ora-umatill582-1_Pavement Evaluation.pdf

GR1223

Pavement Evaluation

OR UMATIL 582(1),

Mill Creek Road Umatilla County, Oregon

September 30, 2020

Prepared for

Daniel Iliyn, PE David Evans and Associates, Inc.

2100 SW River Parkway Portland, OR 97201

Prepared by

9750 SW Nimbus Avenue Beaverton, OR 97008-7172

(503) 641-3478 | www.gri.com

GRI PN #6307-A – Mill Creek Road Pavement Design September 30, 2020

TABLE OF CONTENTS

1 INTRODUCTION

2 PROJECT DESCRIPTION

3 SITE DESCRIPTION

3.1 Site Conditions

4 SUBSURFACE CONDITIONS

4.1 General

4.2 Subsurface Explorations

4.3 Groundwater

4.4 FWD Testing

5 ANALYSIS AND RECOMMENDATIONS

5.2 Pavement Design Documentation

6 RECOMMENDATIONS FOR MATERIALS AND CONSTRUCTION

6.1 Standard Specifications

6.2 Construction Considerations

7 DESIGN REVIEW AND CONSTRUCTION SERVICES

8 LIMITATIONS

9 REFERENCES

TABLES

Table 5-1: 2016 FLAP Application Traffic Information Table 5-3: AASHTO Design Parameters Table 6-1: Recommended Material Specifications

APPENDICES

Appendix A: Field Explorations and Laboratory Testing Appendix B: Pavement Design Calculations

FIGURES

Figure 1: Vicinity Map Figure 2: Site Plan

GRI PN #6307-A – Mill Creek Road Pavement Design Page 1

1 INTRODUCTION

As subconsultant to David Evans and Associates, Inc. (DEA), GRI completed a pavement evaluation for OR UMATIL 582 (1), Mill Creek Road in Umatilla County, Oregon. A vicinity map of the project area is included as Figure 1. This evaluation project is a part of a 2016 Federal Lands Access Program (FLAP) application submitted by Umatilla County. This work follows-up on to the December 2019 report titled “Mill Creek Road Final Scoping Design Report” and prepared by DEA.

2 PROJECT DESCRIPTION

The Mill Creek Road is located approximately 13 miles southeast of Walla Walla, Washington, in Umatilla County, Oregon, and the project limits are from the Oregon- Washington state line to Tiger Creek Road (Forest Road 65). Mill Creek Road is a 2.82-mile-long, aggregate-surfaced, two-lane, two-way, minor collector. The roadway has variable widths and, in a few locations, only one vehicle can pass at a time. Mill Creek Road serves as the primary access to the Umatilla National Forest, the Wenaha-Tucannon Wilderness Area, Jubilee Lake, and private homes.

We understand Umatilla County (County) would like to upgrade the road to a solid surface in order to reduce the amount of maintenance, including dust abetment, grading, and addition of extra surfacing aggregate. Additionally, the County would like to add vehicle pullouts in narrow areas. During the previous scoping design project referenced above, three potential alternatives were identified, including 1) asphalt concrete (AC) over aggregate base (AB), 2) double course chip seal over AB, and 3) double course chip seal over cement-treated AB.

After discussions with the project team, the preferred design option was identified as a double course chip seal over AB. This report summarizes our findings and pavement-design recommendations.

3 SITE DESCRIPTION

3.1 Site Conditions

The roadway section is located on sloping topography adjacent to Mill Creek, and portions of the road appear to have been constructed with a cut into the uphill side of the alignment. Materials observed in the cut slopes typically consist of soils and colluvial materials derived from basalt from the Gwin-Rock Complex.

To assist us in characterizing the subgrade conditions at the site, we reviewed the U.S.

Department of Agriculture (USDA) Web Soil Survey Map (Version 14, September 17, 2018) to compare the near-surface soils shown on the USDA map with our field reconnaissance observations. Based on the USDA map, the near-surface soils generally consist of the Mugwump-Mellow-Bullroar Complex and Gwin-Rock Complex. In a typical profile, the

GRI PN #6307-A – Mill Creek Road Pavement Design Page 2 upper subgrades of these soil series are very gravelly or cobbly sandy silt or clay. Our site investigation discussed herein generally agrees with the mapped USDA soil units on Mill Creek Road.

Since our initial site visit in 2019, flooding occurred in February 2020 that severely damaged the road. We understand the County repaired the roadway by regrading damaged areas and replacing the gravel base and/or surfacing.

4 SUBSURFACE CONDITIONS

4.1 General

We completed falling weight deflectometer (FWD) deflection testing and subsurface explorations along the existing roadway alignment within the project limits during June 2020. Additional information about the explorations and FWD testing is provided below and in Appendices A and B, respectively.

4.2 Subsurface Explorations

The subsurface materials and conditions at the site were investigated on June 23, 2020, with six borings designated B-1 through B-6. For the purpose of discussion, the materials disclosed by the drilled explorations have been grouped into the following units based on their physical characteristics and engineering properties and listed as they were encountered below the aforementioned pavement section:

a. Silty, Sandy GRAVEL

b. Silty CLAY

The following paragraphs provide a detailed description of the materials encountered and a discussion of the groundwater conditions at the site.

a. Silty, Sandy GRAVEL At all six exploration locations, we encountered silty, sandy gravel that ranges from angular to rounded. The shallow explorations extended to 36 inches below ground surface (BGS), and gravel was observed to this depth except at boring B-4, where the gravel terminates at 13 inches BGS. We also encountered cobbles at all locations except borings B-2 and B- 5.

b. Silty CLAY We observed subgrade material at boring B-4, where the gravel is underlain by clay starting at a depth of 13 inches BGS. The clay is silty, red-brown, and medium stiff.

4.3 Groundwater

Groundwater was not encountered in our subsurface explorations. We anticipate the groundwater levels will fluctuate in response to seasonal variation of the nearby Mill Creek.

GRI PN #6307-A – Mill Creek Road Pavement Design Page 3

4.4 FWD Testing

GRI conducted nondestructive FWD deflection testing using our KUAB 2m Model 150 FWD, which complies with ASTM International (ASTM) D4694. Testing was completed between the project limits on June 22, 2020, at approximately 200-foot intervals within the outer wheelpath in both directions. The FWD testing was performed to estimate the in-situ modulus of the subgrade from backcalculation analysis. The pavement surface deflections in mil units (1 mil = 0.001 inch) were normalized to a 9,000-pound (9-kip) FWD load. The deflection results are shown in Table 1B and plotted by location on Figure 1B of Appendix B.

5 ANALYSIS AND RECOMMENDATIONS

5.2 Pavement Design Documentation

5.2.1 General

The pavement-design analysis was accomplished in general accordance with the 1993 American Association of State Highway and Transportation Officials (AASHTO) Guide for Design of Pavement Structures (AASHTO Guide).

The analysis was conducted in order to estimate the structural requirements based on the existing gravel road structural capacity, subgrade support conditions, and estimated traffic loading.

5.2.2 Backcalculation Analysis

We analyzed the FWD deflection data to backcalculate the equivalent elastic moduli of the subgrade soils at each FWD test location. Backcalculation analysis was accomplished using the PAVBACK backcalculation analysis program, which is an iterative, elastic layered analysis procedure. Deflections are calculated using the Boussinesq-Odemark equivalent-thickness procedure (Ullidtz, 1998). PAVBACK solutions were validated by comparing calculated and measured values of the subgrade compressive strain/stress using data from tests on instrumented pavement (test data published in Ullidtz, 2000), where the calculated values were based on the moduli backcalculated by PAVBACK from the deflections measured on the instrumented pavement. The backcalculation results are summarized in Table 1B of Appendix B.

5.2.3 Design Subgrade Resilient Modulus

We developed a design modulus from the backcalculated subgrade moduli, which represents the minimum from either the average or the 2.3-percentile value divided by

0.70. This procedure follows the statistical-reliability assumptions in the AASHTO Guide design procedure, which is based on using the average subgrade modulus as the design value provided the coefficient of variation (CoV) does not exceed 15%. Based on these results, we used a design modulus of 5,400 pounds per square inch (psi).

GRI PN #6307-A – Mill Creek Road Pavement Design Page 4

5.2.4 Traffic-Loading Analysis

The traffic-loading estimate for Mill Creek Road is based on the 20-year average daily traffic (ADT) provided by Umatilla County in the 2016 FLAP application. The County provided the ADT data summarized in Table 5-1.

Table 5-1: 2016 FLAP APPLICATION TRAFFIC INFORMATION

Location 20-Year Traffic Projections North End of Project

ADT

Percent Trucks

2% South End of Project

ADT

Percent Trucks

1%

For our analysis, we used the critical traffic loading, which is the data listed for the north end of the project in Table 5-1. Additionally, based on a conversation with the County, we understand the typical truck traffic comprises primarily delivery or garbage trucks, occasional construction trucks, and historically trucks associated with logging operations.

In order to estimate the cumulative 18-kip Equivalent Single-Axle Load (ESAL) repetitions (traffic loading) for a 20-year design period, we used the inputs and assumptions shown in Table 2B of Appendix B. The 20-year traffic-loading estimate for Mill Creek Road is 28,200 ESALs. We also estimated the ESAL loading for the pullouts along Mill Creek Road at not more than 10% of the total traffic, or 2,820 ESALs.

5.2.5 Pavement Design Analysis

For roadways surfaced with chip seals, the chip seal layer provides very little to no structural value; therefore, our analysis was based on the aggregate thickness required to support the traffic loading. We used a maximum rutting threshold in our design evaluation of 2 inches, which we assume is a practical maximum for a low-volume, low-speed, chip seal-surfaced road. The pavement design analysis was accomplished in general accordance with the AASHTO Guide design for low-volume roads using the parameters shown below.

Table 5-3: AASHTO DESIGN PARAMETERS

Parameter Design Value

Design Period 20 years Traffic Loading, ESALs

Mill Creek Road Pullouts

28,200

2,820

Design Reliability Level 50%

Initial Serviceability 4.2

Terminal Serviceability 2.0

GRI PN #6307-A – Mill Creek Road Pavement Design Page 5

Parameter Design Value

Standard Deviation 0.5

Subgrade Modulus 5,400 psi

Aggregate Base Resilient Modulus 20,000 psi

As discussed above, we observed 13 inches to 36 inches of aggregate above the subgrade within the project limits along Mill Creek Road, with five of the six explorations containing at least 36 inches of gravel. Our analysis indicates Mill Creek Road requires 16 inches of AB to support a 20-year traffic loading as shown on Figure 2B. Therefore, we recommend reconditioning the existing aggregate to a depth of 12 inches and add 4 inches of new AB for grading and shaping the roadway. In areas where there is not enough existing aggregate or aggregate reconditioning is not feasible, 16 inches of new AB should be placed over a nonwoven geotextile. We estimate these conditions will cover less than 10% of the alignment along Mill Creek Road. Areas requiring a thicker aggregate section can be identified by performing potholing approximately every 250 feet.

5.3 Pavement Design Recommendations

5.3.1 Pavement-Design Section Recommendations

The pavement-design recommendations for the 20-year design period are given below.

Roadway (existing gravel surfacing greater than 12 inches) Type 2B Double Course Chip Seal Prime Coat 4-inch-thick, ¾-inch, Dense-Graded AB 12-inch Aggregate Reconditioning

Roadway (existing gravel surfacing less than 12 inches)

Type 2B Double Course Chip Seal Prime Coat 16-inch-thick, ¾-inch, Dense-Graded AB Nonwoven Geotextile Fabric

Pullouts

Optional: Type 2B Double Course Chip Seal 12-inch-thick, ¾-inch, Dense-Graded AB Nonwoven Geotextile Fabric

6 RECOMMENDATIONS FOR MATERIALS AND CONSTRUCTION

6.1 Standard Specifications

Construction materials and procedures should comply with the applicable sections of Federal Highway Administration (FHWA) FP-14, Standard Specifications for Construction of

GRI PN #6307-A – Mill Creek Road Pavement Design Page 6

Road and Bridges on Federal Highway Projects, with the modifications or supplements given below.

Table 6-1: RECOMMENDED MATERIAL SPECIFICATIONS

Materials/Activity FHWA FP-14 Specification Comments

Subgrade Geosynthetics Section 207 Provide a Class 1 Type B nonwoven geotextile according to Table 714-1.

Subgrade Stabilization Section 301 Provide subbase aggregate that meets Grading Designation A according to Table 703-2.

Aggregate Base Section 302 Provide surface course aggregate that meets Grading Designation D or E according to Table 703-2 and Section 703.05(c) requirements.

Aggregate Base Reconditioning Section 303

Compaction should follow Method 2 of Section

302.05. See additional recommendations below.

Chip Seal Section 407 Place a Type 2B double course chip seal.

Use a high float emulsion.

Prime Coat Section 411 Method 1.

6.2 Construction Considerations

The pavement sections provided above assume pavement construction will be accomplished during warm, dry conditions and all workmanship and materials will conform to the applicable specifications. During periods of wet weather or when wet-ground conditions exist, it may be necessary to increase the thickness of the AB in order to support construction equipment and protect the potentially moisture-sensitive subgrade soils from disturbance.

6.2.1 Aggregate Reconditioning

The ability to successfully recondition the existing aggregate will depend on moisture conditions of the aggregate and subgrade soil. The contractor will face significant challenges in achieving adequate density of the existing aggregate material if reconditioning is attempted when wet-ground conditions exist. Our recommendations for aggregate reconditioning assume construction operations will be performed following an extended period of dry weather and during warm, dry weather conditions. Bearing this in mind, reconditioning of the existing aggregate material should be conducted in accordance with FHWA FP-14 Section 303, taking into account the following considerations and requirements:

The moisture content of the existing aggregate material at time of compaction should not exceed the optimum moisture content of the material as determined by AASHTO T 99, Standard Method of Test for Moisture-Density Relations of Soils. Accordingly, GRI PN #6307-A – Mill Creek Road Pavement Design Page 7 scarification and aeration may be necessary to reduce the moisture content if the aggregate material is wet of optimum moisture content at the time of construction. If scarification and aeration are necessary, scarification should not exceed a depth of 12 inches.

Compaction of the aggregate material should be accomplished using a smooth-wheeled roller weighing between 10 tons to 15 tons. The AB material should be compacted by a sufficient number of coverages of the roller to achieve the level of compaction identified below. Since fine-grained, moisture-sensitive soils were observed in our field explorations, vibratory compaction should not be permitted.

Areas that exhibit deflections or pumping during compaction should be overexcavated to competent soil and backfilled with compacted aggregate as described in FHWA FP- 14 Section 303.

Compact the aggregate material in accordance with FHWA FP-14 Section 303 to 95% of maximum dry density as determined by AASHTO T 180 Method D.

Proof roll the compacted aggregate material with a loaded dump truck prior to placing the prime coat. The proof roll should be observed by an experienced geotechnical engineer. Areas exhibiting deflections or pumping during the proof roll should be overexcavated to competent soil and backfilled with compacted aggregate as described in FHWA FP-14 Section 303.

Do not allow traffic on the compacted aggregate material except as necessary for placing the new AB, prime coat, and chip seal.

6.2.2 Aggregate Base

After placing the final 4-inch lift of new AB, traffic should not be permitted before the chip seal construction is complete.

6.2.3 Maintenance Considerations

We designed the pavement structure with a 20-year traffic loading, but routine maintenance will be necessary to correct potential areas of localized distress or to repair surface defects. Typically, a new chip-seal application will be necessary every five years to seven years. We also recommend the County apply a second double course chip seal within the first three years following construction.

7 DESIGN REVIEW AND CONSTRUCTION SERVICES

We welcome the opportunity to review and discuss construction plans and specifications for this project as they are being developed. In addition, GRI should be retained to review all geotechnical-related portions of the plans and specifications to evaluate whether they

GRI PN #6307-A – Mill Creek Road Pavement Design Page 8 are in conformance with the recommendations provided in our report and to observe compliance with the intent of our recommendations, the design concepts, and the plans and specifications. Our construction-phase services will allow for timely design changes if site conditions are encountered that are different from those described in our report. If we do not have the opportunity to confirm our interpretations, assumptions, and analyses during construction, we cannot be responsible for the application of our recommendations to subsurface conditions different from those described in this report.

8 LIMITATIONS

This report has been prepared to aid the project team in the design of this project. The scope is limited to the specific project and location described herein, and our description of the project represents our understanding of the significant aspects of the project relevant to design and construction on Mill Creek Road. In the event that any changes in the design and location of the project elements as outlined in this report are planned, we should be given the opportunity to review the changes and modify or reaffirm the conclusions and recommendations of this report in writing.

The conclusions and recommendations in this report are based on the data obtained from the subsurface explorations at the locations shown on Figure 2 and other sources of information discussed in this report. In the performance of subsurface investigations, specific information is obtained at specific locations at specific times. However, it is acknowledged that variations in subsurface conditions may exist between exploration locations. This report does not reflect variations that may occur between these explorations. The nature and extent of variation may not become evident until construction. If, during construction, subsurface conditions differ from those encountered in the explorations, we should be advised at once so we can observe and review these conditions and reconsider our recommendations where necessary.

Submitted for GRI, Lindsi Hammond, PE

Principal This document has been submitted electronically.

GRI PN #6307-A – Mill Creek Road Pavement Design Page 9

9 REFERENCES

ASTM International, ASTM STP 1375, Third Volume, Tayabji, D., and Lukanen, E.O., Eds., pp.

14-22.

Soil Survey Staff, 2020, Natural Resources Conservation Service, United States Department of Agriculture, Web soil survey, available online at http://websoilsurvey.nrcs.usda.gov/, accessed 07/10/20.

Ullidtz, P., 1998, Modeling flexible pavement response and performance, Polyteknisk Forlag.

Ullidtz, P., 2000, Will nonlinear backcalculation help? Nondestructive testing of pavements and backcalculation of moduli: American

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DAVID EVANS AND ASSOCIATES, INC.

OR UMATIL 582(1), MILL CREEK ROAD

PAVEMENT EVALUATION

SITE PLAN

SEP. 2020 JOB NO. 6307-A

FIG. 1

APPENDIX A

Field Explorations and Laboratory Testing

GRI PN #6307-A – Mill Creek Road Pavement Design Page A-1

APPENDIX A

FIELD EXPLORATIONS AND LABORATORY TESTING

A.1 FIELD EXPLORATIONS

A.1.1 General

Subsurface conditions and materials for the roadway improvements on Mill Creek Road were investigated by GRI on June 23, 2020, with six shallow borings designated B-1 through B-6. The locations of the explorations are shown on Figure 2. The field exploration and laboratory programs completed for this project are described below.

A.1.2 Machine-Drilled Borings The borings were advanced to a depth of about 3 feet at the locations shown on Figure 2.

The borings were drilled using solid-stem auger drilling techniques with a Dandy Digger 25-30T rig provided and operated by Custom Hole Drilling, Inc., of Molalla, Oregon. The field-exploration work was coordinated and documented by a member of GRI’s engineering staff, who maintained a detailed log of the materials and conditions disclosed during the course of the work.

Disturbed samples were obtained, the soil samples were carefully examined in the field, and representative portions were saved in sample bags for further examination and physical testing in our laboratory.

Logs of the borings are provided on Figures 1A through 3A. Each log presents a descriptive summary of the various types of materials encountered and notes the depths where the materials and/or characteristics of the materials change. To the right of the descriptive summary, the numbers and types of samples taken during the drilling operation are indicated. Farther to the right are the natural moisture contents (as measured in our laboratory). The terms and symbols used to describe the materials encountered are defined in Table 1A and the attached legend.

A.2 LABORATORY TESTING

A.2.1 General

All samples obtained from the field exploration program were brought to our laboratory for examination and testing, where the physical characteristics were noted and the field classifications modified where necessary. The laboratory-testing program included determinations of natural moisture contents and performing Atterberg limits on subgrade soil samples.

GRI PN #6307-A – Mill Creek Road Pavement Design Page A-2

A.2.2 Natural Moisture Content Natural moisture content determinations were made in conformance with ASTM International D2216. The results are summarized in Table 2A and shown on Figures 1A through 3A.

A.2.2 Atterberg Limits Atterberg-limits testing was performed on one subgrade soil sample in conformance with ASTM International D4318. The test result is summarized on the Plasticity Chart, Figure 4A, Figure 2A, and in Table 2A.

Table 1A

GUIDELINES FOR CLASSIFICATION OF SOIL

Description of Relative Density for Granular Soil

Relative Density Standard Penetration Resistance (N-values) blows/foot

Very Loose 0 - 4

Loose 4 - 10

Medium Dense 10 - 30

Dense 30 - 50

Very Dense over 50

Description of Consistency for Fine-Grained (Cohesive) Soils

Consistency

Standard Penetration Resistance (N-values) blows/foot

Torvane or Undrained Shear

Strength, tsf

Very Soft 0 - 2 less than 0.125

Soft 2 - 4 0.125 - 0.25

Medium Stiff 4 - 8 0.25 - 0.50

Stiff 8 - 15 0.50 - 1.0

Very Stiff 15 - 30 1.0 - 2.0

Hard over 30 over 2.0

Grain-Size Classification Modifier for Subclassification

Boulders:

>12 in.

Cobbles:

3-12 in.

Gravel:

¼ - ¾ in. (fine) ¾ - 3 in. (coarse) Sand:

No. 200 - No. 40 sieve (fine) No. 40 - No. 10 sieve (medium) No. 10 - No. 4 sieve (coarse) Silt/Clay:

Pass No. 200 sieve

Adjective

Primary Constituent SAND or GRAVEL

Primary Constituent SILT or CLAY

Percentage of Other Material (By Weight) trace: 5 - 15 (sand, gravel) 5 - 15 (sand, gravel) some: 15 - 30 (sand, gravel) 15 - 30 (sand, gravel) sandy, gravelly: 30 - 50 (sand, gravel) 30 - 50 (sand, gravel) trace: <5 (silt, clay) Relationship of clay and silt determined by plasticity index test some: 5 - 12 (silt, clay) silty, clayey: 12 - 50 (silt, clay)

B-1 S-1 2.7 -- 5 -- -- -- -- Silty GRAVEL B-2 S-1 2.7 -- 12 -- -- -- -- Silty GRAVEL B-3 S-1 2.7 -- 17 -- -- -- -- Silty GRAVEL B-4 S-1 2.0 -- 29 -- 59 29 -- Silty CLAY

S-2 2.7 -- 25 -- -- -- -- Silty CLAY B-5 S-1 2.0 -- 12 -- -- -- -- Silty GRAVEL

S-2 2.7 -- 11 -- -- -- -- Silty GRAVEL B-6 S-1 2.7 -- 6 -- -- -- -- Silty GRAVEL

Table 2A

SUMMARY OF LABORATORY RESULTS

Sample Information Atterberg Limits

Soil Type Fines

Content, % Plasticity Index, %

Liquid Limit, %

Dry Unit Weight, pcf

Moisture Content, %Elevation, ftSampleLocation Depth, ft

GRAVEL; clean to some silt, clay, and sand

Sandy GRAVEL; clean to some silt and clay

Silty GRAVEL; up to some clay and sand

Clayey SAND; up to some silt and gravel

Gravelly CLAY; up to some silt and sand

Sandy CLAY; up to some silt and gravel

Silty CLAY; up to some sand and gravel

Symbol Description

Flush-mount monument set in concrete

Concrete, well casing shown where applicable

Filter pack, machine-slotted well casing shown where applicable

1-in.-diameter solid PVC

FIELD MEASUREMENTS

Typical Description

Groundwater level after drilling and date measured

Symbol Typical Description

BASALT

MUDSTONE

SILTSTONE

PEAT

Symbol

FILL

Clayey GRAVEL; up to some silt and sand

SAND; clean to some silt, clay, and gravel

SILT; up to some clay, sand, and gravel

Gravelly SILT; up to some clay and sand

Sandy SILT; up to some clay and gravel

Clayey SILT; up to some sand and gravel

CLAY; up to some silt, sand, and gravel

Grab Sample

Rock core sample interval

Sonic core sample interval

INSTALLATION SYMBOLS

Symbol

Bentonite seal, well casing shown if applicable

Vibrating-wire pressure transducer

SymbolBEDROCK SYMBOLS

SOIL SYMBOLS

Typical Description

SAMPLER SYMBOLS

Sampler DescriptionSymbol

LANDSCAPE MATERIALS

Gravelly SAND; clean to some silt and clay

Silty SAND; up to some clay and gravel

Shelby tube sampler with recovery

(ASTM D1587)

Grout, vibrating-wire transducer cable shown where applicable

1-in.-diameter hand-slotted PVC

Grout, inclinometer casing shown where applicable

Groundwater level during drilling and date measured

SANDSTONE

SURFACE MATERIAL SYMBOLS

Symbol Typical Description

BORING AND TEST PIT LOG LEGEND

Rock quality designation (RQD, %)

Asphalt concrete PAVEMENT

Portland cement concrete PAVEMENT

Crushed rock BASE COURSE

2.0 in. O.D. split-spoon sampler and Standard Penetration Test with recovery (ASTM D1586)

3.0 in. O.D. split-spoon sampler with recovery

(ASTM D3550)

Push probe sample interval

Rock/sonic core or push probe recovery (%)

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Silty sandy GRAVEL, brown, very dense, subrounded, contains cobbles

(6/23/2020)

Date Started:

Excavated by: Equipment:

Note:

TORVANE SHEAR STRENGTH, TSF

0.50

J. UdingLogged By:

1.0

6/23/20 Custom Hole Drilling, Inc. Dandy Digger 25-30T

See Legend for Explanation of Symbols

B-1 Surface Elevation: Not Available

GPS Coordinates: Not Available

PLASTIC LIMIT, %

LIQUID LIMIT, %

SA

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PL

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COMMENTS AND

ADDITIONAL TESTS

SA

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PECLASSIFICATION OF MATERIAL

D

EP

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T FINES CONTENT, %

MOISTURE CONTENT, %

BORINGS

FIG. 1A

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Silty sandy GRAVEL, brown, very dense, angular

(6/23/2020)

Date Started:

Excavated by: Equipment:

Note:

TORVANE SHEAR STRENGTH, TSF

0.50

J. UdingLogged By:

1.0

6/23/20 Custom Hole Drilling, Inc. Dandy Digger 25-30T

See Legend for Explanation of Symbols

B-2 Surface Elevation: Not Available

GPS Coordinates: Not Available

3.0 S-1

JOB NO. 6307-ASEP. 2020

3.0 S-1

0 100

0 100

Silty sandy GRAVEL, brown, very dense, subangular to subrounded, contains cobbles gray, subangular below 2 ft

(6/23/2020)

Date Started:

Excavated by: Equipment:

Note:

TORVANE SHEAR STRENGTH, TSF

0.50

J. UdingLogged By:

1.0

6/23/20 Custom Hole Drilling, Inc. Dandy Digger 25-30T

See Legend for Explanation of Symbols

B-3 Surface Elevation: Not Available

GPS Coordinates: Not Available

PLASTIC LIMIT, %

LIQUID LIMIT, %

SA

M

PL

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G R

AP

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IC

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EP

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COMMENTS AND

ADDITIONAL TESTS

SA

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D

EP

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T FINES CONTENT, %

MOISTURE CONTENT, %

BORINGS

FIG. 2A

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T E

M P

LA

T

E .G

D T

/1

7/

Silty sandy GRAVEL, dense, rounded, contains cobbles

Silty CLAY, red-brown, medium stiff

(6/23/2020)

Date Started:

Excavated by: Equipment:

Note:

TORVANE SHEAR STRENGTH, TSF

0.50

J. UdingLogged By:

1.0

6/23/20 Custom Hole Drilling, Inc. Dandy Digger 25-30T

See Legend for Explanation of Symbols

B-4 Surface Elevation: Not Available

GPS Coordinates: Not Available

3.0 S-1

JOB NO. 6307-ASEP. 2020

1.1

3.0

S-1

S-2

0 100

0 100

Silty sandy GRAVEL, brown, dense, angular

(6/23/2020)

Date Started:

Excavated by: Equipment:

Note:

TORVANE SHEAR STRENGTH, TSF

0.50

J. UdingLogged By:

1.0

6/23/20 Custom Hole Drilling, Inc. Dandy Digger 25-30T

See Legend for Explanation of Symbols

B-5 Surface Elevation: Not Available

GPS Coordinates: Not Available

PLASTIC LIMIT, %

LIQUID LIMIT, %

SA

M

PL

E

N O

G R

AP

H

IC

L

O G

D

EP

TH

, F

T

COMMENTS AND

ADDITIONAL TESTS

SA

M

PL

E

TY

PECLASSIFICATION OF MATERIAL

D

EP

TH

, F

T FINES CONTENT, %

MOISTURE CONTENT, %

BORINGS

FIG. 3A

G R

I H A

L O

G

G P

S

P P

N

O E

LE

V

G R

I D A

T A

T E

M P

LA

T

E .G

D T

/1

7/

Silty sandy GRAVEL, brown, very dense, angular, contains cobbles

(6/23/2020)

Date Started:

Excavated by: Equipment:

Note:

TORVANE SHEAR STRENGTH, TSF

0.50

J. UdingLogged By:

1.0

6/23/20 Custom Hole Drilling, Inc. Dandy Digger 25-30T

See Legend for Explanation of Symbols

B-6 Surface Elevation: Not Available

GPS Coordinates: Not Available

3.0

S-1

S-2

JOB NO. 6307-ASEP. 2020

3.0 S-1

0 100

0 100

0 10 20 30 40 50 60 70 80 90 100

Sample Classification LL PL PI MC, %

B-4 S-1 Silty CLAY, red-brown 59 30 29

OL

ML

CL

PL

A

ST

IC

IT

Y

IN

D

EX

LIQUID LIMIT, %

Location Depth, ft

2.0

INORGANIC CLAYEY SILTS TO VERY FINE

SANDS OF SLIGHT PLASTICITY

INORGANIC CLAYS OF HIGH PLASTICITY

UNIFIED SOIL CLASSIFICATION

FINE-GRAINED SOIL GROUPS

GROUP

SYMBOL

GROUP

SYMBOL

OH

MH

CH

PLASTICITY CHART

ORGANIC SILTS AND ORGANIC SILTY

CLAYS OF LOW PLASTICITY

A T

T E

R B

E R

G -P

LA

S

T

IC

IT

Y

P

E R

P A

G E

G R

I D A

T A

T E

M P

LA

T

E .G

D T

/1

/2

CH

CL

MH or OH

CL-ML

ML or OL

INORGANIC CLAYS OF LOW TO MEDIUM

PLASTICITY

ORGANIC CLAYS OF MEDIUM TO HIGH

PLASTICITY, ORGANIC SILTS

INORGANIC SILTS AND CLAYEY SILT

UNIFIED SOIL CLASSIFICATION

FINE-GRAINED SOIL GROUPS

SEP. 2020 FIG. 4AJOB NO. 6307-A

APPENDIX B

Pavement Design Calculations

Table 1B - NORMALIZED DEFLECTIONS AND BACKCALCULATION SUMMARY

MILL CREEK ROAD

Road Name: Mill Creek Road (from WA-OR border to Tiger Creek Road) Distance Reference: Pavement Change at WA-OR border=10+00 Based on FWD Testing Conducted: 6/22/2020 Load Plate Radius, in: 5.91 Sensor Distance, in: 0 8 12 18 24 48 72

Test No. Test Station Test Line Boring D 0, mils D 1, mils D 2, mils D 3, mils D 5, mils D 6, mils D 8, mils

Surface Temp., °F Time

Surface Modulus, Ksi Analysis Unit

Subgrade MR at 6 psi Deviator Stress, psi

1 11+00 SB 11.42 7.63 5.39 3.91 3.07 1.47 0.79 97 11:16:08 64 1 13,030

2 13+01 SB 19.79 14.71 10.97 7.91 6.02 2.09 0.89 88 11:17:30 37 1 12,409

3 14+99 SB 22.09 16.35 12.08 8.75 6.54 2.17 0.89 65 11:19:12 33 1 9,608

4 17+00 SB 24.71 16.13 11.17 7.16 4.70 1.20 0.47 102 11:20:44 29 1 11,684

5 19+01 SB 16.14 11.41 8.42 5.91 4.45 1.74 0.88 81 11:22:33 45 1 8,516

6 21+08 SB 13.11 9.80 7.67 5.93 4.83 2.08 1.06 93 11:24:19 55 1 7,020

7 23+00 SB 8.26 5.13 3.67 2.94 2.52 1.51 0.90 93 11:25:57 88 1 19,237

8 25+00 SB 13.01 7.91 5.55 4.17 3.36 1.78 1.14 68 11:27:15 56 1 23,092

9 27+05 SB 10.00 6.70 5.09 4.14 3.58 2.10 1.34 96 11:28:26 73 1 19,014

10 29+00 SB 18.80 13.02 9.42 6.93 5.36 2.39 1.42 87 11:30:08 39 1 11,799

11 31+01 SB 30.58 20.52 14.57 9.44 6.65 2.17 1.16 80 11:31:21 24 1 7,237

12 32+99 SB 17.93 12.13 9.08 6.42 4.99 2.10 1.17 95 11:32:47 41 1 10,101

13 35+07 SB 16.03 9.19 6.28 4.31 3.27 1.46 0.83 102 11:34:05 45 1 15,867

14 37+03 SB 16.38 10.76 7.57 5.34 3.95 1.48 0.84 97 11:35:28 44 1 15,116

15 39+00 SB 16.68 8.64 5.63 3.91 2.68 0.87 0.51 102 11:37:48 44 1 17,804

16 41+00 SB 31.39 17.31 9.98 6.06 4.26 1.18 0.63 98 11:38:59 23 1 17,451

17 43+01 SB 21.68 14.58 10.57 7.64 5.59 1.96 0.91 101 11:40:11 34 1 12,553

18 45+00 SB 17.51 11.74 8.37 6.40 5.12 2.36 1.26 92 11:41:26 42 1 7,475

19 46+98 SB 18.41 13.10 9.88 7.16 5.59 2.21 1.24 98 11:42:38 39 1 11,607

20 48+99 SB 14.18 9.20 6.07 4.22 3.17 1.24 0.62 97 11:44:03 51 1 20,227

21 51+01 SB 11.89 8.37 6.26 4.85 3.99 1.81 0.92 105 11:45:12 61 1 8,008

22 53+04 SB 16.94 11.37 8.26 6.16 4.83 2.01 1.16 100 11:46:27 43 1 14,672

23 54+96 SB 18.64 13.79 9.53 6.51 4.47 1.33 0.53 96 11:47:45 39 1 9,478

24 57+14 SB 17.19 11.73 8.89 6.69 5.46 2.22 1.09 73 11:49:43 42 1 5,590

25 59+00 SB 16.92 11.45 8.59 6.35 4.95 2.17 1.16 103 11:51:10 43 1 8,351

26 61+02 SB 12.77 11.51 8.44 6.26 4.97 2.28 1.31 102 11:53:27 57 1 10,826

27 63+01 SB 19.84 13.65 9.98 6.97 5.14 2.13 1.15 76 11:55:18 37 1 14,972

28 65+00 SB 14.45 10.33 7.71 5.75 4.49 1.81 0.91 102 11:56:31 50 1 7,644

29 65+51 SB B-3 14.71 10.62 8.17 6.21 4.95 1.84 0.78 99 11:57:41 49 1 11,957

30 67+01 SB 15.74 10.78 8.26 6.46 5.18 2.34 1.16 89 11:59:14 46 1 5,665

31 69+05 SB 14.16 10.02 7.44 5.68 4.50 2.06 1.15 102 12:00:31 51 1 10,386

32 71+06 SB 9.61 6.63 4.84 3.81 3.20 1.74 0.97 82 12:01:53 76 1 12,169

33 73+02 SB 16.00 11.40 8.26 5.91 4.45 1.58 0.77 105 12:03:08 45 1 12,392

Deflections Normalized to 9000 lbf Basis

Test No. Test Station Test Line Boring D 0, mils D 1, mils D 2, mils D 3, mils D 5, mils D 6, mils D 8, mils

Surface Temp., °F Time

Surface Modulus, Ksi Analysis Unit

Subgrade MR at 6 psi Deviator Stress, psi

34 74+99 SB 18.47 11.96 8.81 6.38 4.94 2.17 1.17 94 12:04:32 39 1 8,670

35 77+02 SB 14.98 10.24 7.45 5.46 4.14 1.39 0.63 73 12:05:50 49 1 12,198

36 79+09 SB 11.88 7.82 5.65 4.36 3.58 1.93 1.17 89 12:07:15 61 1 16,497

37 81+02 SB 16.85 11.25 8.47 6.26 4.76 1.87 1.13 101 12:09:12 43 1 13,547

38 83+01 SB 25.59 17.24 11.40 7.46 5.51 1.98 0.84 110 12:10:35 28 1 17,033

39 84+86 SB 26.60 17.33 11.62 7.22 4.89 1.63 0.81 107 12:11:47 27 1 17,034

40 87+03 SB 6.27 3.82 2.65 2.37 2.22 1.61 1.07 74 12:13:01 116 1 30,156

41 89+02 SB 15.15 9.16 6.63 4.92 3.64 1.29 0.60 71 12:14:25 48 1 15,031

42 91+02 SB 25.37 15.00 9.88 6.23 4.34 1.27 0.58 78 12:15:53 29 1 13,878

43 93+04 SB 18.25 9.89 5.95 3.56 2.43 0.69 0.29 105 12:17:12 40 1 28,629

44 95+09 SB 37.86 23.68 14.87 9.16 5.53 1.01 0.40 94 12:18:37 19 1 8,153

45 97+12 SB 48.98 37.48 25.65 14.16 8.66 2.49 1.05 99 12:20:47 15 1 8,720

46 99+27 SB B-4 20.52 13.97 10.04 7.01 5.14 1.69 0.64 102 12:22:57 35 1 9,495

47 101+02 SB 17.12 12.33 9.68 7.78 6.42 3.39 1.91 97 12:24:29 42 1 6,634

48 102+99 SB 23.16 15.97 10.18 6.86 5.15 1.74 0.67 109 12:25:47 31 1 9,845

49 105+01 SB 37.23 26.24 18.47 12.05 8.10 1.72 0.63 87 12:27:00 20 1 6,046

50 107+03 SB 24.78 18.02 13.03 9.07 6.57 1.85 0.69 78 12:28:15 29 1 5,912

51 109+06 SB 12.87 7.26 4.61 3.28 2.71 1.68 1.20 108 12:29:27 56 1 27,686

52 111+02 SB 18.49 9.74 6.19 3.62 2.47 1.08 0.81 103 12:31:15 39 1 26,897

53 113+00 SB 9.77 5.48 3.49 2.28 1.71 0.89 0.62 71 12:32:32 74 1 55,472

54 115+06 SB 12.04 5.31 3.32 2.42 1.90 1.05 0.64 101 12:33:54 60 1 47,911

55 117+01 SB 26.68 15.03 9.81 5.91 3.63 1.08 0.75 107 12:35:10 27 1 12,237

56 119+00 SB 10.71 7.00 4.73 3.68 2.04 0.60 0.33 101 12:37:44 68 1 17,766

57 119+00 SB 10.14 6.67 4.52 2.93 1.99 0.56 0.29 98 12:38:30 72 1 32,590

58 121+01 SB 15.09 10.38 6.94 3.70 2.21 0.44 0.27 109 12:40:50 48 1 18,433

59 122+99 SB 32.08 21.45 13.16 6.71 3.73 0.61 0.32 78 12:42:29 23 1 10,090

60 124+98 SB 20.94 13.44 9.04 5.39 3.47 0.89 0.39 95 12:43:42 35 1 13,594

61 124+98 SB 23.90 15.90 10.25 5.98 3.85 0.89 0.38 94 12:44:29 30 1 13,356

62 127+04 SB 34.02 23.10 15.83 9.21 5.79 1.52 0.80 110 12:45:47 21 1 9,706

63 128+96 SB 11.22 6.45 4.47 3.45 2.97 1.95 1.40 100 12:47:09 65 1 23,864

64 130+97 SB 22.55 16.21 11.39 7.88 5.60 1.83 0.97 87 12:48:55 32 1 8,604

65 131+48 SB B-5 13.72 8.61 5.84 4.44 3.62 1.69 0.81 83 12:50:25 53 1 6,605

66 133+00 SB 22.83 13.28 8.70 5.71 4.16 1.57 0.84 108 12:51:48 32 1 14,435

67 135+01 SB 97.01 47.07 21.13 8.76 6.41 2.74 1.37 108 12:53:23 7 1 4,412

68 135+26 SB 48.53 40.47 22.51 9.36 4.63 1.93 0.97 91 12:55:14 15 1 4,564

69 135+26 SB 56.54 39.23 22.24 9.60 5.08 2.00 1.01 88 12:56:08 13 1 5,085

70 137+01 SB 31.58 23.89 13.98 7.09 4.77 2.28 1.28 112 12:57:33 23 1 10,109

71 139+12 SB 27.81 13.91 8.80 6.32 4.83 2.09 1.20 101 12:59:08 26 1 11,648

72 141+01 SB 19.20 12.54 8.79 6.12 4.72 1.96 1.14 107 13:00:18 38 1 14,987

Test No. Test Station Test Line Boring D 0, mils D 1, mils D 2, mils D 3, mils D 5, mils D 6, mils D 8, mils

Surface Temp., °F Time

Surface Modulus, Ksi Analysis Unit

Subgrade MR at 6 psi Deviator Stress, psi

73 142+99 SB 16.80 10.79 7.25 5.28 4.22 1.97 1.01 106 13:01:29 43 1 7,752

74 145+00 SB 15.23 8.82 5.72 3.82 2.91 1.40 0.84 111 13:02:49 48 1 22,443

75 146+98 SB 30.49 21.30 15.53 10.51 7.44 1.94 1.10 110 13:04:05 24 1 4,701

76 149+05 SB 26.95 17.90 12.30 8.50 6.41 2.76 1.78 109 13:05:38 27 1 11,788

77 151+00 SB 34.63 8.38 5.12 3.75 2.95 1.17 0.76 108 13:06:59 21 1 22,398

78 153+01 SB 19.72 12.17 8.39 5.32 3.93 1.62 0.91 98 13:08:39 37 1 22,009

79 155+01 SB 21.42 12.45 7.55 3.82 2.08 0.65 0.50 89 13:10:20 34 1 16,849

80 157+00 SB 12.87 8.18 5.70 3.96 2.91 1.24 0.71 112 13:11:41 56 1 25,745

81 158+99 SB 7.70 4.22 2.68 1.76 1.32 0.58 0.40 75 13:13:33 94 1 72,380

82 161+06 SB 19.67 12.99 9.25 6.36 4.77 1.75 0.84 113 13:15:43 37 1 6,630

83 163+00 SB 7.46 3.93 2.40 1.67 1.33 0.75 0.52 97 13:17:37 97 1 75,176

84 162+01 NB 17.12 10.74 7.78 5.49 3.99 1.11 0.43 114 13:25:50 42 1 9,564

85 160+01 NB 16.16 10.22 6.76 4.61 3.50 1.44 0.80 114 13:27:04 45 1 14,148

86 157+98 NB 11.92 7.02 4.33 2.90 2.29 1.06 0.60 93 13:28:33 61 1 37,535

87 156+11 NB 16.61 9.84 6.26 4.03 2.94 0.91 0.45 113 13:29:43 44 1 30,123

88 154+00 NB 17.82 10.60 6.91 4.80 3.53 1.36 0.65 103 13:33:06 41 1 17,667

89 152+68 NB B-6 15.51 9.69 6.09 4.29 3.09 1.12 0.62 109 13:40:54 47 1 18,425

90 150+00 NB 30.57 17.63 11.45 6.71 4.53 1.75 0.98 114 13:42:20 24 1 14,525

91 148+03 NB 46.65 34.71 26.80 19.37 14.28 3.83 1.35 112 13:43:34 16 1 4,558

92 145+94 NB 18.18 9.47 6.10 4.20 3.04 0.98 0.41 110 13:44:49 40 1 15,544

93 143+99 NB 18.59 14.47 11.81 8.91 7.37 2.99 1.29 113 13:45:57 39 1 8,758

94 142+01 NB 10.03 6.24 4.41 3.24 2.53 0.93 0.37 116 13:47:09 72 1 22,841

95 139+99 NB 22.04 13.92 9.34 6.70 5.12 1.92 0.93 103 13:48:19 33 1 6,285

96 138+00 NB 21.62 14.07 10.12 6.73 4.87 1.79 1.01 111 13:49:28 34 1 11,878

97 135+97 NB 13.22 8.99 7.04 5.62 4.85 2.58 1.52 112 13:50:34 55 1 10,663

98 133+98 NB 10.68 6.15 3.82 3.01 2.58 1.37 0.78 100 13:51:39 68 1 16,993

99 132+04 NB 14.80 9.54 6.75 4.96 3.88 1.65 0.96 77 13:52:45 49 1 15,476

100 130+00 NB 15.36 10.55 7.54 5.31 4.17 1.81 0.93 113 13:53:53 47 1 8,305

101 128+00 NB 13.62 8.30 5.86 4.19 3.38 1.22 0.57 98 13:55:48 53 1 16,710

102 125+90 NB 27.95 17.91 12.92 8.72 6.18 1.62 0.61 110 13:57:11 26 1 5,716

103 124+00 NB 18.91 13.49 9.73 7.13 5.45 2.01 0.91 110 13:58:17 38 1 4,462

104 121+99 NB 9.35 6.08 4.60 3.57 2.88 1.50 1.03 110 13:59:21 78 1 32,503

105 119+99 NB 10.50 6.28 4.61 2.98 2.05 0.65 0.35 112 14:00:30 69 1 33,233

106 117+88 NB 29.56 17.84 11.38 7.36 5.28 1.63 0.69 115 14:01:40 25 1 11,900

107 116+03 NB 111.44 59.07 30.32 7.67 2.58 1.03 0.56 115 14:03:21 7 1 2,607

108 113+99 NB 8.02 5.25 3.57 2.30 1.65 0.67 0.45 88 14:04:42 91 1 49,773

109 111+97 NB 15.91 12.63 6.63 3.15 1.94 1.24 0.81 93 14:05:55 46 1 21,025

110 110+00 NB 20.39 10.91 6.26 3.87 2.87 1.36 0.87 112 14:08:26 36 1 28,434

111 107+92 NB 20.38 12.40 7.29 4.37 2.98 1.03 0.67 102 14:09:31 36 1 23,506

Test No. Test Station Test Line Boring D 0, mils D 1, mils D 2, mils D 3, mils D 5, mils D 6, mils D 8, mils

Surface Temp., °F Time

Surface Modulus, Ksi Analysis Unit

Subgrade MR at 6 psi Deviator Stress, psi

112 106+02 NB 8.71 5.62 4.12 3.23 2.64 1.14 0.53 105 14:10:36 83 1 28,391

113 104+00 NB 17.11 11.18 7.58 5.21 4.04 1.76 0.91 106 14:11:32 42 1 18,372

114 102+00 NB 17.27 11.49 7.98 5.46 3.99 1.32 0.62 114 14:12:35 42 1 12,346

115 103+72 NB 17.55 10.68 7.08 4.77 3.62 1.20 0.50 110 14:14:08 41 1 13,659

116 99+98 NB 15.14 9.34 5.97 3.78 2.61 0.53 0.18 114 14:15:46 48 1 26,495

117 98+00 NB 18.36 12.43 8.83 6.34 4.90 2.10 1.13 80 14:16:48 40 1 8,719

118 96+00 NB 12.93 7.92 5.54 4.10 3.35 1.49 0.77 114 14:17:58 56 1 23,653

119 94+01 NB 11.25 7.01 5.16 3.73 2.85 0.99 0.44 110 14:19:21 65 1 18,620

120 92+02 NB 12.53 7.57 4.76 3.29 2.41 0.90 0.44 117 14:20:48 58 1 24,651

121 89+99 NB 6.87 3.69 2.11 1.46 1.13 0.40 0.16 114 14:22:00 106 1 88,296

122 87+85 NB 16.96 11.09 7.63 5.12 3.81 1.51 0.73 107 14:23:04 43 1 17,059

123 86+13 NB 27.03 20.75 14.69 9.87 7.00 2.26 1.30 107 14:24:38 27 1 6,759

124 84+03 NB 15.16 9.97 6.95 4.69 3.30 0.96 0.42 109 14:25:58 48 1 12,362

125 81+96 NB 52.11 36.50 26.85 18.01 13.69 5.14 2.85 113 14:27:08 14 1 4,375

126 79+89 NB 8.97 5.79 4.18 3.17 2.64 1.50 0.99 116 14:28:14 81 1 31,116

127 77+97 NB 10.37 7.15 5.48 4.24 3.50 1.47 0.57 114 14:29:16 70 1 20,788

128 76+00 NB 11.85 7.19 4.59 2.82 1.85 0.37 0.14 88 14:30:38 61 1 30,703

129 73+99 NB 13.86 9.04 6.71 5.10 4.20 1.83 0.81 105 14:31:46 52 1 4,617

130 72+03 NB 12.36 8.66 6.62 5.20 4.26 1.98 1.01 113 14:32:52 59 1 7,539

131 70+00 NB 9.86 6.29 4.41 3.11 2.39 0.77 0.29 116 14:34:00 74 1 41,917

132 68+00 NB 9.30 6.05 4.29 3.13 2.45 0.84 0.30 113 14:35:13 78 1 21,146

133 65+99 NB 16.56 10.55 7.57 5.32 3.95 1.32 0.52 114 14:36:40 44 1 12,627

134 64+00 NB 17.67 11.81 8.91 6.89 5.51 2.09 0.84 112 14:37:59 41 1 11,423

135 62+00 NB 19.08 13.90 10.56 7.97 6.24 2.28 1.06 114 14:39:10 38 1 4,285

136 59+89 NB 10.62 7.25 5.40 4.08 3.20 1.36 0.67 115 14:40:20 68 1 22,966

137 58+00 NB 14.64 9.81 7.15 5.41 4.30 1.69 0.85 104 14:41:31 50 1 8,370

138 56+00 NB 9.75 5.66 3.92 2.57 1.76 0.38 0.16 112 14:42:57 75 1 38,426

139 54+00 NB 13.19 8.57 6.32 4.85 3.84 1.48 0.50 108 14:44:08 55 1 16,277

140 52+00 NB 11.76 8.00 6.02 4.66 3.76 1.69 0.71 115 14:45:41 62 1 21,692

141 50+00 NB 19.66 14.04 10.44 7.84 5.25 1.47 0.20 113 14:46:53 37 1 7,343

142 47+98 NB 18.29 11.25 7.72 5.32 4.15 1.62 0.61 109 14:48:08 40 1 15,401

143 45+97 NB 13.38 7.91 5.43 3.74 2.90 1.25 0.68 102 14:49:15 54 1 26,201

144 43+81 NB 20.40 12.82 9.01 6.63 5.17 1.94 1.10 111 14:50:24 36 1 11,609

145 41+94 NB -181.65 -78.35 -17.28 6.24 6.87 1.99 0.54 103 14:52:17 -4 Road Washed Out 246

146 41+54 NB 81.60 49.88 23.44 10.84 4.31 1.20 0.68 108 14:53:52 9 1 2,743

147 39+99 NB 28.47 17.53 11.69 7.17 5.13 1.25 0.49 105 14:55:20 26 1 15,087

148 37+94 NB 21.20 11.16 6.55 3.48 2.06 0.34 0.12 113 14:57:07 34 1 18,961

149 36+00 NB 22.33 11.99 7.15 4.21 2.60 0.56 0.32 95 14:58:32 33 1 17,605

150 34+00 NB 22.22 13.59 9.70 6.92 5.26 2.04 1.15 108 14:59:43 33 1 11,977

Test No. Test Station Test Line Boring D 0, mils D 1, mils D 2, mils D 3, mils D 5, mils D 6, mils D 8, mils

Surface Temp., °F Time

Surface Modulus, Ksi Analysis Unit

Subgrade MR at 6 psi Deviator Stress, psi

151 31+99 NB 29.79 21.74 16.23 11.73 8.85 2.31 0.87 108 15:00:53 24 1 9,622

152 29+98 NB 25.15 18.70 14.24 10.72 8.19 2.87 1.34 112 15:02:03 29 1 3,522

153 28+00 NB 12.90 8.61 6.61 5.39 4.71 2.65 1.53 112 15:03:14 56 1 9,483

154 25+92 NB 9.87 6.37 4.75 3.70 3.16 1.65 1.01 91 15:04:29 74 1 20,115

155 24+00 NB 14.45 10.73 8.55 6.95 5.84 2.71 1.28 106 15:05:43 50 1 3,866

156 38+82 NB B-2 20.13 12.76 8.19 5.06 3.44 0.74 0.29 89 15:14:07 36 1 18,964

157 21+99 NB 33.91 24.41 18.56 13.48 10.15 2.73 1.29 113 15:16:21 21 1 3,589

158 20+01 NB 19.04 12.52 8.96 6.29 4.71 1.22 0.44 110 15:17:40 38 1 7,416

159 18+00 NB 18.77 13.07 9.44 6.49 4.82 1.35 0.54 97 15:18:50 39 1 8,089

160 16+00 NB 24.63 16.20 10.78 7.06 5.40 2.42 1.32 85 15:20:46 30 1 18,056

161 13+98 NB 18.55 13.09 9.55 6.95 5.43 1.97 0.91 97 15:22:01 39 1 5,028

162 12+00 NB 16.74 10.67 7.08 4.77 3.67 1.46 0.69 108 15:23:11 43 1 17,973

163 18+35 NB B-1 17.75 11.67 7.93 5.36 3.94 1.43 0.64 101 15:29:39 41 1 14,467

Statistical Summary

Analysis Unit From To Direction

Average D0, mils

Average Subgrade MR at 6 psi Deviator Stress, psi

1 11+00 163+00 NB/SB 20.29 16,459

Design Subgrade Resilient Modulus for AASHTO Reconstruction Analysis

Analysis Unit From To Direction

2.3 Percentile/

0.70 Subgrade

Modulus, psi

Design Subgrade Modulus, psi

1 11+00 163+00 NB/SB 5,405 5,400

Table 2B - 20-YEAR TRAFFIC LOADING ANALYSIS

Information from 2016 Oregon FLAP Application

ADT 2016

20-Year

Projections North End of Project 272 400 South End of Project 70 150 Percent Trucks 1 - 2% 1 - 2% Total Number of Trucks 5.44 8 Critical traffic loading case

Traffic Loading Analysis Design Period, yrs: 20

(1) (2) (3) (4) (5) (6) FHWA % No. of Total Truck Number of

Truck Class Trucks Trucks/day LEF 20-Yr Design Period Axle Passes Class 5 70% 6 104 11,648 81,760 Class 6 20% 2 284 9,088 35,040 Class 9 10% 1 466 7,456 29,200

Totals 28,192 146,000

20 Year Design Traffic Loading, ESALs: 28,200

(1) Information regarding the FHWA truck classification distribution was not provided. Based on conversation with Umatilla County and observations during a site visit, we selected the distribution of trucks shown above using the critical case.

(2) No. of trucks/day = % trucks (from column (2))* estimated ADT for the critical case using 20-year traffic projections

(4) LEF = load equivalency factor (i.e. number of equivalent 18-kip single axle loads, ESALs, per truck), based on ODOT.

(5) 20-Yr Traffic = No. of trucks/day * LEF * 20-years

(6) Number of axles passes used in the Giroud & Han aggregate thickness design analysis.

B-1 B-2

B-3

B-4 B-5 B-6

0.00

20.00

40.00

60.00

80.00

100.00

120.00

10+00 20+00 30+00 40+00 50+00 60+00 70+00 80+00 90+00 100+00 110+00 120+00 130+00 140+00 150+00 160+00

N or m al ize d

9, 0-lb

D ef le ct io n, m ils

FWD Test Station (10+00 = Pavement Change at OR-WA Border)

Figure 1B - 9-KIP NORMALIZED DEFLECTIONS FOR TRAVEL LANES

MILL CREEK ROAD

Northbound Lane

Southbound Lane

Cores

+0

PC

O R-

W A

Bo rd er

3+

C L

Ti ge r C re ek R d

R IG

SEP. 2020 JOB NO. 6307-A FIG. 2B

AB THICKNESS DESIGN

R IG

SEP. 2020 JOB NO. 6307-A FIG. 3B

PULLOUT AB

THICKNESS DESIGN ANALYSIS