PROPOSED COMMOTION CREEK BRIDGE HIGHWAY … · The scope of our work is based on our proposal for the project dated December 12, ... Proposed Commotion Creek Bridge, Highway 97,

GEOTECHNICAL REPORT

PROPOSED COMMOTION CREEK BRIDGEHIGHWAY 97, 20KM WEST OF CHETWYND, B.C.

Prepared for

B.C. MINISTRY OF TRANSPORTATION AND INFRASTRUCTURENORTHERN REGION

Prepared by

GEONORTH ENGINEERING LTD.3975 18 AVENUEth

PRINCE GEORGE, B.C., V2N 1B2Phone: 250-564-4304 Fax: 250-564-9323

PROJECT No. K-4435

October 27, 2017

GEONORTH ENGINEERING LTD.

B.C. Ministry of Transportation and Infrastructure - Northern Region October 27, 2017Geotechnical Report Proposed Commotion Creek Bridge, Highway 97, 20 km West of Chetwynd, B.C. File No. K-4435

TABLE OF CONTENTS

Page No.

1.0 INTRODUCTION 1

2.0 SITE CONDITIONS 1

2.1 Site and Project Description 1

2.2 Geological Background 2

3.0 SITE INVESTIGATION 3

4.0 SUBSURFACE CONDITIONS 5

4.1 Bridge Foundations 5

4.2 Existing Pavement Structures 6

4.3 Groundwater and Bedrock Conditions 7

5.0 DISCUSSION AND RECOMMENDATIONS 7

5.1 Temporary Detour Bridge Foundations 8

5.2 Permanent Bridge Foundations 9

5.3 Earth Embankment Fills and

Barrier Flare Embankment Widening 14

5.4 Bridge End Fill 15

5.5 Pavement Structures 16

5.6 Aggregates and Fill 17

6.0 CONSTRUCTION REVIEW 18

7.0 CLOSURE 18



APPENDICES

APPENDIX A

Site Location Plan Drawing 4435-A1

Site Plan Showing Drill Hole Locations Drawing 4435-A2

Profile Along Highway Centreline Drawing 4435-A3

APPENDIX B

Drill Hole Logs 13 pages

CPT Logs Plates 4435-B1 and B2

Materials Classification Legend 1 page

APPENDIX C

Typical Retaining Wall Details Drawing 4435-C1

Typical Embankment Widening Detail Drawing 4435-C2

Typical Lateral Earth Pressures Drawing 4435-C3

Transition Detail: Existing to New Road Structure Drawing 4435-C4

APPENDIX D

2015 National Building Code Seismic Hazard Calculation 1 page



1.0 INTRODUCTION

British Columbia Ministry of Transportation and Infrastructure (MoTI) intends to replace

several culverts with a bridge at Commotion Creek on Highway 97 about 20 km west of

Chetwynd, B.C. During the South Peace Region flood event between about June 16 and 19,

2016, extensive damage occurred to the highway and other infrastructure in the area when the

culverts at the crossing were inundated by high flows. GeoNorth Engineering Ltd. (GeoNorth)

reviewed emergency highway repairs during the initial flood response.

MoTI commissioned GeoNorth to carry out a geotechnical investigation at the crossing

and to provide foundation and roadway recommendations for the permanent recovery works.

The scope of our work is based on our proposal for the project dated December 12, 2016. The

work was carried out under “As and When” Contracts 860CS0933 and 1020, and coordinated

with Stantec Inc., the project managers. The crossing is about 150 m west of the intersection

with Walton Creek Road at MoTI Landmark Kilometre Inventory segment 1161, kilometre

127.52. Commotion Creek is a tributary to Pine River. The confluence with Commotion Creek

and the Pine River is about 1.2 km south of the highway crossing. The site location is shown on

Drawing 4435-A1, in Appendix A.

This report presents the results of the site investigation, the subsurface stratigraphy and

includes geotechnical recommendations for design and construction of foundations for the detour

and permanent bridges, and embankment approach fills and pavement structures.

2.0 SITE CONDITIONS

2.1 Site and Project Description

Prior to the 2016 flood, the crossing consisted of a 3150 mm diameter structural plate

corrugated steel pipe (SPCSP), Structure No. 07037, and two 1200 mm relief culverts. The

culverts were inundated during the flood and the creek flow was directed along the north side

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highway ditch about 1.3 km eastward, to where the highway and CN railway embankments were

subsequently washed out. The creek also overtopped its banks upstream of the crossing, and

flowed east along the north side of two pipeline right-of-ways, exposing the pipes east of the

crossing near the main washout.

Following the flood, four more pipes were installed: two 2700 mm diameter CSPs at the

crossing, a 2000 mm diameter relief CSP about 130 m east of the crossing, and a 2000 mm

diameter CSP below the highway and railway, at the main washout. A hydrotechnical report

dated May 5, 2017, by Northwest Hydraulic Consultants Ltd., states the current arrangement does

not meet flow capacity required for highway design standards, and recommends that the culverts

at the highway crossing be replaced with a bridge.

The proposed bridge is to have abutments supported on pile foundations with nominal

approach and abutment fills about 5 to 7 m high. The approach fills will have similar grades to

the existing highway. A temporary detour bridge is required during construction on the

downstream (south) side of the existing crossing. The highway alignment at the crossing is on

a tangent. Project stationing, geometric details and test hole locations are shown on

Drawing 4435-A2, in Appendix A.

2.2 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

Survey of Canada Bulletin 331 describes the chronology and landforms that were created in the 1

Pine River 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

Mathews, W. H., 1980. Retreat of the Last Ice Sheets in Northeastern British Columbia and Adjacent1

Alberta, Geological Survey of Canada Bulletin 331.

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valley was subsequently filled with fine grained clay and silt carried into the glacial lake from the

adjacent valley streams. Locally, these deposits are generally soft and highly compressible, and

extend to depths greater than 100 m. 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 Commotion Creek were later deposited over the valley

floor. Fan deposits vary horizontally and vertically as a result of random stream avulsion across

the fan. Abandoned channels sometimes become filled with loose soil deposits or peat. Sand

and gravel deposited in active stream areas is subject to high stream flow and typically has finer-

grained materials selectively removed.

British Columbia Geological Survey maps from a website maintained by the B.C.2

Ministry of Energy and Mines and Responsible for Core Review, show that bedrock in the area

is fine grained sedimentary rocks of the Fort St. John Group, Hasler Formation.

3.0 SITE INVESTIGATION

Between January 30 and February 8, 2017, GeoNorth personnel observed soil and

groundwater conditions in seven drill holes, designated DH17-1 through 6 and 4A. Drilling was

carried out by Westech Drilling Corp. of Prince George using cased, air and mud rotary methods.

DH17-1, 2, 4A, 5 and 6 were drilled to between 3.2 and 4.0 m depth and DH17-3 and 4 to 21.0

and 45.6 m depth, respectively. The holes were drilled through the asphalt surfacing, from about

220 m west of the crossing to 230 m east, except DH17-4 which was through the southbound

gravel shoulder. Shallow drill holes were backfilled with the drill cuttings and bentonite chips

and deep holes with a bentonite and cement grout mix.

http://www.empr.gov.bc.ca/Mining/Geoscience/MapPlace/Pages/default.aspx2

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The drill hole locations are shown on Drawing 4435-A2, in Appendix A. A geological

section, taken along the road centreline, is on Drawing 4435-A3, also in Appendix A. 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.

Standard penetration tests (SPTs) (ASTM D1586) were carried out in all drill holes at

0.75 m intervals to about 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 resistance and settlement. The SPT

also collects a soil sample, which is delivered to our laboratory for testing. Our field personnel

logged soil conditions based on observations of recovered SPT samples, and supplemented with

soil information obtained from the drill cuttings. Thin-walled Shelby tube (ASTM D1587)

samples were also obtained in DH17-4 at selected locations. Shelby tube sampling involves

pushing a 75 mm diameter, hollow tube into soft, fine-grained soil for 0.6 m, and then pulling

back the tube and sample.

On February 8, 2017, GeoNorth CPT Investigations Ltd. carried out one cone penetration

test (CPT) (ASTM D5778), designated CPT17-1, using a 5-ton probe equipped to measure tip

stress, shaft friction and soil pore-water pressure. The CPT is carried out using a 45 mm

diameter steel probe with a 60E conical tip and a 200 mm long section of sleeve just above the

tip that are instrumented with load cells to measure soil resistance. It is also equipped with a

pressure transducer that measures the induced soil pore-water pressure that develops at a filter

element between the tip and sleeve as the probe is advanced. All three readings are recorded at

one second intervals in a field computer as the probe is pushed into the ground at a rate of

2 cm/sec using hydraulic rams. CPT17-1 was carried out through DH17-3 to 31.5 m depth where

we were unable to advance the CPT further due to equipment malfunction. The CPT location

is shown on Drawing 4435-A2. CPT logs showing tip and sleeve resistance and the induced

pore-water pressures, as well as an interpretation of the test results are in Appendix B.

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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 to us by MoTI.

4.0 SUBSURFACE CONDITIONS

4.1 Bridge Foundations

We observed soil and groundwater conditions at the proposed bridge abutments in DH17-3,

DH17-4 and CPT17-1. The drill holes at between elevations 616.5 and 618.5 m, encountered

similar conditions consisting of gravel, sand and shot rock fill to between 3 and 4 m depth

(elevation 614 m), over a thin layer of loose sand and silt, over compact gravel and sand with

variable fines content to about 20 m depth (elevation 598 m), over loose sand and silt to about 28 m

depth (elevation 590 m), over firm to stiff silty clay of intermediate to high plasticity to the end of

DH17-4 at 45.6 m depth (elevation 571 m). The soil behaviour results of the CPT are consistent

with the borehole information. The soil behaviour type is identified as loose to compact silty sand

to sandy silt from 21 to 28 m depth (elevation 590 m), over firm to stiff silty clay to the end of the

CPT at 31.5 m depth (elevation 587 m).

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

fan deposit and the loose sand and silt, and silty clay to be glaciolacustrine deposits.

SPT N values in the gravel and sand fan deposit were between 8 and 41 and averaged 17

indicating compact conditions. SPT N values in the sand and silt below the fan deposit ranged

from 4 to 9 and averaged 6 indicating loose conditions. Using a published correlation between

tcorrected CPT tip pressures (q ) and undrained shear strength, we calculate that the undrained

shear strength of the silty clay increases linearly from about 80 kPa at the top of the deposit at

28 m depth to 100 kPa at the end of the CPT at 31.5 m depth.

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4.2 Existing Pavement Structures

We reviewed the existing pavement structures and embankment foundation soils at the

centre of the north and southbound lanes in DH17-1, 2, 3, 4A, 5, and 6. An interpretation of the

existing pavement structures encountered during the site investigation is summarized in Table 1,

below, and a detailed description of subsurface conditions below the road grade follows.

Table 1 - Summary of Existing Pavement Structures

Pavement Component Total Thickness Average Thickness

Asphalt 100 to 160 mm 125 mm

Granular Base / Subbase 710 to 2,850 mm 1,525 mm

Total Thickness 810 to 3,110 mm 1,650 mm

Subgrade Soil Silt and sand, sandy gravel or granular fill and shot rock

DH17-1, 220 m west of the existing crossing in the centre of the northbound lane,

encountered 100 mm of asphalt, over frozen sandy gravel fill to 0.8 m depth, over frozen silt and

sand to 1.2 m depth, over dense sandy gravel with trace to some fines to the bottom of the hole

at 3.3 m depth.

DH17-2, 110 m west of the crossing in the centre of the southbound lane, encountered

120 mm of asphalt, over frozen sandy gravel fill to 1.1 m depth, over dense sandy gravel with

trace to some fines to the bottom of the hole at 3.2 m depth.

DH17-3, 15 m west of the crossing in the centre of the northbound lane, encountered

140 mm of asphalt, over frozen gravel fill with some sand and some fines to 2.1 m depth, over

frozen silty sand fill to 2.8 m depth, over shot rock fill to 4.0 m depth, over compact silty sand

to 4.6 m depth, over the compact to dense sandy gravel.

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DH17-4A, 15 m east of the crossing in the centre of the southbound lane, encountered

160 mm of asphalt, over dense to very dense gravel and sand fill to 3.1 m depth, over compact

silt and sand to the end of the hole at 3.7 m depth.

DH17-5, 130 m east of the crossing in the centre of the northbound lane, encountered

120 mm of asphalt, over frozen sandy gravel fill to 1.4 m depth, over frozen silty sand and loose

sandy silt to the end of the hole at 3.5 m depth.

DH17-6, 230 m east of the crossing in the centre of the southbound lane, encountered

120 mm of asphalt, over frozen sandy gravel fill to1.5 m depth, over compact to dense sandy

gravel to the end of the hole at 4.0 m depth.

4.3 Groundwater and Bedrock Conditions

Groundwater was encountered at 5.6 and 6.4 m depth in DH17-3 and 4, respectively. No

bedrock was encountered.

5.0 DISCUSSION AND RECOMMENDATIONS

The natural, compact gravel and sand with a variable fines content or structural fill placed

on the gravel and sand will provide satisfactory support for concrete block foundations for the

detour bridge. Steel pipe pile foundations for the permanent bridge can either be supported in

the natural sand and gravel or driven to depth into the firm to stiff silty clay. Pile foundations

that penetrate through the gravel and sand into the silty clay will have reduced axial capacity.

The natural gravel and sand has moderate shear strength, a low susceptibility to

settlement, and a moderate susceptibility to the formation of frost lenses and heave. The existing

fill and natural silt and sand overlying the gravel and sand is considered to have low shear

strength and is best removed from below the temporary detour bridge foundations. The

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underlying sand and silt, and silty clay both have properties of low to moderate shear strength

and moderate to high potential for consolidation.

The following recommendations are based on the necessary assumption that soil

conditions encountered in the drill holes and by the CPT 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.

5.1 Temporary Detour Bridge Foundations

We understand a temporary, two-lane bridge about 45 m long is required downstream

(south) of the current crossing. The bridge is expected to be a clear span, modular steel bridge.

We recommend using concrete block foundations for the temporary bridge supported on

at least 300 mm of compacted structural fill placed on the natural, compact gravel and sand. Use

a factored geotechnical resistance of 450 kPa (limit states design) and an allowable bearing

capacity of 300 kPa (working stress design). Use blocks with a minimum width of 0.75 m and

length of 1.5 m. Align the blocks longitudinally for a maximum effective footing with of 1.5 m.

Provide at least 600 mm of soil cover at the block face for confinement measured from the

adjacent ground surface to the base of the blocks, with a minium 1 m horizontal setback from

the crest of the slope in front of the blocks.

We estimate that footings less than about 1.5 m wide, subject to the design loading and

bearing on natural, undisturbed, compact gravel and sand will settle less than 15 mm.

Differential settlement between the abutments could be as high as total settlement.

The above recommendation does not protect against frost heave. Frost heave is a

function of frost susceptibility of the soil, a slow frost front and a source of water. Under least

favourable conditions frost heave could exceed 100 mm but we expect the bridge end fills and

abutments will heave at a similar rate. Sloping the subgrade away from the base of the

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foundations and using an asphalt surface along the detour will help to direct water away from the

foundations and help to limit frost heave. We expect both heave and settlement will be

manageable for the proposed simple span. To reduce the potential for differential heave and

settlement between the detour pavement structure and the bridge end fills use a transition slope

of 6 Horizontal to 1 Vertical (6H:1V) down from the subgrade below the detour pavement

structure to the base of the bridge end fill.

To prepare foundation areas, remove all organic material, loose fill, disturbed soil,

heavily rooted soil, and the natural silty sand and sandy silt from below the proposed foundation

footprint and to at least 300 mm below the bottom of the blocks. Extend the excavation out a

horizontal distance equal to the depth of removed soil from below the proposed foundations.

Use excavation side slopes no steeper than 1H:1V. Compact the natural sandy gravel with

several passes of a vibratory plate compactor weighing at least 450 N, then fill the excavation

to grade using granular fill that meets the specification for Select Granular Subbase (SGSB) or

Bridge End Fill (BEF), defined in Section 202 of the MoTI Standard Specifications. Place the

granular fill in uniform layers no more than 150 mm thick and compact each layer to at least

100% Standard Proctor density (SPD) (ASTM D698).

Due to site limitations and environmental constraints, filling out over the creek slopes

will likely be limited for the detour Bridge. To prevent fill from extending over the slopes within

the defined limits of the stream, we recommend using concrete block return walls as required.

A conceptual design of a concrete block retaining wall is shown on Drawing 4435-C1, in

Appendix C.

5.2 Permanent Bridge Foundations

Following an evaluation of six bridge options on June 2, 2017 by the Commotion Creek

project design team, the preferred bridge option was identified as Option 1, a 38 m long, clear

span structure with steel plate girders supported on pile foundations.

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Option 1 is designed to have a 20.6 m wide stream channel bottom with 2H:1V side

slopes. The new road surface will have a similar elevation to existing with the west abutment

at about elevation 618.6 m and the east abutment at about elevation 617.9 m. The design stream

bed elevation is at about elevation 612.1 m and the scour potential extends about 0.8 m lower

to elevation 611.3 m. This results in about the top 6 to 7 m of the pile not contributing to pile

bearing capacity.

5.2.1 Driven Steel Pipe Piles

Maximum pile loads were provided by Allnorth Consultants Limited (Allnorth),

structural engineers for the project, in 100% Drawings dated October 25, 2017. The drawings

indicate a maximum factored pile load of 1982 kN assuming a four pile bent.

Based on information obtained from the drill holes and CPT, we carried out pile capacity

analyses for numerous pile configurations including closed ended piles of various sizes driven

into the compact sand and gravel above elevation 598 m, and open ended piles driven into the

firm to stiff silty clay below elevation 598 m. We used several design methods outlined in the

Canadian Foundation Engineering Manual (CFEM), 4 Edition (Canadian Geotechnical Society,th

2006), including Meyerhof (1976) and Decourt (1995) in the upper sand and gravel layers and

total stress and CPT methods in the silty clay. The results of our pile capacity analysis for the

most viable pile configurations are summarized in Table 2, below

The unfactored resistance for Serviceability limit states (SLS) uses a factor of safety of

3.0 and the factored resistance for Ultimate limit states (ULS) has a geotechnical resistance factor

of 0.4 applied to the ultimate capacity. The piles do not utilize shaft capacity above the design

scour elevation at 611.3 m. As background to the pile design we reviewed recent pile driving

records and pile driving analysis (PDA) results for a nearby bridge project which used long,

open ended piles driven into soft silty clay.

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Table 2 - Anticipated Pile Resistance and Tip Elevation

Pile Configuration

Maximum

Pile Tip

Elevation, m

Minimum

Pile Tip

Elevation, m*

Unfactored

Resistance

(SLS), kN

Factored

Resistance

(ULS), kN

Ultimate

Geotechnical

Resistance, kN

Open Ended 762 mm

(4 Pile Bent)570 563 1650 1982 4955

Closed Ended 1016 mm

(4 Pile Bent)604 602 1650 1982 4955

Closed Ended 762 mm

(6 Pile Bent)604 602 1130 1350 3380

* Minimum pile tip elevation assumes maximum scour depth is at elevation 611.3 m

We expect that open ended piles will need to be driven deep into the Pine Valley

sediments below the depth of investigation to gain adequate shaft adhesion. We also expect,

based on our review of records for previously installed piles in the area, that a long set up time

will be required for the open ended piles, and the pile will need to be driven significantly deeper

than the maximum pile tip elevation noted above; possibly to 175% of the design length.

Based on our review, we recommend using closed-ended, 762 or 1016 mm diameter steel

pipe piles driven into the compact sand and gravel to a pile tip elevation no deeper than 602 m.

We recommend the piles be spaced at least 3 pile diameters apart, measured centre-to-centre, so

the capacity of the group will be equal to the sum of the capacities of the individual piles. To

minimize risk of the piles being under capacity at the time of construction, we recommend that

at each abutment, the lowest capacity pile be driven first and confirmed for capacity prior to

driving the remaining piles. If the piles are under capacity additional or modified piles may be

required.

Pile capacity will depend on pile stiffness (wall thickness and length) the energy of the

pile driving equipment and the penetration resistance at end-of-driving. We carried out a

preliminary pile driveability analysis using the computer program GRLWEAP by GRL Engineers

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Inc. (2005) to estimate the pile driving stresses and required pile wall thicknesses for 1016 mm

diameter piles. Our analysis indicates that end bearing will contribute about 80% of the total pile

resistance. The results of the pile driving analysis are summarized in Table 3, below.

Table 3 - Preliminary Pile Driving Analysis for 1016 mm Diameter Piles

Pile

Diameter

Wall

Thickness

Ultimate

Capacity

Driving

Energy

End-of-Driving

Penetration Resistance

Maximum Pile

Stress, MPa

1016 mm 19 mm 4955 kN 110 kJ 60 blows/300 mm 210 MPa

Given the estimated maximum pile stress we recommend using piles manufactured with

Grade 3 steel (ASTM A252). We recommend using a 50 mm thick plate welded to the bottom

of the piles with appropriate gussets for toe re-enforcement. Upon driving completion, fill the

piles with well graded sand and gravel with a maximum particle size of 75 mm and a maximum

of 10% measured by weight passing the #200 (0.075mm) sieve or concrete.

We expect buried riprap is present at each abutment below existing grade to about

elevation 614 m. Remove all oversize material resulting in a flat based excavation prior to

driving. Any excavation below the underside of the pile cap shall be filled with Bridge End Fill

(BEF) and compacted to 100% SPD.

We recommend the axial capacity of the first pile at each abutment be confirmed by use

of a Pile Dynamic Analyser (PDA) (ASTM D4945) and Case Pile Wave Analysis Program

(CAPWAP) signal due to the few numbers of piles at each abutment. This will confirm the

efficiency of the hammer and the energy delivered to the piles, damage to the pile during

installation, and achieved capacity at the end of drive. Information on pile capacity from a PDA

with CAPWAP analyses will also allow the use of a geotechnical resistance factor of 0.5. Allow

at least 72 hours between pile installation and testing.

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5.2.2 Pile Settlement

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 methods outline in the CFEM. Using an

unfactored load of 1650 kN per pile (likely higher than the normal dead load) for 1016 mm

diameter piles, the estimated settlement is less than 25 mm. Differential settlement between each

abutment could be as high as the total settlement.

5.2.3 Lateral Pile Capacity

We used the program LPile by Ensoft Inc. (2016) to estimate lateral deflection under an

assumed lateral load. Inputs to the program included the soil conditions encountered during the

investigation, a 65 kN horizontal load applied to the top of a 1016 mm diameter by 19 mm wall

thickness pipe pile installed to 10 m depth, and a scour depth of 5 m below the top of the pile at

about elevation 611.3 m. The results of the analysis indicate less than 30 mm of deflection,

assuming the pile head is free to rotate. Assuming a 200 kN horizontal load applied to the same

pile configuration but with no scour and a fixed pile head results in less than 1 mm of deflection.

5.2.4 Seismic Design Considerations

The 2014 Canadian Highway Bridge Design Code defines the “Site Classification for

Seismic Site Response”, Table 4.1. The table is based on properties of the soil at the site in

the top 30 m. Based on our drill hole and CPT observations, we estimate the Site Classification

for Seismic Site Response is no worse than Site Class “D” (Stiff Soil), as defined in Table 4.1.

A seismic hazard calculation obtained from the National Resources Canada (NRC)

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

exceedance in 50 years is 0.082 g. A copy of the hazard calculation printout is in Appendix D.

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The PGA value is based on Site Class “C”. The Bridge Design Code indicates the PGA

calculated by the NRC website for sites classified as Site Class “D” should be adjusted by

multiplying the PGA by a scaling factor, F(T), from Table 4.2 of the Bridge Design Code. We

interpolated the scaling factor to be 1.24 resulting in an adjusted PGA of 0.102 g.

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

(CRR) to Cyclic Stress Ratio (CSR). Generally for new construction a 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 0.102 g and a design earthquake of magnitude 7.0.

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

equal to and greater than 1.2.

5.3 Earth Embankment Fills and Barrier Flare Embankment Widening

Construct earth embankment fills and barrier flare embankment widening following the

MoTI Standard Specifications, 2016 ed., Section 201.37. Use temporary excavation slopes no

steeper than 1H:1V.

The Standard Specifications indicate embankments are to be constructed 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 may be used

as embankment fill provided it can be compacted to the specified density. Based on published

correlations that relate soil index properties to shear strength, and based on the low to moderate

susceptibility to frost heave of the on-site layered, gravel and sand, we recommend constructing

embankment slopes no steeper than 2.5H:1V to achieve a factor of safety against slope instability

of at least 1.54, the MoTI minimum required factor of safety for embankment stability for a

typical degree of understanding and consequence (MoTI Supplement to CHBDC S6-06, 2016).

Where granular fill containing less than 5% fines content will be used for embankment fill, or

where at least 1 m thick of riprap will be placed on the natural gravel slope, we recommend using

finished fill slopes no steeper than 2H:1V.

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The surface of the existing embankment is covered with winter road sand, grass, and

brush. Strip the surface of the embankment to expose mineral soil. Key new fill into the existing

embankment using benches as specified in the Standard Specifications, Section 201.37. 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, and a separate moisture density relationship will be required for compaction

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

conceptual cross section showing this detail is on Drawing 4435-C2, in Appendix C.

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

SPD, 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 200 mm. Add water and dry the fill as necessary to attain the specified

density and moisture content.

Protect the embankment from erosion up to at least 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 heavy weight nonwoven geotextile that

has a puncture strength (ASTM D6241) of at least 2.3 kN at 50% elongation, and an apparent

opening size (ASTM D4751) no larger than 0.2 mm (maximum average 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.

5.4 Bridge End Fill

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

clean granular soil that meets the gradation specifications for Bridge End Fill. Place the fill in

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

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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.

The existing road grade is not changing at the proposed permanent bridge. We therefore

do not expect any post construction settlement at the bridge end fills.

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

loads, and any surcharges. Drawing 4435-C3, in Appendix C, shows typical lateral earth

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

othe fill behind the wall is free-draining. The at-rest (K ) and seismic loads will apply for all

orestrained walls. Use an at-rest coefficient of lateral earth pressure, K , of 0.38 and a soil density

of 22 kN/m . Add the pressures from compaction and vehicle loading where they are appropriate.3

5.5 Pavement Structures

Highway 97 is a major transportation route and carries heavy traffic from logging,

mining, oil and gas, and power industries. The following recommended highway road structure

is intended to provide a long first cycle service life and long-term support for heavy loads.

The detour is anticipated to be in use for approximately one year and is intended to provide a

short-term service life for heavy axle loads.

Table 4 - Recommended Pavement Structures

Pavement Component Highway 97 Temporary Detour

Asphalt, Class 1, 16 mm Medium Mix 125 mm 63 mm

Well or Intermediate Graded Base 300 mm 200 mm

Select Granular Subbase 600 mm 300 mm

Prepared Subgrade yes yes

Page 16 of 20



Excavated granular material from the existing pavement structure and road shoulder are

suitable for random borrow, but not for use as base or subbase gravel. Construct all components

of the new pavement structure with at least a 2% crossfall to the outside using imported

aggregates that meets the specifications noted in Section 5.6 of this report.

A longitudinal transition is required between the new and existing pavement structure.

The transitions must maintain at least the strength of the existing or new pavement structures,

and avoid the potential for abrupt changes due to settlement, frost heave or contrasts in material

properties. In all areas where new pavement structures tie into existing structures, we

recommend using a saw cut between 20E and 30E 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 4435-C4, in Appendix C.

5.6 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 MoTI’s specifications contained in Section 202 of the 2016

Standard Specifications for Highway Construction. Shouldering aggregate may be 25 mm WGB

or IGB, paving aggregate, or a 50/50 blend of IGB and RAP produced from cold millings with

a maximum practical size of 25 mm.

Page 17 of 20



6.0 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:

• Removal of soft or deleterious soil below areas of fill,

• Gradation, durability, placement and compaction of fill,

• Review all foundation excavations before being covered by fill, or concrete, and

• Pile installations.

7.0 CLOSURE

This report was prepared by GeoNorth Engineering Ltd. for the use of B.C. Ministry of

Transportation and Infrastructure and their consultants. The material in it reflects GeoNorth

Engineering’s judgement in light of the information available to us at the time of preparation.

Any use which Third Parties make of this report, or any reliance on decisions to be made based

on it, are the responsibility of such Third Parties. GeoNorth Engineering Ltd. accepts no

responsibility for damages, if any, suffered by any third party as a result of decisions made or

actions based on this report.

Page 18 of 20



REFERENCES

Allnorth Consultants Limited, 2017. 07037 Commotion Creek Culvert Replacement Conceptual Report.

Submitted to Ministry of Transportation and Infrastructure, June 28, 2017.

B.C. Ministry of Transportation and Infrastructure, 2016. Bridge Standards and Procedures Manual,

Volume 1 - Supplement to CHBDC S6-06, Section 6 - Foundations and Geotechnical Systems.

B.C. Ministry of Transportation and Infrastructure, 2016. 2016 Standard Specifications for Highway

Construction, Volume 1.

B.C. Ministry of Transportation and Infrastructure, 2016. Technical Circular T-06/15, Climate Change

and Extreme Weather Event Preparedness and Resilience in Engineering Infrastructure Design.

Canadian Geotechnical Society, 2006. Canadian Foundation Engineering Manual, 4 Edition.th

Canadian Standards Association, 2014. CSA-S6 -14, Canadian Highway Bridge Design Code.

GRLWEAP Wave Equation Analysis of Pile Driving, 2005. [Computer Software], Cleveland, Ohio,

USA, Pile Dynamics, Inc.

Natural Resources Canada, 2015. 2015 Seismic Hazard Values for Nation Building Code and Canadian

Highway Bridge Design Code. [Online] http://www.earthquakescanada.nrcan.

gc.ca/hazard-alea/interpolat/index_2015-eng.php

Northwest Hydraulic Consultants, 2017. Commotion Creek Culvert, Structure No. 07037 Hydrotechnical

Assessment and Design Report For 2016 South Peace Flood Recovery, MoTI Project 35478

Task Force Report, 2007. Geotechnical Design Guidelines for Buildings on Liquefiable Sites in

Accordance with NBC 2005 for Greater Vancouver Region.

Page 20 of 20



A P P E N D I X A



A P P E N D I X B

0.1m

0.81m

1.22m

3.3m

AC

GM1

ML

GM1

1

2

3

4

Quick Wash Test (Sa#1)G:0% S:48% F:52%38

52

36

ASPHALT.GRAVEL, angular to subangular, sandy,some fines, frozen, brown, damp (FILL).

SILT, and sand, trace clay, frozen, brown,damp.- below 0.9m, some gravel.

GRAVEL, angular to subangular, sandy,trace to some fines, dense, brown,occasional cobbles, damp.

End of drill hole at 3.3m.No seepage encountered.Drill hole backfilled with cuttings andbentonite chips.

L#-Lab SampleW-Wash(mud return)

Elevation: 619.8±m

GeoNorth Engineering Ltd.Prepared by:

DE

PT

H (

m)

1

2

3

4

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:

Drill Make/Model: Tracked B54

CLA

SSIF

ICAT

ION

Location: Highway 97, 20 km west of Chetwynd, B.C.

Date(s) Drilled: 2017/02/06

Drilling Method: ODEXCoordinates taken with GPS

Project: Proposed Commotion Creek Bridge

Logged by: TB Reviewed by: JAH

SO

IL S

YM

BO

L

Drill Hole #: DH17-1

RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

5

0

Northing/Easting: 6163386 , 569331

Final Depth of Hole: 3.3 mDepth to Top of Rock:

Station/Offset: 99+53 3.5m Rt

COMMENTSTESTING

Drillers Estimate{G % S % F %}

Drilling Company: Westech Drilling Corp.

K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7

DYNAMIC CONE (BLOWS/300 mm)

W % LW %

20 40 60 80P W%

SPT "N" (BLOWS/300 mm) Natural Vane (KPa) Remold Vane (KPa)

100 200 300 400 Pocket Penetrometer Shear Strength (kPa)

Ref

Ref

45

70

11.7

3

3.5

0.12m

1.07m

3.2m

AC

GM1

GM1

1

2

3

4

Quick Wash Test (Sa#4)G:51% S:37% F:12%

394

59

52

ASPHALT.

GRAVEL, angular to subangular, sandy,some fines, frozen, brown, damp (FILL).

GRAVEL, rounded to subrounded, sandy,trace to some fines, dense, occasionalcobbles, damp.

- frozen to 1.8m.

- below 2.4m, and sand.



Elevation: 619.5±m


DE

PT

H (

m)

1

2

3

4

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4

Driller:


CLA

SSIF

ICAT

ION






SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

5

0



Station/Offset: 100+59 0.6m Lt

COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



Ref

Ref

Ref

57

6.8

3

2.3

0.14m

2.13m

2.84m

3.96m

4.57m

AC

GM1

SM2

SB-LB

SM3

GM1

1

2

3

4

5a

5b

6

7

8

Quick Wash Test (Sa#5a)G:5% S:56% F:39%


200

66

44

48

34

ASPHALT.GRAVEL, angular to subangular, somesand, some fines, frozen, brown, damp(FILL).

- below 0.9m, frequent cobbles.

SAND, silty, frozen, brown, damp (FILL).

SHOT ROCK, with isolated sand andgravel seams (FILL).

SAND, fine grained, silty, trace clay,compact, brown, damp.

GRAVEL, rounded to subrounded, sandy,some fines, compact, brown, damp.

- below 5.6m, wet.

- at 7.5m, isolated cobble.


Elevation: 618.4±m


DE

PT

H (

m)

1

2

3

4

5

6

7

8

9

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

Driller:


CLA

SSIF

ICAT

ION


Date(s) Drilled: 2017/02/07 to 08




SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 3

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

10

0




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



Ref

Ref

Ref

Ref

24

36

41

20

3.8

7.3

15.6

3.5

4.8

11

10.6

GM1/SM1

9

10

11

12

13

14



48

13

52

80

16

61

GRAVEL, rounded to subrounded, sandy,some fines, compact, brown, damp.(continued)- at 10.1m, 100mm thick sand layer,coarse to medium grained with trace fines.

- below 11.7m, some sand, silty, loose, tanbrown.

- below 13.1m, and sand, trace fines,brown.

- at 13.7m, 100mm thick sand layer.

- at 14.9m, 460mm thick sand layer,coarse to medium grained.

- below 15.8m, frequent sand lenses.

- below 16.2m, some silt, tan brown.

- below 18.6m, dark grey, sandy, tracefines.

- at 19.7m, 150mm thick sand layer,medium grained with some silt.


Elevation: 618.4±m


DE

PT

H (

m)

11

12

13

14

15

16

17

18

19

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

Driller:


CLA

SSIF

ICAT

ION






SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

1010

Page 2 of 3

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

20

10




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



14

10

15

11

22

8

12.3

10.3

12.5

15.1

8.6

14.5

20.42m

21.03m

GM1

SM2

GRAVEL, rounded to subrounded, sandy,some fines, compact, brown, damp.(continued)SAND, medium grained, silty, trace gravel,very loose to loose, dark grey, wet, rapiddilatancy

- at 21.0m, 1.2m of heave in bottom of drillhole.End of drill hole at 21.0m.Seepage encounterd below 5.6m depth.CPT17-1 pushed through cased hole thendrill hole backfilled with cement andbentonite grout mix.


Elevation: 618.4±m


DE

PT

H (

m)

21

22

23

24

25

26

27

28

29

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

Driller:


CLA

SSIF

ICAT

ION






SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

2020

Page 3 of 3

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

30

20




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



0.91m

2.26m

2.97m

4.11m

GM1

SB-LB

GM1

ML

GM1

1

2

3

4

5a

5b

6

7

8

9


144

101

57

89

66

16

48

54

43


SHOT ROCK, with occasional sand andgravel seams.

GRAVEL, angular to subangular, somesand, trace to some fines, dense, brown,damp (FILL).

SILT, and sand, trace to some clay, loose,brown, isolated rootlets, moist.

- below 3.9m, gravelly.

GRAVEL, angular to subangular, sandy,trace to some fines, compact, brown,damp to moist.- at 4.6m, isolated soft layer of silty sand,150mm thick.

- below 5.2m, wet.

Sieve (Sa#4)G:1% S:30% F:69%Clay:12% Silt:57%


Elevation: 616.7±m


DE

PT

H (

m)

1

2

3

4

5

6

7

8

9

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

Driller:


CLA

SSIF

ICAT

ION


Date(s) Drilled: 2017/01/30 to 02/01

Drilling Method: ODEX/Mud RotaryCoordinates taken with GPS



SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 5

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

10

0




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



Ref

Ref

38

5

24

12

14

19

19

6.4

2.4

5.5

22.1

10.3

4.3

9.1

8.6

10.5

7.6

19.81m

GM1/SM1

10

11

12

13

14

15



41

54

64

25

43

28

- below 9.9m, 100mm thick layer of coarsegrained sand with trace fines.GRAVEL, angular to subangular, sandy,trace to some fines, compact, brown,damp to moist. (continued)

- below 11.3m, and sand.

- below 12.2m, loose.

- below 12.9m, 300mm thick layer ofcoarse grained sand with trace fines.

- below 14.3m, loose to very loose.

- below 14.6m, sandy, compact.

- below 16.6m, dark grey.

- between 17.0 and 17.4m, frequentcobbles.

- below 17.4m, 115mm thick layer ofmedium grained sand.


Elevation: 616.7±m


DE

PT

H (

m)

11

12

13

14

15

16

17

18

19

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

Driller:


CLA

SSIF

ICAT

ION


Date(s) Drilled: 2017/01/30 to 02/01




SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

1010

Page 2 of 5

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

20

10




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



15

18

9

21

9

16

12.7

10.2

15.8

9.6

11.1

14

25.91m

28.35m

SM2

ML

CH

16

17

18

100

100

100

SAND, medium grained, some silt to silty,some gravel, loose, dark grey, wet, rapiddilatancy. (continued)

- below 21.1m, 50mm thick gravel layer.

- below 22.9m, no gravel, fine grainedsand.

- below 23.8m, silty, layered, loose.

SILT, some sand, trace to some clay,loose, grey, rapid dilatancy.

CLAY, silty, trace sand, layered,intermediate to high plasticity, firm to stiff,grey, MC>PL.

Sieve (Sa#16)G:14% S:66% F:20%Clay:3% Silt:17%

Atterberg (Sa#18):PL:21% LL:21%Sieve (Sa#18)G:0% S:16% F:84%Clay:11% Silt:73%


Elevation: 616.7±m


DE

PT

H (

m)

21

22

23

24

25

26

27

28

29

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

Driller:


CLA

SSIF

ICAT

ION


Date(s) Drilled: 2017/01/30 to 02/01




SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

2020

Page 3 of 5

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

30

20




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



4

9

6

22.3

23.3

26

CH

CI

19

20

21

22

23

98

102

102

102

CLAY, silty, trace sand, layered,intermediate to high plasticity, firm to stiff,grey, MC>PL. (continued)- below 30.2m, isolated fine grained sandlenses.

- below 32.0m, frequent sand lenses.Atterberg (Sa#20):PL:24% LL:57%Sieve (Sa#20)G:0% S:4% F:96%Clay:67% Silt:29%

Atterberg (Sa#23):PL:24% LL:45%


Elevation: 616.7±m


DE

PT

H (

m)

31

32

33

34

35

36

37

38

39

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

Driller:


CLA

SSIF

ICAT

ION


Date(s) Drilled: 2017/01/30 to 02/01




SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

3030

Page 4 of 5

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

40

30




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



0

6

4

5

46.8

13.9

44.5

35.5

45.57m

CI24

25

102

102

CLAY, silty, trace sand, layered,intermediate to high plasticity, firm to stiff,grey, MC>PL. (continued)

End of drill hole at 45.6m.Groundwater measured at 6.35m onJanuary 31, 2017.Drill hole backfilled with cement andbentonite grout mix.

Atterberg (Sa#25):PL:20% LL:36%


Elevation: 616.7±m


DE

PT

H (

m)

41

42

43

44

45

46

47

48

49

41

42

43

44

45

46

47

48

49

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


41

42

43

44

45

46

47

48

49

Driller:


CLA

SSIF

ICAT

ION


Date(s) Drilled: 2017/01/30 to 02/01




SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

4040

Page 5 of 5

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

50

40




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



5

8

33.1

29.1

0.16m

3.07m

3.66m

AC

GM3

ML

1

2

3

4

5



104

157

79

79

ASPHALT.

GRAVEL, angular to subangular, andsand, some silt to silty, frozen, brown,damp (FILL).

- below 1.5m, dense to very dense.

SILT, and sand, fine grained, silty, tracegravel, compact, brown, damp.



Elevation: 617.6±m


DE

PT

H (

m)

1

2

3

4

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4

Driller:


CLA

SSIF

ICAT

ION






SO

IL S

YM

BO

L

Drill Hole #: DH17-4A

RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

5

0




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



Ref

Ref

Ref

88

42

5

3.7

2.4

5.1

9.4

0.12m

1.37m

2.29m

3.51m

AC

GM1

SM3

ML

1

2

3

4



315

51

49

48

ASPHALT.

GRAVEL, angular to subangular, sandy,trace fines, frozen, brown, damp (FILL).

SAND, silty, some gravel, frozen, brown,damp.

- frozen to 1.8m.- below 1.8m, loose.

- at 2.3m, 1.0cm thick organic soil layer.SILT, sandy, some gravel, trace clay,loose, brown, damp.

- at 3.0m, 1.0cm thick organic soil layer.



Elevation: 615.3±m


DE

PT

H (

m)

1

2

3

4

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4

Driller:


CLA

SSIF

ICAT

ION






SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

5

0




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



Ref

Ref

7

4

5.6

7.5

16.8

15.5

0.12m

1.52m

4.01m

AC

GM1

GM1

1

2

3

4

5



177

75

59

107

36

ASPHALT.


- below 1.5m, and sand, silty.

GRAVEL, rounded to subrounded, sandy,trace to some fines, compact to dense,brown, isolated cobbles, damp.

- below 2.1m, rust mottling.



Elevation: 614.3±m


DE

PT

H (

m)

1

2

3

4

1

2

3

4

LegendSample Type:

S-SplitSpoon

O-Odex(air rotary)

T-ShelbyTube


1

2

3

4

Driller:


CLA

SSIF

ICAT

ION






SO

IL S

YM

BO

L


RE

CO

VE

RY

(%

)

SA

MP

LE N

O

SA

MP

LE T

YP

E

SOILDESCRIPTION

00

Page 1 of 1

DE

PT

H (

m)

DR

ILLI

NG

DE

TA

ILS

Alignment: L100

5

0




COMMENTSTESTING



K-4435

SUMMARY LOG

Datum: 10U

MO

T-S

OIL

-RE

V2

443

5-G

INT

-MO

T-D

H L

OG

S.G

PJ

MO

T-D

RA

FT

-RE

V2.

GD

T

17/1

0/2

7


W % LW %

20 40 60 80P W%



Ref

Ref

49

Ref

37

4.2

4.7

3.2

3.3

2.6

GEONORTH ENGINEERING LTD.Cone Penetration Test Results

Client: B.C. MoTI Job No.: K-4435 Location: UTM 10U 569529E 6163441N, Elev. 618.4 m Date of Investigation: 2017-02-08Project: Highway 97 Washout at Commotion Creek Hole No.: CPT17-1 Drilling Details: Drilled out to 20.6 m depth Plate no.: 4435-B1

Soil Behavior Type (SBT) 1 Sensitive Fine-Grained 3 Clay to Silty Clay 5 Silty Sand to Sandy Silt 7 Gravelly Sand to Dense Sand 9 Very Stiff, Fine-grained*(Robertson 1990) 2 Organic Soil - Peat 4 Silty Clay to Clayey Silt 6 Silty Sand to Clean Sand 8 Very Stiff Sand to Clayey Sand* * Heavily Overconsolidated or Cemented

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0 30 60 90 120(kPa)

fs - Sleeve Stress

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0% 3% 6% 9% 12%

Rf - fs / qt(%)

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0 25 50 75 100

(m of water)

U - Pore Pressure

0 1 2 3 4 5 6 7 8 9 100.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

(Robertson, 1990)

SBT

Dep

th (m

)

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0 4000 8000 12000

(kPa)

qt - Tip Stress

GEONORTH ENGINEERING LTD.Cone Penetration Test - Correlations to Geotechnical Parameters

Client: B.C. MoTI Job No.: K-4435 Location: UTM 10U 569529E 6163441N, Elev. 618.4 m Date of Investigation: 2017-02-08Project: Highway 97 Washout at Commotion Creek Hole No.: CPT17-1 Drilling Details: Drilled out to 20.6 m depth Plate no.: 4435-B2

Soil Behavior Type (SBT) 1 Sensitive Fine-Grained 3 Clay to Silty Clay 5 Silty Sand to Sandy Silt 7 Gravelly Sand to Dense Sand 9 Very Stiff, Fine-grained*(Robertson 1990) 2 Organic Soil - Peat 4 Silty Clay to Clayey Silt 6 Silty Sand to Clean Sand 8 Very Stiff Sand to Clayey Sand* * Heavily Overconsolidated or Cemented

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0 100 200 300 400

Su(kPa)

0 1 2 3 4 5 6 7 8 9100.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

(Robertson, 1990)SBT

Dep

th (m

)

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0 2 4 6 8

OCR

0.00

1.00

2.00

3.00

4.00

5.00

6.00

7.00

8.00

9.00

10.00

11.00

12.00

13.00

14.00

15.00

16.00

17.00

18.00

19.00

20.00

21.00

22.00

23.00

24.00

25.00

26.00

27.00

28.00

29.00

30.00

31.00

32.00

33.00

34.00

35.00

0 10 20 30 40

N60(Blows)



A P P E N D I X C



A P P E N D I X D

PLATE 4435-D1

Documents

PROPOSED COMMOTION CREEK BRIDGE HIGHWAY … · The scope of our work is based on our proposal for the project dated December 12, ... Proposed Commotion Creek Bridge, Highway 97,