface conditions, cut slopes, fill slopes, and ditches. Photographs accompanying descriptions of site conditions described below are referenced in this section and shown in photographs provided in ATTACHMENT C – SITE PHOTOGRAPHS. The Mt. Idaho Grade Road project is located in mountainous terrain, beginning at 2,030 feet elevation along the South Fork

Clearwater River (Figure C - 1), and ending at an elevation of 3,194 feet.

Fill slopes were generally observed to be performing well, although some slightly steeper fill slopes exhibit minor creep, and is observed as minor arcuate cracking in the outside edge of pavement. At MP 6.10 (STA 291+72 to 293+22) we observed an approximately 150-foot-long tension crack in the pavement with 1 to 2 inches of associated vertical displacement on the north side of the road (Figure C - 2). The tension crack occurs just downslope of a 48-inch-diameter culvert (approximately STA 293+40) which contained standing water at the time of the site visit (Figure C - 3). The culvert outlet appeared blocked by a buildup of soil, which is interpreted to be the cause of the standing water.

Near MP 7.03 (approximately STA 241+72 to 243+92) an approximately 220-foot-wide instability affects the full road width (Figure C - 4). Evidence of past movement is indicated by cracking in asphalt across the full road width at each end of the 220-foot-long segment, as well as crack sealing tar applied across portions of the roadway section. Vertical and horizontal displacement was not directly measured due to crack seal repairs, but is assumed to be negligible (estimated at 1 to 2 inches). An apple tree growing near the inlet of a ditch relief culvert roughly centered on the instability may be contributing to subsurface water flow paths from its root paths, which could ultimately be contributing to roadway movement. A short distance down the road near MP 7.25 (approximately STA 232+40), debris was found clogging the ditch and a 12-inch culvert (Figure C - 5).

We observed an approximately 100-foot-long section of subsiding pavement near MP 7.30

(approximately STA 228+51 to 229+51) (Figure C - 6). Pavement in the cut slope ditch was measured to be 24-inches-thick during the site visit and was determined to be 36-inches-thick during drilling, indicating repeated pavement subsidence and repair. Additionally, “islands” of pavement experiencing less subsidence were noted in this section, indicating differential movement (Figure C - 7). Maintenance staff indicated “drain tile” and a ditch relief culvert were installed in the cut slope ditch in 2019. An adjacent landowner (Figure C - 8) indicated that roadway deformation has slowed since installation of the drain tile and ditch relief culvert.

Immediately down the road of the subsidence described above near MP 7.32 (approximately

STA 227+21 to 228+51), we observed 130 feet of road subgrade failure in the left lane (Figure

C - 9). We observed severe rutting in both wheel paths and estimated five inches of vertical pavement deflection (Figure C - 10).

At MPs 7.66 (approximately STA 210+57) (Figure C - 11) and 7.73 (approximately STA 207+24)

(Figure C - 12) we observed cut slope lane pavement cracks on a curved embankment, and estimated roadway subsidence of 1 to 2 inches. In both cases we could not trace cracks to the fill slope lane, possibly indicating nominal settlement following roadway construction. During drilling we noted basalt bedrock in the cut slope that appeared to be a borrow source for construction of the embankment (Figure C - 13).

At MP 7.78 (approximately STA 200+78 to 204+78) we observed an approximately 400-foot-long section of subsiding pavement similar to that noted at MP 7.30 (Figure C - 14). Pavement in the cut slope ditch was estimated to be 24-inches-thick during the site visit and was determined to be 18-inches-thick in the fill-side lane during drilling, indicating repeated pavement subsidence and repair. Additionally, “islands” of pavement experiencing less deformation were noted in this section, indicating differential movement (Figure C - 15).

A 36-inch ditch relief culvert with an actively discharging spring and/or stream immediately upslope of the ditch (Figure C - 16 and Figure C - 17) was noted near MP 7.87 (approximately

STA 199+58). The ditch upslope of the culvert is not appropriately graded and is impeding water flow, allowing water to pond and seep into adjacent roadway base and subgrade. We assume this likely contributes to roadway structural section weakening as observed in overlying pavement at MP 7.78. A short distance down the road at MP 7.92 (approximately STA 196+86), we observed a ditch relief culvert draining another spring and/or stream (Figure C - 18), and noted standing water up and downslope of the culvert (Figure C - 19). Minor subsidence was noted in the pavement at this location.

SUBSURFACE CONDITIONS

Subsurface borings were completed on site with a truck-mounted CME 75 drill rig between

August 30 and 31, 2022 by Haztech Drilling Incorporated. Standard penetration tests (SPTs) were completed using a 140-pound automatic hammer. Geotechnical logging services were completed by a WFLHD engineering geologist. Two geotechnical and six subgrade borings were completed as part of the subsurface investigation (Table 1). The location of these borings are provided in ATTACHMENT A – SITE VICINITY MAPS, Figures A-2 through A-6.

Table 1. Geotechnical and subgrade boring locations, depths, and dimensions of pavement structural section.

Boring

ID

Purpose of Boring

Latitude Longitude STA Side of Road

Total Depth

(ft)

Depth to Groundwater

(ft)1

Pavement Thickness / Aggregate

Base Thickness (in)

BH22-01

Subgrade/Slope

Instability

45.91271° 116.02792° 228+98 L 21.5 NE 36 /

BH22-02

Subgrade/Slope

Instability

45.91002° 116.03635° 203+91 L 21.5 NE 18 / 0

SG22-01

Subgrade sample

45.91473° 116.02052° 286+40 R 5.0 NE 9 /

5.

SG22-02

Subgrade sample

45.91046° 116.01902° 260+27 L 2.5 NE 9 /

5.

SG22-03

Subgrade sample

45.91225° 116.02634° 234+15 R 2.5 NE 9 /

SG22-04

Subgrade sample

45.91095° 116.03532° 208+23 L 2.5 NE 12 / 6

SG22-05

Subgrade sample

45.90471° 116.03865° 182+28 R 3.5 NE 10 / 8

SG22-06

Subgrade sample

45.89355° 116.04238° 130+16 L 5.0 NE 8 / 4

1NE = not encountered 2Additional 6 inches of pavement encountered below base layer 3Additional 2.5 inches of pavement encountered below base layer

Subgrade borings were drilled with a 10-inch outside diameter solid-stem auger and 14-inch flat profile bit, and were backfilled with soil cuttings and resurfaced with cold patch asphalt upon completion. Subgrade borings were generally drilled at one-half mile intervals, alternating between right and left-hand sides of the road, along the current alignment. Subgrade borings are designated SG22-01 through SG22-06 and were drilled to a depth of five feet, unless the auger encountered refusal.

Geotechnical borings were advanced with an 8-inch outside diameter hollow stem auger and were drilled to investigate subgrade and possible slope instability at MPs 7.30 (STA 228+51 to

229+51) and 7.78 (STA 200+78 to 204+78). SPTs were completed at 2.5 feet sampling intervals in soil. Geotechnical borings are designated BH22-01 and BH22-02. Detailed descriptions of subsurface materials are contained in the boring logs attached to this memorandum in

ATTACHMENT D – BORING LOGS.

Materials Laboratory Testing

Select samples were provided to the WFLHD Materials Laboratory for materials and engineering property tests. Test results are included in final boring logs provided in

ATTACHMENT D – BORING LOGS. Samples were submitted to the WFLHD materials laboratory and included the following tests:

• Soil Classification ........................................................................... (AASHTO M145)

• Sieve Analysis ................................................................................ (AASHTO T11/T27)

• Particle Size Analysis-Hydrometer Method ..................................... (AASHTO T88-4hr.)

• Atterberg Limits .............................................................................. (AASHTO T89/T90)

• Specific Gravity .............................................................................. (AASHTO T100)

• Resistance R-Value and Expansion Pressure of Compacted Soils . (AASHTO T190)

• Moisture Content ............................................................................ (AASHTO T265)

• Organic Content in Soils by Loss on Ignition................................... (AASHTO T267)

All test results are provided in ATTACHMENT E – LABORATORY TEST RESULTS.

Geotechnical Boring Observations

BH22-01, advanced in the roadway at the MP 7.30 (STA 228+51 to 229+51) pavement subsidence, encountered the following:

• From 0 to 3.0 feet below ground surface (bgs), asphalt pavement.

• From 3.0 to 7.0 feet bgs, base course of medium dense, light to dark gray, moist, well-graded sand with gravel.

• From 7.0 to 21.5 feet bgs, landslide debris consisting of firm to stiff, gray to brown to black, moist, fat clay containing wood fragments and pine needles.

No groundwater was encountered during drilling. Road base material encountered from 3.0 to

7.0 feet bgs has an 8.1% fines content and a liquid limit of 31, which does not conform to FP-

14 section 703.05(b) standard specifications for subbase or base aggregate and should be wasted off-site. Soils encountered between 12.5 and 16.5 feet bgs have a fines content of

77.1%, plasticity index (PI) of 26, and organic content of 7.9%.

BH22-02, advanced in the roadway at the MP 7.78 (STA 200+78 to 204+78) pavement subsidence, encountered the following:

• From 0 to 1.5 feet bgs, asphalt pavement.

• From 1.5 to 7.0 feet bgs, fill, loose, gray, moist, silty sand with gravel.

• From 7.0 to 9.5 feet bgs, colluvium, medium dense, brownish gray, moist, clayey sand with gravel.

• From 9.5 to 14.5 feet bgs, colluvium, stiff, dark brown, moist, lean clay gravel.

• From 14.5 to 21.5 feet bgs, colluvium, loose to medium dense, dark gray to brown, moist, clayey gravel with sand.

No groundwater was encountered during drilling. Roadway fill, consisting of silty sand with gravel encountered from 1.5 to 7.0 feet bgs, has a 29.4% fines content and of PI of 6.

Subgrade Boring Observations

Below is a generalized description derived from subsurface observations along the project alignment.

Subgrade borings were advanced through roadway materials generally overlying soils derived from Seven Devils Group and Blacktail Pluton intrusive rocks. Borings encountered between 8 and 12 inches of asphalt pavement overlying a variety of gravelly base materials with thicknesses ranging from 4 to 48 inches. Subgrade borings SG22-01 and SG22-02 encountered an additional 6- and 2.5-inch, respectively, layer of asphalt pavement under the first road base aggregate layer. Below roadway base materials borings encountered a variety of colluvial soils from well-graded gravels with silt and sand (some clayey), to silty sands with gravel, to depths up to five feet bgs. Selected samples of subgrade soils have fine contents ranging from about

24% to 29%, plasticity indexes from 5 to 26, specific gravity of 2.771, and R-value of 10.6%.

Borings were drilled to depths between 2.5 and 5.0 feet bgs. Those subgrade borings not drilled to 5.0 feet bgs encountered boulders and large rocks and met refusal.

PRELIMINARY DESIGN RECOMMENDATIONS

Recommendations are grouped and discussed according to similar geotechnical issues: cut slopes and ditches, and road instabilities at MPs 7.30, 7.32, and 7.78. Preliminary pavement design recommendations are provided under separate cover in a WFLHD memorandum from the Materials Team (WFLHD, 2022).

Cut Slope Instability and Ditch Debris

Several areas of surficial, shallow cutslope instability (raveling and sloughing) were observed.

With the exception of geologic section 2 (MP 8.6 to 9.6), material eroding from slopes rarely appears to reach the roadway and Grangeville Highway District Maintenance did not communicate any chronic unstable cut slope issues along the alignment. However, many areas were observed to have shallow ditches often containing material deposited from eroding slopes.

Ditches also had vegetation, such as brush and small trees growing in them. As discussed in the Site Conditions section, soil and rock material collecting in ditches leads to obstruction of ditch water flow, resulting in standing ditch water and seepage into base and subgrade materials beneath the roadway. Additionally, observed, high fines content within subgrade soils is likely retaining significant moisture, resulting in subgrade weakening and lack of support for the overlying pavement structural section. When silty soils are present and water is available, frost heaving of the pavement can occur. This was noted intermittently along the project length.

Recommendations for areas of ditch reconditioning (cleaning and promoting drainage flow away from the pavement structural section) is provided in addition to, or as an alternative to costlier subexcavation, or removal of poor subgrade. The following locations are listed for consideration here:

• clean culvert inlet and outlet at approximately MP 6.1 (approximately STA 293+40),

• ditch reconditioning from approximately MP 7.23 to 7.34 (approximately STA 227+57 to

233+60), and

• ditch reconditioning from approximately MP 7.78 to 7.95 (approximately STA 195+00 to

204+50).

By reconditioning and deepening ditches where appropriate and improving drainage, ditch water will flow and reduce infiltration into the roadway base aggregate and subgrade materials, resulting in less moisture availability for subgrade soils and stiffening and strengthening of subgrade and roadway base materials. This option does not remove fines in subgrade or roadway base materials, but it is our opinion that ditch reconditioning would prolong the performance of the pavement structural section and is an acceptable option for the sites listed above. These materials should be wasted off site and not be reused for roadway structural items in this project.

Scheduled and continued maintenance of ditches is recommended to also maintain the limited ditch catchment for rockfall and continued positive drainage to improve and sustain subgrade stability and overall pavement structural section performance in ditch reconditioning areas. As a general note, maintenance of ditches can be one of the most cost-effective approaches to maintaining the roadway section from subgrade related issues.

Roadway Instability

MP 7.03

Pavement distress (asphalt cracking) and subsidence at this location extends across the entire roadway width for approximately 220 feet in length (approximately STA 241+72 to 243+92) and.

Evidence of past movement is indicated by cracking in asphalt across the full road width at each end of the 220-foot-long segment, as well as crack sealing tar applied across portions of the roadway section. Due to a lack of recorded maintenance information over time, it is difficult to determine a magnitude and vertical rate of subsidence of the embankment, but is assumed to be negligible (estimated at 1 to 2 inches). We do not propose a repair due to the observed relative stability of the roadway in this location. If, however, maintenance staff indicate a larger underlying maintenance issue, a deep patch (see MP 7.30 recommendation below) could be constructed to reduce future maintenance burden and cost.

MP 7.30

Pavement distress (asphalt cracking) and subsidence at this location extends across the entire roadway width for approximately 100 feet in length (STA 228+51 to 229+51) along the centerline of the roadway. Evidence of past movement is indicated by cracking of the asphalt across the full width of the of the roadway at each end of the 100-foot-long segment, as well as patching that has been applied across this problematic roadway section. An approximately 36-inch-thick sequence of asphalt overlays was observed during drilling. Due to a lack of recorded maintenance information over time, it is difficult to determine a magnitude and vertical rate of subsidence of the embankment.

One of the least costly designs to reduce maintenance costs over time for this type of unstable slope is a deep patch. A deep patch is a composite section of tightly spaced geogrid and aggregate layers that form a bridge across the unstable section with a collection and outlet drain. It reduces subsidence and softens abrupt differential subsidence areas within the roadway to maintain a safer driving surface. To reduce quick development and propagation of road surface cracking and roadway distress at this location, it is recommend that a deep patch be constructed with biaxial geogrid reinforcement extending across the entire width of the roadway, for a distance that extends 10 feet beyond the lateral limits of the subsidence (i.e.:

total length of 120 feet. STA 228+41 to 229+61). To construct the deep patch, over-excavate down to 33-inch depth from the top of the proposed subgrade elevation, place separation geotextile meeting Section 714.01, and replace with a minimum thickness of select borrow meeting Section 704.07 below the finished road surface as shown in Attachment F.2 – Type 1

Subexcavation Detail. The first layer of select borrow between the separation geotextile and reinforcement geotextile should be six-inches-thick. Subsequent layers of select borrow and reinforcement geotextile should be nine-inches-thick. Place designated reinforcement geotextile, meeting Section 714.04, at the vertical spacing shown in Attachment F.2 – Type 1

Subexcavation Detail. Construction should follow standard specification Section 207.04.

Excavated material should not be reused in construction of the deep patch and should be wasted off-site. Excavation ramps into and out of construction excavation if it will be required to pass traffic during construction. It is recommended that deep patch layers be constructed across the full width of the roadway, and not half-roadway width. This will require traffic closures during construction of each layer. For this reason, construction of the deep patch during evening hours should be considered if long traffic delays are not acceptable.

MP 7.32

Immediately adjacent to (up station of) the recommended deep patch at MP 7.30 is a 130-feet-long subgrade failure in the left (uphill) lane. We recommend a half-roadway width subexcavation (as shown in Attachment F.1 – Subexcavation Typical Detail) in this section for approximately 120 feet (STA 227+21 to 228+41); the proposed repair here is ten feet shorter than the length of the subgrade failure because the deep patch repair at MP 7.30 extends ten feet into the subgrade failure here. This involves removal of subgrade material to a depth of 30 inches below the top of the proposed subgrade elevation, placement of a separation/stabilization geotextile, placement of select borrow backfill, and repaving with the pavement structural section provided by the materials function.

MP 7.78

Pavement distress (asphalt cracking) and subsidence at this location extends across the entire roadway width for approximately 400 feet in length along the centerline of the roadway.

Evidence of past movement is indicated by cracking of the asphalt across the full width of the of the roadway at each end of the 400-foot-long segment, as well as patching that has been applied across this problematic roadway section. An approximately 18-inch-thick sequence of asphalt overlays was observed during drilling. Due to a lack of recorded maintenance information over time, it is difficult to determine a magnitude and vertical rate of subsidence of the roadway.

It is recommend that a deep patch be constructed with biaxial geogrid reinforcement extending across the entire width of the roadway, for a distance that extends 10 feet beyond each crack

(lateral limits of the landslide movement) at either end of the pavement (i.e.: total length of 420 feet, STA 200+78 to 204+78). To construct the deep patch, over-excavate down to 51-inch depth below the top of the proposed subgrade elevation as shown in Attachment F.3 – Type 2

Subexcavation Detail, and follow the same recommendations for the MP 7.30 repair given above.

Dimensions of the roadway repairs proposed in this memorandum are based on the recommended pavement structural section (preliminary pavement design alternative 2) as proposed in WFLHD Materials function’s Pavement Evaluation and Preliminary Design Memo, dated 2022-09-30, and is subject to change if a different pavement structural section is chosen.

REFERENCES

Schmidt, K.L., Kauffman, J.D., Stewart, D.E., Othberg, K.L., and Lewis, R.S., 2007, Geologic map of the Grangeville east quadrangle, Idaho County, Idaho: Idaho Geological Survey, digital web map 86, 1:24,000 scale, 1 map.

Western Federal Lands Highway Division, 2022, Pavement Evaluation and Preliminary Design

Memo for the Mt. Idaho Grade Road Project (ID FLAP IDAHO NF17(1)).

CLOSING

Please contact Ryan Cole at (360) 619-7571 or Ryan.Cole@dot.gov with any questions regarding this memorandum.

CC: Benn Oltmann, Structures

Josh Taylor, Environment

Michael Schurke, Environment

Bryson Williams, Highway Design

Sven Leon, Hydraulics

Mike Chen, Materials

Katie Carlos, Safety

Vera Anderson, ROW/Utilities

Zeke Rios, Survey mailto:Ryan.Cole@dot.gov

Geotechnical File

Attachments:

ATTACHMENT A – SITE VICINITY MAPS

ATTACHMENT B - GEOLOGIC MAP

ATTACHMENT C – SITE PHOTOGRAPHS

ATTACHMENT D – BORING LOGS

ATTACHMENT E – LABORATORY TEST RESULTS

ATTACHMENT F – TYPICAL DESIGN DETAILS

ATTACHMENT A – SITE VICINITY MAPS

610 East Fifth Street Vancouver, WA 98661

Project No. Project Location FigureID FLAP Idaho NF 17(1) Scale

Mt. Idaho Grade Road Rehabilitation A1

NTS

File Name:

Date:

June 29, 2022

Vancouver, WA 98661

Project No. Project Location FigureID FLAP Idaho NF 17(1) Scale

Mt. Idaho Grade Road Rehabilitation A2

NTS

File Name:

Vancouver, WA 98661

Project No. Boring Locations FigureID FLAP Idaho NF 17(1) Scale

Mt. Idaho Grade Road Rehabilitation A3

NTS

File Name:

Vancouver, WA 98661

Project No. Boring Locations FigureID FLAP Idaho NF 17(1) Scale

Mt. Idaho Grade Road Rehabilitation A4

NTS

File Name:

Vancouver, WA 98661

Project No. Boring Locations FigureID FLAP Idaho NF 17(1) Scale

Mt. Idaho Grade Road Rehabilitation A5

NTS

File Name:

Vancouver, WA 98661

Project No. Boring Locations FigureID FLAP Idaho NF 17(1) Scale

Mt. Idaho Grade Road Rehabilitation A6

NTS

File Name:

ATTACHMENT B - GEOLOGIC MAP

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