Arterial Street Rehabilitation for Union Avenue from Southwest Blvd to 41st St. including 41st St. Intersection and Arterial Street Rehabilitation of W. 41st St. S. & Elwood Ave. Addendum No. 3

GEOTECHNICAL ENGINEERING REPORT
AIMRIGHT Project No. 12480223
March 2, 2023
City of Tulsa
Arterial Street Rehabilitation W 41st St (Union to Elwood)
Prepar1e d for:
BKL, Inc.

Construction Materials Testing * Special Inspections * Geotechnical Engineering
March 2, 2023
BKL, Inc.
1623 East 6th Street
Tulsa, OK 74120
(918) 835-9588
Attn: Ryan Mahaffey, P.E., mahaffey@bklinc.com
Re: Geotechnical Engineering Report | Project No. 12480223
City of Tulsa No. 2036A0025Z, 2036A0035Z, TMUA-W 20-25Z, TMUA-W 20-35Z
Arterial Street Rehabilitation W 41st St (Union to Elwood)
W 41st St, Tulsa, OK
It has been a pleasure serving you on this project. AIMRIGHT is pleased to submit this
Geotechnical Engineering Report for the proposed construction planned at the
referenced sites. This report presents the findings of the geotechnical exploration and
presents recommendations for design for the project.
We appreciate the opportunity to provide geotechnical consultation services for the
subject project. We look forward to serving as your geotechnical engineer and
construction materials testing laboratory on the remainder of this and future projects.
Please do not hesitate to contact us with any concerns or questions regarding this
report.
Respectfully submitted,
AIMRIGHT Testing & Engineering, LLC
CA No. 5794 (exp. 6/30/24)
Justin J. Boyd Jr., P.E.
Engineering Manager
03/02/23
jboyd@aimrighttesting.com
(918) 392-8041
2120 South 130th East Avenue * Tulsa, OK 74134 * (918) 392-8431 * www.aimrighttesting.com

TABLE OF CONTENTS
1.0 PROJECT INFORMATION 1
1.1 Description 1
1.2 Scope of Services 1
1.3 Field Exploration 2
1.4 Laboratory Testing 2
2.0 EXISTING CONDITIONS 3
3.0 NEW CONSTRUCTION 4
3.1 Site Preparation and Earthwork 4
3.2 Fill Material 5
3.3 Pavement Design 6
3.4 Pavement Construction 7
4.0 RE-SURFACE OVERLAY CONSTRUCTION 8
4.1 Pavement Design 8
4.2 Pavement Construction 9
5.0 CONSTRUCTION MONITORING 10
6.0 LIMITATIONS 11
APPENDIX
Boring Location Plan
Boring Log Summary
Pavement Core Illustrations
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page ii
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

1.0 PROJECT INFORMATION
1.1 Description
We understand that re-construction and/or re-surfacing is planned for sections of
roadway within the City of Tulsa designated areas of W 41st St (Union to Elwood). The
existing roadways are currently paved with an asphalt surface.
The roadway areas will be re-constructed with an asphalt or concrete surface and
aggregate base course (if applicable); and/or re-surfaced with an asphalt or concrete
surface overlay overlying a properly prepared subgrade in general accordance with City
of Tulsa Pavement Standards.
1.2 Scope of Services
The primary purpose of this report is to provide geotechnical engineering
recommendations for the referenced site development. Our Scope of Services
consisted of the following:
* Drilling ten (10) soil test borings (borings) to depths of 3 feet.
* Performing laboratory testing of the soil samples obtained.
* Providing engineering analysis and preparation of this report discussing, in
general, project description, our scope, exploration, testing, and
recommendations.
The Boring Location Plan, Boring Log Summary, and Pavement Core Illustrations are
presented in the Appendices to this report. Our Scope of Services did not include a
survey of boring locations or elevations, quantity estimates, preparation of plans or
specifications, or the identification and evaluation of environmental aspects.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 1
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

1.3 Field Exploration
AIMRIGHT located the borings in the field by making measurements from known
existing site features. No claim is made as to the accuracy of the locations shown on
the Boring Location Plan, and they should be considered approximate.
The existing pavement section was cored in general compliance with the American
Society of Testing and Materials (ASTM) C42 standard method of Obtaining and
Testing Dilled Cores.
The borings were advanced using an ATV-mounted drill rig equipped with an automatic
hammer and continuous flight augers. Representative soil samples were obtained
using a standard 2-inch outside diameter split-barrel sampler in general compliance with
the Standard Penetration Testing (SPT) method of the American Society of Testing and
Materials (ASTM) D1586 standard to evaluate the consistency and general engineering
properties of the subsurface soils.
The number of blows required to drive the split-barrel sampler three (3) consecutive 6-
inch increments is recorded, and the blows of the last two 6-inch increments are added
to obtain the SPT N-value in blows per foot (bpf) representing the penetration resistance
of the soil. At regular intervals within the borings, split-spoon samples were visually
classified based on texture and plasticity.
During the drilling process, all encounters with groundwater, if any, were recorded.
Upon completion of drilling, all borings were backfilled per OWRB requirements. The
borings were backfilled with soil cuttings and topped-off with asphalt patch compound
and/or non-shrink grout.
1.4 Laboratory Testing
The boring and core samples obtained from the geotechnical exploration were
transported to the AIMRIGHT laboratory where representative boring samples were
selected for testing/measurement.
Testing in general accordance with Atterberg Limits (ASTM D4318), Moisture Content
(ASTM D2216), and Sieve Analysis - No. 200 Wash Method (ASTM D1140) was
performed on selected samples from each of the borings. Pavement cores samples
were measured in general accordance with Thickness or Height of Compacted Asphalt
Mixture Specimens (ASTM D3549) and/or Measuring Thickness of Concrete Elements
Using Drilled Concrete Cores (ASTM C174). The test results and measurements are
presented on the Boring Log Summary.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 2
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

2.0 EXISTING CONDITIONS
In general, the existing surface is comprised of asphalt with layer depths ranging from
approximately 8 to 14 inches and underlain with 1 to 6 inches of aggregate base. The
surface depth measurements and soil subgrade descriptions are presented on the
Boring Log Summary. Photographs of the cores are presented in the Pavement Core
Illustrations.
The subsurface conditions shown on the Boring Log Summary represent an estimate of
the subsurface conditions based on interpretation of the boring data using normally
accepted geotechnical engineering judgments. The transitions between soil strata are
usually less distinct than shown on the Boring Log Summary.
Groundwater during or at the completion of drilling was not encountered in any of the
borings. Water traveling through soil and rock is often unpredictable and may be
present at shallow depths. Due to the seasonal changes in groundwater and the
unpredictable nature of groundwater paths, groundwater levels will fluctuate.
As such, groundwater levels at other times of the year may be different than those
described in this report. It is necessary during construction to be observant for
groundwater seepage in excavations to assess the situation and make necessary
changes. Where applicable, the contractor should determine the actual groundwater
levels at the time of construction.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 3
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

3.0 NEW CONSTRUCTION
3.1 Site Preparation and Earthwork
Before proceeding with new or re-construction activities, AIMRIGHT recommends
conducting a pre-construction meeting to discuss recommendations as outlined in this
report. Where applicable, any existing topsoil, pavement section, soft or very loose
soils and any other deleterious non-soil materials should be removed to a minimum
distance of 2 feet beyond the roadway area footprints, where applicable.
Upon completion of the required removal/excavations, proof-rolling of the subgrade with
a 20 to 30-ton loaded truck or other pneumatic-tired vehicle of similar size and weight
should be performed. Proof-rolling should be performed during a time of good weather
and not while the site is wet, frozen, or severely desiccated. The proof-rolling
observation is an opportunity for the geotechnical engineer to locate inconsistencies
intermediate of our boring locations in the existing subgrade. Any unsuitable materials
observed during the evaluation and proof-rolling operations should be over-excavated
and replaced with properly compacted engineered fill or stabilized in place. The
possible need for, and extent of over-excavating and/or in-place stabilization required
can best be determined by the geotechnical engineer at the time of construction.
Soils with a PI greater than 10 will be exposed upon completion of grading activities
within some of the roadway areas; where encountered, the upper 8 inches of the final
soil subgrade shall then be replaced with engineered fill or scarified-treated with lime (or
other appropriate additive), then moisture-conditioned, and re-compacted to at least
ninety-five percent (95%) of the maximum dry density and within 2 percentage points
of the optimum moisture content as determined by a Standard Proctor (ASTM D698).
The actual amounts of lime or other additive should be determined in the field and shall
be performed and monitored in general accordance with 2009 ODOT Standard
Specifications for Highway Construction Section 307 Subgrade Treatment. The
moisture content and compaction shall be maintained prior to beginning any fill
placement and/or construction.
At the time of the investigation, the site soils were generally moist. If dry weather
conditions exist prior to and during construction, the near surface soils may need
moisture-conditioning to sufficiently enable adequate scarifying and compaction.
However, if wet conditions exist at the time of construction, then care shall be taken to
assure proper surface water drainage. If these soils do get wet, they must be dried or
treated prior to further compaction efforts.
An important aspect to consider during development of this site is surface water control.
During the initiation of grading operations, we recommend that the grading contractor
take those steps necessary to enhance surface flow and promote rapid clearing of
rainfall and runoff water following rain events. It should be incumbent on the contractor
to maintain favorable site drainage during construction to minimize deterioration of
otherwise stable subgrades.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 4
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

3.2 Fill Material
A sample of each material type should be submitted to the geotechnical engineer for
evaluation. Frozen material should not be used, and fill should not be placed on a
frozen subgrade.
All fill material in structural areas (including utility backfill) should be placed in
continuous, horizontal lifts having a maximum pre-compacted thickness of 9 inches
(aggregate base 6 inches; and fill compacted with hand-held or smaller-sized
equipment 4 to 6 inches).
Each lift should be compacted to at least ninety-five percent (95%) of the maximum dry
density and within 2 percentage points of the optimum moisture content as determined
by a Standard Proctor (ASTM D698), unless noted otherwise and shall be maintained
throughout construction activities.
A minimum of two (2) field tests to determine in-place density and moisture content
should be performed per lift for each 2,500-sf footprint or as otherwise required by
project specifications.
Engineered fill should consist of approved materials that are free of organic matter and
debris, exhibit a maximum plasticity index (PI) of 10, maximum liquid limit (LL) of 40,
and a maximum rock size of 1.5 inches or as otherwise required by project
specifications.
Native soils could be used as fill for final subgrade; whereby, upon re-use, the soils
meet the requirements for engineered fill as stated in this report or as otherwise
required by project specifications. AIMRIGHT recommends conducting additional soil
sampling and laboratory testing of any excavated or cut native soils to determine
characteristics and stabilization requirements prior to beginning any fill placement.
AIMRIGHT estimates that approximately 4 to 5 percent (based on the soil's compacted
dry weight) hydrated lime would be required to reduce the PI of the native soils to 10 or
less. The actual amounts of lime or other appropriate additive should be determined in
the field and shall be performed and monitored in general accordance with current
ODOT Standard Specifications for Highway Construction Section 307 Subgrade
Treatment.
Aggregate base shall meet the requirements for ODOT Type A, may be utilized as
engineered fill, and compacted to at least ninety-five percent (95%) of the maximum dry
density and within 2 percentage points of the optimum moisture content as determined
by a Modified Proctor (ASTM D1557) or as otherwise required by project specifications.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 5
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

3.3 Pavement Design
These recommendations are based on our discussions with you, interpretation of the
field and laboratory data, assumed traffic loading conditions, review of the provided
documents, our experience with similar projects and utilization of the 1993 AASHTO
Pavement Design Guidelines. AIMRIGHT recommends that governing authorities (i.e.,
city, county, or other recognized officials) be contacted to discuss appropriate pavement
section requirements with respect to this project. The project engineer of record should
design the final pavement sections.
Design Period in Years 25 Overall Asphalt 0.45
Standard
Equivalent 18-kip Single-Axle Loads, ESALs varies Deviation Concrete 0.35
Subgrade Resilient Modulus (M), psi 3,000 Initial (Asphalt) 4.2
r
Modulus of Subgrade Reaction (k), psi/in 100 Serviceability Initial (Concrete) 4.5
Concrete Modulus of Rupture (R), psi 650 Terminal 2.0
Load Transfer Coefficient 3.2 Asphalt Wearing 0.44
Layer
Drainage Coefficient 1.0 Asphalt Base 0.40
Coefficients
Reliability, % 90 Aggregate Base 0.14
It is our opinion the following minimum sections may be utilized for construction:
Thickness (inches)
7,000,000 5,000,000 3,000,000
Pavement ESALs ESALs ESALs
Type Section SN = 5.85 SN = 5.60 SN = 5.24
Concrete ( 4,000 psi, air-entrained) 9.25 8.75 8.25
Concrete1 ODOT Type A Aggregate Base 4.0
Properly Prepared Subgrade2 As Required
ODOT Type B (S4) or C (S5) 3.0 3.0 3.0
ODOT Type A (S3) 9.0 8.0 7.0
Asphalt1,3
ODOT Type A Aggregate Base 8.0
Properly Prepared Subgrade2 As Required
1. Constructed in accordance with Oklahoma Department of Transportation (ODOT) and city or county
governing specifications and applicable American Concrete Institute (ACI) guidelines.
2. Per Section 3.1, 3.2, 3.4.
3. Asphalt pavement design section thickness may be revised by project engineer of record.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 6
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23

3.4 Pavement Construction
The roadway areas generally consist of near surface conditions that are suitable for
support of the anticipated loads. However, soft, wet surface, or other unsuitable
exposed subgrade conditions may be encountered in some locations. Remediation of
these soils shall be required during site preparation and earthwork while following the
recommendations outlined in this report.
In general, long-term pavement performance requires good drainage, performance of
periodic maintenance activities, and attention to subgrade preparation. We emphasize
that good base course drainage is essential for successful pavement performance and
should always be maintained in a drained condition. Consideration for proper drainage
design should be carefully evaluated where unequal minimum pavement sections meet
(i.e., light to heavy duty). Depending on drainage flow design, it may be necessary to
deepen the aggregate base course for the thinner section requirement.
Water build-up in the base course could result in premature pavement failures. Sub-
drains are typically utilized beneath a pavement where water may enter the pavement
from below or above. Based on the results of the borings, we do not anticipate that
sub-drains are required for this site. However, site drainage problems may be revealed
during construction that requires sub-drains.
Proper drainage may be aided by grading the site such that surface water is directed
away from pavements and by construction of swales adjacent to the pavements. All
pavements should be graded such that surface water is directed towards the outer limits
of the paved areas or to catch basins located such that surface water does not remain
on the pavement.
The longitudinal joint between any existing pavement and new pavement sections
should be well sealed throughout its life service. Typically, due to the positioning of this
joint, it is the primary source of water infiltration below the surface, deterioration of the
subgrade as well as the cause of premature pavement surface cracking and
deformation.
Ge o te c hn ic a l En g ine e ri ng Rep o rt Page 7
Ar t e r ia l St r ee t Reha b i li t at i on W 4 1 s t St
AI MRI GHT Pr o j ec t No . 12 480 2 23
Ma r ch 2, 2 0 23