PROPOSED BOWLDER CREEK CULVERT REPLACEMENT, HIGHWAY … · highway embankment. This report presents finalized geotechnical recommendations for the project. 2.0 GEOLOGICAL BACKGROUND

GEOTECHNICAL REPORT

PROPOSED BOWLDER CREEK

CULVERT REPLACEMENT, HIGHWAY 97

23 KM WEST OF CHETWYND, B.C.

Prepared for

B.C. MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE

NORTHERN REGION

Prepared by

GEONORTH ENGINEERING LTD.

3975 18th AVENUE

PRINCE GEORGE, B.C., V2N 1B2

Phone: 250-564-4304 Fax: 250-564-9323

PROJECT No. K-4544

March 21, 2018


B.C. Ministry of Transportation and Infrastructure - Northern Region March 21, 2018

Geotechnical Report, Proposed Bowlder Creek Culvert Replacement,

Highway 97, 23 km West Of Chetwynd, B.C. File No. K-4544

TABLE OF CONTENTS

Page No.

1.0 INTRODUCTION 1

2.0 GEOLOGICAL BACKGROUND 1

3.0 SITE INVESTIGATION

AND SUBSURFACE CONDITIONS 2

4.0 DISCUSSION AND RECOMMENDATIONS 4

4.1 Pile Foundations 5

4.2 Seismic Design Considerations 7

4.3 Earth Embankment Fills and

Barrier Flare Embankment Widening 7

4.4 Retaining Walls 9

4.5 Bridge End Fill 10

4.6 Pavement Structure 11

4.7 Spread Footing Foundations 11

4.8 Trench Crossings 12

4.9 Aggregates and Fill 13

5.0 CONSTRUCTION REVIEW 13

6.0 CLOSURE 14





APPENDICES

APPENDIX A

Site Location Plan Drawing 4544-A1

Site Plan Showing Drill Hole Locations Drawing 4544-A2

Profile Along Existing Road Centreline Drawing 4544-A3

APPENDIX B

Drill Hole Summary Logs 11 pages

Materials Classification Legend 1 page

APPENDIX C

Laboratory Test Results Plates 4544-C1 to C7

APPENDIX D

Typical Embankment Widening Detail Drawing 4544-D1

Lock Block Retaining Wall Drawing 4544-D2

Typical Lateral Earth Pressures Drawing 4544-D3

Transition Detail: Existing to New Road Structure Drawing 4544-D4

Details of Trench for Culvert Installation Drawing 4544-D5





1.0 INTRODUCTION

B.C. Ministry of Transportation and Infrastructure (BCMoTI) is replacing an existing

culvert at Bowlder Creek on Highway 97 and commissioned GeoNorth Engineering Ltd.

(GeoNorth) to carry out a geotechnical investigation at the crossing. The work was carried out

under “As and When” Contract Number 860C5933. The crossing is about 100 m west of the

intersection with Hasler Road and about 23 km west of Chetwynd, B.C., at BCMoTI Landmark

Kilometre Inventory segment 1161, Okanagan-Cariboo-Alaska, kilometre 123.16. Bowlder

Creek is a tributary of Pine River. The confluence with Pine River is about 0.5 km south of the

highway crossing. The site location is shown on Drawing 4544-A1, in Appendix A.

The existing crossing is an approximately 4.5 m high soil embankment with a 2.4 m

diameter corrugated steel culvert. The new crossing will be a 31.5 m long steel girder and

concrete deck bridge. The bridge will be supported at the west and east abutments by single

rows of four 762 mm diameter by 12 mm wall thickness steel closed-end pipe piles. Project

stationing, geometric details and test hole locations are shown on Drawing 4544-A2, in

Appendix A.

A previous report dated February 22, 2017 presented the results of the site investigation,

described existing subsurface stratigraphy and presented preliminary geotechnical

recommendations for design and construction of spread footings, driven pile foundations and the

highway embankment. This report presents finalized geotechnical recommendations for the

project.

2.0 GEOLOGICAL BACKGROUND

The surficial soil deposits at the site are the result of the last glaciation, which ended with

melting of the glacial ice between about 10,000 and 12,000 years before present. Geological

Page 1 of 14





Survey of Canada Bulletin 3311 describes the chronology and landforms that were created in

Pine Valley during de-glaciation. The Bulletin indicates that early in the de-glaciation process,

Pine River Valley was inundated by a glacial lake that existed while major stream channels

further east were still covered by glacial ice, preventing drainage of the area. Pine River Valley

had been scoured and deepened by the glacial ice and was subsequently filled with sediment

carried into the glacial lake from the adjacent valley streams. As the ice further east melted, the

lake drained and the resulting stream flow cut into the valley sediments, creating the present

drainage patterns.

Fan deposits, such as those from Bowlder Creek were later deposited over the valley

floor. Fan deposits typically vary horizontally and vertically as a result of random relocation of

stream flow across the fan. Abandoned channels are sometimes filled with loose soil deposits

and peat. Sand and gravel deposited throughout active fan areas is subject to high stream flow

and typically has finer grained materials selectively removed.

Bedrock outcrops are visible along the upslope side of Highway 97 approximately 250 m

to the west. British Columbia Geological Survey maps2 maintained by the B.C. Ministry of

Energy and Mines and Responsible for Core Review show that bedrock in the area is fine grained

sedimentary rocks, shale and siltstone, of the Fort St. John Group, Hasler Formation.

3.0 SITE INVESTIGATION AND SUBSURFACE CONDITIONS

Between November 15 and 17, 2016, GeoNorth personnel observed soil and groundwater

conditions in six drill holes, designated DH16-1, 2, 3, 3A, 4 and 4A. Drilling was carried out

by Westech Drilling Corp. of Prince George. Drill holes DH16-1 and 2 were carried out to 3 m

depth, DH16-3A and 4A to 1.5 m depth, DH16-3 to 24.7 m depth and DH16-4 to 30.8 m depth.

1Mathews, W. H., 1980. Retreat of the Last Ice Sheets in Northeastern British Columbia and Adjacent

Alberta, Geological Survey of Canada Bulletin 331.

2http://www.empr.gov.bc.ca/Mining/Geoscience/MapPlace/Pages/default.aspx

Page 2 of 14





DH16-1, 2, 3A and 4A were drilled through the asphalt surface of the highway using solid-stem

augers and DH16-3 and 4 were through the gravel shoulder adjacent to the westbound and

eastbound lanes, respectively, using cased, air-rotary methods. The drill hole locations are

shown on Drawing 4544-A2. A section along the road centreline is shown on Drawing 4544-A3,

in Appendix A. All drill holes were filled with the drill cuttings and bentonite chips after they

were completed.

Samples were taken from the auger flights while drilling DH16-1, 2, 3A and 4A, for soil

identification and laboratory testing.

Standard penetration tests (SPTs) (ASTM D1586) were carried out in DH16-3 and 4 at

0.75 m intervals above 6 m depth, then at 1.5 m intervals to 15 m depth, and at 3 m intervals to

the bottom of the drill holes. SPT N values provide an indication of the relative density of a soil

deposit, and are used to calculate foundation bearing capacity and settlement. The SPT allows

a soil sample to be collected. Our field personnel logged soil conditions based on the samples

recovered from the SPT, supplemented with information provided from the drill cuttings.

Drill hole logs describing subsurface conditions are in Appendix B, and are followed by

an explanation of terms and symbols used on the logs. Laboratory test results are shown on the

logs and on Plates 4544-C1 to C7, in Appendix C.

We determined the locations of the drill holes by measuring from site landmarks and

using a hand-held GPS device. We estimated the ground surface elevations of the drill holes

from survey information shown on drawings provided by BCMoTI.

DH16-1, 2, 3A and 4A, drilled through the asphalt surface of the highway, encountered

between 100 mm and 200 mm of asphalt, over dense gravel and sand with some fines to between

0.3 and 0.4 m depth, over loose to compact sand with a variable fines and gravel content to the

bottom of DH16-2, 3A and 4A, over silty gravel and sand below 2.4 m depth and to the bottom

of DH16-1.

Page 3 of 14





DH16-3, located at the west bridge abutment adjacent to the westbound lane, encountered

compact sandy gravel fill to 0.3 m depth, over loose to compact silty, gravelly sand to 3.4 m

depth, over compact sandy gravel with a variable fines content to the bottom of the drill hole.

DH16-4, located at the east bridge abutment adjacent to the eastbound lane, encountered

compact sandy gravel fill to 0.3 m depth, over compact sandy gravel with a variable fines content

to the bottom of the drill hole.

We interpret the compact sand and gravel with a variable fines content to be alluvial fan

deposits.

SPT N values in the sandy gravel fan deposits were between 8 and 33 and averaged 16

indicating generally compact conditions.

Seepage was observed below 19.0 m depth in DH16-3 and 28.0 m depth in DH16-4,

about geodetic elevations 617.0 m and 607.2 m, respectively. Bedrock was not encountered.

4.0 DISCUSSION AND RECOMMENDATIONS

Natural soil conditions at the site generally consist of compact sandy gravel with a

variable fines content that will provide satisfactory support for spread footing and steel pipe pile

foundations. The sandy gravel has moderate shear strength, a low to moderate susceptibility to

settlement, and a moderate to high susceptibility to the formation of frost lenses and heave. We

understand that steel pipe pile foundations are preferred and recommendations for this option

follow. We can provide recommendations for other foundation options as requested.

The following recommendations are based on the necessary assumption that soil

conditions encountered in the drill holes are representative of conditions elsewhere on the site.

Please contact our office for additional recommendations if conditions encountered during

construction differ in any way from those described in this report.

Page 4 of 14





4.1 Pile Foundations

Ultimate limit states design loads provided by WSP, structural engineers for the project,

are 1,555 kN in compression and 212 kN in shear for each pile.

We carried out pile capacity analyses using several procedures, including Driven version

1.2 (2001), as well as the effective stress method and Standard Penetration Test method by

Decourt (1995), as described in the Canadian Foundation Engineering Manual, Fourth

Edition (2006). We recommend closed-end steel pipe piles with a steel plate at least 50 mm

thick welded to the pile tip to support the proposed bridge. Axial pile capacity and the maximum

and anticipated pile tip elevations are summarized in Table 1, below.

Table 1 - Pile Capacity, Maximum and Anticipated Pile Tip Elevation

762 mm Diameter Closed-End Pipe Piles

Unfactored

Geotechnical

Resistance

Factored

Geotechnical

Resistance (ULS)

Anticipated Pile Tip

Elevation

Maximum Pile Tip

Elevation

4,443 kN 1,555 kN 609 m* 615 m*

* Pile tip elevations assumes the maximum scour depth is elevation 627.9 m at bridge centre line.

As outlined in Section 6.5 of the Canadian Highway Bridge Design Code

CAN/CSA S6-14, 2014 (CHBDC) Consequence and Site Understanding Classification our

analysis is based on a typical consequence level and low degree of understanding, resulting in

a consequence factor Ø of 1.0 and a geotechnical resistance factor of 0.35, as shown in

Tables 6.1 and 6.2, respectively.

Pile capacity will depend on shaft and end-bearing resistance, as well as the pile stiffness

(wall thickness and length), the energy of the pile driving equipment, and the penetration

resistance at end-of-driving. We analysed the estimated embedment depth and driveability of

Page 5 of 14





a 762 mm diameter closed-end steel pipe pile with a 12 mm wall thickness using the computer

program GRL WEAP by GRL Engineers Inc. (2005). Our analysis indicates the shaft would

contribute about 60% of the total pile resistance. A summary of the analysis is shown in

Table 2, below.

Table 2 - Pile Driving Analysis

Pile

Diameter

Wall

Thickness

Ultimate

Capacity

Driving

Energy

End-of-Driving

Penetration Resistance

Maximum Pile

Stress

762 mm 12 mm 4,443 kN 207 kJ 45 blows per 250 mm 252 MPa

Based on the estimated maximum pile stress we recommend using piles manufactured

with Grade 3 steel (ASTM A252).

Pile settlement occurs due to elastic shortening of the pile and transfer of stress to the soil

along the pile shaft and at the pile tip. Settlement will occur as loads are applied to the piles and

a small portion of the initial settlement will occur as plastic creep over time. We estimated the

settlement of the soil around and below the pile using the computer program TZPILE by

Ensoft Inc. (Ensoft). Using a load of 1,555 kN per pile the estimated settlement is less than

0.5 cm. Differential settlement between each abutment could be as high as the total settlement.

Most of the anticipated settlement is likely to occur within one year of construction.

We used the program Group by Ensoft Inc. (2016) to estimate the bending moment and

lateral deflection under the design lateral load. Inputs to the program included the soil conditions

encountered during the investigation, the design horizontal load of 212 kN applied longitudinally

to the top of a single row of four 762 mm diameter by 12 mm wall thickness pipe piles and

assuming the pile head is not free to rotate. The results of the analysis indicate less than 1 cm

of deflection and a maximum bending moment of about 600 kNm. We can carry out additional

analysis as requested.

Page 6 of 14





4.2 Seismic Design Considerations

The 2014 CHBDC defines the “Site Classification for Seismic Site Response” in Table

4.1, which is based on properties of the soil at the site in the top 30 m. Based on the results of

the drill holes the Site Classification for Seismic Site Response is Site Class “D”, as defined in

Table 4.1.

A seismic hazard calculation obtained from the National Resources Canada website

indicates the peak horizontal ground acceleration (PGA) with a 2% probability of exceedance

in 50 years is 0.082 g. This value is based on Site Class “C”. The CHBDC specifies adjusting

the PGA for sites classified as Site Class “D” and “E” using a scaling factor from Table 4.8. For

Site Class “D”, Table 4.8 indicates a scaling factor of 1.3 resulting in an adjusted PGA of 0.107.

The factor of safety against liquefaction is defined as the ratio of Cyclic Resistance Ratio

(CRR) to Cyclic Stress Ratio (CSR). A factor of safety (FoS) of at least 1.2 against liquefaction

is required. To assess the potential for liquefaction, we calculated the cyclic stress ratio based

on a peak surface acceleration of 0.107 g and a design earthquake of magnitude 7.5. The results

indicate a low likelihood of liquefaction at the site, with a FoS against liquefaction greater

than 1.5.

4.3 Earth Embankment Fills and Barrier Flare Embankment Widening

Construct earth embankment fills and barrier flare embankment widening following the

BCMoTI Standard Specifications, Section 201. Use temporary excavation slopes no steeper

than 1 horizontal to 1 vertical (1H:1V).

The CHBDC specifies a global geotechnical resistance factor against sliding of 0.65 for

permanent embankments slopes. Based on the results of our drilling investigation and published

correlations that relate soil index properties to shear strength we recommend constructing

embankment slopes below the ballast wall and above Bowlder Creek channel no steeper than

Page 7 of 14





2H:1V. Place a geotextile separator between the embankment fill and riprap to prevent sand and

silt in the embankment from migrating into the riprap.

We recommend constructing embankments for highway widening using mineral soil free

of organic and deleterious material and containing less than 15% by volume of rock larger than

150 mm. Granular material excavated from the existing embankment that meets these

requirements may be reused as embankment fill provided it can be compacted to the specified

density. We recommend using finished embankment fill slopes no steeper than 2H:1V for

granular fill with a fines content less than 15% and 2.5H:1V for fill with greater than 15% fines.

In some areas the surface of the existing embankment will be covered with winter road

sand, grass, and brush. We recommend stripping the surface of the embankment to expose

compact mineral soil. Key new fill into the existing embankment using benches. Cut the

benches into the existing embankment using a minimum bench width of 1.5 m and a maximum

height of 1.2 m. If suitable, the material from the bench can be incorporated into the new

embankment. Slope the bench surface at a gradient of 2% towards the outside slope face. A

conceptual cross section showing this detail is on Drawing 4544-D1, in Appendix D.

Place the embankment fill in thin, uniform layers and compact each layer to at least 95%

Standard Proctor Density (SPD) (ASTD D698), and to at least 100% SPD within 300 mm of

the top of subgrade, at a moisture content within 2% of optimum. The maximum layer thickness

will depend on several factors, including compactor type, size and energy, and the soil type and

moisture content, but do not use a layer thickness more than 150 mm. Add water and dry the fill

as necessary to attain the specified density and moisture content.

Protect embankments from erosion up to the 200 year design flood elevation. Place a

geotextile separator between the embankment fill and riprap to prevent sand and silt in the

embankment from migrating into the riprap. Use a nonwoven geotextile that has a puncture

strength (ASTM D6241) of at least 1.8 kN at 50% elongation, and an apparent opening size

Page 8 of 14





(ASTM D4751) no larger than 0.25 mm (average maximum roll value). Place suitably sized

riprap over the geotextile in uniform layers no more than 1 m thick and work the rock into place

using an excavator bucket.

4.4 Retaining Walls

Retaining walls are required at each end of the west and east ballast walls to retain bridge

end fill. Design drawings show the walls will be 2.25 m long by 3 m high and will be

constructed using interlocking concrete blocks. The concrete blocks have dimensions of 0.75 m

high by 1.5 m long by 0.75 m deep. Bridge End Fill (BEF) is shown spilling around the walls,

burying all but parts of the top two rows of blocks.

The natural, compact sandy gravel will provide adequate support for the proposed

retaining wall. It has moderate bearing capacity, moderate susceptibility to settlement when

subjected to the weight of the retaining wall fill and low to moderate susceptibility to frost heave.

Existing fill that does not meet the gradation and placement specifications for BEF is not suitable

for support of the retaining wall.

We designed the wall using principles found in Report No. FHWA-NH1-00-043, dated

March 2001 (published by the National Highway Institute, US Department of Transportation)

and the Canadian Foundation Engineering Manual, 4th Edition. The wall design details are

shown on Drawing 4544-D2, in Appendix D. We checked the design for bearing capacity,

sliding and overturning. We determined that adequate factors of safety were achieved using the

block configuration shown on Drawing 4544-D2 and the following construction procedures:

1. Design the elevation of the bottom of the wall to allow at least 0.6 m soil cover over

the front of the blocks.

2. Excavate all existing fill that does not meet the gradation and placement

specifications for BEF or expose natural, undisturbed, compact sandy gravel as

Page 9 of 14





encountered during the investigation. Bring the excavation to within 150 mm of

design grade using material meeting the gradation specifications for BEF placed in

uniform layers no more than 150 mm thick and compacted to 100% Standard Proctor

Density (SPD) (ASTM D698).

3. Below the first row of blocks, place a levelling course of 25 mm Well Graded Base

(WGB), at least 150 mm thick. Extend the WGB out a horizontal distance to allow

a 1H:1V distribution of stress through the WGB onto bridge end fill or natural sandy

gravel. Place the WGB in maximum 150 mm thick layers and compact to at least

100% SPD. Slope the levelling surface so the blocks will be battered back at 1H:6V.

4. Place the blocks on the levelling course with the bottom row oriented with their long

axis into the slope. Configure subsequent rows to be interlocking.

5. Behind the blocks place BEF in uniform layers no thicker than 150 mm and

compact each layer to at least 100% SPD. Within 1 m of the back of the blocks,

use hand-operated vibratory compaction equipment weighing less than 450 kg

(1,000 lbs).

4.5 Bridge End Fill

Construct bridge end fill following the BCMoTI Standard Specifications, Section 202.

Use clean granular soil that meets the gradation specifications for BEF. Place the fill in thin

uniform layers and compact each layer to at least 100% SPD. Add water or dry the fill as

required to achieve the specified density. The layer thickness will depend on the size of

compaction equipment, moisture conditions and other variables, but do not exceed 150 mm.

Design the abutments to withstand lateral pressures caused by soil, compaction, seismic

loads, and any surcharges. Drawing 4544-D3, in Appendix D, shows typical lateral earth

pressures that can develop against a restrained wall. It assumes that the wall is unyielding and

Page 10 of 14





that the fill is free-draining. The at-rest (Ko) and seismic loads will apply for all restrained walls.

Use an at-rest coefficient of lateral earth pressure, Ko, of 0.38 and a soil density of 22 kN/m3.

Add the pressures from compaction and vehicle loading where they are appropriate.

4.6 Pavement Structure

We recommend the following pavement structure:

• 125 mm of Asphalt Pavement (Class 1), over

• 300 mm of 25 mm WGB or 25 mm Intermediate Graded Base (IGB), over

• 600 mm of Select Granular Subbase (SGSB), over

• A prepared subgrade.

Construct all components of the new pavement structure with at least a 2% crossfall to

the outside. Where the new structure ties into the existing structure we recommend using a saw

cut between 20� and 30� from perpendicular to the road centreline. At the face of the saw cut,

leave an undisturbed width of existing crushed base 500 mm wide, then begin excavation of a

transition slope of 8H:1V to accommodate the new pavement structure thickness. A conceptual

transition detail is shown on Drawing 4544-D4, in Appendix D.

4.7 Spread Footing Foundations

If spread footing foundations are used to support a temporary detour bridge or

open-bottomed culvert, we recommend they be supported either directly on the natural, compact

sandy gravel, or on compacted bridge end fill, rip rap, or lean concrete placed on the natural

sandy gravel. Existing fill is not suitable for support of spread footing foundations. Design the

footings using a factored bearing resistance of 375 kPa (limit states design), and an allowable

bearing pressure (working stress design) of 250 kPa. The allowable bearing pressure may be

increased by one-third for transient loads from wind or seismic events. Use a minimum footing

Page 11 of 14





width of 1.2 m. Provide at least 0.6 m of cover over foundations and at least 0.6 m setback

between the foundation and the crest of the slope. We can carry out additional analysis to suit

site conditions upon request.

We estimate that footings less than about 2.5 m wide, subjected to the design loading and

bearing on the natural, undisturbed, compact sandy gravel, or BEF, rip rap or on lean concrete

placed on the natural soil will settle less than 1.5 cm. Differential settlement could be as high

as the total settlement. Please contact our office if detailed settlement assessments are required

for specific foundation configurations.

To prepare foundation areas, remove organic material, fill, disturbed soil and heavily

rooted soil from below and out a horizontal distance equal to the depth of fill below the proposed

foundation footprint. Excavate to the natural, compact sandy gravel using an excavator equipped

with a smooth-edge bucket to minimize disturbance to the underlying soil. Compact the exposed

soil in the excavation with several passes of a vibratory plate compactor weighing at least

200 kg.

Bring foundation areas to grade using granular fill that meets the specifications for BEF,

angular rock or lean concrete with a compressive strength of at least 10 MPa at 28 days. If using

lean concrete, place the lean concrete out past the edges of the footing by at least 200 mm on

each side. If seepage is encountered or if the base of the excavation is wet, slope the excavation

to a temporary sump, as needed, to keep the excavation dry. If using BEF, place the fill in

uniform layers no more than 150 mm thick and compact each layer to at least 100% SPD. Place

the BEF or rock fill out laterally from the edges of the footing to a 1 horizontal to 1 vertical

(1H:1V) slope down to the natural ground.

4.8 Trench Crossings

To reduce the potential for unevenness in the driving surface where culverts will cross

below driving surfaces we recommend a transition zone on each side of the trench. Excavate up

Page 12 of 14





at a minimum 8H:1V slope from the edge of the trench where it meets the top of the subgrade

to the underside of asphalt and sawcut the asphalt back 0.3 m from the top of the slope. Skew

the cut at no less than 30� measured from a perpendicular line drawn across the width of the

road. A conceptual detail is shown on Drawing 4544-D5, in Appendix D.

4.9 Aggregates and Fill

Four material types are specified for construction of the pavement structure and bridge

embankment noted above:

• 25 mm Well Graded Base (WGB),

• 25 mm Intermediate Graded Base (IGB),

• Select Granular Subbase (SGSB),

• Bridge End Fill (BEF).

Use material that meets BCMoTI’s specifications noted in Section 202 of the 2012

Standard Specifications for Highway Construction.

5.0 CONSTRUCTION REVIEW

We recommend that we review final design drawings to confirm that the intent of our

recommendations have been applied, that the recommendations in this report are appropriate and

that sufficient geotechnical investigation has been carried out.

We recommend that an experienced geotechnical engineer, or their designate, review

critical aspects of the project to confirm that soil conditions are as expected and that construction

materials, their placement and their level of compaction are as specified. If soil conditions or

construction materials are different than expected, we can provide additional recommendations

to address the actual conditions. We consider the following geotechnical aspects of the work as

being critical to the project:

Page 13 of 14





A P P E N D I X A





A P P E N D I X B

0.22m

0.36m

2.4m

3.0m

AC

GP-GM

SM4

GM1

1

2

3

4

ASPHALT.

GRAVEL, and sand, some silt, very dense,brown, dry (FILL).SAND, and silt, gravelly, dense, brown,damp.

GRAVEL, and sand, silty, very dense,brown, damp.

End of drill hole at 3.0m.No seepage observed.

{G:50 S:42 F:8}

{G:20 S:40 F:40}

{G:35 S:35 F:30}

{G:45 S:40 F:15}

L#-Lab Sample W-Wash(mud return)

Elevation: 634.6 m

634

633

632

631

630

GeoNorth Engineering LtdPrepared by:

ELE

VA

TIO

N (m

)

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube

C-CoreA-Auger G-Grab V-Vane

1

2

3

4

Driller: DaveDrill Make/Model: Mobile B54

CLAS

SIFI

CATI

ON

Location: Highway 97Date(s) Drilled: 2016/11/15

Drilling Method: Standard Auger

Project: Bowlder Creek Culvert Replacement

Logged by: DN Reviewed by:

SO

IL S

YM

BO

L

Drill Hole #: DH16-1

RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

5

0

Northing/Easting: 6163390 , 565288

Final Depth of Hole: 3.0 mDepth to Top of Rock:

Station/Offset:

COMMENTSTESTING

Drillers Estimate{G % S % F %}

Drilling Company: Westech DrillingK-4544

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1

DYNAMIC CONE (BLOWS/300 mm)

W % LW %20 40 60 80

P W% SPT "N" (BLOWS/300 mm)

Natural Vane (KPa) Remold Vane (KPa)

100 200 300 400 Pocket Penetrometer Shear Strength (kPa)

3.1

7

6.2

4.9

0.14m

0.3m

0.76m

2.3m

3.0m

AC

GP-GM

SM2

SM4

SM2

1

2

3

4

ASPHALT.

GRAVEL, and sand, some silt, dense,brown, dry (FILL).SAND, silty, gravelly, dense, brown, damp.

SAND, and silt, some gravel, dense,brown, damp.

SAND, silty, gravelly, very dense, brown,damp.


{G:50 S:42 F:8}

Sieve (Sa#2)G:35% S:41% F:24%

{G:10 S:50 F:40}

{G:35 S:40 F:25}


Elevation: 636.7 m

636

635

634

633

632


ELE

VA

TIO

N (m

)

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

5

0



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




3.6

4

7.3

5

0.3m

3.4m

5.6m

9.7m

GP-GM

SM2

GP-GM

GM1

1A1

1B

2

3

4

5

6

7

87

62

25

75

75

67

54

GRAVEL, and sand, trace fines, compact,brown, dry (FILL).SAND, silty, gravelly, compact to loose,brown-grey, damp.

GRAVEL, sandy, some silt, compact,brown, damp.

GRAVEL, and sand, silty to some silt,dense to compact, grey and brown, damp.

{G:52 S:45 F:3}

{G:30 S:35 F:35}

Sieve (Sa#2)G:29% S:42% F:29%

{G:35 S:40 F:25}

{G:32 S:60 F:8}

{G:40 S:40 F:20}

Sieve (Sa#6)G:53% S:33% F:14%

{G:50 S:40 F:10}


Elevation: 636.0 m

635

634

633

632

631

630

629

628

627


ELE

VA

TIO

N (m

)

1

2

3

4

5

6

7

8

9

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4

5

6

7

8

9


CLAS

SIFI

CATI

ON


Drilling Method: ODEX



SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

00

Page 1 of 3

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

10

0



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




18

11

9

15

16

18

13

4.9

7.4

7.9

5.6

4.6

6.3

5.6

6.9

12.3m

13.0m

19.0m

GP

SP-SM

GP-GM

8

9

10

11

12

46

50

67

67

GRAVEL, and sand, trace fines, verydense, brown, some small boulders,damp. (continued)

SAND, gravelly, trace fines, loose, brown,damp.

GRAVEL, and sand, some fines, dense tocompact, brown, damp.

GRAVEL, and sand, some to trace fines,dense to compact, brown, wet.

{G:50 S:45 F:5}

{G:30 S:65 F:5}

Sieve (Sa#10)G:50% S:37% F:13%

{G:50 S:45 F:5}

{G:50 S:45 F:5}


Elevation: 636.0 m

625

624

623

622

621

620

619

618

617


ELE

VA

TIO

N (m

)

11

12

13

14

15

16

17

18

19

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


11

12

13

14

15

16

17

18

19


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

1010

Page 2 of 3

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

20

10



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




33

8

21

23

13

9.8

11.2

8.3

8.6

13.3

24.7m

GP/SP

13

14

50

67

GRAVEL, and sand, some to trace fines,dense to compact, brown, wet. (continued)


{G:45 S:45 F:10}

{G:46 S:46 F:8}


Elevation: 636.0 m

615

614

613

612

611

610

609

608

607


ELE

VA

TIO

N (m

)

21

22

23

24

25

26

27

28

29

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


21

22

23

24

25

26

27

28

29


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

2020

Page 3 of 3

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

30

20



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




19

14

11.7

11.8

0.15m

0.3m

1.5m

AC

GP-GM

SM4

1

2

ASPHALT.

GRAVEL, and sand, some silt, dense,brown, dry (FILL).SAND, and silt, gravelly, dense to verydense, brown, damp.


{G:50 S:42 F:8}

{G:20 S:40 F:40}


Elevation: 636.0 m

635

634

633

632


ELE

VA

TIO

N (m

)

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L

Drill Hole #: DH16-3A

RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

5

0



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




3.4

6.8

0.25m

4.3m

8.8m

GP

SM2

GM2

GP-GM

1A1

1B

2

3

4

5

6

7

62

75

54

38

54

75

58

GRAVEL, sandy, trace fines, compact,brown, damp.SAND, gravelly, silty, compact, grey,damp.

GRAVEL, sandy, silty, compact, grey,damp.

GRAVEL, sandy, trace fines, compact,brown, saturated.

{G:50 S:45 F:5}

{G:25 S:50 F:25}

Sieve (Sa#2)G:25% S:47% F:28%

{G:35 S:35 F:30}

{G:40 S:30 F:30}

{G:45 S:35 F:20}

Sieve (Sa#6)G:41% S:41% F:18%

{G:60 S:30 F:10}


Elevation: 635.2 m

635

634

633

632

631

630

629

628

627

626


ELE

VA

TIO

N (m

)

1

2

3

4

5

6

7

8

9

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4

5

6

7

8

9


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

00

Page 1 of 4

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

10

0



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




11

10

8

12

21

14

16

6.3

8.1

8.5

9.4

3.8

6.5

9

10.3

GP-GM

8

9

10

11

12

58

54

58

58

58

GRAVEL, sandy, trace fines, compact,brown, saturated. (continued)

{G:50 S:40 F:10}

{G:60 S:30 F:10}

{G:50 S:40 F:10}

{G:50 S:40 F:10}

Sieve (Sa#12)G:50% S:37% F:13%


Elevation: 635.2 m

625

624

623

622

621

620

619

618

617

616


ELE

VA

TIO

N (m

)

11

12

13

14

15

16

17

18

19

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


11

12

13

14

15

16

17

18

19


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

1010

Page 2 of 4

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

20

10



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




10

17

13

18

19

12.6

6.8

11.5

8

10.8

GP-GM

13

14

15

58

58

54


{G:60 S:30 F:10}

{G:45 S:45 F:10}

{G:45 S:45 F:10}


Elevation: 635.2 m

615

614

613

612

611

610

609

608

607

606


ELE

VA

TIO

N (m

)

21

22

23

24

25

26

27

28

29

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


21

22

23

24

25

26

27

28

29


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

2020

Page 3 of 4

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

30

20



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




26

17

12

11.7

10.6

10.4

30.8m

GP-GM16



{G:50 S:45 F:5}


Elevation: 635.2 m

605

604

603

602

601

600

599

598

597

596


ELE

VA

TIO

N (m

)

31

32

33

34

35

36

37

38

39

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


31

32

33

34

35

36

37

38

39


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L


RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

3030

Page 4 of 4

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

40

30



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




128.5

0.12m

0.35m

0.96m

1.5m

AC

GP-GM

SM2

SM3

1

2

3

ASPHALT.

GRAVEL, and sand, some silt, compact,brown, dry.

SAND, silty, gravelly, compact, brown, dry.

SAND, and silt, gravelly, compact, brown,dry.


{G:50 S:42 F:8}

{G:25 S:55 F:20}

{G:25 S:40 F:35}


Elevation: 635.3 m

635

634

633

632

631


ELE

VA

TIO

N (m

)

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4


CLAS

SIFI

CATI

ON





SO

IL S

YM

BO

L

Drill Hole #: DH16-4A

RE

CO

VE

RY

(%)

SA

MPL

E N

O

SA

MPL

E T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PTH

(m)

DR

ILLI

NG

DE

TAIL

SAlignment:

5

0



Station/Offset:

COMMENTSTESTING



SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2 4

544-

GIN

T-M

OT-

DH

LO

GS.

GP

J M

OT-

DR

AFT-

RE

V2.G

DT

18/

03/2

1


W % LW %20 40 60 80




3.2

6.1

5.9





A P P E N D I X C





A P P E N D I X D

Documents

PROPOSED BOWLDER CREEK CULVERT REPLACEMENT, HIGHWAY … · highway embankment. This report presents finalized geotechnical recommendations for the project. 2.0 GEOLOGICAL BACKGROUND