August 7, 2017 RE: Geotechnical Engineering Study City of ...
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August 7, 2017 Scott A. Verhines, P.E. Occam Engineers, Inc. 6100 Seagull Street, NE, Suite B203 Albuquerque, New Mexico 87103 RE: Geotechnical Engineering Study City of Farmington Downtown Revitalization Farmington, New Mexico GEOMAT Project No. 172-2717 GEOMAT Inc. (GEOMAT) has completed the geotechnical engineering exploration for the City of Farmington (COF) Downtown Revitalization project on Main Street in Farmington, New Mexico. Our services were performed in general accordance with our Proposal No. 162-10-16, dated December 21, 2016. The purpose of this engineering study is to characterize and evaluate subsurface conditions along the project alignment and to provide recommended pavement section options. We understand the project will consist of reconstructing the pavement on Main Street between Auburn Avenue and South Miller Street. We also understand the existing pavement will be demolished and a new pavement section will be constructed along with a new streetscape. The existing street is a four-lane roadway, and the new street is planned to be a two-lane roadway with parking stalls. We further understand that no significant cuts or fills will be required to achieve the final pavement grades. Subsurface Exploration: Subsurface conditions along the alignment were explored on June 6, 2017 by drilling five exploratory borings at the approximate locations shown on the Site Plan in Appendix A. The borings were drilled roughly 500 feet apart in alternating lanes, with one boring drilled in each of the five city blocks between Auburn Avenue on the west and South Miller Street on the east. The borings, designated B-1 through B-5, were advanced to depths ranging from approximately 3½ to 5 feet below existing pavement grade using a CME-55 truck-mounted drill rig with continuous-flight, 7.25-inch O.D. hollow-stem auger. The borings were continuously monitored by a geologist from our office who examined and classified the subsurface materials encountered, obtained representative samples, observed groundwater conditions, and maintained a continuous log of each boring. The thickness of the existing asphalt concrete pavement and base course at each boring location was measured and recorded on the boring logs. Soils were
Transcript of August 7, 2017 RE: Geotechnical Engineering Study City of ...
August 7, 2017 Scott A. Verhines, P.E. Occam Engineers, Inc. 6100 Seagull Street, NE, Suite B203 Albuquerque, New Mexico 87103
RE: Geotechnical Engineering Study City of Farmington Downtown Revitalization Farmington, New Mexico GEOMAT Project No. 172-2717
GEOMAT Inc. (GEOMAT) has completed the geotechnical engineering exploration for the City of Farmington (COF) Downtown Revitalization project on Main Street in Farmington, New Mexico. Our services were performed in general accordance with our Proposal No. 162-10-16, dated December 21, 2016. The purpose of this engineering study is to characterize and evaluate subsurface conditions along the project alignment and to provide recommended pavement section options. We understand the project will consist of reconstructing the pavement on Main Street between Auburn Avenue and South Miller Street. We also understand the existing pavement will be demolished and a new pavement section will be constructed along with a new streetscape. The existing street is a four-lane roadway, and the new street is planned to be a two-lane roadway with parking stalls. We further understand that no significant cuts or fills will be required to achieve the final pavement grades. Subsurface Exploration: Subsurface conditions along the alignment were explored on June 6, 2017 by drilling five exploratory borings at the approximate locations shown on the Site Plan in Appendix A. The borings were drilled roughly 500 feet apart in alternating lanes, with one boring drilled in each of the five city blocks between Auburn Avenue on the west and South Miller Street on the east. The borings, designated B-1 through B-5, were advanced to depths ranging from approximately 3½ to 5 feet below existing pavement grade using a CME-55 truck-mounted drill rig with continuous-flight, 7.25-inch O.D. hollow-stem auger. The borings were continuously monitored by a geologist from our office who examined and classified the subsurface materials encountered, obtained representative samples, observed groundwater conditions, and maintained a continuous log of each boring. The thickness of the existing asphalt concrete pavement and base course at each boring location was measured and recorded on the boring logs. Soils were
Geotechnical Engineering Report GEOMAT Project No. 172-2717 Farmington Downtown Revitalization 2
classified in accordance with the attached Unified Soil Classification System. Boring Logs were prepared and are presented in Appendix A. Subsurface Conditions: Existing Pavement: As presented on the Boring Logs, we encountered asphalt concrete pavement ranging in thickness from approximately 3 to 5 inches. Below the asphalt, we encountered aggregate base course ranging in thickness from approximately 6 to10 inches. The existing pavement sections encountered in the borings are presented in the following table:
Existing Pavement Sections (inches) Boring No. B-1 B-2 B-3 B-4 B-5
ACP1 3 3 4.5 5 4
ABC2 6 7 9 10 8
1Asphalt Concrete 2Aggregate Base Course Subgrade Soils: Below the existing asphalt concrete and base course pavement we encountered sandy and/or gravelly subgrade soils extending to the total depths explored. The sandy/gravelly soils were generally non-plastic to slightly plastic and slightly damp to damp, and contained varying amounts of cobbles. Borings B-3, B-4, and B-5 were terminated short of their planned depth of 5 feet due to auger refusal on cobbles. Groundwater:
Groundwater was not encountered in the borings to the depths explored. Groundwater elevations can fluctuate over time depending upon precipitation, irrigation, runoff and infiltration of surface water. We do not have any information regarding the historical fluctuation of the groundwater level in this vicinity.
Laboratory Testing: Samples retrieved during the field exploration were transported to our laboratory for further evaluation. At that time, the field descriptions were confirmed or modified as necessary, and laboratory tests were performed to evaluate the engineering properties of the subsurface materials. The following laboratory tests were performed on representative composite samples of the native subgrade soils obtained from the borings:
Geotechnical Engineering Report GEOMAT Project No. 172-2717 Farmington Downtown Revitalization 3
Moisture Content (ASTM D2216)
Sieve Analysis (ASTM C136/D1140)
Atterberg Limits (ASTM D4318)
R-Value (ASTM D2844)
Results of all laboratory tests are presented in the Summary of Soil Tests table in Appendix B.
Recommended Pavement Section Options:
Design of pavements for the project has been based on the procedures outlined in the 1993 Guideline for Design of Pavement Structures by the American Association of State Highway and Transportation Officials (AASHTO). WinPAS software was used as an aid in developing the recommended pavement section options in accordance with the AASHTO procedures. Printouts of the WinPAS analysis are available upon request. The traffic volume data provided to us by Civil Transformations Inc., shows the daily traffic on Main Street consists of 16,267 light vehicles (FHWA Classes 1 through 3), 339 single-unit trucks (FHWA Classes 4 through 7), and 339 multi-unit trucks (FHWA Classes 8 through 13). The traffic volume data provided by Civil Transformations Inc. is presented in Appendix C. As recommended by Civil Transformations Inc., our analysis was performed using a 20-year design life with a one percent growth factor. A directional distribution (DD value) of 55 percent was applied to reflect a greater percentage of traffic using the eastbound lane, also as recommended by Civil Transformations Inc. The design traffic volume, design life, growth rate, and directional distribution translates to 4,138,609 Equivalent Single Axle Loads (ESAL’s). At the direction of COF, an alternative section was evaluated using less daily multi-unit trucks (FHWA Classes 8 through 13) than that given in the traffic volume data provided by Civil Transformations Inc. This alternative was requested by COF because heavy trucks will be encouraged to use alternative routes upon completion of the project. Pursuant to discussion with Occam Engineers, Inc., 75 multi-unit trucks (FHWA Classes 8 through 13) were used for the alternative section translating to 2,340,618 Equivalent Single Axle Loads (ESAL’s). Based on the results of laboratory testing, a design R-value of 55 was used for our analysis. Any imported fill soils that may be required for the project should have a minimum R-value of 55. Table 1 below contains all the design parameters used in our analysis.
Geotechnical Engineering Report GEOMAT Project No. 172-2717 Farmington Downtown Revitalization 4
TABLE 1
1 Information provided by Civil Tranformations Inc. 2 Based upon information provided by Civil Transformations Inc. 3 Alternative requested using less daily multi-unit trucks Based on the above information, the pavement section should consist of a minimum of 4.5 inches of asphalt concrete and 9 inches of aggregate base course for the full design ESAL’s as described above. The minimum section for the alternative option with less multi-unit trucks should consist of a minimum of 4.0 inches of asphalt concrete and 8 inches of aggregate base course. At the project civil engineer’s discretion, the pavement section could be reduced to a minimum of 3.0 inches of asphalt concrete and 6.0 inches aggregate base course for the parking stalls.
Specifications: Materials and procedures for construction of the subgrade, base course, and asphalt concrete shall be in strict accordance with the New Mexico State Department of Transportation Standard Specifications for Highway and Bridge Construction, 2014.
Site Drainage and Moisture Protection: Substantial moisture increases in the native subgrade soils would reduce their support value. Therefore, positive site drainage should be provided during construction and maintained thereafter. The ground surface should be sloped away from pavements in a manner to allow positive flow away from paved surfaces. At no times should water be allowed to pond on or adjacent to the paved surfaces.
PARAMETER VALUE USED IN ANALYSIS
Design Life 1 20 years
Design Equivalent Single Axle Loads (ESAL)2 4,138,609
Alternate Design Equivalent Single Axle Loads (ESAL)3
2,340,618
Reliability 90%
Annual Growth Rate 1 1%
Directional Distribution 1 DD = 55%
Overall Deviation 0.45
Subgrade Soil R-Value = 55 (estimated MR = 14,327 psi)
Initial Serviceability (Po) 4.20
Terminal Serviceability (Pt) 2.30
Asphalt Structural Coefficient 0.42
Base Course Structural Coefficient 0.13
Drainage Coefficient of Aggregate Base 30 percent
Structural Number (SN) 3.36
Appendix A
Asphalt concrete pavement 3" thick
Aggregate base course 6" thick
Silty SAND with gravel, brown, fine-grained, damp
GRAVEL with sand and occasional cobbles, brown to gray,fine- to coarse-grained, slightly damp
Total Depth 5 feet
AC
AB
SM
GP
4.0NP22 A
Boring Location: See Site Plan
Moi
stur
eC
onte
nt (
%)
Drilling Method: 7.25" O.D. Hollow Stem Auger
Mat
eria
l Typ
eSampling Method: Bulk sample from auger cuttings
Soi
l Sym
bol
Soil Description
Groundwater Depth: None Encountered
Logged By: DB
Project Name: Farmington Downtown Revitalization
1
Latitude: Not Determined
Longitude: Not Determined
Page
Hammer Fall: N/A
Blo
ws
per
6"
Pla
stic
ityIn
dex
Sam
ple
Typ
e&
Len
gth
(in)
Hammer Weight: N/A
Rig Type: CME-55
Remarks: None
Laboratory Results
1
Dep
th (
ft)
% P
assi
ng#2
00 S
ieve
Date Drilled: 6/6/2017
1
2
3
4
5
6
Site Location: Farmington, New Mexico Elevation: Not Determined
of
915 Malta AvenueFarmington, NM 87401Tel (505) 327-7928Fax (505) 326-5721
Dry
Den
sity
(pcf
)
Project Number: 172-2717
Client: Occam Engineers, Inc.
Rec
over
y
A = Auger Cuttings R = Ring-Lined Barrel Sampler SS = Split Spoon AC = Asphalt Concrete Pavement AB = Aggregate Base Course
Borehole B-1
GE
OM
AT
17
2-27
17.G
PJ
GE
OM
AT
.GD
T
7/20
/17
Asphalt concrete pavement 3" thick
Aggregate base course 7" thick
Silty SAND with gravel, brown, fine-grained, slightly damp
Total Depth 5 feet
AC
AB
SM
8.3NP31 A
Boring Location: See Site Plan
Moi
stur
eC
onte
nt (
%)
Drilling Method: 7.25" O.D. Hollow Stem Auger
Mat
eria
l Typ
eSampling Method: Bulk sample from auger cuttings
Soi
l Sym
bol
Soil Description
Groundwater Depth: None Encountered
Logged By: DB
Project Name: Farmington Downtown Revitalization
1
Latitude: Not Determined
Longitude: Not Determined
Page
Hammer Fall: N/A
Blo
ws
per
6"
Pla
stic
ityIn
dex
Sam
ple
Typ
e&
Len
gth
(in)
Hammer Weight: N/A
Rig Type: CME-55
Remarks: None
Laboratory Results
1
Dep
th (
ft)
% P
assi
ng#2
00 S
ieve
Date Drilled: 6/6/2017
1
2
3
4
5
6
Site Location: Farmington, New Mexico Elevation: Not Determined
of
915 Malta AvenueFarmington, NM 87401Tel (505) 327-7928Fax (505) 326-5721
Dry
Den
sity
(pcf
)
Project Number: 172-2717
Client: Occam Engineers, Inc.
Rec
over
y
A = Auger Cuttings R = Ring-Lined Barrel Sampler SS = Split Spoon AC = Asphalt Concrete Pavement AB = Aggregate Base Course
Borehole B-2
GE
OM
AT
17
2-27
17.G
PJ
GE
OM
AT
.GD
T
7/20
/17
Asphalt concrete pavement 4.5" thick
Aggregate base course 9" thick
Silty SAND with gravel, brown, fine-grained, damp
GRAVEL with sand and cobbles, brown to gray, fine- tocoarse-grained, slightly damp
Boring terminated at 4 feet due to auger refusal on cobblesTotal Depth 4 feet
AC
AB
SM
GP
4.3NP27 A
Boring Location: See Site Plan
Moi
stur
eC
onte
nt (
%)
Drilling Method: 7.25" O.D. Hollow Stem Auger
Mat
eria
l Typ
eSampling Method: Bulk sample from auger cuttings
Soi
l Sym
bol
Soil Description
Groundwater Depth: None Encountered
Logged By: DB
Project Name: Farmington Downtown Revitalization
1
Latitude: Not Determined
Longitude: Not Determined
Page
Hammer Fall: N/A
Blo
ws
per
6"
Pla
stic
ityIn
dex
Sam
ple
Typ
e&
Len
gth
(in)
Hammer Weight: N/A
Rig Type: CME-55
Remarks: None
Laboratory Results
1
Dep
th (
ft)
% P
assi
ng#2
00 S
ieve
Date Drilled: 6/6/2017
1
2
3
4
5
6
Site Location: Farmington, New Mexico Elevation: Not Determined
of
915 Malta AvenueFarmington, NM 87401Tel (505) 327-7928Fax (505) 326-5721
Dry
Den
sity
(pcf
)
Project Number: 172-2717
Client: Occam Engineers, Inc.
Rec
over
y
A = Auger Cuttings R = Ring-Lined Barrel Sampler SS = Split Spoon AC = Asphalt Concrete Pavement AB = Aggregate Base Course
Borehole B-3
GE
OM
AT
17
2-27
17.G
PJ
GE
OM
AT
.GD
T
7/20
/17
Asphalt concrete pavement 5" thick
Aggregate base course 10" thick
GRAVEL with sand and cobbles, brown to gray, fine- tocoarse-grained, slightly damp
Boring terminated at 4 feet due to auger refusal on cobblesTotal Depth 4 feet
AC
AB
GP
A
Boring Location: See Site Plan
Moi
stur
eC
onte
nt (
%)
Drilling Method: 7.25" O.D. Hollow Stem Auger
Mat
eria
l Typ
eSampling Method: Bulk sample from auger cuttings
Soi
l Sym
bol
Soil Description
Groundwater Depth: None Encountered
Logged By: DB
Project Name: Farmington Downtown Revitalization
1
Latitude: Not Determined
Longitude: Not Determined
Page
Hammer Fall: N/A
Blo
ws
per
6"
Pla
stic
ityIn
dex
Sam
ple
Typ
e&
Len
gth
(in)
Hammer Weight: N/A
Rig Type: CME-55
Remarks: None
Laboratory Results
1
Dep
th (
ft)
% P
assi
ng#2
00 S
ieve
Date Drilled: 6/6/2017
1
2
3
4
5
6
Site Location: Farmington, New Mexico Elevation: Not Determined
of
915 Malta AvenueFarmington, NM 87401Tel (505) 327-7928Fax (505) 326-5721
Dry
Den
sity
(pcf
)
Project Number: 172-2717
Client: Occam Engineers, Inc.
Rec
over
y
A = Auger Cuttings R = Ring-Lined Barrel Sampler SS = Split Spoon AC = Asphalt Concrete Pavement AB = Aggregate Base Course
Borehole B-4
GE
OM
AT
17
2-27
17.G
PJ
GE
OM
AT
.GD
T
7/20
/17
Asphalt concrete pavement 4" thick
Aggregate bse course 8" thick
Silty, clayey SAND with gravel, brown, fine-grained, damp
GRAVEL with sand and cobbles, brown to gray, fine- tocoarse-grained, slightly damp
Boring terminated at 3½ feet due to auger refusal on cobblesTotal Depth 3½ feet
AC
AB
SC-SM
GP
7.4535 A
Boring Location: See Site Plan
Moi
stur
eC
onte
nt (
%)
Drilling Method: 7.25" O.D. Hollow Stem Auger
Mat
eria
l Typ
eSampling Method: Bulk sample from auger cuttings
Soi
l Sym
bol
Soil Description
Groundwater Depth: None Encountered
Logged By: DB
Project Name: Farmington Downtown Revitalization
1
Latitude: Not Determined
Longitude: Not Determined
Page
Hammer Fall: N/A
Blo
ws
per
6"
Pla
stic
ityIn
dex
Sam
ple
Typ
e&
Len
gth
(in)
Hammer Weight: N/A
Rig Type: CME-55
Remarks: None
Laboratory Results
1
Dep
th (
ft)
% P
assi
ng#2
00 S
ieve
Date Drilled: 6/6/2017
1
2
3
4
5
6
Site Location: Farmington, New Mexico Elevation: Not Determined
of
915 Malta AvenueFarmington, NM 87401Tel (505) 327-7928Fax (505) 326-5721
Dry
Den
sity
(pcf
)
Project Number: 172-2717
Client: Occam Engineers, Inc.
Rec
over
y
A = Auger Cuttings R = Ring-Lined Barrel Sampler SS = Split Spoon AC = Asphalt Concrete Pavement AB = Aggregate Base Course
Borehole B-5
GE
OM
AT
17
2-27
17.G
PJ
GE
OM
AT
.GD
T
7/20
/17
Group
Symbols Typical Names
GWWell-graded gravels and gravel-sand
mixtures, little or no fines
GPPoorly graded gravels and gravel-sand
mixtures, little or no fines
Penetration
Resistance, N
(blows/ft.)
GM Silty gravels, gravel-sand-silt mixtures
0-4 Very Loose
GCClayey gravels, gravel-sand-clay
mixtures 5-10 Loose
SWWell-graded sands and gravelly sands,
little or no fines 11-30 Medium Dense
SPPoorly graded sands and gravelly
sands, little or no fines 31-50 Dense
SM Silty sands, sand-silt mixtures
>50 Very Dense
SC Clayey sands, sand-clay mixtures
MLInorganic silts, very fine sands, rock
flour, silty or clayey fine sands
Penetration
Resistance, N
(blows/ft.) Consistency
Unconfined
Compressive
Strength (Tons/ft2)
CLInorganic clays of low to medium
plasticity, gravelly clays, sandy clays,
silty clays, lean clays <2 Very Soft <0.25
OLOrganic silts and organic silty clays of
low plasticity 2-4 Soft 0.25-0.50
MHInorganic silts, micaceous or
diatomaceous free sands or silts, elastic
silts 4-8 Firm 0.50-1.00
CHInorganic clays of high plasticity, fat
clays 8-15 Stiff 1.00-2.00
OHOrganic clays of medium to high
plasticity 15-30 Very Stiff 2.00-4.00
PT Peat, mucic & other highly organic soils
>30 Hard >4.0
>12'' 12'' 3" 3/4" #4 #10 #40 #200
Boulders Cobbles Gravel
coarse fine coarse medium fine
MOISTURE CONDITIONS OTHER SYMBOLS
Dry Absence of moist, dusty, dry to the touch trace 0-5% R Ring Sample
Slightly Damp Below optimum moisture content for compaction few 5-10% S SPT Sample
Moist Near optimum moisture content, will moisten the hand little 10-25% B Bulk Sample
Very Moist Above optimum moisture content some 25-45% ▼ Ground Water
Wet Visible free water, below water table mostly 50-100%
BASIC LOG FORMAT:
EXAMPLE:
SILTY SAND w/trace silt (SM-SP), Brown, loose to med. Dense, fine to medium grained, damp
UNIFIED SOIL CLASSIFICATION SYSTEM
Silts and ClaysLiquid Limit greater than 50
MATERIAL QUANTITY
SandsMore than 50% of
coarse fraction
passes No. 4 sieve
Clean Gravels
U.S. Standard Sieve Sizes
Fine-Grained
Soils
50% or more
passes
No. 200 sieve
Gravels with
Fines
Clean Sands
Standard Penetration Test
Density of Fine-Grained Soils
Silts and ClaysLiquid Limit 50 or less
Gravels50% or more of
coarse fraction
retained on No. 4
sieve
Coarse-
Grained Soils
More than 50%
retained on No.
200 sieve
Relative Density
Sands with
Fines
Group name, Group symbol, (grain size), color, moisture, consistency or relative density. Additional comments: odor, presence of roots, mica, gypsum, coarse particles, etc.
UNIFIED SOIL CLASSIFICATION SYSTEM
Major Divisions
Highly Organic Soils
CONSISTENCY OR RELATIVE
DENSITY CRITERIA
Standard Penetration Test
Density of Granular Soils
Silt or ClaySand
TEST DRILLING EQUIPMENT & PROCEDURES
Description of Subsurface Exploration Methods
Drilling Equipment – Truck-mounted drill rigs powered with gasoline or diesel engines are
used in advancing test borings. Drilling through soil or softer rock is performed with hollow-
stem auger or continuous flight auger. Carbide insert teeth are normally used on bits to penetrate
soft rock or very strongly cemented soils which require blasting or very heavy equipment for
excavation. Where refusal is experienced in auger drilling, the holes are sometimes advanced
with tricone gear bits and NX rods using water or air as a drilling fluid.
Sampling Procedures - Dynamically driven tube samples are usually obtained at selected
intervals in the borings by the ASTM D1586 test procedure. In most cases, 2” outside diameter,
1 3/8” inside diameter, samplers are used to obtain the standard penetration resistance.
“Undisturbed” samples of firmer soils are often obtained with 3” outside diameter samplers lined
with 2.42” inside diameter brass rings. The driving energy is generally recorded as the number
of blows of a 140-pound, 30-inch free fall drop hammer required to advance the samplers in 6-
inch increments. These values are expressed in blows per foot on the boring logs. However, in
stratified soils, driving resistance is sometimes recorded in 2- or 3-inch increments so that soil
changes and the presence of scattered gravel or cemented layers can be readily detected and the
realistic penetration values obtained for consideration in design. “Undisturbed” sampling of
softer soils is sometimes performed with thin-walled Shelby tubes (ASTM D1587). Tube
samples are labeled and placed in watertight containers to maintain field moisture contents for
testing. When necessary for testing, larger bulk samples are taken from auger cuttings. Where
samples of rock are required, they are obtained by NX diamond core drilling (ASTM D2113).
Boring Records - Drilling operations are directed by our field engineer or geologist who
examines soil recovery and prepares boring logs. Soils are visually classified in accordance with
the Unified Soil Classification System (ASTM D2487), with appropriate group symbols being
shown on the logs.
Appendix B
1.5
"1
"3
/4"
1/2
"3
/8"
No
. 4
No
. 8
No
. 1
0N
o.
16
No
. 3
0N
o.
40
No
. 5
0N
o.
10
0N
o.
20
0L
LP
LP
I
52
31
B-1
1.5
- 4
----
10
09
28
67
77
17
06
75
95
64
43
12
2--
4.0
NL
LN
PL
NP
52
32
B-2
1.5
- 5
----
10
07
77
36
76
46
36
25
75
44
73
93
1--
8.3
NL
LN
PL
NP
52
33
B-3
2.5
- 3
.51
00
95
85
79
74
70
67
66
64
58
51
44
34
27
--4
.3N
LL
NP
LN
P
52
34
B-5
1.5
- 2
----
10
09
29
29
08
98
98
88
17
26
34
83
5--
7.4
20
15
5
52
55
B1
+B
2+
B3
1 -
5--
----
----
----
----
----
----
--5
6--
----
--
(Co
mp
osite
)
52
56
B1
+B
2+
B3
+
B4
+B
51
- 5
----
----
----
----
----
----
----
55
----
----
(Co
mp
osite
)
54
04
B5
1.5
- 2
----
----
----
----
----
----
----
55
----
----
--
NP
= N
on
-Pla
stic
CL
AS
SIF
ICA
TIO
N
AT
TE
RB
ER
G L
IMIT
S
LA
B N
O.
BO
RIN
G /
TE
ST
PIT
SA
MP
LE
DE
PT
H (
ft)
SIE
VE
AN
AL
YS
IS,
CU
MU
LA
TIV
E P
ER
CE
NT
PA
SS
ING
MO
IST
UR
E
CO
NT
EN
T
(%)
R-V
AL
UE
--
Silt
y S
AN
D w
/ g
rave
l (S
M)
--
Silt
y S
AN
D w
/ g
rave
l (S
M)
SU
MM
AR
Y O
F S
OIL
TE
ST
S
Silt
y S
AN
D w
/ g
rave
l (S
M)
Silt
y,
cla
ye
y S
AN
D (
SC
-SM
)
NP
L =
No
Pla
stic L
imit
Fa
rmin
gto
n, N
ew
Me
xic
o
17
2-2
71
7
NL
L =
No
Liq
uid
Lim
it
Lo
ca
tio
n
Da
te o
f E
xp
lora
tio
n6
/6/2
01
7
City o
f F
arm
ing
ton
Dow
nto
wn R
evitaliz
ation
Pro
ject
Jo
b N
o.
LABORATORY TESTING PROCEDURES
Consolidation Tests: One-dimensional consolidation tests are performed using “Floating-ring”
type consolidometers. The test samples are approximately 2.5 inches in diameter and 1.0 inch
high and are usually obtained from test borings using the dynamically-driven ring samplers. Test
procedures are generally as outlined in ASTM D2435. Loads are applied in several increments
to the upper surface of the test specimen and the resulting deformations are recorded at selected
time intervals for each increment. Samples are normally loaded in the in-situ moisture
conditions to loads which approximate the stresses which will be experienced by the soils after
the project is completed. Samples are usually then submerged to determine the effect of
increased moisture contents on the soils. Each load increment is applied until
compression/expansion of the sample is essentially complete (normally movements of less than
0.0003 inches/hour). Porous stones are placed on the top and bottom surfaces of the samples to
facilitate introduction of the moisture.
Expansion Tests: Tests are performed on either undisturbed or recompacted samples to
evaluate the expansive potential of the soils. The test samples are approximately 2.5 inches in
diameter and 1.0 inch high. Recompacted samples are typically remolded to densities and
moisture contents that will simulate field compaction conditions. Surcharge loads normally
simulate those which will be experienced by the soils in the field. Surcharge loads are
maintained until the expansion is essentially complete.
Atterberg Limits/Maximum Density/Optimum Moisture Tests: These tests are performed in
accordance with the prescribed ASTM test procedures.
Appendix C
Civil Transformations Inc. 2929 Coors Blvd. NW, Ste. 309 Albuquerque, NM 87120-1425 505.508.3374 www.civiltransformations.com
1
Memo
To: Art Garcia, PE – OEI; Matt Cramer, PE – GEOMAT Inc.
From: Timothy D. Simmons, PE, PTOE
Date: 7/12/17
Re: Farmington Downtown Revitalization – Traffic Volume Estimate for Pavement Design
A 48-hour traffic count was conducted on May 10-11, 2017 along West Main St. east of Wall St. that measured volume, vehicle classification, gaps, and speed. Data from this count may be used to estimate equivalent single axle loads (ESALs) for pavement design in the corridor. Attachment A presents the data collected for the project and is summarized by the FHWA vehicle classification scheme. Regional or seasonal adjustment factors were not applied to this data, however it is useful for the stated purpose as it was collected over a 48-hour period. Totals are represented for the 48-hour period, thus daily values would be half of the counted values. Notable observations are as follows:
A significant percentage (20.9%) was classified as Class 5, which is comprised of 2-axle, 6-tire vehicles which could include 3-axle pick-up trucks (‘dualies’), other trucks, RVs, and motor homes. The manual turning movement counts (TMCs) concurrently collected for the corridor consistently showed heavy commercial ‘truck’ percentages of approximately 1% - 2%, including class 4 – 13. Also, the City truck ADT map shows an average daily truck volume in the corridor of 1,407, which amounts to approximately 8.3% of the daily volume. Thus the percentage of Class 5 vehicles appears to be an anomaly.
Another significant amount of vehicles (37.9%) were classified as ‘Other’, i.e., the pneumatic road tube counter was not able to distinguish the vehicle classification based on the tube impulses. This could be attributed to factors such as the simultaneous passage of vehicles in multiple lanes across the undivided 4-lane roadway section, or perhaps defects in one or more of the rubber tubes. It should be noted that the volume totals for the 48-hour count are consistent with prior year counts, and the peak flow volumes generally correlate with turning movement count flow rates. Thus the percentage of ‘Other’ (unclassified) vehicles appears to be an anomaly.
The count yielded a daily distribution percentage (DD) of 55% eastbound, which is similar to the 59% value measured by the City in a 2016 count.
It has been concluded that the count is generally sufficient for study purposes, though the classification distribution exhibits some anomalies. It is therefore recommended that vehicle classification percentages obtained in the City’s 2016 count (see Attachment B) be applied to this count data as those percentages are close to the ‘truck’ percentages shown in the TMCs. These average approximately 2% for Class 4-8 and 2% for Class 9-13, respectively.
Historic traffic volumes for W. Main St. were obtained from the City’s and the MPOs published lists and traffic flow maps. Records indicate a general decline in traffic volumes. A separate traffic forecast is being produced based on potential through traffic diversions. However, for purposes of pavement design, it is
Page 2
recommended that a modest growth factor of 1% per year be used to account for traffic growth within the corridor attributed to redevelopment activities that may be generated as a result of the project.
SUMMARY
The classification count collected for this project (Attachment A) exhibited some anomalies with respect to the classification distribution percentages. Nevertheless, the traffic volumes provided with this count correlate with other data and thus should serve as the basis for the ESAL estimate and associated pavement design. Using percentages obtained from a recent City traffic count (Attachment B), the calculated volumes presented in Attachment C are recommended for use in deriving ESALs. Furthermore, a DD value of 55% should be applied.
If you have any further questions pertaining to this information, please do not hesitate to contact me.
Pa
ge
1
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
WE
ST
Sta
rt
Cars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
0/1
7*
**
**
**
**
**
**
**
01:0
0*
**
**
**
**
**
**
**
02:0
0*
**
**
**
**
**
**
**
03:0
0*
**
**
**
**
**
**
**
04:0
0*
**
**
**
**
**
**
**
05:0
0*
**
**
**
**
**
**
**
06:0
0*
**
**
**
**
**
**
**
07:0
0*
**
**
**
**
**
**
**
08:0
0*
**
**
**
**
**
**
**
09:0
0*
**
**
**
**
**
**
**
10:0
03
18
216
1138
20
41
00
00
64
447
11:0
04
23
266
3163
00
81
00
00
78
546
12 P
M3
30
281
2159
00
17
01
00
0111
604
13:0
01
26
278
1163
10
90
00
00
91
570
14:0
02
28
293
3145
40
60
20
00
81
564
15:0
01
17
282
0138
01
80
10
00
99
547
16:0
03
19
270
0133
42
17
14
11
063
518
17:0
02
17
297
1155
32
60
00
00
67
550
18:0
00
18
231
1132
11
60
10
00
51
442
19:0
00
7199
089
10
10
20
00
030
338
20:0
02
18
198
291
20
70
00
00
29
349
21:0
00
10
173
065
00
40
00
00
9261
22:0
01
288
037
10
20
10
00
13
145
23:0
00
142
016
00
00
00
00
362
Tota
l22
234
3114
14
1624
19
6104
510
11
0789
5943
Perc
ent
0.4
%3.9
%52.4
%0.2
%27.3
%0.3
%0.1
%1.7
%0.1
%0.2
%0.0
%0.0
%0.0
%13.3
%
AM
Peak
11:0
011:0
011:0
011:0
011:0
010:0
0
11:0
010:0
0
11:0
0
Vol.
423
266
3163
2
81
78
P
M P
eak
12:0
012:0
017:0
014:0
013:0
014:0
016:0
012:0
019:0
016:0
016:0
016:0
0
12:0
0
Vol.
330
297
3163
42
17
24
11
111
ATTACHMENT A
A-1
Pa
ge
2
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
WE
ST
Sta
rt
Cars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
1/1
70
123
15
00
00
00
00
232
01:0
00
014
02
00
00
00
00
016
02:0
00
13
11
00
00
00
00
17
03:0
00
16
13
00
00
00
00
314
04:0
00
216
015
00
10
00
00
034
05:0
00
458
143
20
11
00
00
4114
06:0
02
892
361
10
20
00
00
18
187
07:0
03
7203
5107
30
12
00
00
062
402
08:0
01
17
239
2122
00
10
01
00
065
457
09:0
01
9177
3104
21
11
01
00
058
367
10:0
02
11
229
4131
51
70
00
00
59
449
11:0
00
22
240
1134
20
10
01
11
0102
514
12 P
M2
23
288
2167
00
10
01
00
0127
620
13:0
03
21
303
3126
40
15
00
00
094
569
14:0
00
22
279
2156
21
15
01
00
078
556
15:0
01
18
283
1170
00
14
00
10
088
576
16:0
02
28
294
1124
00
12
02
00
054
517
17:0
04
14
260
1169
12
16
01
01
064
533
18:0
03
15
278
2121
00
11
01
00
039
470
19:0
02
17
252
1138
10
60
00
00
27
444
20:0
02
13
248
188
20
15
01
00
034
404
21:0
02
14
181
178
00
10
01
00
018
305
22:0
01
387
039
00
30
00
00
9142
23:0
01
348
020
10
00
00
00
780
Tota
l32
274
4101
37
2124
26
5181
111
22
01013
7809
Perc
ent
0.4
%3.5
%52.5
%0.5
%27.2
%0.3
%0.1
%2.3
%0.0
%0.1
%0.0
%0.0
%0.0
%13.0
%
AM
Peak
07:0
011:0
011:0
007:0
011:0
010:0
009:0
007:0
005:0
008:0
011:0
011:0
0
11:0
0
Vol.
322
240
5134
51
12
11
11
102
P
M P
eak
17:0
016:0
013:0
013:0
015:0
013:0
017:0
017:0
0
16:0
015:0
017:0
0
12:0
0
Vol.
428
303
3170
42
16
2
11
127
ATTACHMENT A
A-2
Pa
ge
3
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
WE
ST
Sta
rt
Cars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
2/1
70
423
111
00
00
00
00
544
01:0
00
08
03
00
00
00
00
213
02:0
00
110
02
00
00
00
00
114
03:0
00
08
05
00
01
00
00
115
04:0
00
216
117
00
00
00
00
036
05:0
00
160
041
10
01
10
00
1106
06:0
00
486
278
10
22
00
00
16
191
07:0
01
11
208
2110
10
30
00
00
58
394
08:0
01
9203
6117
10
11
00
00
070
418
09:0
04
3103
362
10
50
10
00
41
223
10:0
0*
**
**
**
**
**
**
**
11:0
0*
**
**
**
**
**
**
**
12 P
M*
**
**
**
**
**
**
**
13:0
0*
**
**
**
**
**
**
**
14:0
0*
**
**
**
**
**
**
**
15:0
0*
**
**
**
**
**
**
**
16:0
0*
**
**
**
**
**
**
**
17:0
0*
**
**
**
**
**
**
**
18:0
0*
**
**
**
**
**
**
**
19:0
0*
**
**
**
**
**
**
**
20:0
0*
**
**
**
**
**
**
**
21:0
0*
**
**
**
**
**
**
**
22:0
0*
**
**
**
**
**
**
**
23:0
0*
**
**
**
**
**
**
**
Tota
l6
35
725
15
446
50
21
42
00
0195
1454
Perc
ent
0.4
%2.4
%49.9
%1.0
%30.7
%0.3
%0.0
%1.4
%0.3
%0.1
%0.0
%0.0
%0.0
%13.4
%
AM
Peak
09:0
007:0
007:0
008:0
008:0
005:0
0
08:0
006:0
005:0
0
08:0
0
Vol.
411
208
6117
1
11
21
70
P
M P
eak
V
ol.
G
rand
Tota
l60
543
7940
66
4194
50
11
306
10
23
33
01997
15206
Perc
ent
0.4
%3.6
%52.2
%0.4
%27.6
%0.3
%0.1
%2.0
%0.1
%0.2
%0.0
%0.0
%0.0
%13.1
%
ATTACHMENT A
A-3
Pa
ge
4
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
EA
ST Sta
rt
Cars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
0/1
7*
**
**
**
**
**
**
**
01:0
0*
**
**
**
**
**
**
**
02:0
0*
**
**
**
**
**
**
**
03:0
0*
**
**
**
**
**
**
**
04:0
0*
**
**
**
**
**
**
**
05:0
0*
**
**
**
**
**
**
**
06:0
0*
**
**
**
**
**
**
**
07:0
0*
**
**
**
**
**
**
**
08:0
0*
**
**
**
**
**
**
**
09:0
0*
**
**
**
**
**
**
**
10:0
00
8154
1114
10
90
01
00
319
607
11:0
01
4149
1145
00
80
10
00
383
692
12 P
M3
2176
1122
00
10
00
00
0369
683
13:0
00
7182
4130
00
90
00
00
345
677
14:0
00
4158
1146
01
50
00
00
360
675
15:0
02
6154
1117
01
30
00
00
358
642
16:0
00
5151
0129
10
10
00
00
0350
646
17:0
01
43
181
098
20
70
10
00
446
779
18:0
01
2111
466
00
12
00
00
0319
515
19:0
01
384
163
01
60
00
10
220
380
20:0
01
292
047
00
10
00
00
217
360
21:0
00
348
029
00
10
00
00
198
279
22:0
00
026
014
00
10
00
00
112
153
23:0
00
022
15
00
00
00
00
47
75
Tota
l10
89
1688
15
1225
43
82
02
11
04043
7163
Perc
ent
0.1
%1.2
%23.6
%0.2
%17.1
%0.1
%0.0
%1.1
%0.0
%0.0
%0.0
%0.0
%0.0
%56.4
%
AM
Peak
11:0
010:0
010:0
010:0
011:0
010:0
0
10:0
0
11:0
010:0
0
11:0
0
Vol.
18
154
1145
1
9
11
383
P
M P
eak
12:0
017:0
013:0
013:0
014:0
017:0
014:0
018:0
0
17:0
0
19:0
0
17:0
0
Vol.
343
182
4146
21
12
1
1
446
ATTACHMENT A
A-4
Pa
ge
5
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
EA
ST Sta
rt
Cars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
1/1
70
014
12
00
00
00
00
28
45
01:0
00
110
05
00
00
00
00
13
29
02:0
00
07
01
00
00
00
00
412
03:0
00
04
03
00
00
00
00
11
18
04:0
00
05
02
00
00
00
00
25
32
05:0
00
113
013
00
12
00
00
102
132
06:0
02
337
224
00
00
00
00
167
235
07:0
00
378
142
00
20
00
00
299
425
08:0
02
290
175
10
31
00
00
325
500
09:0
02
7142
284
10
50
10
00
257
501
10:0
00
15
138
280
11
10
10
00
0330
578
11:0
03
16
189
0129
11
11
02
00
0327
679
12 P
M1
14
193
2124
00
80
00
00
380
722
13:0
02
16
207
1122
20
60
20
00
364
722
14:0
03
9176
2123
00
13
00
00
0388
714
15:0
01
6194
1108
10
70
10
00
398
717
16:0
00
5180
1107
00
11
00
00
0406
710
17:0
00
8207
0124
01
12
00
00
0417
769
18:0
00
11
150
078
00
80
00
00
369
616
19:0
00
10
113
164
00
71
00
00
343
539
20:0
00
497
237
00
40
00
00
289
433
21:0
00
568
129
00
30
00
00
237
343
22:0
00
242
015
00
20
00
00
109
170
23:0
00
118
014
00
00
00
00
61
94
Tota
l16
139
2372
20
1405
73
113
56
00
05649
9735
Perc
ent
0.2
%1.4
%24.4
%0.2
%14.4
%0.1
%0.0
%1.2
%0.1
%0.1
%0.0
%0.0
%0.0
%58.0
%
AM
Peak
11:0
011:0
011:0
006:0
011:0
008:0
010:0
011:0
005:0
011:0
0
10:0
0
Vol.
316
189
2129
11
11
22
330
P
M P
eak
14:0
013:0
013:0
012:0
012:0
013:0
017:0
014:0
019:0
013:0
0
17:0
0
Vol.
316
207
2124
21
13
12
417
ATTACHMENT A
A-5
Pa
ge
6
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
EA
ST Sta
rt
Cars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
2/1
70
09
02
00
00
00
00
34
45
01:0
00
29
03
00
00
00
00
822
02:0
00
05
00
00
00
00
00
12
17
03:0
00
05
03
00
10
00
00
14
23
04:0
00
011
08
00
00
00
00
34
53
05:0
00
213
010
00
00
00
00
103
128
06:0
00
531
129
00
00
00
00
168
234
07:0
00
476
051
00
32
00
00
301
437
08:0
01
589
278
10
41
10
00
313
495
09:0
02
666
257
00
60
00
01
177
317
10:0
0*
**
**
**
**
**
**
**
11:0
0*
**
**
**
**
**
**
**
12 P
M*
**
**
**
**
**
**
**
13:0
0*
**
**
**
**
**
**
**
14:0
0*
**
**
**
**
**
**
**
15:0
0*
**
**
**
**
**
**
**
16:0
0*
**
**
**
**
**
**
**
17:0
0*
**
**
**
**
**
**
**
18:0
0*
**
**
**
**
**
**
**
19:0
0*
**
**
**
**
**
**
**
20:0
0*
**
**
**
**
**
**
**
21:0
0*
**
**
**
**
**
**
**
22:0
0*
**
**
**
**
**
**
**
23:0
0*
**
**
**
**
**
**
**
Tota
l3
24
314
5241
10
14
31
00
11164
1771
Perc
ent
0.2
%1.4
%17.7
%0.3
%13.6
%0.1
%0.0
%0.8
%0.2
%0.1
%0.0
%0.0
%0.1
%65.7
%
AM
Peak
09:0
009:0
008:0
008:0
008:0
008:0
0
09:0
007:0
008:0
0
09:0
008:0
0
Vol.
26
89
278
1
62
1
1
313
P
M P
eak
V
ol.
G
rand
Tota
l29
252
4374
40
2871
12
6209
89
11
110856
18669
Perc
ent
0.2
%1.3
%23.4
%0.2
%15.4
%0.1
%0.0
%1.1
%0.0
%0.0
%0.0
%0.0
%0.0
%58.1
%
ATTACHMENT A
A-6
Pa
ge
7
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
WE
ST
, E
AS
TS
tart
C
ars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
0/1
7*
**
**
**
**
**
**
**
01:0
0*
**
**
**
**
**
**
**
02:0
0*
**
**
**
**
**
**
**
03:0
0*
**
**
**
**
**
**
**
04:0
0*
**
**
**
**
**
**
**
05:0
0*
**
**
**
**
**
**
**
06:0
0*
**
**
**
**
**
**
**
07:0
0*
**
**
**
**
**
**
**
08:0
0*
**
**
**
**
**
**
**
09:0
0*
**
**
**
**
**
**
**
10:0
03
26
370
2252
30
13
10
10
0383
1054
11:0
05
27
415
4308
00
16
11
00
0461
1238
12 P
M6
32
457
3281
00
27
01
00
0480
1287
13:0
01
33
460
5293
10
18
00
00
0436
1247
14:0
02
32
451
4291
41
11
02
00
0441
1239
15:0
03
23
436
1255
02
11
01
00
0457
1189
16:0
03
24
421
0262
52
27
14
11
0413
1164
17:0
03
60
478
1253
52
13
01
00
0513
1329
18:0
01
20
342
5198
11
18
01
00
0370
957
19:0
01
10
283
1152
11
16
20
01
0250
718
20:0
03
20
290
2138
20
80
00
00
246
709
21:0
00
13
221
094
00
50
00
00
207
540
22:0
01
2114
051
10
30
10
00
125
298
23:0
00
164
121
00
00
00
00
50
137
Tota
l32
323
4802
29
2849
23
9186
512
22
04832
13106
Perc
ent
0.2
%2.5
%36.6
%0.2
%21.7
%0.2
%0.1
%1.4
%0.0
%0.1
%0.0
%0.0
%0.0
%36.9
%
AM
Peak
11:0
011:0
011:0
011:0
011:0
010:0
0
11:0
010:0
011:0
010:0
0
11:0
0
Vol.
527
415
4308
3
16
11
1
461
P
M P
eak
12:0
017:0
017:0
013:0
013:0
016:0
015:0
012:0
019:0
016:0
016:0
016:0
0
17:0
0
Vol.
660
478
5293
52
27
24
11
513
ATTACHMENT A
A-7
Pa
ge
8
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
WE
ST
, E
AS
TS
tart
C
ars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
1/1
70
137
27
00
00
00
00
30
77
01:0
00
124
07
00
00
00
00
13
45
02:0
00
110
12
00
00
00
00
519
03:0
00
110
16
00
00
00
00
14
32
04:0
00
221
017
00
10
00
00
25
66
05:0
00
571
156
20
23
00
00
106
246
06:0
04
11
129
585
10
20
00
00
185
422
07:0
03
10
281
6149
30
14
00
00
0361
827
08:0
03
19
329
3197
10
13
11
00
0390
957
09:0
03
16
319
5188
31
16
02
00
0315
868
10:0
02
26
367
6211
62
17
10
00
0389
1027
11:0
03
38
429
1263
31
21
03
11
0429
1193
12 P
M3
37
481
4291
00
18
01
00
0507
1342
13:0
05
37
510
4248
60
21
02
00
0458
1291
14:0
03
31
455
4279
21
28
01
00
0466
1270
15:0
02
24
477
2278
10
21
01
10
0486
1293
16:0
02
33
474
2231
00
23
02
00
0460
1227
17:0
04
22
467
1293
13
28
01
01
0481
1302
18:0
03
26
428
2199
00
19
01
00
0408
1086
19:0
02
27
365
2202
10
13
10
00
0370
983
20:0
02
17
345
3125
20
19
01
00
0323
837
21:0
02
19
249
2107
00
13
01
00
0255
648
22:0
01
5129
054
00
50
00
00
118
312
23:0
01
466
034
10
00
00
00
68
174
Tota
l48
413
6473
57
3529
33
8294
617
22
06662
17544
Perc
ent
0.3
%2.4
%36.9
%0.3
%20.1
%0.2
%0.0
%1.7
%0.0
%0.1
%0.0
%0.0
%0.0
%38.0
%
AM
Peak
06:0
011:0
011:0
007:0
011:0
010:0
010:0
011:0
005:0
011:0
011:0
011:0
0
11:0
0
Vol.
438
429
6263
62
21
33
11
429
P
M P
eak
13:0
012:0
013:0
012:0
017:0
013:0
017:0
014:0
019:0
013:0
015:0
017:0
0
12:0
0
Vol.
537
510
4293
63
28
12
11
507
ATTACHMENT A
A-8
Pa
ge
9
Site
Co
de
: M
AIN
AT
WA
LL
Civ
il T
ran
sfo
rmati
on
s In
c.
29
29
Co
ors
Blv
d.
NW
, S
te.
30
9A
lbu
qu
erq
ue
, N
M 8
71
20
(5
05
) 5
08
-33
74
Tra
nsfo
rmin
g In
frastr
uctu
re N
eed
s in
to S
usta
inab
le S
olu
tio
ns
WE
ST
, E
AS
TS
tart
C
ars
&2 A
xle
2 A
xle
3 A
xle
4 A
xle
<5 A
xl
5 A
xle
>6 A
xl
<6 A
xl
6 A
xle
>6 A
xl
Not
T
ime
Bik
es
Tra
ilers
Long
Buses
6 T
ire
Sin
gle
Sin
gle
Double
Double
Double
Multi
Multi
Multi
Cla
ssed
Tota
l05/1
2/1
70
432
113
00
00
00
00
39
89
01:0
00
217
06
00
00
00
00
10
35
02:0
00
115
02
00
00
00
00
13
31
03:0
00
013
08
00
11
00
00
15
38
04:0
00
227
125
00
00
00
00
34
89
05:0
00
373
051
10
01
10
00
104
234
06:0
00
9117
3107
10
22
00
00
184
425
07:0
01
15
284
2161
10
62
00
00
359
831
08:0
02
14
292
8195
20
15
11
00
0383
913
09:0
06
9169
5119
10
11
01
00
1218
540
10:0
0*
**
**
**
**
**
**
**
11:0
0*
**
**
**
**
**
**
**
12 P
M*
**
**
**
**
**
**
**
13:0
0*
**
**
**
**
**
**
**
14:0
0*
**
**
**
**
**
**
**
15:0
0*
**
**
**
**
**
**
**
16:0
0*
**
**
**
**
**
**
**
17:0
0*
**
**
**
**
**
**
**
18:0
0*
**
**
**
**
**
**
**
19:0
0*
**
**
**
**
**
**
**
20:0
0*
**
**
**
**
**
**
**
21:0
0*
**
**
**
**
**
**
**
22:0
0*
**
**
**
**
**
**
**
23:0
0*
**
**
**
**
**
**
**
Tota
l9
59
1039
20
687
60
35
73
00
11359
3225
Perc
ent
0.3
%1.8
%32.2
%0.6
%21.3
%0.2
%0.0
%1.1
%0.2
%0.1
%0.0
%0.0
%0.0
%42.1
%
AM
Peak
09:0
007:0
008:0
008:0
008:0
008:0
0
08:0
006:0
005:0
0
09:0
008:0
0
Vol.
615
292
8195
2
15
21
1383
P
M P
eak
V
ol.
G
rand
Tota
l89
795
12314
106
7065
62
17
515
18
32
44
112853
33875
Perc
ent
0.3
%2.3
%36.4
%0.3
%20.9
%0.2
%0.1
%1.5
%0.1
%0.1
%0.0
%0.0
%0.0
%37.9
%
ATTACHMENT A
A-9
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
6D
irection:
NB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
8/3
0/2
01
6 0
:00
40
12
01
00
00
00
00
25
.0%
0.0
%8
/30
/20
16
0:1
55
04
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
0:3
01
00
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
0:4
52
02
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
1:0
00
00
00
00
00
00
00
0--
--8
/30
/20
16
1:1
53
03
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
1:3
05
05
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
1:4
55
02
30
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
2:0
02
02
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
2:1
52
02
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
2:3
01
01
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
2:4
51
00
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
3:0
02
01
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
3:1
53
02
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
3:3
05
04
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
3:4
53
02
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
4:0
01
01
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
4:1
52
02
00
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
4:3
03
01
20
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
4:4
53
02
00
01
00
00
00
03
3.3
%0
.0%
8/3
0/2
01
6 5
:00
80
34
00
10
00
00
00
12
.5%
0.0
%8
/30
/20
16
5:1
56
03
30
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
5:3
01
40
67
00
00
01
00
00
0.0
%7
.1%
8/3
0/2
01
6 5
:45
17
01
07
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 6
:00
17
09
80
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
6:1
51
10
73
00
10
00
00
00
9.1
%0
.0%
8/3
0/2
01
6 6
:30
35
02
11
30
10
00
00
00
02
.9%
0.0
%8
/30
/20
16
6:4
53
00
22
70
01
00
00
00
03
.3%
0.0
%8
/30
/20
16
7:0
04
40
28
15
01
00
00
00
00
2.3
%0
.0%
8/3
0/2
01
6 7
:15
44
03
21
20
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
7:3
06
70
48
18
00
10
00
00
00
1.5
%0
.0%
8/3
0/2
01
6 7
:45
68
14
52
10
01
00
00
00
01
.5%
0.0
%8
/30
/20
16
8:0
07
40
49
22
10
01
01
00
00
2.7
%1
.4%
8/3
0/2
01
6 8
:15
79
05
32
31
00
02
00
00
01
.3%
2.5
%8
/30
/20
16
8:3
06
60
48
16
01
00
01
00
00
1.5
%1
.5%
8/3
0/2
01
6 8
:45
83
05
13
10
00
00
10
00
00
.0%
1.2
%8
/30
/20
16
9:0
05
70
37
16
10
11
01
00
00
5.3
%1
.8%
8/3
0/2
01
6 9
:15
96
05
63
80
02
00
00
00
02
.1%
0.0
%8
/30
/20
16
9:3
08
72
61
20
00
30
01
00
00
3.4
%1
.1%
8/3
0/2
01
6 9
:45
10
52
66
31
00
20
31
00
00
1.9
%3
.8%
8/3
0/2
01
6 1
0:0
01
03
06
33
50
01
12
00
10
01
.9%
2.9
%8
/30
/20
16
10
:15
99
06
53
30
00
10
00
00
01
.0%
0.0
%8
/30
/20
16
10
:30
11
21
79
32
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 1
0:4
51
02
17
22
30
03
02
00
10
02
.9%
2.9
%8
/30
/20
16
11
:00
12
12
81
34
10
20
10
00
00
2.5
%0
.8%
8/3
0/2
01
6 1
1:1
51
40
19
44
30
11
00
00
00
01
.4%
0.0
%8
/30
/20
16
11
:30
14
13
88
49
00
00
00
01
00
0.0
%0
.7%
8/3
0/2
01
6 1
1:4
51
50
09
35
40
01
02
00
00
00
.7%
1.3
%
36
.72
99
4
-108
.19
903
15
-min
Cla
ss C
ou
nt: 1
60
37
56
.20
16
08
30
1 o
f 2
ATTACHMENT B
B-1
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
6D
irection:
NB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
36
.72
99
4
-108
.19
903
8/3
0/2
01
6 1
2:0
01
70
01
22
45
00
20
10
00
00
1.2
%0
.6%
8/3
0/2
01
6 1
2:1
51
35
08
44
60
03
11
00
00
03
.0%
0.7
%8
/30
/20
16
12
:30
12
10
78
40
00
20
10
00
00
1.7
%0
.8%
8/3
0/2
01
6 1
2:4
51
37
68
44
30
03
10
00
00
02
.9%
0.0
%8
/30
/20
16
13
:00
13
00
88
39
10
20
00
00
00
2.3
%0
.0%
8/3
0/2
01
6 1
3:1
51
38
39
04
50
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
13
:30
85
06
32
10
01
00
00
00
01
.2%
0.0
%8
/30
/20
16
13
:45
11
41
70
38
00
40
10
00
00
3.5
%0
.9%
8/3
0/2
01
6 1
4:0
01
26
19
23
20
00
01
00
00
00
.0%
0.8
%8
/30
/20
16
14
:15
11
91
79
34
01
20
20
00
00
2.5
%1
.7%
8/3
0/2
01
6 1
4:3
01
08
07
33
40
00
01
00
00
00
.0%
0.9
%8
/30
/20
16
14
:45
10
40
66
34
00
20
20
00
00
1.9
%1
.9%
8/3
0/2
01
6 1
5:0
01
31
09
04
01
00
00
00
00
00
.8%
0.0
%8
/30
/20
16
15
:15
13
11
89
37
01
30
00
00
00
3.1
%0
.0%
8/3
0/2
01
6 1
5:3
01
17
07
14
30
10
11
00
00
01
.7%
0.9
%8
/30
/20
16
15
:45
12
91
87
39
00
10
10
00
00
0.8
%0
.8%
8/3
0/2
01
6 1
6:0
01
31
38
23
90
13
12
00
00
03
.8%
1.5
%8
/30
/20
16
16
:15
11
81
73
42
00
10
10
00
00
0.8
%0
.8%
8/3
0/2
01
6 1
6:3
01
39
28
54
71
02
11
00
00
02
.9%
0.7
%8
/30
/20
16
16
:45
13
10
96
31
00
31
00
00
00
3.1
%0
.0%
8/3
0/2
01
6 1
7:0
01
93
11
39
47
00
30
30
00
00
1.6
%1
.6%
8/3
0/2
01
6 1
7:1
51
15
38
02
20
03
51
10
00
07
.0%
1.7
%8
/30
/20
16
17
:30
12
81
87
37
00
10
20
00
00
0.8
%1
.6%
8/3
0/2
01
6 1
7:4
59
60
63
30
01
11
00
00
00
3.1
%0
.0%
8/3
0/2
01
6 1
8:0
08
20
59
21
00
20
00
00
00
2.4
%0
.0%
8/3
0/2
01
6 1
8:1
57
62
48
23
00
12
00
00
00
3.9
%0
.0%
8/3
0/2
01
6 1
8:3
07
42
53
19
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 1
8:4
57
00
39
29
01
00
10
00
00
1.4
%1
.4%
8/3
0/2
01
6 1
9:0
06
60
49
16
00
00
10
00
00
0.0
%1
.5%
8/3
0/2
01
6 1
9:1
56
82
46
19
00
10
00
00
00
1.5
%0
.0%
8/3
0/2
01
6 1
9:3
04
80
35
70
04
02
00
00
08
.3%
4.2
%8
/30
/20
16
19
:45
43
03
01
10
02
00
00
00
04
.7%
0.0
%8
/30
/20
16
20
:00
52
13
81
10
02
00
00
00
03
.8%
0.0
%8
/30
/20
16
20
:15
39
13
35
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
0:3
04
00
27
12
00
00
00
01
00
0.0
%2
.5%
8/3
0/2
01
6 2
0:4
53
11
23
70
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
21
:00
21
01
65
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
1:1
52
60
21
50
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
21
:30
24
02
22
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
1:4
51
40
11
20
00
00
10
00
00
.0%
7.1
%8
/30
/20
16
22
:00
90
72
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
2:1
51
80
17
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
22
:30
10
09
10
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
22
:45
10
06
40
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
23
:00
10
08
20
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
23
:15
60
23
00
00
01
00
00
0.0
%1
6.7
%8
/30
/20
16
23
:30
15
08
50
01
00
10
00
06
.7%
6.7
%8
/30
/20
16
23
:45
20
20
00
00
00
00
00
0.0
%0
.0%
Day T
ota
ls5
92
94
73
96
71
74
97
11
77
18
38
11
04
00
1.9
%0
.9%
AM
Peak H
r11:1
5 A
MA
M P
eak V
ol
60
1A
M P
HF
0.8
84
PM
Peak H
r4:1
5 P
MP
M P
eak V
ol
58
1P
M P
HF
0.7
53
15
-min
Cla
ss C
ou
nt: 1
60
37
56
.20
16
08
30
2 o
f 2
ATTACHMENT B
B-2
Timothy
Rectangle
Timothy
Rectangle
Timothy
Text Box
*
Timothy
Text Box
*SU = Class 4-7; CB = Class 8-13
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
6D
irection:
NB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
8/3
1/2
01
6 0
:00
70
61
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 0
:15
40
22
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 0
:30
20
20
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 0
:45
70
24
01
00
00
00
00
14
.3%
0.0
%8
/31
/20
16
1:0
02
01
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
1:1
51
01
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
1:3
02
02
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
1:4
52
02
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:0
02
01
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:1
55
03
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:3
01
00
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:4
57
06
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:0
02
02
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:1
52
02
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:3
04
02
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:4
53
03
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
4:0
01
00
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
4:1
53
02
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
4:3
02
01
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
4:4
51
01
00
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
5:0
07
03
40
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
5:1
59
04
40
01
00
00
00
01
1.1
%0
.0%
8/3
1/2
01
6 5
:30
90
26
00
10
00
00
00
11
.1%
0.0
%8
/31
/20
16
5:4
51
60
11
50
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
6:0
01
20
84
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 6
:15
20
01
55
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 6
:30
34
01
91
10
21
00
10
00
08
.8%
2.9
%8
/31
/20
16
6:4
54
00
28
12
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 7
:00
34
02
48
00
20
00
00
00
5.9
%0
.0%
8/3
1/2
01
6 7
:15
46
02
91
60
01
00
00
00
02
.2%
0.0
%8
/31
/20
16
7:3
05
41
38
15
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 7
:45
79
05
22
51
00
00
00
10
01
.3%
1.3
%8
/31
/20
16
8:0
07
00
44
21
00
20
20
01
00
2.9
%4
.3%
8/3
1/2
01
6 8
:15
53
03
91
20
00
02
00
00
00
.0%
3.8
%8
/31
/20
16
8:3
07
20
41
29
00
00
20
00
00
0.0
%2
.8%
8/3
1/2
01
6 8
:45
72
14
12
80
11
00
00
00
02
.8%
0.0
%8
/31
/20
16
9:0
07
50
53
21
00
10
00
00
00
1.3
%0
.0%
8/3
1/2
01
6 9
:15
88
15
53
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
9:3
01
10
05
55
21
10
01
00
00
01
.8%
0.9
%8
/31
/20
16
9:4
51
18
08
13
40
01
01
10
00
00
.8%
1.7
%8
/31
/20
16
10
:00
80
04
43
40
01
10
00
00
02
.5%
0.0
%8
/31
/20
16
10
:15
10
40
73
27
00
10
30
00
00
1.0
%2
.9%
8/3
1/2
01
6 1
0:3
01
16
07
43
70
11
00
10
20
01
.7%
2.6
%8
/31
/20
16
10
:45
12
10
86
30
10
30
10
00
00
3.3
%0
.8%
8/3
1/2
01
6 1
1:0
01
22
27
84
10
01
00
00
00
00
.8%
0.0
%8
/31
/20
16
11
:15
13
70
80
48
00
71
10
00
00
5.8
%0
.7%
8/3
1/2
01
6 1
1:3
01
51
19
54
40
03
05
11
10
02
.0%
5.3
%8
/31
/20
16
11
:45
12
51
82
36
00
41
01
00
00
4.0
%0
.8%
36
.72
99
4
-108
.19
903
15
-min
Cla
ss C
ou
nt: 1
60
37
56
.20
16
08
31
1 o
f 2
ATTACHMENT B
B-3
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
6D
irection:
NB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
36
.72
99
4
-108
.19
903
8/3
1/2
01
6 1
2:0
01
43
11
00
39
00
20
10
00
00
1.4
%0
.7%
8/3
1/2
01
6 1
2:1
51
38
09
73
21
07
01
00
00
05
.8%
0.7
%8
/31
/20
16
12
:30
14
00
90
41
00
62
10
00
00
5.7
%0
.7%
8/3
1/2
01
6 1
2:4
51
19
07
93
50
11
03
00
00
01
.7%
2.5
%8
/31
/20
16
13
:00
13
03
85
39
10
02
00
00
00
2.3
%0
.0%
8/3
1/2
01
6 1
3:1
51
26
37
34
70
02
01
00
00
01
.6%
0.8
%8
/31
/20
16
13
:30
12
21
83
35
00
11
10
00
00
1.6
%0
.8%
8/3
1/2
01
6 1
3:4
51
31
28
93
30
01
05
00
10
00
.8%
4.6
%8
/31
/20
16
14
:00
12
50
76
46
00
30
00
00
00
2.4
%0
.0%
8/3
1/2
01
6 1
4:1
51
29
18
24
00
04
01
10
00
03
.1%
1.6
%8
/31
/20
16
14
:30
12
51
88
33
00
20
10
00
00
1.6
%0
.8%
8/3
1/2
01
6 1
4:4
51
21
08
72
80
11
04
00
00
01
.7%
3.3
%8
/31
/20
16
15
:00
14
20
99
38
10
00
10
01
20
0.7
%2
.8%
8/3
1/2
01
6 1
5:1
51
26
18
33
41
03
04
00
00
03
.2%
3.2
%8
/31
/20
16
15
:30
12
61
75
50
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 1
5:4
51
16
08
52
91
01
00
00
00
01
.7%
0.0
%8
/31
/20
16
16
:00
13
80
86
46
00
10
41
00
00
0.7
%3
.6%
8/3
1/2
01
6 1
6:1
51
14
07
53
42
01
11
00
00
03
.5%
0.9
%8
/31
/20
16
16
:30
13
02
83
37
00
21
50
00
00
2.3
%3
.8%
8/3
1/2
01
6 1
6:4
51
24
17
94
00
11
00
10
10
01
.6%
1.6
%8
/31
/20
16
17
:00
19
60
13
15
81
02
22
00
00
02
.6%
1.0
%8
/31
/20
16
17
:15
13
90
99
34
00
32
10
00
00
3.6
%0
.7%
8/3
1/2
01
6 1
7:3
01
24
08
43
20
12
23
00
00
04
.0%
2.4
%8
/31
/20
16
17
:45
10
41
74
27
00
20
00
00
00
1.9
%0
.0%
8/3
1/2
01
6 1
8:0
08
31
61
19
00
20
00
00
00
2.4
%0
.0%
8/3
1/2
01
6 1
8:1
58
10
56
25
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 1
8:3
01
01
07
52
40
01
10
00
00
02
.0%
0.0
%8
/31
/20
16
18
:45
61
13
72
00
11
00
00
00
13
.3%
1.6
%8
/31
/20
16
19
:00
63
04
61
30
03
00
10
00
04
.8%
1.6
%8
/31
/20
16
19
:15
59
23
71
70
03
00
00
00
05
.1%
0.0
%8
/31
/20
16
19
:30
60
14
89
00
10
10
00
00
1.7
%1
.7%
8/3
1/2
01
6 1
9:4
53
71
28
80
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
20
:00
52
23
01
80
02
00
00
00
03
.8%
0.0
%8
/31
/20
16
20
:15
49
13
41
40
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
20
:30
52
23
61
20
01
10
00
00
03
.8%
0.0
%8
/31
/20
16
20
:45
25
02
23
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
1:0
03
20
25
70
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
21
:15
25
01
87
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
1:3
02
50
18
60
01
00
00
00
04
.0%
0.0
%8
/31
/20
16
21
:45
12
17
30
00
01
00
00
00
.0%
8.3
%8
/31
/20
16
22
:00
18
01
44
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
2:1
51
20
83
00
10
00
00
00
8.3
%0
.0%
8/3
1/2
01
6 2
2:3
01
80
11
50
01
01
00
00
05
.6%
5.6
%8
/31
/20
16
22
:45
10
07
30
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
23
:00
40
40
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
3:1
51
00
91
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
3:3
01
01
54
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
3:4
57
06
10
00
00
00
00
00
.0%
0.0
%
Day T
ota
ls6
06
83
84
01
91
79
21
11
19
71
86
19
18
21
2.3
%1
.4%
AM
Peak H
r11:3
0 A
MA
M P
eak V
ol
55
7A
M P
HF
0.9
22
PM
Peak H
r4:3
0 P
MP
M P
eak V
ol
58
9P
M P
HF
0.7
51
15
-min
Cla
ss C
ou
nt: 1
60
37
56
.20
16
08
31
2 o
f 2
ATTACHMENT B
B-4
Timothy
Rectangle
Timothy
Rectangle
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
7D
irection:
SB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
8/3
0/2
01
6 0
:00
80
53
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 0
:15
80
43
01
00
00
00
00
12
.5%
0.0
%8
/30
/20
16
0:3
05
03
20
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
0:4
53
01
10
00
00
10
00
00
.0%
33
.3%
8/3
0/2
01
6 1
:00
40
31
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 1
:15
30
21
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 1
:30
30
21
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 1
:45
20
02
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
:00
30
12
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
:15
30
12
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
:30
10
10
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
:45
10
10
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 3
:00
20
02
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 3
:15
50
23
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 3
:30
50
41
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 3
:45
30
21
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 4
:00
50
22
00
10
00
00
00
20
.0%
0.0
%8
/30
/20
16
4:1
56
04
20
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
4:3
01
00
46
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 4
:45
17
01
06
01
00
00
00
00
5.9
%0
.0%
8/3
0/2
01
6 5
:00
16
08
71
00
00
00
00
06
.3%
0.0
%8
/30
/20
16
5:1
52
90
17
10
00
10
01
00
00
3.4
%3
.4%
8/3
0/2
01
6 5
:30
26
01
78
00
00
10
00
00
0.0
%3
.8%
8/3
0/2
01
6 5
:45
34
02
11
20
10
00
00
00
02
.9%
0.0
%8
/30
/20
16
6:0
04
30
24
16
00
10
11
00
00
2.3
%4
.7%
8/3
0/2
01
6 6
:15
51
02
52
30
11
01
00
00
03
.9%
2.0
%8
/30
/20
16
6:3
05
70
31
21
02
10
20
00
00
5.3
%3
.5%
8/3
0/2
01
6 6
:45
77
03
33
60
42
01
10
00
07
.8%
2.6
%8
/30
/20
16
7:0
09
60
53
38
01
20
20
00
00
3.1
%2
.1%
8/3
0/2
01
6 7
:15
10
30
54
43
00
11
21
01
00
1.9
%3
.9%
8/3
0/2
01
6 7
:30
13
60
82
46
10
20
32
00
00
2.2
%3
.7%
8/3
0/2
01
6 7
:45
21
81
12
28
40
14
14
00
10
02
.8%
2.3
%8
/30
/20
16
8:0
01
45
28
15
22
04
10
10
20
04
.8%
2.1
%8
/30
/20
16
8:1
51
19
05
95
51
02
02
00
00
02
.5%
1.7
%8
/30
/20
16
8:3
01
23
16
14
72
11
08
20
00
03
.3%
8.1
%8
/30
/20
16
8:4
51
19
06
44
90
03
01
10
01
02
.5%
2.5
%8
/30
/20
16
9:0
09
80
47
45
11
21
10
00
00
5.1
%1
.0%
8/3
0/2
01
6 9
:15
11
70
65
44
02
11
30
10
00
3.4
%3
.4%
8/3
0/2
01
6 9
:30
11
71
63
47
02
10
30
00
00
2.6
%2
.6%
8/3
0/2
01
6 9
:45
11
83
58
49
20
20
21
01
00
3.4
%3
.4%
8/3
0/2
01
6 1
0:0
01
24
27
44
10
02
05
00
00
01
.6%
4.0
%8
/30
/20
16
10
:15
14
40
77
58
02
21
21
01
00
3.5
%2
.8%
8/3
0/2
01
6 1
0:3
01
39
07
75
91
01
01
00
00
01
.4%
0.7
%8
/30
/20
16
10
:45
15
60
86
58
00
32
51
01
00
3.2
%4
.5%
8/3
0/2
01
6 1
1:0
01
28
06
55
40
24
03
00
00
04
.7%
2.3
%8
/30
/20
16
11
:15
13
80
72
61
00
30
20
00
00
2.2
%1
.4%
8/3
0/2
01
6 1
1:3
01
52
18
65
72
01
04
00
01
02
.0%
3.3
%8
/30
/20
16
11
:45
16
63
10
15
20
02
06
00
10
11
.2%
4.8
%
36
.72
99
4
-108
.19
903
15
-min
Cla
ss C
ou
nt: 1
60
37
57
.20
16
08
30
1 o
f 2
ATTACHMENT B
B-5
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
7D
irection:
SB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
36
.72
99
4
-108
.19
903
8/3
0/2
01
6 1
2:0
01
70
09
96
60
03
02
00
00
01
.8%
1.2
%8
/30
/20
16
12
:15
19
61
10
77
80
04
03
20
00
12
.0%
3.1
%8
/30
/20
16
12
:30
19
11
10
67
50
41
03
10
00
02
.6%
2.1
%8
/30
/20
16
12
:45
18
61
11
46
70
02
02
00
00
01
.1%
1.1
%8
/30
/20
16
13
:00
18
40
96
77
00
32
50
01
00
2.7
%3
.3%
8/3
0/2
01
6 1
3:1
51
51
28
55
50
02
16
00
00
02
.0%
4.0
%8
/30
/20
16
13
:30
17
03
93
63
11
50
40
00
00
4.1
%2
.4%
8/3
0/2
01
6 1
3:4
51
98
31
14
74
30
10
30
00
00
2.0
%1
.5%
8/3
0/2
01
6 1
4:0
01
58
28
36
31
02
16
00
00
02
.5%
3.8
%8
/30
/20
16
14
:15
15
31
81
66
00
11
30
00
00
1.3
%2
.0%
8/3
0/2
01
6 1
4:3
01
57
07
96
91
26
00
00
00
05
.7%
0.0
%8
/30
/20
16
14
:45
16
30
94
65
10
10
20
00
00
1.2
%1
.2%
8/3
0/2
01
6 1
5:0
01
66
11
11
48
00
50
00
01
00
3.0
%0
.6%
8/3
0/2
01
6 1
5:1
51
51
18
06
20
07
01
00
00
04
.6%
0.7
%8
/30
/20
16
15
:30
18
90
11
86
01
01
18
00
00
01
.6%
4.2
%8
/30
/20
16
15
:45
15
30
84
63
01
30
20
00
00
2.6
%1
.3%
8/3
0/2
01
6 1
6:0
01
45
08
35
60
12
02
01
00
02
.1%
2.1
%8
/30
/20
16
16
:15
15
60
91
53
12
60
21
00
00
5.8
%1
.9%
8/3
0/2
01
6 1
6:3
01
66
38
46
81
07
02
00
10
04
.8%
1.8
%8
/30
/20
16
16
:45
14
01
76
55
00
41
20
10
00
3.6
%2
.1%
8/3
0/2
01
6 1
7:0
01
84
21
08
66
00
41
20
01
00
2.7
%1
.6%
8/3
0/2
01
6 1
7:1
51
69
01
01
62
01
30
20
00
00
2.4
%1
.2%
8/3
0/2
01
6 1
7:3
01
49
09
34
80
11
04
00
11
01
.3%
4.0
%8
/30
/20
16
17
:45
12
70
74
46
10
30
30
00
00
3.1
%2
.4%
8/3
0/2
01
6 1
8:0
01
40
18
14
80
06
13
00
00
05
.0%
2.1
%8
/30
/20
16
18
:15
13
11
75
47
00
31
30
01
00
3.1
%3
.1%
8/3
0/2
01
6 1
8:3
09
90
59
38
00
00
10
01
00
0.0
%2
.0%
8/3
0/2
01
6 1
8:4
51
21
07
54
40
00
02
00
00
00
.0%
1.7
%8
/30
/20
16
19
:00
12
72
72
48
00
21
20
00
00
2.4
%1
.6%
8/3
0/2
01
6 1
9:1
51
13
07
43
50
01
12
00
00
01
.8%
1.8
%8
/30
/20
16
19
:30
68
03
82
60
00
04
00
00
00
.0%
5.9
%8
/30
/20
16
19
:45
88
15
33
30
01
00
00
00
01
.1%
0.0
%8
/30
/20
16
20
:00
97
25
43
80
02
01
00
00
02
.1%
1.0
%8
/30
/20
16
20
:15
92
15
23
70
01
01
00
00
01
.1%
1.1
%8
/30
/20
16
20
:30
81
04
83
10
00
11
00
00
01
.2%
1.2
%8
/30
/20
16
20
:45
96
26
42
90
00
01
00
00
00
.0%
1.0
%8
/30
/20
16
21
:00
73
04
02
80
02
02
10
00
02
.7%
4.1
%8
/30
/20
16
21
:15
56
03
81
70
01
00
00
00
01
.8%
0.0
%8
/30
/20
16
21
:30
50
03
99
00
10
10
00
00
2.0
%2
.0%
8/3
0/2
01
6 2
1:4
53
60
28
80
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
22
:00
26
01
79
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
2:1
52
10
14
70
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
22
:30
24
01
75
00
10
01
00
00
4.2
%4
.2%
8/3
0/2
01
6 2
2:4
52
11
17
30
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
23
:00
17
01
34
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
3:1
51
70
89
00
00
00
00
00
0.0
%0
.0%
8/3
0/2
01
6 2
3:3
01
30
10
30
00
00
00
00
00
.0%
0.0
%8
/30
/20
16
23
:45
70
61
00
00
00
00
00
0.0
%0
.0%
Day T
ota
ls8
67
24
74
92
13
27
52
43
51
48
21
15
82
03
15
32
2.6
%2
.3%
AM
Peak H
r11:4
5 A
MA
M P
eak V
ol
72
3A
M P
HF
0.9
22
PM
Peak H
r12:1
5 P
MP
M P
eak V
ol
75
7P
M P
HF
0.9
66
15
-min
Cla
ss C
ou
nt: 1
60
37
57
.20
16
08
30
2 o
f 2
ATTACHMENT B
B-6
Timothy
Rectangle
Timothy
Rectangle
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
7D
irection:
SB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
8/3
1/2
01
6 0
:00
90
62
00
10
00
00
00
11
.1%
0.0
%8
/31
/20
16
0:1
56
02
40
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
0:3
04
11
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
0:4
50
00
00
00
00
00
00
0--
--8
/31
/20
16
1:0
03
02
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
1:1
55
02
30
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
1:3
08
03
50
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
1:4
56
05
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:0
06
04
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:1
53
01
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:3
01
00
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
2:4
53
01
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:0
05
04
10
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:1
54
01
30
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
3:3
01
00
00
10
00
00
00
01
00
.0%
0.0
%8
/31
/20
16
3:4
53
01
10
10
00
00
00
03
3.3
%0
.0%
8/3
1/2
01
6 4
:00
70
34
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 4
:15
50
32
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 4
:30
11
05
60
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
4:4
51
20
10
20
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
5:0
09
04
50
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
5:1
52
60
16
70
10
00
20
00
03
.8%
7.7
%8
/31
/20
16
5:3
03
01
11
15
01
20
00
00
00
10
.0%
0.0
%8
/31
/20
16
5:4
53
70
17
19
01
00
00
00
00
2.7
%0
.0%
8/3
1/2
01
6 6
:00
45
02
51
80
11
00
00
00
04
.4%
0.0
%8
/31
/20
16
6:1
54
70
22
21
01
10
10
01
00
4.3
%4
.3%
8/3
1/2
01
6 6
:30
67
13
32
90
10
12
00
00
03
.0%
3.0
%8
/31
/20
16
6:4
57
40
40
29
02
00
30
00
00
2.7
%4
.1%
8/3
1/2
01
6 7
:00
82
03
44
40
13
00
00
00
04
.9%
0.0
%8
/31
/20
16
7:1
51
04
06
53
52
11
00
00
00
03
.8%
0.0
%8
/31
/20
16
7:3
01
42
19
54
21
02
01
00
00
02
.1%
0.7
%8
/31
/20
16
7:4
51
93
11
13
68
01
30
70
00
00
2.1
%3
.6%
8/3
1/2
01
6 8
:00
14
70
88
52
02
30
20
00
00
3.4
%1
.4%
8/3
1/2
01
6 8
:15
10
71
61
43
00
10
00
01
00
0.9
%0
.9%
8/3
1/2
01
6 8
:30
13
41
67
62
01
10
20
00
00
1.5
%1
.5%
8/3
1/2
01
6 8
:45
12
90
75
46
10
20
50
00
00
2.3
%3
.9%
8/3
1/2
01
6 9
:00
11
20
59
51
00
10
01
00
00
0.9
%0
.9%
8/3
1/2
01
6 9
:15
95
14
54
41
02
02
00
00
03
.2%
2.1
%8
/31
/20
16
9:3
01
44
08
15
60
31
03
00
00
02
.8%
2.1
%8
/31
/20
16
9:4
51
25
28
43
40
13
00
10
00
03
.2%
0.8
%8
/31
/20
16
10
:00
13
10
80
45
01
20
20
01
00
2.3
%2
.3%
8/3
1/2
01
6 1
0:1
51
41
07
06
60
02
03
00
00
01
.4%
2.1
%8
/31
/20
16
10
:30
13
51
69
60
00
01
10
02
01
0.7
%3
.0%
8/3
1/2
01
6 1
0:4
51
45
09
24
91
00
01
00
10
10
.7%
2.1
%8
/31
/20
16
11
:00
16
51
90
65
11
30
31
00
00
3.0
%2
.4%
8/3
1/2
01
6 1
1:1
51
39
07
94
82
03
07
00
00
03
.6%
5.0
%8
/31
/20
16
11
:30
15
61
98
50
10
30
30
00
00
2.6
%1
.9%
8/3
1/2
01
6 1
1:4
51
80
11
10
62
00
20
50
00
00
1.1
%2
.8%
36
.72
99
4
-108
.19
903
15
-min
Cla
ss C
ou
nt: 1
60
37
57
.20
16
08
31
1 o
f 2
ATTACHMENT B
B-7
Tra
ffic
Re
se
arc
h &
An
aly
sis
, In
c.
38
44
Ea
st In
dia
n S
ch
oo
l R
oa
d
Ph
oe
nix
, A
Z 8
50
18
(60
2)
84
0-1
50
0
Clie
nt:
Farm
ingto
nS
ite R
ef:
39
File
Num
ber:
16
03
75
7D
irection:
SB
Route
:M
ain
St (F
L43
57)
Latitu
de:
Location:
Btw
n A
ubu
rn &
Butler
Lon
gitud
e:
Date
/Tim
e T
ota
lc
ls0
1c
ls0
2c
ls0
3c
ls0
4c
ls0
5c
ls0
6c
ls0
7c
ls0
8c
ls0
9c
ls1
0c
ls1
1c
ls1
2c
ls1
3p
ct
SU
pct
CB
36
.72
99
4
-108
.19
903
8/3
1/2
01
6 1
2:0
01
66
21
02
50
01
50
32
10
00
3.6
%3
.6%
8/3
1/2
01
6 1
2:1
51
84
01
06
74
10
20
00
00
01
1.6
%0
.5%
8/3
1/2
01
6 1
2:3
02
00
11
13
72
01
60
60
01
00
3.5
%3
.5%
8/3
1/2
01
6 1
2:4
52
20
21
31
76
20
42
30
00
00
3.6
%1
.4%
8/3
1/2
01
6 1
3:0
01
72
19
76
40
22
06
00
00
02
.3%
3.5
%8
/31
/20
16
13
:15
16
40
87
68
01
31
30
00
10
3.0
%2
.4%
8/3
1/2
01
6 1
3:3
01
70
01
01
63
03
00
30
00
00
1.8
%1
.8%
8/3
1/2
01
6 1
3:4
51
83
01
02
74
02
30
10
10
00
2.7
%1
.1%
8/3
1/2
01
6 1
4:0
01
63
09
85
40
05
06
00
00
03
.1%
3.7
%8
/31
/20
16
14
:15
14
22
75
56
00
40
50
00
00
2.8
%3
.5%
8/3
1/2
01
6 1
4:3
01
84
21
02
69
01
40
20
12
01
2.7
%3
.3%
8/3
1/2
01
6 1
4:4
51
23
18
62
80
05
12
00
00
04
.9%
1.6
%8
/31
/20
16
15
:00
15
31
89
56
00
11
50
00
00
1.3
%3
.3%
8/3
1/2
01
6 1
5:1
51
61
39
25
70
02
06
00
00
11
.2%
4.3
%8
/31
/20
16
15
:30
16
70
10
15
70
04
03
00
10
12
.4%
3.0
%8
/31
/20
16
15
:45
17
20
95
68
20
12
31
00
00
2.9
%2
.3%
8/3
1/2
01
6 1
6:0
01
74
09
86
80
13
04
00
00
02
.3%
2.3
%8
/31
/20
16
16
:15
15
31
98
49
01
20
20
00
00
2.0
%1
.3%
8/3
1/2
01
6 1
6:3
01
57
09
55
41
01
05
00
10
01
.3%
3.8
%8
/31
/20
16
16
:45
14
31
79
56
00
10
60
00
00
0.7
%4
.2%
8/3
1/2
01
6 1
7:0
01
69
01
03
61
01
10
30
00
00
1.2
%1
.8%
8/3
1/2
01
6 1
7:1
51
62
39
65
40
16
02
00
00
04
.3%
1.2
%8
/31
/20
16
17
:30
16
30
93
64
02
10
30
00
00
1.8
%1
.8%
8/3
1/2
01
6 1
7:4
51
57
08
95
71
16
02
00
10
05
.1%
1.9
%8
/31
/20
16
18
:00
14
21
77
59
00
30
20
00
00
2.1
%1
.4%
8/3
1/2
01
6 1
8:1
51
27
07
64
80
01
02
00
00
00
.8%
1.6
%8
/31
/20
16
18
:30
13
30
68
62
00
10
20
00
00
0.8
%1
.5%
8/3
1/2
01
6 1
8:4
51
33
08
14
91
10
01
00
00
01
.5%
0.8
%8
/31
/20
16
19
:00
11
51
63
47
00
30
10
00
00
2.6
%0
.9%
8/3
1/2
01
6 1
9:1
59
81
60
35
00
00
10
00
10
0.0
%2
.0%
8/3
1/2
01
6 1
9:3
09
30
58
30
01
30
10
00
00
4.3
%1
.1%
8/3
1/2
01
6 1
9:4
51
10
06
63
90
02
03
00
00
01
.8%
2.7
%8
/31
/20
16
20
:00
10
62
51
47
00
21
20
01
00
2.8
%2
.8%
8/3
1/2
01
6 2
0:1
51
03
06
83
40
01
00
00
00
01
.0%
0.0
%8
/31
/20
16
20
:30
89
04
74
00
00
02
00
00
00
.0%
2.2
%8
/31
/20
16
20
:45
81
15
42
40
00
02
00
00
00
.0%
2.5
%8
/31
/20
16
21
:00
76
04
52
90
00
01
10
00
00
.0%
2.6
%8
/31
/20
16
21
:15
59
03
12
60
01
01
00
00
01
.7%
1.7
%8
/31
/20
16
21
:30
45
03
41
00
00
10
00
00
02
.2%
0.0
%8
/31
/20
16
21
:45
50
03
71
20
00
10
00
00
02
.0%
0.0
%8
/31
/20
16
22
:00
43
02
81
40
01
00
00
00
02
.3%
0.0
%8
/31
/20
16
22
:15
30
12
18
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
2:3
03
00
21
90
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
22
:45
20
09
11
00
00
00
00
00
0.0
%0
.0%
8/3
1/2
01
6 2
3:0
02
30
16
70
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
23
:15
10
07
30
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
23
:30
14
09
50
00
00
00
00
00
.0%
0.0
%8
/31
/20
16
23
:45
13
08
40
01
00
00
00
07
.7%
0.0
%
Day T
ota
ls8
88
84
15
14
03
31
01
84
21
34
12
15
89
31
32
62
.3%
2.1
%
AM
Peak H
r11:4
5 A
MA
M P
eak V
ol
73
0A
M P
HF
0.9
13
PM
Peak H
r12:1
5 P
MP
M P
eak V
ol
77
6P
M P
HF
0.8
82
15
-min
Cla
ss C
ou
nt: 1
60
37
57
.20
16
08
31
2 o
f 2
ATTACHMENT B
B-8
Timothy
Rectangle
Timothy
Rectangle
Weighted Volumes
Gross % of Weighted Daily for ESAL
Class No.1
Total %2
Volume Estimate:3
1 89 0.26% 0.42% 72
2 795 2.35% 3.78% 641 16267
3 12314 36.35% 58.60% 9926
4 106 0.31% 0.50% 85
5 7065 20.86% 33.62% 5695 339
6 62 0.18% 0.30% 50
7 17 0.05% 0.08% 14
8 515 1.52% 2.45% 415
9 18 0.05% 0.09% 15
10 32 0.09% 0.15% 26 339
11 4 0.01% 0.02% 3
12 4 0.01% 0.02% 3
13 1 0.00% 0.00% 1
Other 12853 37.94% --
SUM 33875 100.00% 100.04% 16945 16945
Diff.: 21022 62.0%
Notes: 148-hour total
2For classes 1-13 (ignoring all unclassified data)
3Class 1-3 = 96%, Class 4-7 = 2%, Class 8-13 = 2%
ATTACHMENT C
C-1
Appendix D
Geotechnical-Engineering ReportImportant Information about This
Subsurface problems are a principal cause of construction delays, cost overruns, claims, and disputes.
While you cannot eliminate all such risks, you can manage them. The following information is provided to help.
The Geoprofessional Business Association (GBA) has prepared this advisory to help you – assumedly a client representative – interpret and apply this geotechnical-engineering report as effectively as possible. In that way, clients can benefit from a lowered exposure to the subsurface problems that, for decades, have been a principal cause of construction delays, cost overruns, claims, and disputes. If you have questions or want more information about any of the issues discussed below, contact your GBA-member geotechnical engineer. Active involvement in the Geoprofessional Business Association exposes geotechnical engineers to a wide array of risk-confrontation techniques that can be of genuine benefit for everyone involved with a construction project.
Geotechnical-Engineering Services Are Performed for Specific Purposes, Persons, and ProjectsGeotechnical engineers structure their services to meet the specific needs of their clients. A geotechnical-engineering study conducted for a given civil engineer will not likely meet the needs of a civil-works constructor or even a different civil engineer. Because each geotechnical-engineering study is unique, each geotechnical-engineering report is unique, prepared solely for the client. Those who rely on a geotechnical-engineering report prepared for a different client can be seriously misled. No one except authorized client representatives should rely on this geotechnical-engineering report without first conferring with the geotechnical engineer who prepared it. And no one – not even you – should apply this report for any purpose or project except the one originally contemplated.
Read this Report in FullCostly problems have occurred because those relying on a geotechnical-engineering report did not read it in its entirety. Do not rely on an executive summary. Do not read selected elements only. Read this report in full.
You Need to Inform Your Geotechnical Engineer about ChangeYour geotechnical engineer considered unique, project-specific factors when designing the study behind this report and developing the confirmation-dependent recommendations the report conveys. A few typical factors include: • the client’s goals, objectives, budget, schedule, and risk-management preferences; • the general nature of the structure involved, its size, configuration, and performance criteria; • the structure’s location and orientation on the site; and • other planned or existing site improvements, such as retaining walls, access roads, parking lots, and underground utilities.
Typical changes that could erode the reliability of this report include those that affect:• the site’s size or shape;• the function of the proposed structure, as when it’s changed from a parking garage to an office building, or from a light-industrial plant to a refrigerated warehouse;• the elevation, configuration, location, orientation, or weight of the proposed structure;• the composition of the design team; or• project ownership.
As a general rule, always inform your geotechnical engineer of project changes – even minor ones – and request an assessment of their impact. The geotechnical engineer who prepared this report cannot accept responsibility or liability for problems that arise because the geotechnical engineer was not informed about developments the engineer otherwise would have considered.
This Report May Not Be ReliableDo not rely on this report if your geotechnical engineer prepared it:• for a different client;• for a different project;• for a different site (that may or may not include all or a portion of the original site); or • before important events occurred at the site or adjacent to it; e.g., man-made events like construction or environmental remediation, or natural events like floods, droughts, earthquakes, or groundwater fluctuations.
Note, too, that it could be unwise to rely on a geotechnical-engineering report whose reliability may have been affected by the passage of time, because of factors like changed subsurface conditions; new or modified codes, standards, or regulations; or new techniques or tools. If your geotechnical engineer has not indicated an “apply-by” date on the report, ask what it should be, and, in general, if you are the least bit uncertain about the continued reliability of this report, contact your geotechnical engineer before applying it. A minor amount of additional testing or analysis – if any is required at all – could prevent major problems.
Most of the “Findings” Related in This Report Are Professional OpinionsBefore construction begins, geotechnical engineers explore a site’s subsurface through various sampling and testing procedures. Geotechnical engineers can observe actual subsurface conditions only at those specific locations where sampling and testing were performed. The data derived from that sampling and testing were reviewed by your geotechnical engineer, who then applied professional judgment to form opinions about subsurface conditions throughout the site. Actual sitewide-subsurface conditions may differ – maybe significantly – from those indicated in this report. Confront that risk by retaining your geotechnical engineer to serve on the design team from project start to project finish, so the individual can provide informed guidance quickly, whenever needed.
This Report’s Recommendations Are Confirmation-DependentThe recommendations included in this report – including any options or alternatives – are confirmation-dependent. In other words, they are not final, because the geotechnical engineer who developed them relied heavily on judgment and opinion to do so. Your geotechnical engineer can finalize the recommendations only after observing actual subsurface conditions revealed during construction. If through observation your geotechnical engineer confirms that the conditions assumed to exist actually do exist, the recommendations can be relied upon, assuming no other changes have occurred. The geotechnical engineer who prepared this report cannot assume responsibility or liability for confirmation-dependent recommendations if you fail to retain that engineer to perform construction observation.
This Report Could Be MisinterpretedOther design professionals’ misinterpretation of geotechnical-engineering reports has resulted in costly problems. Confront that risk by having your geotechnical engineer serve as a full-time member of the design team, to: • confer with other design-team members, • help develop specifications, • review pertinent elements of other design professionals’ plans and specifications, and • be on hand quickly whenever geotechnical-engineering guidance is needed. You should also confront the risk of constructors misinterpreting this report. Do so by retaining your geotechnical engineer to participate in prebid and preconstruction conferences and to perform construction observation.
Give Constructors a Complete Report and GuidanceSome owners and design professionals mistakenly believe they can shift unanticipated-subsurface-conditions liability to constructors by limiting the information they provide for bid preparation. To help prevent the costly, contentious problems this practice has caused, include the complete geotechnical-engineering report, along with any attachments or appendices, with your contract documents, but be certain to note conspicuously that you’ve included the material for informational purposes only. To avoid misunderstanding, you may also want to note that “informational purposes” means constructors have no right to rely on the interpretations, opinions, conclusions, or recommendations in the report, but they may rely on the factual data relative to the specific times, locations, and depths/elevations referenced. Be certain that constructors know they may learn about specific project requirements, including options selected from the report, only from the design drawings and specifications. Remind constructors that they may
perform their own studies if they want to, and be sure to allow enough time to permit them to do so. Only then might you be in a position to give constructors the information available to you, while requiring them to at least share some of the financial responsibilities stemming from unanticipated conditions. Conducting prebid and preconstruction conferences can also be valuable in this respect.
Read Responsibility Provisions CloselySome client representatives, design professionals, and constructors do not realize that geotechnical engineering is far less exact than other engineering disciplines. That lack of understanding has nurtured unrealistic expectations that have resulted in disappointments, delays, cost overruns, claims, and disputes. To confront that risk, geotechnical engineers commonly include explanatory provisions in their reports. Sometimes labeled “limitations,” many of these provisions indicate where geotechnical engineers’ responsibilities begin and end, to help others recognize their own responsibilities and risks. Read these provisions closely. Ask questions. Your geotechnical engineer should respond fully and frankly.
Geoenvironmental Concerns Are Not CoveredThe personnel, equipment, and techniques used to perform an environmental study – e.g., a “phase-one” or “phase-two” environmental site assessment – differ significantly from those used to perform a geotechnical-engineering study. For that reason, a geotechnical-engineering report does not usually relate any environmental findings, conclusions, or recommendations; e.g., about the likelihood of encountering underground storage tanks or regulated contaminants. Unanticipated subsurface environmental problems have led to project failures. If you have not yet obtained your own environmental information, ask your geotechnical consultant for risk-management guidance. As a general rule, do not rely on an environmental report prepared for a different client, site, or project, or that is more than six months old.
Obtain Professional Assistance to Deal with Moisture Infiltration and MoldWhile your geotechnical engineer may have addressed groundwater, water infiltration, or similar issues in this report, none of the engineer’s services were designed, conducted, or intended to prevent uncontrolled migration of moisture – including water vapor – from the soil through building slabs and walls and into the building interior, where it can cause mold growth and material-performance deficiencies. Accordingly, proper implementation of the geotechnical engineer’s recommendations will not of itself be sufficient to prevent moisture infiltration. Confront the risk of moisture infiltration by including building-envelope or mold specialists on the design team. Geotechnical engineers are not building-envelope or mold specialists.
Copyright 2016 by Geoprofessional Business Association (GBA). Duplication, reproduction, or copying of this document, in whole or in part, by any means whatsoever, is strictly prohibited, except with GBA’s specific written permission. Excerpting, quoting, or otherwise extracting wording from this document is permitted only with the express written permission of GBA, and only for purposes of scholarly research or book review. Only members of GBA may use this document or its wording as a complement to or as an element of a report of any
kind. Any other firm, individual, or other entity that so uses this document without being a GBA member could be committing negligent
Telephone: 301/565-2733e-mail: [email protected] www.geoprofessional.org
