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Report Main Office Salem Office Bend Office P.O. Box 23814 4060 Hudson Ave., NE P.O. Box 7918 Tigard, Oregon 97281 Salem, OR 97301 Bend, OR 97708 Carlson Testing Inc • Phone (503) 684 -3460 FAX (503) 684 -0954 Phone (503) 589 -1252 Phone (541) 330 -9155 FAX (503) 589 -1309 FAX (541) 330 -9163 Special Inspection FINAL SUMMARY LETTER RECEIVED November 17, 2000 T0005522.CTI P::"./ 21 2000 City of Tigard FILE C 13125 SW Hall Blvd., COMMUNITY DEVELOPMENT Tigard, OR 97223 -8199 Attn: Building Department Re: Thompson Auto Garage 12394 SW Scholls Ferry Rd Tigard, OR Permit No.: BUP2000 -00270 Dear Sir or Madam: This is to certify that in accordance with Section 1701 of the Uniform Building Code and Chapter 24.20, Title 24, we have performed special inspection of the following item(s) per our inspection reports only: Reinforcing Steel Concrete — Compressive Strength Testing Installation of Anchor Bolts Structural Masonry All inspections and tests were performed and reported according to the requirements of Project Documents and, to the best of our knowledge, the work was in conformance with the approved plans and specifications, approved change orders and applicable workmanship provisions of the State Building Code and Standards, as well as the structural engineer's design changes, approvals and verbal instructions. Our reports pertain to the material tested /inspected only. Information contained herein is not to be reproduced, except in full, without prior authorization from this office. If there are any further questions regarding this matter, please do not hesitate to contact this office. Respectful , submitted, CARL 0 •' TESTING, INC. • • J ..4 F. Hietpas f� - • Assurance Manager JFH :mbw • cc: Joseph Hughes Construction Inc. P1WORDIREPORTS%FMLTR1T0005522 'aar/r� - ,:270 / -?395 51—V5 icr C arlson Geotechnical F Office 1 4 4060 HudsonA NE Bend Box 7918 , AG Division of Carlson Testing, Inc. Tigard, Oregon 97281 Salem, OR 97301 Bend, OR 97708 eotechnical Consulting Phone (503) 684 -3460 Phone (503) 589 -1252 Phone (541) 330 -9155 Construction Inspection and Related Tests FAX (503) 670 9147 FAX (503) 589-1309 FAX (541) 330 -9163 August 2000 I 9 16, Mr. Dennis Thompson 12475 SW Main Street Tigard, Oregon 97223 I Report of Geotechnical Engineering Services 9 9 Scholls Ferry Auto Repair I Tigard, Oregon CGT Project G0001640 INTRODUCTION I Carlson Geotechnical (CGT) is pleased to present the results of our geotechnical investigation for the proposed Scholls Ferry Auto Repair located in the area of SW Dakota Street and Scholls I Ferry Road in Tigard, Oregon. We have performed this investigation in general accordance with our proposal dated July 31, 2000. I The purpose of our investigation was to evaluate subsurface conditions in order to provide geotechnical engineering recommendations for the project. Our scope of work was as follows: I • Locate utilities at the site by using a sub - contracted utility locator. • Explore subsurface conditions at the site by excavating two test pits to a maximum depth of 10 feet using a track - mounted excavator. • Classify the materials encountered in the explorations in general conformance I with ASTM D -2488 Manual - Visual Method. • Collect representative soil samples for laboratory testing and to verify our field classifications. I • Complete up to six moisture content determinations on representative samples from the borings. I • Record ground water conditions if encountered. • Provide recommendations for site preparation, grading and drainage, stripping depths, fill type for imported materials, compaction criteria, cut and fill slope I criteria, trench excavation and backfill, use of on -site soils, and wet/dry weather earthwork. I • Provide geotechnical engineering recommendations for design and construction of shallow spread foundations, including allowable design bearing pressure and minimum footing depth and width. I • Estimate settlement of footings and floor slabs for the design loading. I ' Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 • Provide geotechnical engineering recommendations for the design and construction of concrete floor slabs, including an anticipated value for subgrade modulus and-recommendations for a capillary break and vapor barrier. • Provide recommendations for subsurface drainage of foundations and ' pavements, if necessary. • Evaluate design pavement sections, including base course and asphalt concrete thicknesses for parking areas and access roads. • Provide recommendations for the Uniform Building Code (UBC) site coefficient and seismic zone, as well as evaluating liquefaction potential. • Provide a written report summarizing the results of our geotechnical evaluation. PROJECT INFORMATION AND SITE DESCRIPTION Project Information The site is located in Tigard, Oregon, in the area of SW North Dakota Street and Scholls Ferry Road, as shown on Figure 1. We understand that the project will include a one -story, concrete ' block building. The building will be founded on perimeter footings and loads will be approximately 3 kips per lineal foot or less. Floor slabs will have distributed loads less than 250 pounds per square foot (psf). There will be no fill, and cuts will be minimum. Regional Geology The site is located along the northwestern margin of Pleistocene age fine- grained facies (locally known as the Willamette Silt) that are the result of catastrophic flooding in the Willamette Valley that ended approximately 12,000 years ago. The Sandy River Mudstones underlie the Willamette silt at a depth of approximately 60 feet below ground surface (bgs). The Sandy River Mudstones are, in turn, underlain by the Columbia River Basalt Group at approximately ' 450 feet bgs. ' Site Surface Conditions At the time of our explorations, the site was relatively level and covered with tall grasses. On the southern border of the site, a linear stockpile of old fill soils is present while the northwestern corner is occupied by another small fill stockpile. Existing commercial buildings form the northern, western, and eastern borders of the site while residential housing forms the southern border. I Carlson Geotechnical Page 2 of 10 I ' Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 Site Subsurface Conditions Field Exploration We excavated two test pits on August 8, 2000, to depths of up to 10 feet bgs. The approximate ' test pit locations are shown on Figure 2. A member of CGT's staff logged the test pits, collected samples, and performed in -situ testing and sampling. Logs for the test pits are presented in the attached Figures 3 through 4. Our laboratory staff visually examined all samples returned to our laboratory in general accordance with the Unified Soil Classification System, in order to refine the field classifications. ' Subsurface Materials ' Our subsurface explorations encountered between 1.5 and 2.1 feet of silt fill underlain, in general, by hard native silt that grades to very stiff sandy silt to the full depths of our explorations. The soils are described in more detail in the following paragraphs. Silt Fill: Hard, light brown silt with miscellaneous debris including concrete, plastic, and Styrofoam. Moisture contents ranged from 8 percent to 10 percent. Native Silt: Hard light brown orange -gray mottled silt with a trace of clay that grades to very stiff sandy silt with a trace of clay. Moisture contents ranged from 15 to 29 percent. Ground Water ' We did not encounter ground water in the test pits. However, we anticipate that ground water levels will fluctuate due to seasonal variations in precipitation, changes in site utilization, or other ' factors. Additionally, the site soils are conducive to the formation of perched ground water. ' CONCLUSIONS ' Based on the results of our explorations and analyses, the proposed structures with the previously mentioned building loads can be supported on shallow spread footings bearing on the hard silt fill, the hard to very stiff native silt, or on structural fill that is properly installed during construction. 1 The following paragraphs present specific geotechnical recommendations for design and construction of the proposed development. 1 ' Carlson Geotechnical Page 3 of 10 1 Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 RECOMMENDATIONS Site Preparation Where present, existing roots should be stripped and removed from proposed building and ' pavement locations, and for a 5 -foot margin around such areas. Based on our explorations, the depth of stripping will be approximately 6 inches, although greater stripping depths may be ' required to remove localized zones of loose or organic soil. Furthermore, all miscellaneous debris encountered in the existing fill should be removed during site stripping operations or during footing excavation operations. A representative of CGT should provide ' recommendations for actual stripping /overexcavation depths based on observations during site stripping. Stripped material should be transported off site for disposal, or stockpiled for use in ' landscaped areas. Silt fences, hay bales, buffer zones of natural growth, sedimentation ponds, and granular haul roads should be used as required to reduce sediment transport during construction to acceptable levels. Measures to reduce erosion should be implemented in accordance with Oregon Administrative Rules 340 -41 -006 and 340-41 -455 and Washington County regulations regarding erosion control. ' After site grading and prior to excavation for footings, a representative from CGT should observe a proof roll of the existing site subgrades to identify areas of excessive yielding. If areas of soft soil or excessive yielding are identified, the material should be excavated and ' replaced with compacted materials as recommended for structural fill. Areas that appear too soft and wet to support proof - rolling equipment should be prepared in accordance with recommendations for wet weather construction, given below. Wet Weather Considerations The site soils are highly susceptible to disturbance during wet weather. Trafficability of the site soils will be difficult and significant damage to subgrade soils will occur if earthwork is ' undertaken without proper precautions at times when the exposed soils are more than a few percentage points above optimum moisture content. For construction that occurs during the wet season, the site preparation activities may need to be accomplished using track - mounted equipment, loading removed material into trucks supported on granular haul roads, or other methods to limit soil disturbance. The subgrade should be evaluated during excavation by a qualified geotechnical engineer by probing rather than proof rolling. Soils that have been disturbed during site preparation activities, or soft or loose areas identified during probing, should be removed and replaced with structural fill. Carlson Geotechnical Page 4 of 10 1 Scholls Feny Auto Repair Tigard, Oregon August 16, 2000 Haul roads subjected to repeated heavy construction traffic will require a minimum of 18 inches of imported granular material. Twelve inches of imported granular material should be sufficient for light staging areas. The imported granular material should consist of crushed rock that is well - graded between coarse and fine, contains no unsuitable materials or particles larger than 4 inches, and has less than 5 percent by weight passing the U.S. Standard No. 200 Sieve. The imported granular material should be placed in one lift over the prepared, undisturbed subgrade and compacted using a smooth -drum, nonvibratory roller. 1 We recommend that a eotextile be placed as a barrier between the subgrade and imported fill 9 P g P in areas of repeated construction traffic. The geotextile should have a minimum Mullen burst strength of 250 pounds per square inch (psi) for puncture resistance and an apparent opening size (AOS) between the U.S. No. 70 and No. 100 Sieves. ' Structural Fill On -site Soils Use of the on -site soils as structural fill may be difficult because the material is sensitive to ' small changes in moisture content and is difficult, if not impossible, to adequately compact during wet weather. We anticipate the moisture content of the on -site materials will be greater than the optimum moisture content for satisfactory compaction. Therefore, moisture conditioning (drying) should be expected in order to achieve adequate compaction. If used as structural fill, the on -site silts should be placed in lifts with a maximum thickness of 8 inches and compacted to not less than 95 percent of the maximum dry density as determined by ASTM D- 1557. If the on -site soils cannot be properly moisture - conditioned, we recommend using imported granular material for structural fill. Imported Granular Material ' Imported granular structural fill should consist of angular pit or quarry run rock, crushed rock, or crushed gravel and sand that is fairly well - graded between coarse and fine particle sizes. The fill should contain no organic matter or other deleterious materials, have a maximum particle size of VA inches, and have less than 5 percent passing the U.S. No. 200 Sieve. The percentage of fines can be increased to 12 percent of the material passing the U.S. No. 200 Sieve, if placed ' during dry weather and provided the fill material is moisture - conditioned, as necessary, for proper compaction. The material should be placed in lifts with a maximum uncompacted thickness of ' 12 inches and be compacted to not less than 95 percent of the maximum dry density, as determined by ASTM D -1557. During the wet season or when wet subgrade conditions exist, the initial lift thickness should be increased to 24 inches and should be compacted by rolling with a smooth -drum, nonvibratory roller. I Carlson Geotechnical Page 5 of 10 ' Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 I Shallow Foundations We recommend that spread footings be founded on the existing hard silt fill, the very stiff to hard native silt, or on new structural fill that is properly installed during construction. If soft soils are ' encountered in the footing excavations, they should be overexcavated as recommended by the geotechnical engineer. The resulting overexcavation should be brought back to grade with ' granular, structural fill. All granular pads for footings should be constructed a minimum of 6 inches wider for every foot of overexcavation. ' We recommend that all spread footings have a minimum width of 24 inches, and the base of the footings be founded at least 24 inches below the lowest adjacent grade. Continuous wall footings ' should have a minimum width of 18 inches and be founded a minimum of 18 inches below the lowest adjacent grade. Excavations near foundation footings should not extend within a 1H:1V (horizontal to vertical) plane projected from the bottom of the footings. Bearing Pressure and Settlement ' Footings founded as recommended should be proportioned for a maximum allowable soil bearing pressure of 2,500 psf. This bearing pressure is a net bearing pressure and applies to the total of dead and long -term live loads, and may be increased by 1/3 when considering seismic or wind 1 loads. For a 2,500 psf design bearing pressure, total settlement of footings is anticipated to be less than 1 inch. Differential settlements should not exceed 1 A -inch. Lateral Capacity We recommend using a passive pressure of 250 pcf for design, for footings confined by the hard ' silt fill, very stiff to hard native silt, or on new structural fill. In order to develop these capacities, concrete must be poured neat in excavations, the adjacent grade must be level, and the static ground water must remain below the base of the footing throughout the year. Adjacent floor ' slabs, pavements, or the upper 12 -inch depth of adjacent, unpaved areas should not be considered when calculating passive resistance. A coefficient of friction equal to 0.32 may be used when calculating resistance to sliding. ' Floor Slabs Satisfactory subgrade support for building floor slabs supporting up to 250 psf areal loading can be obtained from the hard silt fill, the very stiff to hard native silt, or structural fill, when prepared Carlson Geotechnical Page 6 of 10 I Scholls Ferry Auto Repair I Tigard, Oregon August 16, 2000 in accordance with the recommendations presented in the Site Preparation section of this report. A minimum 6- inch -thick layer of crushed rock should be placed over the prepared I subgrade to assist as a capillary break. A subgrade modulus of 175 pounds per cubic inch can be used for the design of the floor slab. Floor slabs constructed as recommended will likely I settle less than %2 -inch. We recommend that slabs be jointed around columns and walls to permit slabs and foundations to settle differentially. I Vapor barriers are often required by flooring manufacturers to protect flooring and flooring adhesives. Many flooring manufacturers will warrant their product only if a vapor barrier is I installed according to their recommendations. Selection and design of an appropriate vapor barrier, if needed, should be based on discussions among members of the design team. We can provide additional information to assist you with your decision. I Pavements I We have calculated pavement sections using American Association of State Highway Transportation Officials design methods, an assumed traffic loading of less than 10 trucks per day, a design life of 20 years, and an assumed CBR of 3. I We recommend a avement section of 3 inches of asphalt-concrete y r inches f r p o over 9 o agg aggregate I base for areas that will be exposed to the preceding truck traffic. A pavement section of 2.5 inches of asphalt concrete over 6 inches of aggregate base can be used in paved areas that will be exposed to passenger car traffic only. The design of the recommended pavement I section is based on the assumption that construction will be completed during an extended period of dry weather. Increased base rock sections may be required in wet conditions to I support construction traffic and protect the subgrade. Asphalt concrete should conform to Section 00745 of the Standard Specifications for Highway Construction, Oregon State Highway Division, 1996 Edition, for light -duty asphalt concrete. Aggregate base should conform to I Section 02630 of the same specifications. Place aggregate base in one lift and compact to not less than 95 percent of the maximum dry density, as determined by ASTM D -1557. I Utility Trenches Utility Trench Excavation I Trench cuts should stand near vertical to a depth of approximately 4 feet in the silt provided no I ground water seepage is observed in the sidewalls. If seepage is encountered that undermines the stability of the trench, the sidewalls should be flattened or shored. I Trench dewatering may be required to maintain dry working conditions, if the invert elevations of the proposed utilities are below the ground water level. Pumping from sumps located within I Carlson Geotechnical Page 7 of 10 Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 the trench will likely be effective in removing water resulting from seepage. If ground water is present at the base of utility excavations, we recommend placing trench stabilization material at ' the base of the excavation consisting of 1 foot of well - graded gravel, crushed gravel, or crushed rock with a minimum particle size of 4 inches and less than 5 percent passing the U.S. ' Standard No. 4 Sieve. The material should be free of organic matter and other deleterious material and should be placed in one lift and compacted until well- keyed. ' While we have described certain approaches to the trench excavation, it is the contractor's responsibility to select the excavation and dewatering methods, to monitor the trench ' excavations for safety, and to provide any shoring required to protect personnel and adjacent improvements. All trench excavations should be in accordance with applicable OSHA and state regulations. Trench Backfill Material ' Trench backfill for the utility pipe base and pipe zone should consist of well - graded granular material containing no organic material or other deleterious material, have a maximum particle size of 3 /4 -inch, and have less than 8 percent passing the U.S. Standard No. 200 Sieve. ' Backfill for the i e base and within the pipe zone should be placed in maximum 12- inch -thick PP PP P ' lifts and compacted to not less than 90 percent of the maximum dry density, as determined by ASTM D -1557 or as recommended by the pipe manufacturer. Backfill above the pipe zone should be placed in maximum 12- inch -thick lifts and compacted to not less than 92 percent of ' the maximum dry density, as determined by ASTM D -1557. Trench backfill located within 2 feet of finish subgrade elevation should be placed in maximum 12- inch -thick lifts and compacted to ' not less than 95 percent of the maximum dry density, as determined by ASTM D -1557. Permanent Slopes ' Permanent slopes should not exceed 2H:1 V. Adjacent on -site and off -site structure and surfacing should be located at least 5 feet from the top of slopes. Footings constructed within ' slopes should have a minimum of 5 feet between the face of the slope and the outer edge of the footing. ' Drainage Considerations We recommend that subsurface drains be connected to a tightline leading to the storm drain. ' Pavement surfaces and open space areas should be sloped such that the surface water runoff is collected and routed to suitable discharge points. We recommend that the ground and paved surfaces adjacent to the buildings be sloped to drain away from the buildings. ' Carlson Geotechnical Page 8 of 10 ' Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 ' Seismic Design ' We recommend that the buildings be designed using the applicable provisions of the State of Oregon Structural Specialty Code for Zone 3. We recommend seismic coefficients of C = 0.36 ' and C = 0.54 for site conditions corresponding to the amplification of an SD soil profile. Based on their grain -size and consistency, there is a relatively low risk of liquefaction of site soils. OBSERVATION OF CONSTRUCTION ' Satisfactory pavement and earthwork performance depends to a large degree on the quality of construction. Sufficient monitoring of the contractor's activities is a key part of determining that the work is completed in accordance with the construction drawings and specifications. ' Subsurface conditions observed during construction should be compared with those encountered during subsurface explorations and recognition of changed conditions often requires experience. We recommend that qualified personnel visit the site with sufficient frequency to detect whether subsurface conditions change significantly from those observed to date and anticipated in this report. ' We recommend that stripping, rough grading, foundation subgrades, and placement of engineered fill be observed by the project geotechnical engineer, or their representative. Because ' observation is typically performed on an on -call basis, we recommend that the earthwork contractor be held contractually responsible for scheduling observation. LIMITATIONS ' We have prepared this report for use by the owner /developer and other members of the design and construction team for the proposed development. The opinions and recommendations ' contained within this report are not intended to be, nor should they be construed as, a warranty of subsurface conditions, but are forwarded to assist in the planning and design process. O We have made observations based on our explorations that indicate the soil conditions at only those specific locations and only to the depths penetrated. These observations do not ' necessarily reflect soil types, strata thickness, or water level variations that may exist between explorations. If subsurface conditions vary from those encountered in our site exploration, CGT should be alerted to the change in conditions so that we may provide additional geotechnical recommendations, if necessary. Observation by experienced geotechnical personnel should be considered an integral part of the construction process. 1 ' Carlson Geotechnical Page 9 of 10 ' Scholls Ferry Auto Repair Tigard, Oregon August 16, 2000 The owner /developer is responsible for insuring that the project designers and contractors implement our recommendations. When the design has been finalized, we recommend that the ' design and specifications be reviewed by our firm to see that our recommendations have been interpreted and implemented as intended. If design changes are made, we request that we be ' retained to review our conclusions and recommendations and to provide a written modification or verification. ' The scope of our services does not include services related to construction safety precautions, and our recommendations are not intended to direct the contractor's methods, techniques, ' sequences, or procedures, except as specifically described in our report for consideration in design. ' Within the limitations of scope, schedule, and budget, our services have been executed in accordance with the generally accepted practices in this area at the time this report was prepared. No warranty or other conditions, express or implied, should be understood. We appreciate the opportunity to serve as your geotechnical consultant on this project. Please contact us if you have any questions. ' Sincerely, CARLSON GEOTECHNICAL B an C. Ranney Sta Geologist O.� u ' GiMF 4� #15648 .` — OREGON 40" • 17, Jea I ne M. iemer P.E. 111 5: 12.3k- cu7 1 ' Prin•'pal Gam• technical Engineer Doc. ID: 2000 Projects \Scholls Ferry Auto Repair\geo report ' Attachments: Figures 1 through 4 ' Carlson Geotechnical Page 10 of 10 SITE LOCATION I SCHOLLS FERRY AUTO REPAIR ---__ ... — . ... , . -,1 •-,L, 49 .- --wr.....,,g - 5w,.. 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NORTH - - JOB NUMBER 1 sin .. �'1�'”: -5.� �`bt ',ea. `Xc :.t :s LEGEND I . DRAWING CTI NOT TO SCALE I Approximate location of Test Pit ! TP -1 1 i . Base map reproduced and adapted from Site Plan' drawn ,� by VLMK Engineers I ! CARLSON GEOTECHNICAL A DIVISION OF CARLSON TESTING INC. I r — P.O. BOX 23814 TIGARD, OR. 97281 ■ ' SCHOLLS FERRY AUTO REPAIR Logged by: Brian Ranney Date Excavated: 08/08/00 Location: See Figure 2 Surface Elevation: Unavailable C 1 m _o S a m r z E Q W Material Description — >4.5 ML Hard light brown SILT FILL, dry; 6" root zone concrete observed @ 1 foot 1 _ >4.5 S -1 a 10 — 2— >4.5 ML Hard light brown orange -gray mottled SILT with a trace of clay, moist — >4.5 ' 3 >4.5 S -2 29 4- 5 6— grades to very stiff sandy SILT below 6.5 feet 1 7 8— ' 9 ' 10= Test pit terminated @ 10.1 feet 11- 12— ' 13 I 14- 15 ' 16— Note: No groundwater seepage or caving observed at the time of 17 our explorations Job No. G0001640 Log of Test Pit 1 Figure: 3 Carlson Geotechnical - P.O. Box 23814 - Tigard, Oregon 97281 - 684 -3460 - Fax 684 -0954 W .ww I I SCHOLLS FERRY AUTO REPAIR Logged by: Brian Ranney Date Excavated: 08/08/00 I Location: See Figure 2 Surface Elevation: Unavailable a o m g W; a. i t v !s Material Description a a m NZ a 2$ Q I I — >4.5 ML Hard light brown SILT FILL, dry; 6" root zone plastic and styrofoam observed @ .5 feet 1 — >4.5 1 inch diameter cable observed @ 1.1 feet — T 2— >4.5 S -1 1 14. 8 — >4.5 ML Hard light brown orange -gray mottled SILT with a trace of clay, moist I 3— S -2 cc= 15 4 >4.5 5— 6— grades to very stiff below 5.5 feet — grades to sandy SILT below 6.2 feet I — 8— S -3 43 28 9— ' 10= Test pit terminated @ 10.0 feet 11— I 12— I 13— ' 14= 15 ' 16— — Note: No groundwater seepage or caving observed at the time of II 17— our explorations Job No. G0001640 Log of Test Pit 2 Figure: 4 I G. 04. TES1I IP C Carlson Geotechnical - P.O. Box 23814 - Tigard, Oregon 97281 - 684 -3460 - Fax 684 -0954 .e.a.w