HomeMy WebLinkAboutHARMONY 23 - Filed SEPD-SURFACE EXPLORATION/PAVEMENT DESIGN REPORT - 2018-04-10Kumar & Associates, Inc.
TABLE OF CONTENTS
SUMMARY ....................................................................................................................................1
PURPOSE AND SCOPE OF STUDY ...........................................................................................2
PROPOSED DEVELOPMENT......................................................................................................2
SITE CONDITIONS.......................................................................................................................2
SUBSURFACE CONDITIONS ......................................................................................................3
GEOTECHNICAL ENGINEERING CONSIDERATIONS ..............................................................4
WATER SOLUBLE SULFATES ....................................................................................................5
SITE GRADING.............................................................................................................................5
PAVEMENT DESIGN....................................................................................................................7
DESIGN AND CONSTRUCTION SUPPORT SERVICES ..........................................................10
LIMITATIONS..............................................................................................................................10
FIG. 1 – LOCATION OF EXPLORATORY BORINGS
FIG. 2 – LOGS OF EXPLORATORY BORINGS
FIG. 3 – LEGEND AND NOTES
FIGS. 4 through 7 – SWELL-CONSOLIDATION TEST RESULTS
FIG. 8 – GRADATION TEST RESULTS
FIG. 9 – HVEEM STABILOMETER TEST RESULTS
FIG. 10 – MOISTURE-DENSITY (PROCTOR) TEST RESULTS
TABLE I – SUMMARY OF LABORATORY TEST RESULTS
APPENDIX A – DARWIN™ SOFTWARE OUTPUT
Kumar & Associates, Inc.
SUMMARY
1. A total of fourteen exploratory borings were drilled for this study. The subsurface
conditions encountered in the eight exploratory borings located outside of the utility
trenches (Borings 1 through 8) were approximately 1.5 to 3 feet of man-placed fill material
consisting of lean clay with sand to clayey sand underlain by interbedded layers of natural
clayey soils and natural granular soils that continued the explored depths of about 10 feet
below the ground surface. The clayey soils consisted of lean clay with sand to sandy lean
clay while the granular soils consisted of silty sand to clayey sand to poorly graded sand
with silt and gravel. The subsurface conditions encountered in the six exploratory borings
located within the zone of utility trench backfill (Borings 3A through 8A) were man-placed
fill material consisting of lean clay with sand to clayey sand, which extended to the
explored depths of about 5 feet below the ground surface.
Groundwater was not encountered in the borings at the time of drilling.
2. The following table presents a summary of the recommended pavement thicknesses:
Pavement Thickness Requirements
Minimum Composite Asphalt Section,
Asphalt over Base Course (inches)
Rigid Pavement Thickness (inches)
Roadway
Classification
No Flyash
Subgrade
With Minimum of 12”
flyash subgrade
treatment
No Flyash
Subgrade
With Minimum of
12” flyash subgrade
treatment
Six-Lane Arterial
(Harmony Road)
8½ over 14 8½ over 10 9 8½
Two-Lane Arterial
(Strauss Cabin Road)
7½ over 11 7½ over 6.5 7½ 7
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PURPOSE AND SCOPE OF STUDY
This report presents the results of a geotechnical engineering study and final pavement thickness
design for Strauss Cabin Road and portions of Harmony Road within the project limits located
near the intersection of Harmony Road and Strauss Cabin Road in Fort Collins, Colorado. The
study was conducted for the purpose of developing site paving recommendations.
A field exploration program consisting of exploratory borings was conducted to obtain information
on subsurface conditions. Samples of the soils obtained during the field exploration program
were tested in the laboratory to determine their classification and engineering characteristics. The
results of the field exploration program and laboratory testing were analyzed to develop
geotechnical engineering recommendations for use in site earthwork and in design and
construction of the proposed development.
This report has been prepared to summarize the data obtained during this study and to present
our conclusions and recommendations based on the proposed construction and the subsurface
conditions encountered. Design parameters and a discussion of geotechnical engineering
considerations related to construction of the proposed development are included in the report.
PROPOSED CONSTRUCTION
Strauss Cabin Road is being reconstructed within the project limits of the on-going Harmony 23
development located west of Strauss Cabin Road and south of Harmony Road. The proposed
roadway segments associated with the Strauss Cabin Road reconstruction has an approximate
3,000 feet total length and will occur between Harmony Road and Rock Creek Drive. Also
included in the project is a right turn lane from eastbound Harmony Road to southbound Strauss
Cabin Road. The turn lane will extend approximately 500 feet west of the intersection of Harmony
Road and Strauss Cabin Road.
If the proposed development varies significantly from that generally described above or depicted
throughout this report, we should be notified to reevaluate the recommendations provided herein.
SITE CONDITIONS
At the time of drilling for this study, the site was vacant of structures and had previously been
graded. Buried utilities had been installed within the roadway template. At the time of drilling, the
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site was bordered on the west by active construction for a new Harmony 23 development,
Harmony Road to the north, and ponds (former gravel pits) to the east.
SUBSURFACE CONDITIONS
Information on the subsurface conditions was obtained by drilling a total of 14 exploratory borings
at the locations shown on Fig. 1. Graphic logs of the borings and a legend and notes describing
the soils encountered are presented on Fig. 2.
Per the Larimer County Urban Area Street Standards (LCUASS), borings were drilled at spacings
of approximately 500 feet, with at least one boring per roadway segment. LCUASS requires that
exploratory borings be drilled outside of utility trenches as well as within utility trenches (where
present). Borings located outside of utility trenches are to be drilled to depths of at least 10 feet
and borings drilled within utility trenches be drilled to depths of at least 5 feet.
Borings Outside of Utility Trenches: The subsurface conditions encountered in the eight
exploratory borings located outside of the utility trenches (Borings 1 through 8) were
approximately 1.5 to 3 feet of man-placed fill material consisting of lean clay with sand to clayey
sand underlain by interbedded layers of natural clayey soils and natural granular soils that
continued the explored depths of about 10 feet below the ground surface. The clayey soils
consisted of lean clay with sand to sandy lean clay while the granular soils consisted of silty sand
to clayey sand to poorly graded sand with silt and gravel.
Borings Drilled within Utility Trenches: The subsurface conditions encountered in the six
exploratory borings located within the zone of utility trench backfill (Borings 3A through 8A) were
man-placed fill material consisting of lean clay with sand to clayey sand, which extended to the
explored depths of about 5 feet below the ground surface.
The man-placed fill material was fine to coarse grained with gravel, slightly moist to moist and
brown to black. The natural clayey soil was fine to coarse grained, moist and gray to brown. The
natural granular soil was fine to coarse grained with gravel, moist, and brown. Based on sampler
penetration resistance, the natural clayey soil had consistencies ranging from stiff to very stiff and
the natural granular soils had consistencies ranging from loose to dense.
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Groundwater was not encountered in the borings at the time of drilling and were backfilled
immediately upon completion of drilling activities.
Laboratory Testing: Laboratory test results are presented adjacent to the boring logs on Fig. 2
and are summarized in Table I. The results of swell-consolidation tests, presented on Figs. 4
through 7, indicate that the clayey overburden soils generally exhibit low consolidation potential
to low swell potential when wetted under surcharge pressures of 150 psf. The swell testing
indicated the existing fill materials outside of the utility trenches ranging from 0.1% consolidation
potential to 0.3% swell potential under a 150 psf surcharge. The swell testing indicated the
existing fill materials within the utility trench backfill zone ranged from exhibiting no movement to
a swell potential of approximately 0.4% under a 150 psf surcharge pressure. The natural clay
soils exhibited a swell potential of approximately 0.1% under a 150 psf surcharge pressure.
GEOTECHNICAL ENGINEERING CONSIDERATIONS
We understand that the design team has elected to utilize chemically treated subgrade for the
construction of Strauss Cabin Road and the Harmony Road turn lane. The chemical treatment is
to include blending 12% flyash with the on-site subgrade to a depth of 12 inches below the
proposed pavement section subgrade elevation.
Chemical stabilization of pavement subgrades is a common technique to reduce or eliminate
subexcavation, moisture conditioning and replacement of expansive soils. At this project site, we
believe that the chemical stabilization will be beneficial in reducing the potential for heaving
movements of the underlying soils and that no additional subexcavation will be required.
All efforts possible should be made to ensure that surface water on the site is allowed to sheet-
flow to an off-site location such as a storm sewer inlet or water quality pond. It is critical to the
performance of the pavement that the pavement surfaces be properly maintained. Proper
maintenance may include sealing of cracks that appear in the pavement surface. More
aggressive cleaning and sealing techniques may be required if larger cracks develop.
Flatwork, such as sidewalks should be placed on subgrade prepared similar to those constructed
for pavements as recommended below.
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Kumar & Associates, Inc.
WATER SOLUBLE SULFATES
The concentration of water soluble sulfates measured in samples of the subgrade soils obtained
from the exploratory borings ranged from 0.27% to 0.31%. This concentration of water soluble
sulfates represents a Class 2 severity exposure to sulfate attack on concrete exposed to these
materials. The degree of attack is based on a range of Class 0, Class 1, Class 2, and Class 3
severity exposure as presented in ACI 201.
Based on the laboratory data and our experience, we recommend all concrete exposed to the on-
site materials meet the cement requirements for Class 2 exposure as presented in ACI 201.
Alternatively, the concrete could meet the Colorado Department of Transportation’s (CDOT)
cement requirements for Class 2 exposure as presented in Section 601.04 of the CDOT Standard
Specifications for Road and Bridge Construction (2011).
SITE GRADING
Permanent Cut Slopes: Permanent unretained cuts in the overburden soils less than 10 feet in
height should be sloped to 3 horizontal to 1 vertical, although flatter slopes may be desired due
to erosion and revegetation considerations. The risk of slope instability will be significantly
increased if seepage is encountered in cuts. If seepage is encountered in permanent
excavations, an investigation should be conducted to determine if the seepage will adversely
affect the cut stability. Based on our understanding of the maximum depths anticipated for site
grading, it does not appear that slope instability due to groundwater seepage will typically be a
concern. However, it could be of concern regarding temporary stability in deep excavations for
site utilities.
Permanent Fills and Embankments: Fill slopes up to 10 feet in height can be used if the fill slopes
do not exceed 3 horizontal to 1 vertical and the fills are properly compacted and drained. The
ground surface underlying all fills should be carefully prepared by removing all organic matter,
scarification to a depth of 12 inches and compacting to 95% of the standard Proctor maximum
dry density at a moisture content near optimum to provide a uniform base for fill placement. Fills
should be benched into cuts exceeding 4 horizontal to 1 vertical.
Good surface drainage should be provided around all permanent cuts and fills to direct surface
runoff away from the slope faces. Fill slopes, cut slopes and other stripped areas should be
protected against erosion by revegetation or other methods.
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Temporary Excavations: For temporary excavations that occur during site grading, the natural
clays classify as OSHA Type C or Type B soils. All excavations should be constructed in
accordance with the applicable OSHA regulations. If groundwater is encountered, the
geotechnical engineer should be notified so that additional recommendations can be provided, if
necessary.
Material Specifications: The following recommendations for material specifications are presented
for new fills on the project site. A geotechnical engineer should evaluate the suitability of all
proposed import fill material, if required, for the project prior to placement.
1. Imported Fill: Imported fill (if necessary) should contain 20 to 70 percent passing the No.
200 sieve, have a maximum liquid limit of 40 and a maximum plasticity index of 15. Also,
the swell potential of non-expansive fill materials when remolded to 95% of the standard
Proctor (ASTM D 698) maximum dry density at optimum moisture content should be less
than 2% when wetted under a 150 psf surcharge pressure.
2. Pavement Subgrade: The upper 2 feet of pavement subgrade fill should consist of the
moisture conditioned on-site overburden soils or imported materials with the top 12 inches
being chemically stabilized as discussed above.
3. Aggregate Base Course: Material should satisfy material requirements for CDOT Class 5
or Class 6 aggregate base course.
4. Material Suitability: It is the intent of the recommendations provided herein to use the on-
site soils for required fills on the site.
All fill material should be free of vegetation, brush, sod and other deleterious substances
and should not contain rocks, debris or lumps having a diameter of more than 4 inches.
Rocks, debris or lumps should be dispersed throughout the fill and "nesting" of these
materials should be avoided. The geotechnical engineer should evaluate the suitability of
proposed import fill materials prior to placement.
Compaction Specifications: We recommend the following compaction criteria be used on the
project:
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1. Moisture Content: Fill materials should be compacted as outlined below with moisture
contents between optimum and 3 percentage points above optimum moisture. The on-
site soils may become somewhat unstable and deform under wheel loads if placed near
the upper end of the recommended moisture range.
2. Degree of Compaction: The following compaction criteria should be followed during
construction:
Area
Percentage of
Standard Proctor
Maximum Dry Density
(ASTM D 698/
AASHTO T-99)
Percentage of
Modified Proctor
Maximum Dry Density
(ASTM D 1557,
AASHTO T-180)
Fills Beneath Pavements
and Exterior Flatwork
95 N/A
Utility Trenches 95 N/A
Base Course N/A 95
3. A representative of the geotechnical engineer should observe fill placement on a full time
basis.
PAVEMENT DESIGN
A pavement section is a layered system designed to distribute concentrated traffic loads to the
subgrade. Performance of the pavement structure is directly related to the physical properties of
the subgrade soils and traffic loadings. Pavement design procedures are based on strength
properties of the subgrade and pavement materials assuming stable, uniform conditions. Soils
are represented for pavement design purposes by means of a soil support value for flexible
pavements. This values is empirically related to strength.
Subgrade Materials: Based on the results of the field and laboratory studies, the subgrade
materials at the site generally classify between A-2-4 and A-7-6 soils in accordance with the
American Association of State Highway and Transportation Officials (AASHTO) classification
system. These soils are generally considered to provide fair to poor subgrade support. R-Value
testing of a composite sample taken from the subgrade resulted in an R-Value of 23. This
magnitude of R-Value would typically correlate to a soil support value, resilient modulus (Mr), of
approximately 5,300 psi; however, based on some of the interblended clayey soils found in the
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borings, an Mr value of 4,000 psi was selected for use in design of the flexible pavements and a
corrected modulus of subgrade reaction of 40 pci was selected for rigid pavements.
Design Traffic: We have assumed that the Harmony Road turn lane pavements will be classified
under the Larimer County Urban Area Streets Standards (LCUASS) as a “Six-Lane Arterial”
roadway and that Strauss Cabin Road will classify as a “Two-Lane Arterial”. LCUASS specifies
a minimum equivalent 18-kip daily load application (EDLA) of 300 for roadways classified as Six-
Lane Arterial and an EDLA of 50 for roadways classified as Major Collector.
Pavement Design: The pavement thicknesses were determined in accordance with the 1993
AASHTO pavement design procedures utilizing the DARWin™ software program. Printouts of
the software outputs are provided in the appendix of this report. The following design parameters
were extracted from the LCUASS document based on the type of roadway:
Flexible Pavement Design Parameters
Pavement Design
Parameter Identification
Harmony Road Turn Lane
Strauss Cabin Road Design
Values
Initial Serviceability 4.5 4.5
Serviceability Index (SI) 2.0 2.0
Resilient Modulus, Mr (psi) 4,000 4,000
Standard Deviation 0.44 0.44
Asphalt Pavement
Structural Coefficient
0.44 0.44
Aggregate Base Course
Structural Coefficient
0.11 0.11
Flyash Structural
Coefficient
0.10 0.10
Reliability 90% 90%
Minimum Asphalt for
Composite Section (inches)
8.5 7.5
All of the rigid pavement section alternatives presented below utilized the same initial
serviceability and serviceability index values for the corresponding roadway classification given
above for flexible pavements. Per LCUASS, the working stress of the concrete shall be 75% of
the flexural strength. The flexural strength is assumed to have a minimum flexural strength of
600 psi, therefore the value used for design is 450 psi. A standard deviation of 0.34 was used for
design purposes.
The above loading and soil property information was incorporated into DARWin™, a proprietary
software program that solves the AASTHO 1993 pavement design equations. Results of the
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program outputs are presented in Appendix A. The program computed structural numbers of the
pavement sections as listed below:
Pavement Structural Numbers
Structural Number
Flexible Pavement Rigid Pavements
Roadway Classification
Calculated
Minimum
Required
Calculated
Minimum
Required
Six-Lane Arterial (Harmony Road) 4.43 5.25 N/A N/A
Two-Lane Arterial (Strauss Cabin
Road)
3.81 4.51 N/A N/A
The following table presents a summary of the pavement thickness calculations using the larger
of the structural numbers above for each roadway classification as appropriate:
Pavement Thickness Requirements
Minimum Composite Asphalt Section,
Asphalt over Base Course (inches)
Rigid Pavement Thickness (inches)
Roadway
Classification
No Flyash
Subgrade
With Minimum of 12”
flyash subgrade
treatment
No Flyash
Subgrade
With Minimum of
12” flyash subgrade
treatment
Six-Lane Arterial
(Harmony Road)
8½ over 14 8½ over 10 9 8½
Two-Lane Arterial
(Strauss Cabin Road)
7½ over 11 7½ over 6.5 7½ 7
It should be noted that LCUASS requires that 2 inches be deducted from the total thickness of
chemical treatment to calculate the structural number. Without compressive strength testing, the
structural coefficient for the chemically treated subgrade is reduced to 0.05 instead of 0.10 for
areas with compressive strength specimens. Therefore, assuming that 12 inches of flyash treated
was constructed in the roadways and there are no compressive strength specimens constructed,
the structural number is decreased by 0.5 (10 inches times 0.05) as a result of including the flyash
treated subgrade in the pavement thickness calculations.
As indicated in the above table, incorporation of chemically treated subgrade on this site does not
result in a decreased pavement section thickness.
Pavement Materials: Hot mix asphalt (HMA) and Portland cement concrete (PCCP) pavement
should meet the latest applicable requirements, including the CDOT Standard Specifications for
Road and Bridge Construction. We recommend that the asphalt placed for the project be
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designed in accordance with the SuperPave gyratory mix design method. The mix should
generally meet Grading S or SX requirements with a SuperPave gyratory design revolution
(NDESIGN) of 75. Asphalt mixes should have a PG 64-22 asphalt binder We recommend that
Grading S mixes be placed with compacted lift thicknesses between 2.25 and 3 inches. Grading
SX mixes should be placed such that final compacted lift thicknesses range from 1.5 to 3 inches.
Concrete should meet the current CDOT requirements for Class P concrete.
Subgrade Preparation: The pavement subgrade should be properly moisture conditioned and
compacted as outlined in the “Site Grading” section of this report. Subgrade and Flyash treated
areas should be compacted to 95% of the standard Proctor maximum dry density (ASTM D
698/AASHTO T-99) and the aggregate base course should be compacted to 95% of the modified
Proctor maximum dry density (ASTM D 1557, AASHTO T-180).
Drainage: The collection and diversion of surface drainage away from paved areas is extremely
important to the satisfactory performance of pavement. Drainage design should provide for the
removal of water from paved areas and prevent the wetting of the subgrade soils.
DESIGN AND CONSTRUCTION SUPPORT SERVICES
Kumar & Associates, Inc. should be retained to review the project plans and specifications for
conformance with the recommendations provided in our report. We are also available to assist
the design team in preparing specifications for geotechnical aspects of the project, and performing
additional studies if necessary to accommodate possible changes in the proposed construction.
We recommend that Kumar & Associates, Inc. be retained to provide construction observation
and testing services to document that the intent of this report and the requirements of the plans
and specifications are being followed during construction. This will allow us to identify possible
variations in subsurface conditions from those encountered during this study and to allow us to
re-evaluate our recommendations, if needed. We will not be responsible for implementation of
the recommendations presented in this report by others, if we are not retained to provide
construction observation and testing services.
LIMITATIONS
This study has been conducted in accordance with generally accepted geotechnical engineering
practices in this area for exclusive use by the client for design purposes. The conclusions and
recommendations submitted in this report are based upon the data obtained from the exploratory
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Kumar & Associates, Inc.
borings at the locations indicated on Fig. 1, and the proposed type of construction. This report
may not reflect subsurface variations that occur between the exploratory borings, and the nature
and extent of variations across the site may not become evident until “Site Grading” and
excavations are performed. If during construction, fill, soil, rock or water conditions appear to be
different from those described herein, Kumar & Associates, Inc. should be advised at once so that
a re-evaluation of the recommendations presented in this report can be made. Kumar &
Associates, Inc. is not responsible for liability associated with interpretation of subsurface data by
others.
The scope of services for this project does not include any environmental assessment of the site
or identification of contaminated or hazardous materials or conditions. If the owner is concerned
about the potential for such contamination, other studies should be undertaken.
Swelling soils occur on this site. Such soils are stable at their natural moisture content but will
undergo high volume changes with changes in moisture content. The recommendations
presented in this report are based on current theories and experience of our engineers on the
behavior of swelling soil in this area. The owner should be aware that there is a risk in constructing
a building in an expansive soil area. Following the recommendations given by a geotechnical
engineer, careful construction practice and prudent maintenance by the owner can, however,
decrease the risk of foundation movement due to expansive soils.
JAH/
cc: book, file
TEST SPECIMEN 1 2 3 4
Rvalue @
300 psi
MOISTURE CONTENT (%) 17.0 16.1 13.8
DENSITY (pcf) 112.4 116.3 124.8
EXPANSION PRESSURE (psi) 0.000 0.000 0.000
EXUDATION PRESSURE (psi) 231 271 668
R-VALUE 15 21 40 23
SOIL TYPE: Sandy Lean Clay (CL)
LOCATION: B-1 to B-8 at 0'-5'
DATE SAMPLED: 3/26/2018 DATE RECEIVED: 3/26/2018
DATE TESTED: 3/27/2018
GRAVEL: SAND: SILT AND CLAY:
LIQUID LIMIT: PLASTICITY INDEX:
R-VALUE
17-3-147B KUMAR & ASSOCIATES
These test results apply to the samples which were
tested. The testing report shall not be reproduced,
except in full, without the written approval of Kumar &
Associates, Inc. R-value performed in accordance with
ASTM D2844. Atterberg limits performed in accordance
with ASTM D4318. Sieve analyses performed in
accordave with ASTM D422, D1140
HVEEM STABILOMETER TEST RESULTS Fig. 9
0
10
20
30
40
50
60
70
80
90
100
0 100 200 300 400 500 600 700 800
R-Value
EXUDATION PRESSURE (psi)
Project No.: 17-3-147B
Project Name: Strauss Cabin Road
Date Sampled: March 26, 2018
Date Received: March 27, 2018
Boring Depth (Feet)
Gravel
(%)
Sand
(%)
Liquid
Limit (%)
Plasticity
(%)
1 4 3/27/18 21.6 102.6 0 25 75 42 25 A-7-6 (17) Lean Clay with Sand (CL)
2 1 3/27/18 9.5 125.4 32 44 24 28 16 A-2-6 (0) Fill: Clayey Sand with Gravel (CL)
2 9 3/27/18 6.0 48 44 8 NV NP A-2-4 (0) Poorly Graded Gravel with Silt and Sand (GP-GM)
3 1 3/27/18 16.0 115.3 0 32 68 32 17 A-6 (9) Fill: Sandy Lean Clay (CL)
3 4 3/27/18 6.6 105.5 4 77 19 NV NP A-2-4 (0) Silty Sand (SM)
3A 4 3/27/18 18.9 105.6 16 31 53 24 7 A-4 (1) Sandy Lean Clay (CL)
4 1 3/27/18 19.9 102.1 2 39 59 39 23 0.27 A-6 (10) Fill: Sandy Lean Clay (CL)
4A 4 3/27/18 9.6 121.3 34 40 26 27 11 A-2-6 (0) Fill: Clayey Sand with Gravel (SC)
5 1 3/27/18 4.6 103.3 0 40 60 29 18 A-6 (7) Fill: Sandy Lean Clay (CL)
5A 1 3/27/18 15.5 111.6 0 33 67 29 17 A-6 (8) Fill: Sandy Lean Clay (CL)
6 4 3/27/18 16.4 113.4 0 25 75 34 21 A-6 (13) Lean Clay with Sand (CL)
6A 1 3/27/18 7.0 125.9 26 48 26 27 14 A-2-6 (0) Fill: Clayey Sand with Gravel SC)
7 1 3/27/18 15.4 117.8 0 38 62 31 20 A-6 (9) Fill: Sandy Lean Clay (CL)
7A 1 3/27/18 15.6 112.8 0 39 61 31 17 A-6 (7) Fill: Sandy Lean Clay (CL)
8 1 3/27/18 12.4 123.3 0 38 62 31 20 A-6 (9) Fill: Sandy Lean Clay (CL)
1-8 0-5 3/27/18 13.2* 117.6* 5 45 50 30 14 23 0.31 A-6 (4) Sandy Lean Clay (CL)
Table I
* - Optimum moisture content and maximum dry density as determined by standard Proctor (ASTM D 698)
Water
Soluble
Sulfates
(%)
AASHTO
Classification (Group
Index) Soil or Bedrock Type
Summary of Laboratory Test Results
R-Value
Atterberg Limits
Percent
Passing
No. 200
Sieve
Gradation
Natural
Dry
Density
(pcf)
Natural
Moisture
Content
(%)
Date
Tested
Sample Location
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Flexible Structural Design Module
Harmony Road Turn Lane
LCUASS Classification: Six-Lane Arterial
12" Flyash Subgrade Treatment
Flexible Structural Design
18-kip ESALs Over Initial Performance Period 2,190,000
Initial Serviceability 4.5
Terminal Serviceability 2.3
Reliability Level 85 %
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 4,000 psi
Stage Construction 1
Calculated Design Structural Number 4.41 in
Specified Layer Design
Layer
Material Description
Struct
Coef.
(Ai)
Drain
Coef.
(Mi)
Thickness
(Di)(in)
Width
(ft)
Calculated
SN (in)
1 Hot Mixed Asphalt 0.44 1 8.5 - 3.74
2 Aggregate Base Course 0.11 1 10 - 1.10
3 Flyash Treated Subgrade 0.05 1 10 - 0.50
Total - - - 28.50 - 5.34
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Flexible Structural Design Module
Harmony Road Turn Lane
LCUASS Classification: Six-Lane Arterial
Flexible Structural Design
18-kip ESALs Over Initial Performance Period 2,190,000
Initial Serviceability 4.5
Terminal Serviceability 2.3
Reliability Level 85 %
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 4,000 psi
Stage Construction 1
Calculated Design Structural Number 4.41 in
Specified Layer Design
Layer
Material Description
Struct
Coef.
(Ai)
Drain
Coef.
(Mi)
Thickness
(Di)(in)
Width
(ft)
Calculated
SN (in)
1 Hot Mixed Asphalt 0.44 1 8.5 - 3.74
2 Aggregate Base Course 0.11 1 14 - 1.54
Total - - - 22.50 - 5.28
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Rigid Structural Design Module
Harmony Road Turn Lane
LCUASS Classification: Six Lane Arterial
12" Flyash Subgrade Treatment
Rigid Structural Design
Pavement Type JPCP
18-kip ESALs Over Initial Performance Period 2,190,000
Initial Serviceability 4.5
Terminal Serviceability 2
28-day Mean PCC Modulus of Rupture 450 psi
28-day Mean Elastic Modulus of Slab 3,400,000 psi
Mean Effective k-value 120 psi/in
Reliability Level 90 %
Overall Standard Deviation 0.34
Load Transfer Coefficient, J 2.6
Overall Drainage Coefficient, Cd 1
Calculated Design Thickness 8.32 in
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Rigid Structural Design Module
Harmony Road Turn Lane
LCUASS Classification: Six Lane Arterial
Rigid Structural Design
Pavement Type JPCP
18-kip ESALs Over Initial Performance Period 2,190,000
Initial Serviceability 4.5
Terminal Serviceability 2
28-day Mean PCC Modulus of Rupture 450 psi
28-day Mean Elastic Modulus of Slab 3,400,000 psi
Mean Effective k-value 40 psi/in
Reliability Level 90 %
Overall Standard Deviation 0.34
Load Transfer Coefficient, J 2.6
Overall Drainage Coefficient, Cd 1
Calculated Design Thickness 8.76 in
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Flexible Structural Design Module
Strauss Cabin Road
LCUASS Classification:Two-Lane Arterial
12" Flyash Subgrade Treatment
Flexible Structural Design
18-kip ESALs Over Initial Performance Period 730,000
Initial Serviceability 4.5
Terminal Serviceability 2
Reliability Level 90 %
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 4,000 psi
Stage Construction 1
Calculated Design Structural Number 3.81 in
Specified Layer Design
Layer
Material Description
Struct
Coef.
(Ai)
Drain
Coef.
(Mi)
Thickness
(Di)(in)
Width
(ft)
Calculated
SN (in)
1 Hot Mixed Asphalt 0.44 1 7.5 - 3.30
2 Aggregate Base Course 0.11 1 6.5 - 0.71
3 Flyash Treated Subgrade 0.05 1 10 - 0.50
Total - - - 24.00 - 4.51
*Note: This value is not represented by the inputs or an error occurred in calculation.
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Flexible Structural Design Module
Strauss Cabin Road
LCUASS Classification: Two-Lane Arterial
Flexible Structural Design
18-kip ESALs Over Initial Performance Period 730,000
Initial Serviceability 4.5
Terminal Serviceability 2
Reliability Level 90 %
Overall Standard Deviation 0.44
Roadbed Soil Resilient Modulus 4,000 psi
Stage Construction 1
Calculated Design Structural Number 3.81 in
Specified Layer Design
Layer
Material Description
Struct
Coef.
(Ai)
Drain
Coef.
(Mi)
Thickness
(Di)(in)
Width
(ft)
Calculated
SN (in)
1 Hot Mixed Asphalt 0.44 1 7.5 - 3.30
2 Aggregate Base Course 0.11 1 11 - 1.21
Total - - - 18.50 - 4.51
*Note: This value is not represented by the inputs or an error occurred in calculation.
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Rigid Structural Design Module
Strauss Cabin Road
LCUASS Classification: Two-Lane Arterial
12" Flyash Subgrade Treatment
Rigid Structural Design
Pavement Type JPCP
18-kip ESALs Over Initial Performance Period 730,000
Initial Serviceability 4.5
Terminal Serviceability 2
28-day Mean PCC Modulus of Rupture 450 psi
28-day Mean Elastic Modulus of Slab 3,400,000 psi
Mean Effective k-value 120 psi/in
Reliability Level 90 %
Overall Standard Deviation 0.34
Load Transfer Coefficient, J 2.6
Overall Drainage Coefficient, Cd 1
Calculated Design Thickness 6.93 in
Page 1
1993 AASHTO Pavement Design
DARWin Pavement Design and Analysis System
A Proprietary AASHTOWare
Computer Software Product
Kumar & Associates, Inc.
2390 South Lipan Street
Denver, Colorado
Rigid Structural Design Module
Strauss Cabin Road
LCUASS Classification: Two-Lane Arterial
Rigid Structural Design
Pavement Type JPCP
18-kip ESALs Over Initial Performance Period 730,000
Initial Serviceability 4.5
Terminal Serviceability 2
28-day Mean PCC Modulus of Rupture 450 psi
28-day Mean Elastic Modulus of Slab 3,400,000 psi
Mean Effective k-value 40 psi/in
Reliability Level 90 %
Overall Standard Deviation 0.34
Load Transfer Coefficient, J 2.6
Overall Drainage Coefficient, Cd 1
Calculated Design Thickness 7.39 in