APPENDIX D PAVEMENT INFORMATION

Transcription

1 APPENDIX D PAVEMENT INFORMATION PAVEMENT EVALUATION AND TREATMENT SELECTION REPORT (PETSR) ATTACHMENT D.1 - PAVEMENT CONDITION REPORT ATTACHMENT D.2 - ESAL CALCULATIONS & THICKNESS DESIGN ATTACHMENT D.3 - LIFE-CYCLE COST ANALYSIS GEOTECHNICAL EVALUATION REPORT FOR CHH CONNECTOR ROAD

2

3 PAVEMENT EVALUATION AND TREATMENT SELECTION REPORT JULY 2010 Highway & Bridge Project PIN Center at Horseheads Connector Road Chemung County Town of Horseheads UNITED STATES DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION NEW YORK STATE DEPARTMENT OF TRANSPORTATION DAVID A. PATERSON, Governor STANLEY GEE, Acting Commissioner CHEMUNG COUNTY DEPARTMENT OF PUBLIC WORKS ANDREW P. AVERY, Director of Public Works

4

5 July 2010 Appendix D PIN Pavement Evaluation and Treatment Selection Report Table of Contents D.1. Introduction... D-1 D.2. Existing Conditions... D-2 D.2.1. As-Builds... D-2 D.2.2. Roadway Data... D-2 D.2.3. Summary of Pavement Condition Report... D-3 D.2.4. Geotechnical... D-3 D.3. Life-Cycle Cost Analysis... D-3 D.4. Treatment Selection... D-4 D.4.1. New Construction... D-4 D.4.2. Roadway Widening... D-5 D.4.3. Mill and Overlay... D-6 D.4.4. Shoulder Design... D-6 D.4.5. Drainage Design... D-7 D.5. Summary... D-7 Attachment D.1 Pavement Condition Report... D.1-1 thru D.1-6 Attachment D.2 ESAL Calculations and Thickness Design... D.2-1 thru D.2-20 Attachment D.3 Life-Cycle Cost Analysis... D.3-1 thru D.3-12

6

7 July 2010 Appendix D PIN Pavement Evaluation and Treatment Selection Report D.1. Introduction This report, the Pavement Evaluation and Treatment Selection Report (PETSR) is the technical document for evaluation and selection of pavement design alternatives for the CHH Connector Road project and was conducted according to the NYSDOT Comprehensive Pavement Design Manual (CPDM). This report is included as an Appendix D of the Draft Design Report for the CHH Connector Road. The project is located in the Town and Village of Horseheads, Chemung County, New York. This report will focus on three different sections of roadway including approximately 1000 ft of Route 13 at the new intersection, 3800 ft of new roadway, and 1000 ft of Old Ithaca Road at a reconstructed intersection. See Exhibit for the Project Location Map. Exhibit Project Location Map Project Improvement Area Project Study Area D-1

8 July 2010 Appendix D PIN This study identified pavement design alternatives for reconstruction and rehabilitation of the existing Route 13 and Old Ithaca Road, and new pavement design for the CHH Connector Road. This report includes the following: a) Investigation of existing conditions b) Design of pavement alternatives using ESAL based design methods c) Life-cycle cost analysis. d) Selection of appropriate pavement treatment D.2. Existing Conditions D.2.1. As-Builts Route 13 Record drawings for Route 13 and Old Ithaca were obtained from the NYSDOT. Route 13 was originally constructed in 1959 under contract F.A.R.C The typical sections show 2 ½ inches of Asphalt Cement Concrete (AC) Pavement on 8 inches of Portland Cement Concrete (PCC) Pavement with 12 inches subbase. In 1983 under contract D Route 13 was overlaid with 2 to 2 ¼ of ACC Pavement; and in 1996, a single course overlay of asphalt concrete pavement was placed. Neither the 1959 original construction plans nor the 1983 reconstruction plans show edge drain in the typical sections. A complete summary of treatments performed on Route 13 has not become available at this time. Old Ithaca Road Record drawings for Route 13 and Old Ithaca were obtained from Chemung County. Old Ithaca Road was built in under contract F.A.R.C The typical sections show 7 to 8 of PCC Pavement on 5 to 7 of Course Graded Gravel. Old Ithaca Road has since been overlaid with AC Pavement and Quick Set Slurry. The 1941 record plans show a 3 tile edgedrain in the typical section. A complete summary of treatments performed on Old Ithaca Road has not become available at this time. 5 th Street & E Street Record drawings for 5 th Street and E Street were obtained from the Center at Horseheads facilities management. 5 th Street and E Street were built in 1943 as part of the Elmira Holding Point military installation. The typical sections show 3 of crushed stone over 1 gal/sy bitumen penetration for bottom course. 5 th Street and E Street have since been paved with AC Pavement. D.2.2. Roadway Data The three sections of roadway under investigation were analyzed to determine the projected Annual Average Daily Traffic (AADT), percent heavy vehicles (%Trucks) and compound growth rate projected from the Expected Time of Completion (ETC). Exhibit D.2.2-A includes roadway data required for the pavement design process. Exhibit D.2.2-A Roadway Data Segment Functional Classification AADT % TRUCKS Annual Truck Volume Growth Rate Design Life Route 13 Urban Principal Arterial (NHS) % 1.6% 20 yrs Connector Road Urban Collector % 2.0% 50 yrs Old Ithaca Road Urban Minor Arterial % 1.2% 20 yrs 5 th St. & E St. Urban Collector % 3.1% 50 yrs D-2

9 July 2010 Appendix D PIN D.2.3. Pavement Condition Report A Pavement Condition Report evaluating the roadway segments in the project area is conducted according to the NYSDOT CPDM. The Pavement Condition Report can be found in Attachment D.1 following this report. A Field Distress Survey was conducted in accordance with the Pavement Rehabilitation Manual: Volume I and original Distress Data Forms are included with the pavement Condition Report (Attachment D.1). Route 13 The Field Distress Survey revealed moderate to high levels of distress cracking in the pavement surface while showing mild distresses in the pavement foundation. It appears that the Asphalt overlay may be reaching the end of its useful life due the level of cracking and raveling. The vast majority of high severity asphalt cracking is located over existing concrete pavement joints. The drainage condition was found to be sufficient for the existing roadway. Old Ithaca Road The Field Distress Survey revealed that the pavement surface is in good condition due to a recent Quick Set Slurry coating over an existing AC overlay. The pavement foundation showed only mild distress. The drainage condition was found to be sufficient for the existing roadway. D.2.4. Geotechnical Sub-surface exploration has yet to be preformed in the project area. A resilient modulus (M R ) of 5000 psi (34 MPa) is assumed until Geotechnical explorations are completed. M R of 5000 psi to 7000 psi are characteristic of the fine to medium-grained soils located under most NYS roadways according to CPDM The M R is a measure of the stiffness of the subgrade and a higher M R value is indicative of stronger the subgrade soil which will provide better support to the pavement. Records of recent core drilling in the project area are being sought from the NYSDOT. An initial assumption for the existing pavement compositions of Route 13, Old Ithaca Road, 5 th Street & E Street are tabulated below in Exhibit D.2.3-A. Exhibit D.2.3-A Assumed Existing Pavement Composition Layer Route 13 Old Ithaca Road 5 th St. & E St. Asphalt Concrete Overlay 3 inches 3 inches 5 inches Original Portland Cement Concrete 8 inches 7 inches Sub-base Aggregate 12 inches 12 inches 8 inches Sub-Grade (M R ) 5000 psi 5000 psi 5000 psi D.3. Life-Cycle Cost Analysis A life-cycle cost (LCC) analysis was performed in accordance with the PRM: Volume II. This analysis estimated the least expensive pavement alternative for the Connector Road over time. This LCC analysis included initial construction costs; future maintenance, rehabilitation and replacement costs; while factoring in the time-value of money and inflation over a specific time period. It should be noted that this is only one factor in the decision making process and that budgetary constraints, and user delay due to construction and rehabilitation may influence treatment selection. For simplicity s sake the scope of the LCC analysis is limited to construction, rehabilitation and reconstruction of the Connector Road. All other aspects of the project are not expected to greatly impact the life-cycle-costs. The alternatives that were analyzed are summarized in Exhibit D.3-A. D-3

10 July 2010 Appendix D PIN Exhibit D.3-A Connector Road Pavement Design Alternatives Portland Cement Concrete Asphalt Concrete Pavement Pavement 1½ AC Top 9 PCC Pavement 13 6 x 20 Slabs 2 AC Binder 6 AC Base 4 Perm Base (ACTPB) 4 Perm Base (PCTPB) 12 Aggregate Subbase 12 Aggregate Subbase Cost estimates for initial construction and future treatment of each alternative are included in Attachment D.3. The frequency of future maintenance treatments was based on the NYSDOT CMPD and recommendations from the NYS Department of Transportation. A separate life cycle cost analysis is preformed for each treatment alternative. The cost analysis period is the largest expected design life of the initial treatment plus one rehabilitation treatment. In this case, the PCC option governs due to the 50-year design life with a 15-year rehabilitation treatment. Therefore, the two alternatives will be compared over a 65-year term. To account for the time value of money and inflation each treatment cost was reduced by a present worth cost factor. Exhibit D.3-B summarizes initial costs and total present worth cost for each treatment option. The detailed life cycle cost analyses are included in Attachment D.3. Exhibit D.3-B Life-Cycle Cost Analysis Summary Pavement Design Option Initial Costs Present Worth AC Pavement $1,404,000 $3,071,000 PCC Pavement $2,752,000 $3,185,000 D.4. Treatment Selection The pavement treatment selection is conducted according to the NYSDOT CPDM and the PRM Volume II. There are three different types of pavement treatment proposed for this project. The Connector Road, 5 th Street and E Street will be new construction. The proposed widening at the intersections of the Connector Road with Rout 13 and Old Ithaca Road will require the removal of existing shoulders and reconstruction of new turning lanes, along with milling and overlay of the existing roadways surfaces. Typical Sections based on these designs can be found in the Draft Design Report: Appendix A. D.4.1. New Construction / Reconstruction The pavement thickness designs for the Connector Road, 5 th Street and E Street were calculated using the ESAL Calculator developed from the NYSDOT CPDM and the AASHTO Guide for Design of Pavement Structures. The ESAL flexible pavement design calculations are included in Attachment D.2. A rigid pavement thickness design was also developed and considered for the new Connector Road. Connector Road The Connector Road is new construction and was evaluated for design as either a flexible or a rigid pavement. The rigid pavement design was based on Table 4-4 of the NYS DOT s Comprehensive Pavement Design Manual (See Attachment D.2 for a copy of this table). The recommendation to use flexible pavement instead of a rigid pavement or a flexible/rigid pavement is due to lower initial construction costs and lower overall life cycle costs (analyses include in Attachment D.3). D-4

11 July 2010 Appendix D PIN The results of the ESAL calculator were checked against the CPDM to insure accuracy and are shown in Exhibit D.4.1-A. Exhibit D.4.1-A Recommended Pavement Thickness Design for Connector Road, 5 th Street & E Street Item No. Thickness Layer Technical Description inches Top 12.5 F2 Top Course HMA, 60 Series Compaction inches Binder 19 F9 Binder Course HMA, 60 Series Compaction inches Base 37.5 F9 Base Course HMA, 60 Series Compaction inches Perm-Base Type 1 F9, Asphalt-Treated Permeable Base Course inches Subbase Subbase Course, Type 2 Note: Lift thickness must comply with criteria in CPDM Table th Street & E Street 5 th Street and/or E Street will be designed as full depth reconstruction with flexible pavement. The recommendation to for full depth reconstruction is because the existing AC Pavement was designed and built under private contracts and may not provide a suitable foundation for the extension of the Connector Road. The ESAL Calculation for 5 th Street & E Street allows the top course of AC Pavement to be ½ inch thinner than that of the Connector Road. It is recommended that 5 th Street and/or E Street use the same pavement thickness design as the connector road for uniformity. The pavement thickness design of 5 th Street and E Street is shown in Exhibit D.4.1-A. D.4.2. Roadway Widening The Draft Design Report for this project proposes widening of Route 13 and Old Ithaca Road in order to accommodate a turning lane. The pavement design for the widening was calculated using the ESAL Calculator developed from the NYSDOT CPDM and the AASHTO Guide for Design of Pavement Structures. The ESAL flexible pavement design calculations are included with this report. The results of the ESAL calculator where then checked against the CPDM to insure accuracy. It should be noted that the thickness of the new AC pavement should be at least as thick as the existing AC/PCC pavement which abut to. The pavement Design Life recommended for this new widening is 20 years which yields an expiration date after the existing AC/PCC pavement. Route 13 Because Route 13 is access controlled, 50 series compaction monitoring is generally called for. Given that Route 13 is only a fraction of the overall project, it is recommended that 60 series compaction be used throughout the entire project, for uniformity. Exhibit D.3.2-A is a summary of the recommended pavement design for Route 13. Exhibit D.4.2-A Recommended Pavement Thickness Design for Route 13 Widening Item No. Thickness Layer Technical Description inches Top 12.5 F2 Top Course HMA, 60 Series Compaction inches Binder 19 F9 Binder Course HMA, 60 Series Compaction inches Base 37.5 F9 Base Course HMA, 60 Series Compaction None Perm-Base Type 1 F9, Asphalt-Treated Permeable Base Course inches Subbase Subbase Course, Type 2 Note: Lift thickness must comply with criteria in CPDM Table 6-6 D-5

12 July 2010 Appendix D PIN Old Ithaca Road The results of the ESAL Calculation for Old Ithaca Road allows for a thinner pavement composition than the assumed existing pavement composition. Therefore the recommended pavement design is thicker than the results given by the ESAL Calculator. Exhibit D.4.2-B is a summary of the recommended pavement design for Old Ithaca Road. Exhibit D.4.2-B Recommended Pavement Thickness Design for Old Ithaca Road Widening Item No. Thickness Layer Technical Description inches Top 12.5 F2 Top Course HMA, 60 Series Compaction inches Binder 19 F9 Binder Course HMA, 60 Series Compaction inches Base 37.5 F9 Base Course HMA, 60 Series Compaction inches Perm-Base Type 1 F9, Asphalt-Treated Permeable Base Course inches Subbase Subbase Course, Type 2 *Note: Lift thickness must comply with criteria in CPDM Table 6-6 D.4.3. Mill and Overlay In order to provide the best product at the lowest price, reusing the existing travel way at the new intersections is recommended. The field distress survey indicated a fair to good foundation under the roadway surfaces of Route 13 and Old Ithaca Road. Route 13 Milling and overlay treatment is recommended for the existing travel way at the new intersection of Route 13 and the Connector Road. This is necessary to offset deterioration due to increased traffic load, provide a new surface for pavement markings and to repair cracking damage in the roadway surface. An initial recommendation for this treatment is Cold Milling with Single-Course Overlay (3 ) as found on page of the Pavement Rehabilitation Manual: Volume III. This recommendation is based on the assumption that there is currently 3 inches of AC overlay on the existing roadway. The milling and overlay design recommendation shall conform to either core samples of the roadway or pavement treatment recommendation prepared for Route 13. Old Ithaca Road Milling and overlay treatment is recommended for the existing travel way at the new intersection of Old Ithaca Road and the Connector Road. This is necessary to offset deterioration due to increased traffic load and provide a new surface for pavement markings. An initial recommendation for this treatment is Cold Milling with Single-Course Overlay (3 ) as found on page of the Pavement Rehabilitation Manual: Volume III. This recommendation is based on the assumption that there is currently 3 inches of AC overlay on the existing roadway. The milling and overlay design recommendation shall conform to findings from core samples of the roadway. D.4.4. Shoulder Design Connector Road The shoulders for the Connector Road were designed in accordance with CMPD 7.3. Table 7-1 stipulates that for the level of truck traffic expected a full-depth HMA Shoulder is required. 5 th Street & E Street The shoulders for the Connector Road were designed in accordance with CMPD 7.3. Table 7-1 stipulates that for the level of truck traffic expected a full-depth HMA Shoulder is required. Route 13 & Old Ithaca Road The shoulders that are to be reconstructed due to widening at the new intersections, were designed in accordance with CMPD 7.3. Table 7-1 stipulates that for the level of truck traffic expected a full-depth HMA Shoulder is required. D-6

13 July 2010 Appendix D PIN D.4.5. Drainage Design Positive subsurface drainage shall be provided under the Connector Road, 5 th Street and E Street. The edgedrain/underdrain for this project was designed in accordance with CMPD 9.3. All edgedrain shall outlet every feet. Edge drain is not required on the high side of superelevated curves. Surface drainage design is beyond the scope of this report. Connector Road Figure 9-1 is a typical section that details the subsurface drainage for the Connector Road in areas where there are 8 foot shoulders and no curbs. All of the Connector Road excluding the bridge section will have 4 inches of permeable base (PCTPB) and an edgedrain which extends 12 inches below the subbase material. Outlets shall terminate at precast concrete headwalls unless grade is greater than 1:4. All construction shall conform to details on Draft Standard Sheet M605-x. Figure 9-1 Typical Edgedrain Outlet (From CPDM 9.3) In locations on the Connector Road which are curbed the edgedrain shall outlet a closed drainage system. A combined system where the closed drainage system acts as the edgedrain may be considered in curbed locations. Route 13 The edgedrain system for the widened section of Route 13 is considered a retrofit system and therefore no permeable base is required. All other details are congruous with Figure 9-1. Old Ithaca Road The Draft Design Report proposes an alterative which includes curbing for the intersection of the Connector Road and Old Ithaca Road. Edgedrain in curbed areas shall outlet to a closed drainage system. The edgedrain system for the widened section of Old Ithaca Road is considered a retrofit system and therefore no permeable base is required. A combined system where the closed drainage system acts as the edgedrain may be considered. D.5. SUMMARY The typical sections in the Draft Design Report: Appendix A, are based on findings from this report. Exhibits D4.1-a, D4.2-a, and D4.2-b describe the recommended pavement designs for the Connector Road, Route 13 and Old Ithaca Road respectively. Positive subsurface drainage shall be provided under the entire Connector Road. Edgedrain will be required for the widening and reconstruction of shoulders of Route 13 and Old Ithaca Road. D-7

14

15 October 2009 Attachment D.1 PIN Pavement Condition Report 1. Introduction This report was prepared in accordance with the NYSDOT Comprehensive Pavement Design Manual. This report will discuss the severity and extent of pavement distress in the project area. Field Distress Surveys were performed in accordance with the Pavement Rehabilitation Manual: Volume I and original Distress Data Forms can be found on the pages following this report. 2. Background Record plans were obtained for Route 13. Route 13 was originally constructed in 1959 with a composite ACC (2½ ) and PCC (8 ) pavement. In 1983 Route 13 was overlaid with 2 to 2¼ of ACC Pavement., and in 1996, a single course overlay of asphalt concrete pavement was placed. According to the 2008 NYSDOT Highway Sufficiency Ratings Route 13 is rated a 6 which is considered fair condition. Record plans were obtained for Old Ithaca Road. Old Ithaca Road was originally constructed in and received Micro-Surfacing treatment in Due to this recent Micro-Surfacing, accurate distress cracking severity of previous AC overlay could not be determined. 3. Pavement Surface Condition Route 13 A Field Distress Survey investigated the pavement condition of Route 13 between reference mark and This survey revealed moderate to high levels of distress cracking in the pavement surface. Aspects of the pavement condition are summarized below. Corrugations: No corrugations were observed in the project area. Settlements & Heaves: One moderate settlement was found at a transverse concrete joint. This location has been patched with AC pavement to improve rideability. Asphalt Concrete Overlay or Spray Patch: Route 13 received a single course overlay in 1996 which is in fair to poor condition. This pavement surface has a significant amount of crack sealing and patching. Wheelpath Cracking: Most of the project area exhibited low severity wheelpath cracking. Transverse Cracking: A significant amount of moderate to high severity full width transverse cracking was observed. These cracks where found at 20 foot intervals consistent with being located over concrete joints. Longitudinal Cracking: high severity longitudinal cracking was observed. These cracks where located over the centerline of the roadway overtop of the longitudinal concrete joint. Edge Cracking: Over the full length of the project area moderate severity edge cracking was observed. Other Cracking: Sporadic cracking of the AC overlay was observed on 10% of the project area travel way. Slippage Cracks: There were no slippage cracks observed. Raveling: Much of the aggregate travel surface was eroded from the travel surface. Wheelpath Rutting: Low severity wheelpath rutting was observed on 10% of the project area travel way. Widening Dropoff: No widening dropoff was observed in the project area. Shoulder Deterioration: Low severity shoulder deterioration was observed over the entire project area. D.1-1

16 October 2009 Attachment D.1 PIN Lane/Shoulder Separation: There was no lane/shoulder separation observed in the project area. Lane/Shoulder Dropoff: There was no lane/shoulder dropoff observed in the project area. Shoulder Deformation: There was little to no shoulder deformation observed in the project area. Old Ithaca Road A Field Distress Survey investigated the pavement condition of Old Ithaca Road between station and This survey revealed that the pavement surface is in good condition due to a recent Quick Set Slurry coating of a previous AC overlay. Aspects of the pavement condition are summarized below. Corrugations: No corrugations were observed in the project area. Settlements & Heaves: No settlements or heaves were observed in the project area. Asphalt Concrete Overlay or Spray Patch: In 2009 the project are was fully overlaid with Quick Set Slurry. This overlay appeared to be in good condition. This treatment covered and filled any surface cracks in the previous overlay making previous surface deterioration difficult to survey. Wheelpath Rutting: No wheelpath rutting was observed in the project area. Widening Dropoff: No widening was observed in the project area. Lane/Shoulder Separation: There was no lane/shoulder separation observed in the project area. Lane/Shoulder Dropoff: There was no lane/shoulder dropoff observed in the project area. 4. Foundation Sub-surface exploration has yet to be performed in the project area. Records of recent core drilling in the project area are being sought from the NYSDOT. The Pavement Distress Survey revealed only mild distress in the pavement foundation of both Route 13 and Old Ithaca Road. 5. Drainage The roadway surfaces of Route 13 and Old Ithaca Road are drained by open systems. Natural runoff with some ditching handles the conveyance of surface waters. No assumptions on subsurface drainage condition have been made at this time. 6. Summary Route 13 The Field Distress Survey revealed moderate to high levels of distress cracking in the pavement surface while showing mild distresses in the pavement foundation. It appears that the Asphalt overlay may be reaching the end of its useful life due the level of cracking and raveling. The vast majority of high severity asphalt cracking is located over existing concrete pavement joints. The drainage condition was found to be sufficient for the existing roadway. Old Ithaca Road The Field Distress Survey revealed that the pavement surface is in good condition due to a recent Quick Set Slurry coating over an existing AC overlay. The pavement foundation showed only mild distress. The drainage condition was found to be sufficient for the existing roadway. D.1-2

17 Attachment D.1 PIN D.1-3

18 Attachment D.1 PIN D.1-4

19 Attachment D.1 PIN D.1-5

20 Attachment D.1 PIN D.1-6

21 80 kn ESAL calculation Work Sheet Version Updated 05/10/2006 kaw This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). Enter the parameters for items 1 through 8 below in the blue blocks. The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. Enter data also in pavt. thickness sheet. Print this sheet + pavt thickness + item numbers + special note. P.IN. #: Project Desc.: The Horseheads Connector Road (cont'd.) Connector Road Date: 5-Oct-09 Mainline and Ramp Reconstruction INPUT PARAMETERS: Construction Year Design Life (use 50 years for determining pavement thickness) Projected Construction Year AADT Percent Heavy Trucks Class 4 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 2.00% 8. Annual Truck Weight Growth Rate 0.50% Mr Value Enter the Functional Classification Code of the highway NO Does this road have full or partial access control? Partial NO Is there a possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. NO Will there will be less than 2000 MT of each course placed? NO Is the highway located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? Rens. County NO Is the highway located in either Orange, Rockland, Putnam, Westchester, Nassau, Suffolk CountIes or the City of New York? NO Are there are more than 3 lanes on this road? RESULTS: Attachment D.2 - Pavement Thickness Design PIN AADT for Design Year ,139 Use 'F' series high friction asphalt. Total 80 kn ESAL Count for the Design Life 16,197,052 The 'Estimated Traffic' level should be < 30.0 million 80 Kn ESALs. ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-1

22 Attachment D.2 - Pavement Thickness Design PIN Flexible Pavement Thickness Design Based on 1993 AASHTO Guide for Design of Pavement Structures 1 Mr Value (From Geotechnical Report) 5000 psi LOG ( ESAL) ESAL = 1.62E+07 Zr = So = 0.45 Po = 4.2 Pt = 2.5 Mr = 5000 Sn = 6.03 Input this value until log(esal) converge LOG(ESAL) PSI LOG ( 1) 0.20 S0 + LOG Sn LOG( M ) ( Sn + 1) = Z R R Design Inputs (ESAL Design) use Sn = 6.03 Structural number determined in previous step a Structural coefficient of the AC layer (top, binder and base) D unknown Thickness of the asphalt concrete courses (top, binder and base) a Structural coefficient of the asphalt-treated permeable base D Thickness of the asphalt-treated permeable base a Structural coefficient of the subbase course D Thickness of the subbase course m3 0.9 Drainage coefficient of the subbase course a4 0.1 Structural coefficient of the select granular subgrade course D4 0 unknown Thickness of the select granular subgrade course m4 0.9 Drainage coefficient of the select granular subgrade course Resulting SN/Layer Equation TOTAL SN 6.21 Sn=(a1*D1)+(a2*D2)+(a3*D3*m3)+(a4*D4*m4) REQUIRED SN 6.03 Results Layer Thickness 2.0 HMA Top 2.5 HMA Binder 5.0 HMA Base Asphalt Concrete D1 = 9.50 Inches Permeable Base D2 = 4.00 Inches Subbase Course D3 = Inches Subgrade Course D4 = 0.00 Inches TOTAL page D.2-2

23 80 kn ESAL calculation Work Sheet Version This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. P.IN. #: Project Description: The Horseheads Connector Road Date: 10/5/09 INPUT PARAMETERS: Construction Completion Year Design Life (years) Initial AADT Percent Heavy Trucks Class 5 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 2.00% 8. Annual Truck Weight Growth Rate 0.50% The Functional Classification of the highway is Urban Collector. This road does not have full or partial access control. There is no possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. There will be more than 2000 MT of each course placed. ESALS are greater than 0.3 million. The highway is not located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? There are less than 4 lanes on this road. RESULTS: Attachment D.2 - Pavement Thickness Design PIN AADT for Design Year ,701 Use asphalt series for low volume roads. Total 80 kn ESAL Count for the Design Life 4,033,390 The 'Estimated Traffic' level should be < 10.0 million 80 Kn ESALs. Recommended SUPERPAVE Item number TOP: BINDER: BASE: Confirm with the Regional Materials Engineer Remember to add the appropriate Quality Payment Items ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-3

24 Attachment D.2 - Pavement Thickness Design PIN PCC Pavement Thickness NEW CONSTRUCTION/RECONSTRUCTION 4-13 The pavement thickness for all adjacent lanes is dependent on the amount of traffic (ESALs) and the driving lane slab width, and is given in Table 4-4 below. Use a minimum slab thickness of 250 mm for all interstate highways. Table 4-4 PCC Thickness Table 80-kN ESALs PCC Slab Thickness 4.2 m driving lane slab width PCC Slab Thickness 3.6 m driving lane slab width millions mm mm ESALs # < ESALs # < ESALs # < ESALs # < ESALs # < ESALs # < ESALs # For ESALs over 165 million, 3.6 m untied slabs may not be used for the right hand driving lane. Use either 3.6 m tied slabs, 4.2 m untied slabs, or 4.2 m tied slabs. page D.2-5 7/02/02

25 80 kn ESAL calculation Work Sheet Version Updated 05/10/2006 kaw This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). Enter the parameters for items 1 through 8 below in the blue blocks. The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. Enter data also in pavt. thickness sheet. Print this sheet + pavt thickness + item numbers + special note. P.IN. #: Project Desc.: The Horseheads Connector Road (cont'd.) Route 13 Date: 14-Sep-09 Mainline and Ramp Reconstruction INPUT PARAMETERS: Construction Year Design Life (use 50 years for determining new pavement thickness) Projected Construction Year AADT Percent Heavy Trucks Class 4 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 1.60% 8. Annual Truck Weight Growth Rate 0.50% Mr Value (psi) Enter the Functional Classification Code of the highway YES Does this road have full or partial access control? Full NO Is there a possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. NO Will there will be less than 2000 MT of each course placed? NO Is the highway located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? NO Is the highway located in either Orange, Rockland, Putnam, Westchester, Nassau, Suffolk CountIes or the City of New York? NO Are there are more than 3 lanes on this road? RESULTS: Attachment D.2 - Pavement Thickness Design PIN Design Year AADT 15,048 Use 'F' series high friction asphalt. Total 80 kn ESAL Count for the Design Life 9,342,762 The 'Estimated Traffic' level should be < 10.0 million 80 Kn ESALs. ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-7

26 Attachment D.2 - Pavement Thickness Design PIN Flexible Pavement ThicknessDesign Based on 1993 AASHTO Guide for Design of Pavement Structures 1 Mr Value (From Geotechnical Report) 5000 psi LOG ( ESAL) ESAL = 9.34E+06 Zr = So = 0.45 Po = 4.2 Pt = 2.5 Mr = 5000 Sn = 5.65 Input this value until log(esal) converge LOG(ESAL) PSI LOG ( 1) 0.20 S0 + LOG Sn LOG( M ) ( Sn + 1) = Z R R Design Inputs (ESAL Design) use Sn = 5.65 Structural number determined in previous step a Structural coefficient of the AC layer (top, binder and base) D unknown Thickness of the asphalt concrete courses (top, binder and base) a Structural coefficient of the asphalt-treated permeable base D Thickness of the asphalt-treated permeable base a Structural coefficient of the subbase course D Thickness of the subbase course m3 0.9 Drainage coefficient of the subbase course a4 0.1 Structural coefficient of the select granular subgrade course D4 0 unknown Thickness of the select granular subgrade course m4 0.9 Drainage coefficient of the select granular subgrade course Resulting SN/Layer Equation TOTAL SN 5.71 Sn=(a1*D1)+(a2*D2)+(a3*D3*m3)+(a4*D4*m4) REQUIRED SN 5.65 Results Layer Thickness 2.0 HMA Top 2.5 HMA Binder 6.0 HMA Base Asphalt Concrete D1 = Inches Permeable Base D2 = 0.00 Inches Subbase Course D3 = Inches Subgrade Course D4 = 0.00 Inches TOTAL page D.2-8

27 80 kn ESAL calculation Work Sheet Version This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. P.IN. #: Project Description: The Horseheads Connector Road Date: 9/14/09 INPUT PARAMETERS: Construction Completion Year Design Life (years) Initial AADT Percent Heavy Trucks Class 5 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 1.60% 8. Annual Truck Weight Growth Rate 0.50% The Functional Classification of the highway is Principal Arterial - Other. This road has full or partial access control. There is no possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. There will be more than 2000 MT of each course placed. ESALS are greater than 0.3 million. The highway is not located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? There are less than 4 lanes on this road. RESULTS: Attachment D.2 - Pavement Thickness Design PIN AADT for Design Year ,048 Use 'F' series high friction asphalt. Total 80 kn ESAL Count for the Design Life 9,342,762 The 'Estimated Traffic' level should be < 10.0 million 80 Kn ESALs. Recommended SUPERPAVE Item number TOP: BINDER: BASE: Confirm with the Regional Materials Engineer Remember to add the appropriate Quality Payment Items ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-9

28 80 kn ESAL calculation Work Sheet Version Updated 05/10/2006 kaw This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). Enter the parameters for items 1 through 8 below in the blue blocks. The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. Enter data also in pavt. thickness sheet. Print this sheet + pavt thickness + item numbers + special note. P.IN. #: Project Desc.: The Horseheads Connector Road (cont'd.) Old Ithaca Road Date: 14-Sep-09 Mainline and Ramp Reconstruction INPUT PARAMETERS: Construction Year Design Life (use 50 years for determining new pavement thickness) Projected Construction Year AADT Percent Heavy Trucks Class 4 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 1.20% 8. Annual Truck Weight Growth Rate 0.50% Mr Value Enter the Functional Classification Code of the highway NO Does this road have full or partial access control? NO Is there a possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. NO Will there will be less than 2000 MT of each course placed? NO Is the highway located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? NO Is the highway located in either Orange, Rockland, Putnam, Westchester, Nassau, Suffolk CountIes or the City of New York? NO Are there are more than 3 lanes on this road? RESULTS: Attachment D.2 - Pavement Thickness Design PIN Design Year AADT 10,875 Use 'F' series high friction asphalt. Total 80 kn ESAL Count for the Design Life 4,246,072 The 'Estimated Traffic' level should be < 10.0 million 80 Kn ESALs. ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-11

29 Attachment D.2 - Pavement Thickness Design PIN Flexible Pavement Thickness Design Based on 1993 AASHTO Guide for Design of Pavement Structures 1 Mr Value (From Geotechnical Report) 5000 psi LOG( ESAL) ESAL = 4.25E+06 Zr = So = 0.45 Po = 4.2 Pt = 2.5 Mr = 5000 Sn = 5.01 Input this value until log(esal) converge LOG(ESAL) PSI LOG ( 1) 0.20 S0 + LOG Sn LOG( M ) ( Sn + 1) = Z R R Design Inputs (ESAL Design) use Sn = 5.01 Structural number determined in previous step a Structural coefficient of the AC layer (top, binder and base) D unknown Thickness of the asphalt concrete courses (top, binder and base) a Structural coefficient of the asphalt-treated permeable base D Thickness of the asphalt-treated permeable base a Structural coefficient of the subbase course D Thickness of the subbase course m3 0.9 Drainage coefficient of the subbase course a4 0.1 Structural coefficient of the select granular subgrade course D4 0 unknown Thickness of the select granular subgrade course m4 0.9 Drainage coefficient of the select granular subgrade course Resulting SN/Layer Equation TOTAL SN 5.08 Sn=(a1*D1)+(a2*D2)+(a3*D3*m3)+(a4*D4*m4) REQUIRED SN 5.01 Results Layer Thickness 1.5 HMA Top 2.5 HMA Binder 5.0 HMA Base Asphalt Concrete D1 = 9.00 Inches Permeable Base D2 = 0.00 Inches Subbase Course D3 = Inches Subgrade Course D4 = 0.00 Inches TOTAL page D.2-12

30 80 kn ESAL calculation Work Sheet Version This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. P.IN. #: Project Description: The Horseheads Connector Road Date: 9/14/09 INPUT PARAMETERS: Construction Completion Year Design Life (years) Initial AADT Percent Heavy Trucks Class 5 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 1.20% 8. Annual Truck Weight Growth Rate 0.50% The Functional Classification of the highway is Principal Arterial - Other. This road does not have full or partial access control. There is no possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. There will be more than 2000 MT of each course placed. ESALS are greater than 0.3 million. The highway is not located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? There are less than 4 lanes on this road. RESULTS: Attachment D.2 - Pavement Thickness Design PIN AADT for Design Year ,875 Use 'F' series high friction asphalt. Total 80 kn ESAL Count for the Design Life 4,246,072 The 'Estimated Traffic' level should be < 10.0 million 80 Kn ESALs. Recommended SUPERPAVE Item number TOP: BINDER: BASE: Confirm with the Regional Materials Engineer Remember to add the appropriate Quality Payment Items ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-13

31 80 kn ESAL calculation Work Sheet Version Updated 05/10/2006 kaw This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). Enter the parameters for items 1 through 8 below in the blue blocks. The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. Enter data also in pavt. thickness sheet. Print this sheet + pavt thickness + item numbers + special note. P.IN. #: Project Desc.: The Horseheads Connector Road (cont'd.) 5th Street/Estreet Date: 5-Oct-09 Mainline and Ramp Reconstruction INPUT PARAMETERS: Construction Year Design Life (use 50 years for determining pavement thickness) Projected Construction Year AADT Percent Heavy Trucks Class 4 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 2.00% 8. Annual Truck Weight Growth Rate 0.50% Mr Value Enter the Functional Classification Code of the highway NO Does this road have full or partial access control? Partial NO Is there a possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. NO Will there will be less than 2000 MT of each course placed? NO Is the highway located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? Rens. County NO Is the highway located in either Orange, Rockland, Putnam, Westchester, Nassau, Suffolk CountIes or the City of New York? NO Are there are more than 3 lanes on this road? RESULTS: Attachment D.2 - Pavement Thickness Design PIN AADT for Design Year ,869 Use 'F' series high friction asphalt. Total 80 kn ESAL Count for the Design Life 13,359,761 The 'Estimated Traffic' level should be < 30.0 million 80 Kn ESALs. ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-15

32 Attachment D.2 - Pavement Thickness Design PIN Flexible Pavement Thickness Design Based on 1993 AASHTO Guide for Design of Pavement Structures 1 Mr Value (From Geotechnical Report) 5000 psi LOG ( ESAL) ESAL = 1.34E+07 Zr = So = 0.45 Po = 4.2 Pt = 2.5 Mr = 5000 Sn = 5.87 Input this value until log(esal) converge LOG(ESAL) PSI LOG ( 1) 0.20 S0 + LOG Sn LOG( M ) ( Sn + 1) = Z R R Design Inputs (ESAL Design) use Sn = 5.87 Structural number determined in previous step a Structural coefficient of the AC layer (top, binder and base) D unknown Thickness of the asphalt concrete courses (top, binder and base) a Structural coefficient of the asphalt-treated permeable base D Thickness of the asphalt-treated permeable base a Structural coefficient of the subbase course D Thickness of the subbase course m3 0.9 Drainage coefficient of the subbase course a4 0.1 Structural coefficient of the select granular subgrade course D4 0 unknown Thickness of the select granular subgrade course m4 0.9 Drainage coefficient of the select granular subgrade course Resulting SN/Layer Equation TOTAL SN 6.00 Sn=(a1*D1)+(a2*D2)+(a3*D3*m3)+(a4*D4*m4) REQUIRED SN 5.87 Results Layer Thickness 1.5 HMA Top 2.5 HMA Binder 5.0 HMA Base Asphalt Concrete D1 = 9.00 Inches Permeable Base D2 = 4.00 Inches Subbase Course D3 = Inches Subgrade Course D4 = 0.00 Inches TOTAL page D.2-16

33 80 kn ESAL calculation Work Sheet Version This work sheet is used for the purpose of calculating the 80 kn ESAL using the "simple" method. These calculations were taken from Figure 4-1 of the NYS Comprehensive Pavement Design Manual (June 2000). The 80 kn ESAL count is calculated based on a compound traffic growth rate and should be used for SUPERPAVE. P.IN. #: Project Description: The Horseheads Connector Road Date: 10/5/09 INPUT PARAMETERS: Construction Completion Year Design Life (years) Initial AADT Percent Heavy Trucks Class 5 or greater Percent Trucks in Design Direction Percent Trucks in Design Lane Truck Equivalency Factor (avg. ESAL per truck) Truck Volume Growth Rate 2.00% 8. Annual Truck Weight Growth Rate 0.50% The Functional Classification of the highway is Urban Collector. This road does not have full or partial access control. There is no possibility of damaging homes, historic sites, etc., due to excessive vibration during compaction. There will be more than 2000 MT of each course placed. ESALS are greater than 0.3 million. The highway is not located in either Dutchess, Orange, Rockland, Putnam, Westchester, Nassau, Suffolk, Sullivan County or the City of New York? There are less than 4 lanes on this road. RESULTS: Attachment D.2 - Pavement Thickness Design PIN AADT for Design Year ,448 Use asphalt series for low volume roads. Total 80 kn ESAL Count for the Design Life 3,326,848 The 'Estimated Traffic' level should be < 10.0 million 80 Kn ESALs. Recommended SUPERPAVE Item number TOP: BINDER: BASE: Confirm with the Regional Materials Engineer Remember to add the appropriate Quality Payment Items ***** Don't forget the SPECIAL NOTE required in the Proposal ***** page D.2-17

34 Attachment D.2 - Pavement Thickness Design PIN SUPERPAVE Item Number Descriptions Reference to Mixture Reference to the Coarse Aggregate Friction Requirement Nominal Max Aggregate Size 37 = 37.5 mm Base Course 1 - F1 Aggregates for use on Downstate High Volume Pavements 25 = 25.0 mm Binder Course (for use when ESALs > 3 million) (> 8,000 AADT on 2 or 3 lane and > 13,000 on 4 or more lanes) 19 = 19.0 mm Binder Course (for use when ESALs < 3 million) 2 - F2 Aggregates for use on Upstate High Volume Pavements 19 = 19.0 mm Binder Course (for use when ESALs between 3-10 million) (> 8,000 AADT on 2 or 3 lane and > 13,000 on 4 or more lanes) 12 = 12.5 mm Top Course 3 - F3 Aggregates for use on Low Volume Pavements 09 = 9.5 mm Top Course (< 8,000 AADT on 2 or 3 lane and < 13,000 on 4 or more lanes) 9 - F9 - No Friction Requirement - For Base, Binder, and T & L Courses 402. XX Y Z Q R M Revision Metric Number Spec. Reference to Standard Currently 1 Specifications Sub-Section Reference to Construction Details Reference to Quality Adjustment Items Compaction Requirements 0 - Specified HMA Item (Core Item) 5 - Daily Coring with Payment Adjustments (HD) 1 - Plant Production Quality Adjustment 6 - Nuclear Gauge Monitoring with Core Verification (RA) 2 - Pavement Density Quality Adjustment 7 - Nuclear Gauge Monitoring only (Standard) 3 - Longitudinal Joint Density Quality Adjustment 8 - Miscellaneous Items (T & L, Optional Flexible Shoulders, Pavement Shoulder Course) 4 - Pavement Smoothness Quality Adjustment page D.2-19

35 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH ASPHALT CONCRETE PAVEMENT AND SHOULDERS Attachment D.3 - LCC Analysis PIN Mainline Asphalt Concrete Pavement area - Length of Pavement (EB + WB) - 152,000 SF 7600 LF Pavement Section 1.5 inches Superpave HMA 60 Series Top Course 2 inches Superpave HMA 60 Series Binder Course 6 inches Superpave HMA 60 Series Base Course 4 inches Asphalt Treated Permeable Base Course 12 inches Optional Subbase Course Item Unclassified Excavation and Disposal 0 SF x FT = 0 CY Item Subbase Course Type II 152,000 SF x FT = 5,630 CY Item Asphalt Treated Permeable Base Course 152,000 SF x FT = 1,877 CY 1,877 CF x Ton/CY = 2,815 Ton Item Superpave HMA 60 Series Base Course 152,000 SF x FT = 2,815 CY 2,815 CF x Ton/CY = 5,630 Ton Item Superpave HMA 60 Series Binder Course 152,000 SF x FT = 938 CY 938 CF x Ton/CY = 1,877 Ton Item Superpave HMA 60 Series Top Course 152,000 SF x FT = 704 CY 704 CF x Ton/CY = 1,407 Ton AFTER 3, 6, 15, 18, 27, 30, 39, 42, 48, 51, 60, 63 YEARS Item Cleaning and Sealing Cracks with Selective Routing in HMA Assume 700 Gallons per lane-mile Assume a 12 Foot Lane 1 mile = 5280 LF 1 lane mile= SF Appl. Rate = 700 Gal/lane-mile / SF = Gal/SF 152,000 SF x Gal/SF 1,679 Gal AFTER 8, 20, 32, 53, 65 YEARS Item Microsurfacing, Type III 152,000 SF x inches 281 CY 281 CY x Ton/CY 563 Ton Item Tack Coat 152,000 SF x 0.01 Gal/SF 1,064 Gal Item Cleaning Existing Pavement and Shoulders 152,000 SF x 1 SY / 9 SF = 16,889 SY page D.3-1

36 CHH Connector Road Date: 11/18/09 Revised: 3/3/10 FULL DEPTH ASPHALT CONCRETE PAVEMENT AND SHOULDERS AFTER 12, 24, 36, 57 YEARS Item Superpave HMA 60 Series Binder Course 152,000 SF x FT = 938 CY 938 CF x Ton/CY = 1,877 Ton Item Superpave HMA 60 Series Top Course 152,000 SF x FT = 704 CY 704 CF x Ton/CY = 1,407 Ton Item Tack Coat 152,000 SF x 0.32 Gal/SF = 48,640 Gal Item Production Cold Milling Concrete 152,000 SF x 1 SY / 9 SF = 16,889 SY Item Cleaning Existing Pavement and/or Shoulders 152,000 SF x 1 SY / 9 SF = 16,889 SY Attachment D.3 - LCC Analysis PIN page D.3-2

37 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH ASPHALT CONCRETE PAVEMENT AND SHOULDERS Attachment D.3 - LCC Analysis PIN YEARS 0, 45 UNIT TOTAL ITEM DESCRIPTION QUANTITY UNIT COST COST Unclassified Excavation And Disposal 0 CY $ Optional Subbase Course 5,630 CY $320, Asphalt-Treated Permeable Base Course 2,815 Ton $137, Superpave HMA 60 Series Base Course 5,630 Ton $394, Superpave HMA 60 Series Binder Course 1,877 Ton $131, Superpave HMA 60 Series Top Course 1,407 Ton $104,148 sub-total $1,088,395 Overhead Costs (29%) $315,635 TOTAL $1,404,030 FUTURE TREATMENT COSTS AFTER 3, 6, 15, 18, 27, 30, 39, 42, 48, 51, 60, 63 YEARS UNIT TOTAL ITEM DESCRIPTION QUANTITY UNIT COST COST Cleaning and Sealing Cracks with Selective Routing in HMA 1,679 Gallon $16,793 sub-total $16,793 Overhead Costs (29%) $4,870 TOTAL $21,663 FUTURE TREATMENT COSTS AFTER 8, 20, 32, 53, 65 YEARS UNIT TOTAL ITEM DESCRIPTION QUANTITY UNIT COST COST ######### Quick Set Slurry III 563 Ton $242, Tack Coat 1,064 Gallon 4.00 $4, Cleaning Existing Pavement and/or Shoulders 16,889 SY 0.15 $2,533 sub-total $248,863 Overhead Costs (29%) $72,170 TOTAL $321,034 FUTURE TREATMENT COSTS AFTER 12, 24, 36, 57 YEARS UNIT TOTAL ITEM DESCRIPTION QUANTITY UNIT COST COST Superpave HMA 60 Series Binder Course 1,877 Ton $131, Superpave HMA 60 Series Top Course 1,407 Ton $104, Tack Coat 48,640 Gallon 4.00 $194, Production Cold Milling of Bituminous Concrete 16,889 SY 1.00 $16, Cleaning Existing Pavement and/or Shoulders 16,889 SY 0.15 $2,533 sub-total $449,488 Overhead Costs (29%) $130,352 TOTAL $579,840 page D.3-3

38 Attachment D.3 - LCC Analysis PIN PAVEMENT LIFE-CYCLE COST ANALYSIS Date: 11/18/09 CHH Connector Road Revised: 3/3/2010 Pin , Chemung County AC-PAVEMENT.XLS AREA 1: 0 TREATMENT: FULL DEPTH ASPHALT CONCRETE PAVEMENT AND SHOULDERS DISCOUNT RATE: 4.00% PRESENT NYSDOT PRM YEAR ESCALATION PRESENT WORTH FACTOR PRESENT PAGE DESCRIPTION (n) RATE (%) COST ($) (P/F, 4%, n) WORTH ($) NO. RECONSTRUCT WITH 250 mm AC 0 0% 1,404, ,404,030 ROUT & SEAL TRANSVERSE THERMAL CRACKS 3 0% 21, ,258 ROUT & SEAL TRANSVERSE THERMAL CRACKS 6 10% 23, ,833 LIQUID ASPHALT TREATMENT 8 0% 321, ,576 COLD MILLING WITH TWO COURSE OVERLAY 12 0% 579, ,166 ROUT & SEAL TRANSVERSE THERMAL CRACKS 15 0% 21, ,029 ROUT & SEAL TRANSVERSE THERMAL CRACKS 18 10% 23, ,763 LIQUID ASPHALT TREATMENT 20 0% 321, ,516 COLD MILLING WITH TWO COURSE OVERLAY 24 0% 579, ,208 ROUT & SEAL TRANSVERSE THERMAL CRACKS 27 0% 21, ,513 ROUT & SEAL TRANSVERSE THERMAL CRACKS 30 10% 23, ,347 LIQUID ASPHALT TREATMENT 32 0% 321, ,513 COLD MILLING WITH TWO COURSE OVERLAY 36 0% 579, ,289 ROUT & SEAL TRANSVERSE THERMAL CRACKS 39 0% 21, ,693 ROUT & SEAL TRANSVERSE THERMAL CRACKS 42 10% 23, ,589 RECONSTRUCT WITH 250 mm AC 45 0% 1,404, ,368 ROUT & SEAL TRANSVERSE THERMAL CRACKS 48 0% 21, ,297 ROUT & SEAL TRANSVERSE THERMAL CRACKS 51 10% 23, ,224 LIQUID ASPHALT TREATMENT 53 0% 321, ,159 COLD MILLING WITH TWO COURSE OVERLAY 57 0% 579, ,002 ROUT & SEAL TRANSVERSE THERMAL CRACKS 60 0% 21, ,059 ROUT & SEAL TRANSVERSE THERMAL CRACKS 63 10% 23, ,014 LIQUID ASPHALT TREATMENT 65 0% 321, ,083 END SUBTOTAL 3,070,529 FULL DEPTH ASPHALT CONCRETE PAVEMENT 65 (2,888) (226) TOTAL 3,070,303 page D.3-4

39 Attachment D.3 - LCC Analysis PIN CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS Mainline Concrete Pavement (Driving Lane and Shoulder) - Mainline Concrete Pavement (Driving Lane) Concrete travel way extends 2' into shoulder (Standard) Shoulder Length of Pavement (EB + WB)- 152,000 SF 106,400 SF 45,600 SF 7600 Lane Ft Mainline Pavement Section Shoulder Pavement Section 9 inches PCC Slab Thickness 1.5 inchesasphalt Top Course 4 inches Treated Permeable Base 2.5 inchesasphalt Binder Course 12 inches Subbase Course 5 inchesasphalt Base Course 4 inchesasphalt Treated Permeable Base Course 12 inchessubbase Course Item Unclassified Excavation and Disposal 0 SF x FT = 0 CY Item Course Subbase Type II 152,000 SF x FT = 5,630 CY Item Asphalt Treated Permeable Base Course 45,600 SF x FT = 563 CY 563 CF x Ton/CY = 844 Ton Item Superpave HMA 60 Series Base Course 45,600 SF x FT = 704 CY 704 CY x Ton/CY = 1,407 Ton Item Superpave HMA 60 Series Binder Course 45,600 SF x FT = 352 CY 352 CY x Ton/CY = 704 Ton Item Superpave HMA 60 Series Top Course 45,600 SF x FT = 211 CY 211 CY x Ton/CY = 422 Ton Item Cement Treated Permeable Base 106,400 SF. x FT = 1,314 CY 1,314 CY x Ton/CY = 2,890 Ton Item Cement Concrete Pavement, Reinforced, Class C 106,400 SF x FT = 2,956 CY Item Constructing Transverse Joint 7,600 Ft/ 20 FT/Joint 380 joints 380 joints x 13.5 FT/Lane 5,130 FT Item Constructing Longitudinal Joint 7,600 FT x 1.5 longitudinal joints = 11,400 FT Item Sealing Transverse Joints - Preformed Elastic Joint Sealer 5,130 FT Sealing Longitudinal Joints - Preformed Elastic Joint Sealer 11,400 FT page D.3-5

40 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS FUTURE TREATMENTS AFTER 12 YEARS Item Sealing Transverse Joints - Preformed Elastic Joint Sealer 5,130 FT Sealing Longitudinal Joints - Preformed Elastic Joint Sealer 11,400 FT AFTER 24 YEARS Item Superpave HMA 60 Series Binder Course 45,600 SF x FT = 352 CY 352 CY x Ton/CY = 704 Ton Item Superpave HMA 60 Series Top Course 45,600 SF x FT = 211 CY 211 CY x Ton/CY = 422 Ton Item Tack Coat 45,600 SF x 0.01 Gal/SF 319 Gal Item Production Cold Milling of Bituminous Concrete 45,600 SF x 1 SY / 9 SF = 5,067 SY Item XXX.XX Partial Depth Repairs of Transverse Joints Assume 1% of the partial depth repairs of transverse joints 5,130 LF x 0.01 = 51 LF Item Retrofit Dowel Bars in Cracked PCC Pavement Assume 1% replacements 5,130 slabs x 1% = 51 slabs 51 slabs x 8 bars/crack = bars Item Cross Stitching Longitudinal Cracks in PCC Pavement Assume 1% of total longitudinal bars 11,400 FT x 1% = 114 FT 114 FT x supports per meter = 46 bars Item Sawing Concrete for PCC Pavement Repairs - Full Depth Assume 1% of total pavement 7,600 FT 1% = 76 FT Item XX Resealing Joints in PCC Pavement - Silicone Sealant) 5,130 FT + 11,400 FT = 16,530 FT Attachment D.3 - LCC Analysis PIN page D.3-6

41 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS AFTER 36 YEARS Item Superpave HMA 60 Series Binder Course 45,600 SF x FT = 352 CY 352 CY x Ton/CY = 704 Ton Item Superpave HMA 60 Series Top Course 45,600 SF x FT = 211 CY 211 CY x Ton/CY = 422 Ton Item Tack Coat 45,600 SF x 0.01 Gal/SF 319 Gal Item Production Cold Milling of Bituminous Concrete 45,600 SF x 1 SY / 9 SF = 5,067 SY Item XXX.XX Partial Depth Repairs of Transverse Joints Assume 1% of the partial depth repairs of transverse joints 5,130 LF x 0.01 = 51 LF Item Retrofit Dowel Bars in Cracked PCC Pavement Assume 1% replacements 5,130 slabs x 1% = 51 slabs 51 slabs x 8 bars/crack = bars Item Cross Stitching Longitudinal Cracks in PCC Pavement Assume 1% of total longitudinal bars 11,400 FT x 1% = 114 FT 114 FT x supports per FT = 46 bars Item Sawing Concrete for PCC Pavement Repairs - Full Depth Assume 1% of total pavement 7,600 FT 1% = 76 FT Item XX Resealing Joints in PCC Pavement - Silicone Sealant) 5,130 FT + 11,400 FT = 16,530 FT Item Full Diamond Grinding of PCC Pavement 106,400 SF x 1 SY / 9 SF = 11,822 SY AFTER 48 YEARS Item Superpave HMA 60 Series Binder Course 152,000 SF x FT = 1,173 CY 1,173 CY x Ton/CY = 2,346 Ton Item Superpave HMA 60 Series Top Course 152,000 SF x FT = 704 CY 704 CY x Ton/CY = 1,407 Ton Item Tack Coat 152,000 SF x 0.01 Gal/SF 1,064 Gal Attachment D.3 - LCC Analysis PIN page D.3-7

42 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS AFTER 51, 54, 63 YEARS Item Routing, Cleaning and Sealing Cracks in HMA Assume 1.8 x Lane Foot 7,600 FT x = 13,680 FT AFTER 56 YEARS Item Microsurfacing, Type III 152,000 FT x inches 281 CY 281 CY x Ton/CY 563 Ton Item Tack Coat 152,000 SF x 0.01 Gal/SF 1,064 Gal Item Cleaning Existing Pavement and Shoulders 152,000 SF x 1 SY / 9 SF = 16,889 SY AFTER 60 YEARS Item Superpave HMA 60 Series Binder Course 152,000 SF x FT = 1,173 CY 1,173 CY x Ton/CY = 2,346 Ton Item Superpave HMA 60 Series Top Course 152,000 SF x FT = 704 CY 704 CY x Ton/CY = 1,407 Ton Item Tack Coat 152,000 SF x 0.01 Gal/SF 1,064 Gal Item Production Cold Milling of Bituminous Concrete 152,000 SF x 1 SY / 9 SF = 16,889 SY. Item Cleaning Existing Pavement and/or Shoulders 152,000 SF x 1 SY / 9 SF = 16,889 SY Attachment D.3 - LCC Analysis PIN page D.3-8

43 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS Attachment D.3 - LCC Analysis PIN ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Unclassified Excavation And Disposal 0 SY $ Optional Subbase Course 5,630 CY $320, Asphalt-Treated Permeable Base Course 844 Ton $41, Superpave HMA 60 Series Base Course 1,407 Ton $101, Superpave HMA 60 Series Binder Course 704 Ton $50, Superpave HMA 60 Series Top Course 422 Ton $32, Concrete Treated Permeable Base 2,890 Ton $635, Cement Concrete Pavement, Unreinforced, Class C 2,956 CY $709, Constructing Transverse Joint 5,130 FT $51, Constructing Longitudinal Joint 11,400 FT 8.00 $91, Sealing Transverse Contraction Joints - Preformed Elastic Join 5,130 FT 6.00 $30, Sealing Longitudinal Joints - Preformed Elastic Joint Sealer 11,400 FT 6.00 $68,400 sub-total $2,133,142 Overhead Costs (29%) $618,611 TOTAL $2,751,753 FUTURE TREATMENT COSTS AFTER 12 YEARS ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Sealing Transverse Contraction Joints - Preformed Elastic Join 5,130 FT 6.00 $30, Sealing Longitudinal Joints - Preformed Elastic Joint Sealer 11,400 FT 6.00 $68,400 sub-total $99,180 Overhead Costs (29%) $28,762 TOTAL $127,942 FUTURE TREATMENT COSTS AFTER 24 YEARS ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Superpave HMA 60 Series Binder Course 704 Ton $50, Superpave HMA 60 Series Top course 422 Ton $32, Tack Coat 319 Gal 4.00 $1, Production Cold Milling of Bituminous Concrete 45,600 SY 1.50 $68,400 XXX.XXXX Partial Depth Repairs of Transverse Joints 51 LF $3, Retrofit Dowel Bars in Cracked PCC Pavement 410 EACH $20, Cross Stitching Longitudinal Cracks in PCC Pavement 46 EACH $1, Sawing Concrete for PCC Pavement Repairs - Full Depth 76 FT $9, XX Resealing Transverse Joints in PCC Pavement - Silicone Seala 16,530 FT 6.00 $99,180 sub-total $285,470 Overhead Costs (29%) $82,786 TOTAL $368,257 page D.3-9

44 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS FUTURE TREATMENT COSTS AFTER 36 YEARS Attachment D.3 - LCC Analysis PIN ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Superpave HMA 60 Series Binder Course 704 Ton $50, Superpave HMA 60 Series Top course 422 Ton $32, Tack Coat 319 Gal 4.00 $1, Production Cold Milling of Bituminous Concrete 45,600 SY 1.50 $68,400 XXX.XXXX Partial Depth Repairs of Transverse Joints 51 LF $3, Retrofit Dowel Bars in Cracked PCC Pavement 410 EACH $20, Cross Stitching Longitudinal Cracks in PCC Pavement 46 EACH $1, Sawing Concrete for PCC Pavement Repairs - Full Depth 76 FT $9, XX Resealing Transverse Joints in PCC Pavement - Silicone Seala 16,530 FT 6.00 $99, Full Diamond Grinding of Portland Cement Concrete. 11,822 SY 2.00 $23,644 sub-total $309,115 Overhead Costs (29%) $89,643 TOTAL $398,758 FUTURE TREATMENT COSTS AFTER 48 YEARS ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Superpave HMA 60 Series Binder Course 2,346 Ton $164, Superpave HMA 60 Series Top Course 1,407 Ton $101, Tack Coat 1,064 Gal 3.50 $3,724 sub-total $269,255 Overhead Costs (29%) $78,084 TOTAL $347,339 FUTURE TREATMENT COSTS AFTER 51, 54, 63 YEARS ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Routing, Cleaning and Sealing Cracks in HMA 13,680 LF 1.00 $13,680 sub-total $13,680 Overhead Costs (29%) $3,967 TOTAL $17,647 page D.3-10

45 CHH Connector Road Date: 11/18/2009 Revised: 3/3/2010 FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS FUTURE TREATMENT COSTS AFTER 56 YEARS Attachment D.3 - LCC Analysis PIN ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Quick Set Slurry III 281 Ton $121, Tack Coat 1,064 Gal 3.50 $3, Cleaning Existing Pavement and/or Shoulders 16,889 SY 0.15 $2,533 sub-total $127,294 Overhead Costs (29%) $36,915 TOTAL $164,210 FUTURE TREATMENT COSTS AFTER 60 YEARS ITEM DESCRIPTION QUANTITY UNIT UNIT COST TOTAL COST Superpave HMA 60 Series Binder Course 2,346 Ton $164, Superpave HMA 60 Series Top Course 1,407 Ton $101, Tack Coat 1,064 Gal 3.50 $3, Production Cold Milling of Bituminous Concrete 16,889 SY 1.00 $16, Cleaning Existing Pavement and/or Shoulders 16,889 SY 0.15 $2,533 sub-total $288,677 Overhead Costs (29%) $83,716 TOTAL $372,393 page D.3-11

46 Attachment D.3 - LCC Analysis PIN PAVEMENT LIFE CYCLE COST ANALYSIS Date: 11/18/2009 CHH Connector Road Revised: 3/3/2010 Pin , Chemung County PCC/ASPHALT-OPTION-2.XLS AREA 1: N/A TREATMENT: FULL DEPTH PORTLAND CEMENT CONCRETE PAVEMENT AND ASPHALT SHOULDERS DISCOUNT RATE: 4.00% PRESENT NYSDOT PRM YEAR PRESENT WORTH FACTOR PRESENT PAGE DESCRIPTION (n) COST ($) (P/F, 4%, n) WORTH ($) NO. RECONSTRUCT WITH 275 mm PCC WITH ASPHALT 0 2,751, ,751,753 CONCRETE SHOULDERS SEAL LONGITUDINAL AND TRANSVERSE JOINTS , ,912 CONCRETE PAVEMENT REPAIR WITH LONGITUDINAL AND , ,665 TRANSVERSE JOINTS SEALANT CONCRETE PAVEMENT REPAIR WITH DIAMOND GRINDING AND , ,165 LONGITUDINAL AND TRANSVERSE JOINT SEALANT TWO COURSE OVERLAY WITH SAWN AND SEALED JOINTS , ,863 ROUTE AND SEAL TRANSVERSE THERMAL CRACKS 51 17, ,388 ROUTE AND SEAL TRANSVERSE THERMAL CRACKS 54 17, ,123 LIQUID ASPHALT TREATMENT , ,261 COLD MILLING WITH TWO COURSE OVERLAY , ,400 ROUTE AND SEAL TRANSVERSE THERMAL CRACKS 63 17, ,491 END 65 TOTAL 3,185,021 page D.3-12

47

48

49 TABLE OF CONTENTS 1.00 INTRODUCTION GENERAL PROJECT DESCRIPTION SUBSURFACE EXPLORATION LABORATORY TESTING SUBSURFACE CONDITIONS GENERAL CONNECTOR ROAD OLD ITHACA ROAD E STREET / 5TH STREET CONSIDERATIONS AND RECOMMENDATIONS FOR DESIGN AND CONSTRUCTION OF THE PAVEMENT STRUCTURE GENERAL RECOMMENDED EFFECTIVE ROADBED SOIL RESILIENT MODULUS (MR) SITE PREPARATION AND CONSTRUCTION RECOMMENDATIONS Stabilization / Separation Geotextile Subbase Material Suitable Granular Fill Subgrade Preparation for Pavement Construction Placement and Compaction of Subbase Material and Suitable Granular Fill: Pavement Structure Drainage Pavement Construction CONCLUDING REMARKS...13

50 TABLE OF CONTENTS (CONTINUED) TABLES TABLE 1 - SUMMARY OF IN-SITU CBR DATA TABLE 2 - SUMMARY OF GEOTECHNICAL LABORATORY TESTING RESULTS FIGURES FIGURE 1 - SITE LOCATION PLAN APPENDICES APPENDIX A ERDMAN ANTHONY ROADWAY ALIGNMENT PLANS APPENDIX B SUBSURFACE EXPLORATION LOGS APPENDIX C PAVEMENT CORE PHOTOGRAPHS APPENDIX D IN-SITU CBR DATA APPENDIX E LABORATORY TESTING DATA APPENDIX F GEOTECHNICAL REPORT LIMITATIONS

51 1.00 INTRODUCTION 1.10 GENERAL This report presents the results of a subsurface exploration program and geotechnical engineering evaluation completed by Empire Geo-Services, Inc. (Empire) for the proposed Center at Horseheads Connector Road Project (P.I.N ). The site is located within the Town of Horseheads, Chemung County, New York, as shown on Figure 1. Erdman Anthony (EA) retained Empire to complete the subsurface exploration program and provide geotechnical engineering recommendations for the proposed project. SJB Services, Inc. (SJB), our affiliated subsurface exploration company, completed eleven (11) test boring type explorations, along with pavement cores, field CBR tests and laboratory testing, as part of the roadway exploration program. Based on the information from the subsurface exploration program, Empire prepared this report, which summarizes the subsurface conditions encountered by the test borings, along with the field and laboratory test data, and presents geotechnical recommendations for design and construction of the proposed roadway and the associated site preparation work. The subsurface exploration and geotechnical evaluation were completed in general accordance with Empire s April 30 th, 2010 proposal PROJECT DESCRIPTION Based on preliminary design drawings provided by EA, the proposed Center at Horseheads Connector Road Project is anticipated to consist of the four different components summarized below. The approximate location of the roadway alignments are shown on the site plan presented in Appendix A. Connector Road: This component consists of constructing a new roadway alignment named Connector Road which will be constructed from the vicinity of the intersection of Old Ithaca Road and 5 th Street, approximately 3,825 feet east and southeast, to the existing NYS Route 13 at station The new road will be approximately 32 to 40 feet wide. The new roadway profile is anticipated to have fills up to about 16 feet and some areas with cuts of up to about 7 feet. 1

52 NYS Route 13: This component consists of milling and overlaying the existing pavement between approximate stations to along the existing NYS Route 13 and possibly widening the existing roadway. It is anticipated that the road profile will generally follow the existing surface grades. Old Ithaca Road: This component consists of milling and overlaying the existing pavement along existing Old Ithaca Road between approximate stations and In addition an alternative option includes full depth reconstruction with the construction of a roundabout. It is anticipated that the road profile will generally follow the existing surface grades. E Street / 5 th Street: This component consists of full depth reconstruction and a realignment of the existing E Street and 5 th Street to the intersection of Old Ithaca road and 5 th Street, as shown on the site plan in Appendix A. It is anticipated that the road profile will generally follow the existing surface grades, with cuts and fills less than 1 to 2 feet. The new pavement structures will be designed by Erdman Anthony. Specific design traffic information (i.e. number of 18 kip equivalent single axle loads (ESAL s) over the pavement design life) was not available at this time SUBSURFACE EXPLORATION The roadway subsurface exploration program consisted of nine test borings, designated as B-1, B-2, and B-6 through B-12, and two pavement core/borings designated as C-1 and C-2, drilled by SJB between June 7 th and June 15 th, The approximate test boring locations are shown on the site plan drawings in Appendix A. In addition, three bridge area test borings designated as B-3, B-4, and B-5, were completed in conjunction with the new roadway subsurface exploration program. The subsurface conditions and details of these three test borings are presented in a separate report, previously submitted to EA on September 3, 2010, and entitled, Geotechnical Evaluation Report for Proposed Bridge over Newton Creek. This report should be referenced for additional information on the subsurface conditions present at the project site. The roadway test borings/pavement cores were located in the field by SJB using a hand held Global Positioning System (GPS) unit, based on the following test 2

53 boring location information provided by EA. However, test boring B-1 and pavement core C-1 were adjusted slightly in the field due to utility conflicts from the initial Station location. Test Boring Test Boring Location Table (from Exhibit 1 in RFP, excluding B-1 and C-1) Station Offset B LT NYSPCS NAD83 CZ Northing Easting Relocated from initial location 3 Approx. Elevation 900 B CL 792, , B CL 792, , B CL 791, , B LT 791, , B CL 791, , B CL 791, , B CL 791, , B-12 C-1 C E Street Old Ithaca Old Ithaca 10 LT 10 LT 10 RT 792, , Relocated from initial location 793, , Latitude Longitude Relocated from initial location Relocated from initial location As shown in Appendix A, test borings B-1, B-2, and B-6 through B-11 were completed along the new Connector Road Alignment. Test boring B-12 was completed near the proposed reconstruction alignment of E Street and 5 th Street. Pavement core/test boring locations C-1 and C-2 were completed along the Old Ithaca Road alignment. The test borings were made with a Central Mine Equipment (CME), model 550X, all terrain type tire mounted drill rig, using hollow stem auger drilling techniques

54 with split spoon sampling. Split spoon samples and Standard Penetration Tests (SPTs) were taken continuously to the termination depth of the test borings. Split spoon samples and SPTs were completed in general accordance with ASTM D1586 Standard Test Method for Penetration Test and Split-Barrel Sampling of Soils. The SPT N values reported on the test boring logs were obtained using an automatic trip hammer. These SPT N values have not been corrected for the hammer efficiency or the overburden pressure. At pavement core locations C-1 and C-2, portable coring equipment was utilized to obtain 4-inch diameter core samples of the asphalt concrete layer from the existing roadway. The underlying subbase was then measured by the drillers for thickness at the core locations after the pavement cores were extracted. Following coring, split spoon samples and SPTs were completed to depth of 4 feet below the roadway surface. A geologist prepared the test boring logs and pavement cores based on visual observations of the recovered soil samples/pavement cores and a review of the driller s field notes. The soil samples were described based on a visual/manual estimation of the grain size distribution, along with characteristics such as color, relative density, consistency, moisture, etc. The test boring logs are presented in Appendix B, along with general information and a key of terms and symbols used to prepare the test boring logs. The thickness of the asphalt concrete core samples were measured and photographed in SJB s laboratory. The pavement core summary and core photographs are presented in Appendix C. Six in-situ California Bearing Ratio (CBR) tests were conducted at test boring locations B-1, B-8, B-10, B-12 and at pavement core locations C-1 and C-2, in general accordance with ASTM D 4429 Standard Test Method for California Bearing Ratio of Soils in Place. The in-situ CBR data are presented in Appendix D and are summarized in Table LABORATORY TESTING A selected soil sample collected from the test boring B-11 was tested in SJB s geotechnical testing laboratory to confirm the visual soil classification and provide soil index properties. The laboratory testing included: 4

55 Natural moisture content in accordance with ASTM D 2216 Standard Test Method for Laboratory Determination of Water (Moisture) Content of Soil and Rock by Mass. Grain size analyses (sieve analyses only) in general accordance with ASTM C136 Standard Test Method for Fine and Coarse Aggregates. Liquid and Plastic Limits and Plasticity Index ASTM D 4318 Standard Test method for Liquid limit, Plastic Limit and Plasticity Index of Soils. The laboratory results are summarized in Table 2 and the test data is included in Appendix E SUBSURFACE CONDITIONS 4.10 GENERAL The general soil stratigraphy and groundwater conditions encountered at the test boring and pavement core locations are described below. More detailed subsurface information can be found on the test boring logs included in Appendix B CONNECTOR ROAD A topsoil layer was encountered at the ground surface of the all the test boring along the new Connector Road (i.e. borings B-1, B-2, and B-6 through B-11), which ranged from about 1-inches to 9-inches thick. Beneath the topsoil, fill soils were encountered at test boring locations B-1, B-7, B-8, and B-9 which generally consisted of black, olive-brown, olive-black, orange-brown, sandy silt, sandy gravel, silty sand, with inclusions of concrete and wood. The fill soils were found to extend to a depth of about 2 feet below the existing ground surface (bgs) at these test boring locations, excluding test boring B-8, which did not fully penetrate the fill soils at the exploration depth of 15 ft bgs. The indigenous soil deposits, encountered at all of the new Connector Road test borings, excluding B-8 and B-11, generally consisted of an upper stratum of brown, olive-brown, brown-gray silty sand, sandy silt, silt, and clayey silt soils. Underlain this upper stratum, a lower stratum of brown, gray-brown sandy gravel soil was encounter at the test boring locations, excluding B-7 and B-9. These soils are classified as SM, ML, and GM group soils using the Unified Soil Classification System (USCS). The SPT N values in the non-cohesive 5

56 indigenous soil strata range from 3 to 38 indicating the relative density varies from very loose to firm. Typically, the SPT N values were less than 10 to a depth range of about 4 to 6 ft bgs, indicating these soils have a loose relative density. The SPT N values in the cohesive clayey silt soil strata range from 7 to 11, indicating these soils have a medium to stiff consistency. The indigenous soil deposits encountered at test boring B-11 generally consisted of an upper stratum of very loose to loose (i.e. SPT N values ranging from 3 to 6) silt and sandy silt soils to a depth of about 6 ft bgs. Underlying these silt and sandy silt soils a very soft (i.e. SPT N values ranging from WOH to 2) silty clay was encountered. These very soft silty clay soils were not fully penetrated to the depth explored. Freestanding water was encountered and noted on the driller s logs at test borings B-2 and B-6 at approximately 6 ft and 7 ft bgs, respectively. Freestanding water not apparent in the remaining test boring locations, immediately following the completion of overburden drilling and sampling operations. It is possible that groundwater did not have had sufficient time to accumulate and/or stabilize within some of the borings within the time period that had elapsed from the completion of overburden drilling and sampling operations and the time of the measurements. Based on these measurements, as well as the wet nature of the soil samples recovered below these depths, it appears groundwater conditions maybe present around 4 to 7 feet and below near test boring locations B-2, B-6, and B-11. It is possible some perched groundwater may also be encountered at various locations and times near the surface depending on site drainage conditions and can be particularly prevalent during and following heavy or extended periods of precipitation and during seasonally wet periods. It should be expected that perched and permanent groundwater conditions could vary with changes in soil conditions, precipitation and seasonal conditions OLD ITHACA ROAD At the pavement core/test boring locations C-1 and C-2 approximately inches and 5.25-inches of asphaltic concrete was encountered, respectively, as shown on the core photographs/summary in Appendix C. In addition, directly beneath the asphalt concrete at C-2, about 12-inches of concrete was noted. 6

57 Beneath the asphaltic concrete or the concrete, a subbase layer was apparent and generally consisted of a brown-gray, fine to coarse gravel with varying amounts of sand. The subbase course as measured by the driller s was approximately 6- inches. Beneath the subbase course the subgrade soils consisted of fill soils and underlying indigenous soils. Fill soil subgrades consisting of brown, brown-red sandy gravel and silty sand soils, were encountered beneath the existing pavement structure at all of the pavement core/boring locations and was fully penetrated at pavement core/boring location C-1 at a depth of about 1.5 feet bgs. Pavement core/boring location C-2 did not fully penetrate the fill soils at the depths explored. The indigenous soils encountered at C-1 generally consisted of a brown silt soil. SPT N values obtained in the subgrade soils directly beneath the subbase varied between 15 and 16 indicating their relative density of firm E STREET / 5TH STREET At test boring location B-12 the driller s noted approximately 3.5-inches of asphaltic concrete at the surface. Beneath the asphaltic concrete, a subbase layer was apparent and generally consisted of a black, fine to coarse gravel with varying amounts of sand and silt. The subbase course as measured by the driller s was approximately 2.5-inches. Beneath the subbase course the subgrade soils consisted of approximately 4 feet of firm to loose, red-brown and black, sandy gravel and silty sand fill soils, with underlying firm sandy silt and sandy gravel indigenous soils to the depths explored. In addition at about 4 ft bgs underlying the fill soils an apparent native topsoil stratum was encountered CONSIDERATIONS AND RECOMMENDATIONS FOR DESIGN AND CONSTRUCTION OF THE PAVEMENT STRUCTURE 5.10 GENERAL Based on the test boring data, the near surface soils are typically looser than the deeper soils, excluding B-11, which encountered loose and very soft soil conditions to the depth explored. The drainage characteristics of the cohesive clayey silt and silty clay soils generally encountered at test boring location B-7 and B-11 are considered to be very poor. The non-cohesive silty sand, sandy silt, and silts are expected to have slightly to somewhat better drainage characteristics. However, due to the silt content of these soils, the drainage characteristics are 7

58 considered to be fair to poor. The sandy gravels are expected to have a good drainage characteristic. The very soft, wet, silty clay soils encountered at test boring B-11 will impact the design and construction of the proposed roadway. It is Empire understanding that a grade increase of about 6 to 7 feet is anticipated in this area. These very soft silty clay soils are potentially compressible and could result in somewhat excessive consolidation settlement as the result of the grade increase and traffic loading. Accordingly due to the limited data in this area, it is recommended that an additional study of this area be considered to determine the thickness of the silty clay layer and conduct laboratory consolidation testing to evaluate the amount and rate of the potential consolidation settlement. Once this additional study is completed Empire can provide additional recommendations for subgrade preparation, possible surcharging, and settlement monitoring in this area. The site preparation for the pavement construction should, at a minimum, include the removal of all surface topsoil, vegetation, trees, and organic soil. For areas that require fill, the exposed subgrades should be thoroughly compacted/densified and then proof-rolled and evaluated prior to placement of subgrade fill and/or the subbase course for the pavement structure construction. Areas that require additional cutting after removal of the surface soils, should be thoroughly compacted/densified, proof-rolled and evaluated after achieving the design subgrade elevation. Depending on the results of the proof-rolling, and the actual conditions at the time of construction, additional stripping/undercutting and stabilization may be necessary in some locations to prepare suitable, firm and stable subgrades for the pavement construction. It should be noted that the compaction/densification process may need to be waved in areas were cohesive clayey silt and silty clay soils are present and or wet soil conditions are encountered, particularly near test borings B-7 and B-11. It is understood that a grade increase of up to 16 feet is planned for a portion of the proposed roadway alignment area. Accordingly, due to the loose relative density of the non-cohesive soils it is recommended the additional fill placement necessary to raise the site grades should be performed in a controlled manner and completed at least one month in advance of the actual pavement construction, in order to help limit post construction settlement, however this is excluding the area near test boring B-11, which is discussed above. In addition a suitable stabilization/separation geotextile should be placed between the existing subgrades and the overlying Suitable Granular Fill material, such as recommended below. 8

59 Due to the loose relative density of the subgrade soils considerations could be given to using a base stabilization if the proof rolling evaluation indicates any of the existing subgrades are found to be in a loose/soft/wet condition. Base stabilization could be provided beneath the roadway embankment fill areas or poor subgrade conditions to help stiffen, stabilize and improve the subgrade conditions for the embankment fill placement and compaction, as well as the pavement structure construction. The base stabilization will also help reduce the potential for differential settlement, improve the embankment stability, and will help transfer the embankment and pavement structure loads over the generally weaker subgrade soils. The base stabilization should include the placement of a stabilization/separation geotextile over the exposed subgrades, following site stripping, followed by placement of about 1.5 feet to 2.5 feet of a compacted oversized structural granular fill material (i.e. well graded coarse to fine shot rock or coarser crusher run stone, with a maximum particle size of about 6-inches) over the stabilization geotextile. In addition a layer of bi-axial geogrid (i.e. Tensar BX-1100 or suitable equivalent) can also be incorporated over the stabilization geotextile to further reinforce the base stabilization layer. If the geogrid layer is also placed, it can reduce the amount of compacted structural granular fill necessary RECOMMENDED EFFECTIVE ROADBED SOIL RESILIENT MODULUS (MR) Based on the CBR testing and the SPT data obtained at the test borings/pavement cores locations, and considering the less favorable subgrade conditions we would recommend that an effective Roadbed Soil Resilient Modulus (Mr) of 4,000 psi be used in the design analyses for the full depth and new pavement reconstruction, assuming the subgrade will be proof rolled and improved if unsuitable subgrade conditions are encountered. This estimated Mr is considered to be generally representative of the less favorable subgrade soil conditions and correlates to a subgrade CBR value in the range of about 2 to 3. 9

60 5.30 SITE PREPARATION AND CONSTRUCTION RECOMMENDATIONS Stabilization / Separation Geotextile The pavement structure subgrades should be prepared as described below. In all cases we recommend that a woven polypropylene stabilization / separation geotextile be placed on the prepared subgrade prior to placement of the subbase course material and prior to raising the site grades. The stabilization / separation geotextile should be as listed on the NYSDOT approved list for Geosynthetics for Highway Construction, with the following criteria: Geotextile Structure Type: MF-W or C-W Application Type: ST Strength Class: 1 Installation of adjacent geotextile panels should have minimum overlap of 12 to 18 inches Subbase Material We recommend that the subbase material used for the pavement structure be a crusher run, quarried limestone or dolostone product or a crushed gravel and sand, complying with NYSDOT Standard Specifications, Item No M - Type 4 Subbase, with the condition that if a gravel and sand product is used (vs. a crusher run quarried stone), the gravel should be a crushed gravel material. We would typically recommend that the subbase course be at least 12-inch thick to provide a suitable drainage layer and frost protection. The actual required subbase thickness, however, will depend on the structural design of the pavement section Suitable Granular Fill Suitable Granular Fill material can be used as subgrade fill to raise site grades beneath the subbase course. Suitable Granular Fill material should consist of suitable soil material, well graded from coarse to fine, and classified as GW, GP, GM, SW, SP and SM group soils using the Unified Soil Classification System (ASTM D-2487) and should have no more than 85- percent by weight material passing the No. 4 sieve, no more than 20- percent by weight material passing the 10

61 No. 200 sieve and should be generally free of particles greater than 6 inches. Suitable Granular Fill should also be free of topsoil, asphalt, concrete rubble, wood, debris, clay and other deleterious materials. Material meeting the requirements of New York State Department of Transportation, Standard Specifications, Item M Select Granular Fill is acceptable for use as Suitable Granular Fill Subgrade Preparation for Pavement Construction The site preparation work should be performed during dry periods to minimize potential degradation of the subgrade soils and undercuts which may be required to establish a suitable and stable subgrade for construction. It should be understood that the existing subgrade soils can be sensitive and be expected to degrade and lose strength when they are wet and disturbed by construction equipment traffic. Accordingly, the contractor should take precautions to limit construction traffic over the subgrades. Any subgrades, including existing soil subgrades or fill subgrades, which become damaged, rutted or unstable should be undercut and repaired as necessary prior to placement of the subbase course. Following removal of vegetation, topsoil, roots, organic soils or other unsuitable surface materials, and excavation to the proposed subgrades, the exposed subgrades should be thoroughly compacted/densified and then proof-rolled prior to placement of overlying fill materials. It is recommended that the exposed subgrade surface be compacted to a minimum of 95 percent of it s maximum dry density, as determined by the modified Proctor moisture-density relationship (ASTM D 1557). This will require sampling of exposed subgrade soils, prior to commencing this work, and performing laboratory moisture-density relationship testing (ASTM D 1557) of the representative soils to establish proper control densities for the subgrade compaction. Following completion of the subgrade compaction, the compacted subgrades should be proof-rolled to determine if any soft or unstable conditions exist in the subgrade. The subgrade proof-rolling should be performed using a suitable smooth drum roller or loaded vehicle in accordance to NYSDOT Standard Specifications Subsection and The roller may be operated in the vibratory mode for compacting the subgrades, as appropriate, and should be operated in the static mode for proof rolling. The roller should complete at least two passes over the exposed subgrades for the proof-rolling operation. 11

62 The subgrade compaction and proof-rolling should be done under the guidance of, and observed by, qualified geotechnical engineering personnel. Any areas, which appear wet, loose, soft, unstable or contain topsoil, organics or otherwise unsuitable material, should be undercut. Over excavation, which may be required as the result of the subgrade observation and proof-rolling, should be performed based on evaluation of the conditions and guidance provided by the qualified geotechnical engineering personnel. Any required minor undercuts/over-excavations to better subgrade conditions can generally be backfilled with additional Subbase material. A stabilization/separation geotextile should be placed in the bottom of these undercuts. Where subgrade conditions are more severely poor, a base stabilization should be considered as described above Placement and Compaction of Subbase Material and Suitable Granular Fill: The subbase material should be compacted to a minimum of 95 percent of the maximum dry density as measured by the modified Proctor test (ASTM D1557). Placement of the subbase course material should not exceed a maximum lift thickness of 15 inches. It may be necessary to reduce the lift thickness depending on the type of compaction equipment used so that the required density is attained. The subbase material should have a moisture content within two percent of the optimum moisture content prior to compaction. Subgrades should be properly drained and protected from moisture and frost. Placement of subbase material on frozen or snow covered subgrades is not acceptable. Suitable Granular Fill should also be placed and compacted in accordance with the requirements as stated above for the Subbase Material Pavement Structure Drainage Proper grading and drainage of the pavement structure is recommended to help limit potential frost action and improve pavement structure life and performance. Under-drains are recommended to drain the pavement subgrades and the subbase layer and limit the potential for frost action. The drainage system must be properly designed, installed and maintained for long term performance. Accumulation of water on pavement subgrades should be avoided by grading the subgrade to a slope of at least 2 percent to drain to the underdrains. 12

63 The underdrain system design should include a geotextile selected for drainage and filtration (i.e. Mirafi 160N or suitable equivalent), installed around drainage stone surrounding a slotted or perforated drain pipe. The drainage stone should be sized in accordance with the pipe selected. A crushed aggregate conforming to NYSDOT Standard Specifications Section , Size Designation No. 1 washed gravel or stone is generally acceptable for slotted underdrain pipe. The drainage stone and surrounding geotextile should extend above the drainpipe and should be hydraulically connected to the pavement subbase. Alternatively, a geotextile wrapped slotted pipe system would also be acceptable, if placed in a subbase material backfilled trench extending below the bottom of the subbase course Pavement Construction Construction of the Asphalt Concrete Pavement should be performed in accordance with NYSDOT Standard Specification Section 400. In addition, placement of asphalt concrete course should not be permitted on wet or snow covered surfaces or when the subgrade surface is less than 40 F CONCLUDING REMARKS This report was prepared to assist in evaluating the existing subgrade conditions with regard to the proposed Center at Horseheads Connector Road Project (P.I.N ), located within the Town of Horseheads, Chemung County, New York. The report has been prepared for the exclusive use of Erdman Anthony and Associates, Inc., and other members of the design team, for specific application to this site and this project only. The recommendations were prepared based on Empire Geo-Services, Inc. s understanding of the proposed project, as described herein, and through the application of generally accepted soils and foundation engineering practices. No warranties, expressed or inferred, are made by the conclusions, opinions, recommendations or services provided. Empire Geo-Services, Inc. should be informed of any changes to the planned construction so that it may be determined if any changes to the recommendations presented in this report are necessary. Empire Geo-Services, Inc. should also be retained to review final plans and specifications and monitor foundation and site work construction to verify that the recommendations were properly interpreted and implemented. 13

64

65 TABLES

66

67 PROPOSED CENTER AT HORSEHEADS CONNECTOR ROAD PROJECT OLD ITHACA ROAD TO ROUTE 13 P.I.N TOWN OF HORSEHEADS, CHEMUNG COUNTY, NEW YORK TABLE 1 SUMMARY OF IN-SITU CALIFORNIA BEARING RATIO (CBR) TESTING RESULTS Test Boring # Depth CBR at 0.10 inch Penetration CBR at 0.20 inch Penetration (feet bgs) B C C B B B TABLE 2 SUMMARY OF GEOTECHNICAL LABORATORY TESTING RESULTS Boring Sample Approx. Sample Approximate Moisture Grain Size Analysis Liquid & Plastic Limits # Number Surface Depth Sample Content Plastic Liquid Plasticity Gravel Sand Silt Clay Elevation Elevation Limit Limit Index (feet) (feet bgs) (feet) (%) (%) (%) (%) (%) (%) (%) (%) B-3 S-5 & S to Notes: 1) feet bgs = feet below ground existing surface. 1) Blank space indicates testing was not completed. 1 of 1

68

69 FIGURES

70

71

72

73 APPENDIX A ERDMAN ANTHONY ROADWAY ALIGNMENT PLANS GP-1, PL-1 TO PL-15 (NOT TO SCALE)

74

75

76

77

78

79

80

81

82

83

84

85

86

87

88

89

90

91

92

93

94

95 APPENDIX B SUBSURFACE EXPLORATION LOGS

96

97

98

99 DATE 6/15/2010 START SJB SERVICES, INC. HOLE NO. B-1 FINISH 6/15/2010 SUBSURFACE LOG SURF. ELEV 900' +/- SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta ' Left Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Black SILT, little f-m Sand, tr.concrete (moist, FILL) Brown SILT, tr.sand (moist, loose, ML) Contains little f-c Sand, tr.clay Brown f-c GRAVEL and f-c Sand, little-some Silt (moist, firm, GM) (very loose) Driller noted approx. 9" Topsoil at ground surface Poor Recovery Sample #5 15 Boring Complete at 10.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

100 DATE START 6/7/2010 SJB SERVICES, INC. HOLE NO. B-2 FINISH 6/7/2010 SUBSURFACE LOG SURF. ELEV 898' +/- SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Center Line Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Brown Fine SAND, some-and Silt (moist, v.loose, SM) (loose) Brown f-c SAND, little f-c Gravel, little Silt (moist-wet, firm, SM) Brown f-c GRAVEL and f-c Sand, little Silt (moist-wet, firm, GM) Driller noted approx. 2" Topsoil at ground surface 20 Boring Complete at 15.0' Free standing water recorded at 6.0' at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

101 DATE START 6/11/2010 SJB SERVICES, INC. HOLE NO. B-6 FINISH 6/11/2010 SUBSURFACE LOG SURF. ELEV 896' +/- SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Center Line Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Brown Clayey SILT, some fine Sand (moist, soft, ML) Brown f-c GRAVEL and f-c Sand, little Silt (moist, loose, GM) (wet) (firm) Contains tr.little Silt (GW-GM) (very loose) Driller noted approx. 6" Topsoil at ground surface (firm) 20 Boring Complete at 15.0' Free standing water recorded at 7.0' at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

102 DATE START SJB SERVICES, INC. HOLE NO. B-7 6/11/2010 FINISH SUBSURFACE LOG SURF. ELEV 898' +/- 6/11/2010 SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Center Line Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Olive-Brown f-c GRAVEL and f-c Sand, little Silt (moist, FILL) Olive-Brown Clayey SILT, tr.sand, tr.gravel (moist, stiff, ML) Becomes Brown (medium) (stiff) Contains some f-c Sand Driller noted approx. 2" Topsoil at ground surface 15 Boring Complete at 10.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

103 DATE 6/11/2010 START SJB SERVICES, INC. HOLE NO. B-8 FINISH 6/11/2010 SUBSURFACE LOG SURF. ELEV 916' +/- SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta ' Left Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Brown Black f-c SAND and Silt, tr.gravel (moist, FILL) Becomes Olive-Black Contains numerous Boulder fragments Olive-Black f-m SAND, some Silt, tr.wood (moist, FILL) Orange-Brown and Black f-c SAND, some Silt, little f-c Gravel (moist, FILL) Driller noted approx. 1" Topsoil at ground surface 20 Boring Complete at 15.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

104 DATE START SJB SERVICES, INC. HOLE NO. B-9 6/11/2010 FINISH SUBSURFACE LOG SURF. ELEV 904' +/- 6/11/2010 SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Center Line Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Brown-Black SILT, little fine Sand (moist, FILL) Brown SILT, some-and fine Sand (moist, loose, ML) Brown f-c SAND, some f-c Gravel, little-some Silt (moist, firm, SM) Contains occasional Boulder fragments Driller noted approx. 3" Topsoil at ground surface 15 Boring Complete at 10.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

105 DATE START SJB SERVICES, INC. HOLE NO. B-10 6/14/2010 FINISH SUBSURFACE LOG SURF. ELEV 908' +/- 6/14/2010 SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Center Line Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION TOPSOIL Brown-Grey SILT, tr.sand (moist, v.loose, ML) Contains tr.-little fine Sand, occasional Clay partings. Grey-Brown f-c GRAVEL and f-c Sand, little silt (moist,compact, GM) Driller noted approx. 4" Topsoil at ground surface No Recovery Sample #3 Driller noted difficult augering from 5' to boring completion. 15 Boring Complete at 10.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

106 DATE START SJB SERVICES, INC. HOLE NO. B-11 6/14/2010 FINISH SUBSURFACE LOG SURF. ELEV 905' +/- 6/14/2010 SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Center Line Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION WOH/2.0 WOH TOPSOIL Brown SILT, tr.sand (moist, loose, ML) Brown Silty CLAY, tr.sand (moist, medium, CL) Brown-Grey SILT, tr.-little fine Sand, occasional Clay partings (moist-wet, v.loose, ML) Brown-Grey Silty CLAY, tr.sand (wet, v.soft, CL) Driller noted approx. 4" Topsoil at ground surface WOH = Weight of Hammer and Rods WOH/2.0 WOH Contains occasional Silt seams and fine Sand lenses No Recovery Sample # WOH/2.0 WOH 20 Boring Complete at 15.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

107 DATE 6/14/2010 START SJB SERVICES, INC. HOLE NO. B-12 FINISH 6/14/2010 SUBSURFACE LOG SURF. ELEV 900' +/- SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta E Street 10' Left Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION Red-Brown and Black f-c GRAVEL and f-c Sand, little-some Silt (moist, FILL) Brown-Red f-c SAND, some Silt, some f-c Gravel (moist, FILL) Black SILT, tr.-little fine Sand (moist, firm, ML) Becomes Brown Brown f-c GRAVEL and f-c Sand, some Silt (moist, firm, GM) 0.3' Asphalt, 0.2' Black f-c Gravel and f-c Sand little Silt subbase Possible native topsoil horizon encountered in Sample #3. 15 Boring Complete at 10.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

108 DATE START SJB SERVICES, INC. HOLE NO. C-1 6/15/2010 FINISH SUBSURFACE LOG SURF. ELEV 899' +/- 6/15/2010 SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Old Ithaca Rd 10' Left Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION 1 C O R E ASPHALTIC CONCRETE Brown f-c GRAVEL and f-c Sand, some Silt (moist, FILL) Driller noted approx. 4.25" Asphalt and 6" Subbase Brown SILT, tr.-little fine Sand (moist, firm, ML) Boring Complete at 4.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

109 DATE START SJB SERVICES, INC. HOLE NO. C-2 6/15/2010 FINISH SUBSURFACE LOG SURF. ELEV 902' +/- 6/15/2010 SHEET 1 OF 1 G.W. DEPTH See Notes PROJECT: PROJ. NO.: Proposed Center at Horseheads Connector Road RE LOCATION: Sta Old ithaca Rd 10' Left Town of Horseheads, New York DEPTH SMPL BLOWS ON SAMPLER SOIL OR ROCK NOTES FT. NO. 0/6 6/12 12/18 N CLASSIFICATION C O R E ASPHALTIC CONCRETE CONCRETE Driller noted approx. 5.25" Asphalt and 12" Concrete and 6" Subbase Brown f-c GRAVEL and f-c Sand, little Silt (moist, FILL) Brown-Red and Black f-c SAND, some Silt, tr.gravel, tr.asphalt (moist, FILL) Boring Complete at 4.0' No free standing water encountered at boring completion N = NO. BLOWS TO DRIVE 2-INCH SPOON 12-INCHES WITH A 140 LB. PIN WT. FALLING 30-INCHES PER BLOW CLASSIFIED BY: Geologist DRILLER: D. MATTHIES DRILL RIG TYPE : CME 550X METHOD OF INVESTIGATION ASTM D-1586 USING HOLLOW STEM AUGERS

110

111 APPENDIX C PAVEMENT CORE PHOTOGRAPHS

112

113 SJB SERVICES, INC. CORE PHOTOGRAPHS / SUMMARY PROPOSED CENTER AT HORSEHEADS CONNECTOR ROAD PROJECT OLD ITHACA ROAD TO NYS ROUTE 13 P.I.N TOWN OF HORSEHEADS, CHEMUNG COUNTY, NEW YORK CORE NUMBER DESCRIPTION TOTAL CORE LENGTH = 4.25 C-1 TOTAL ASPHALT = st Top Layer = nd Top Layer = st Binder Layer = 2.15

114 SJB SERVICES, INC. CORE PHOTOGRAPHS / SUMMARY PROPOSED CENTER AT HORSEHEADS CONNECTOR ROAD PROJECT OLD ITHACA ROAD TO NYS ROUTE 13 P.I.N TOWN OF HORSEHEADS, CHEMUNG COUNTY, NEW YORK CORE NUMBER DESCRIPTION TOTAL CORE LENGTH = 5.25 C-2 TOTAL ASPHALT = st Top Layer = 1-2 nd Top Layer = 2-1 st Binder Layer = 2.25