Road Sector Program Support Project, Moldova

Roads Feasibility and Detailed Design Studies

R6 Geotech Engineering Report and Associates

ROAD SECTOR PROGRAM SUPPORT PROJECT

Credit Number: 4283-MD
Consulting Services for Roads Feasibility and Detailed Design Studies

R6 Detailed Design
Geotechnical Engineering Report
Ver 2.0 -12 May 2011

LEADER PARTNER Associated Partner Associated Partner

Koblenz/Germany Helsinki/Finland Chisinau/Moldova

Kocks Consult GmbH  Stegemannstr. 32-38  D-56068 Koblenz  Tel.: +49 261 1302-243
Fax: +49 261 1302-401  E-Mail: [email protected]  Internet: www.kocks-ing.de
Road Sector Program Support Project, Moldova
Roads Feasibility and Detailed Design Studies
R6 Geotech Engineering Report and Associates

TABLE OF CONTENT

1. Introduction........................................................................................................................... 1
2. Geological overview ............................................................................................................. 1
3. Climate .................................................................................................................................. 1
4. Geo-hazards of the project area .......................................................................................... 2
4.1 Seismic activity ........................................................................................................................ 2
4.2 Landslides Areas ..................................................................................................................... 3
5. Potential critical road sections of soil erosion and slope failures .................................... 4
5.1 Critical road sections................................................................................................................ 4
5.2 Location R6 – km 3.0 to km 3.3................................................................................................ 4
5.3 Location R6 – km 5.1 to 5.7 ..................................................................................................... 5
6. Geotechnical Field Investigations and Measurements ...................................................... 6
6.1 The content of the geotechnical field investigations ................................................................. 6
6.2 Laboratory tests ....................................................................................................................... 7
6.3 Ground water observations .................................................................................................... 14
7. Evaluation and geo-hazard mitigation............................................................................... 14
7.1 Method of analyses ................................................................................................................ 14
7.2 Location R6 – km 3.13 ........................................................................................................... 15
7.3 Location R6 – km 5.15 to km 5.7............................................................................................ 16

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R6 Geotechnical Engineering Report 06/2011

List of Appendices

Appendix 1 Map of land slide sections on R6, location of bore holes

Appendix 2 R6 geotechnical cross section km 3.13 and km 5.14

Appendix 3 R6 stability analyses at km 3.13

Appendix 4 R6 stability analyses at km 5.14

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GEOTECHNICAL INVESTIGATIONS
1. Introduction

For the preparation of the detailed design, geotechnical investigations have been carried out to
provide reliable geotechnical information for the detailed design.

Geotechnical investigations are focused on identification the problematic sections on the project
road.

This chapter reports the characteristics of the terrain and the geotechnical conditions in general-
ly and at the investigated potential geo-hazard locations. It describes the methodology that was
used to
- conduct the geological and geotechnical studies and investigations,
- assess the geomorphologic and geotechnical characteristics along the project road,
- identify potential critical areas
- and determine the requirements of appropriate slope stabilization and erosion protec-
tion.

2. Geological overview

In the geological structure of the Republic of Moldova the Neogene, Quaternary and contempo-
rary deposits are prevalent. Quaternary soils are represented by alluvial-diluvia loam and eluvia-
diluvia loam, clay and sand. The above mentioned deposits are underlain by clay and sandy
clay of Neogene age.

Geographically, the survey road area belongs to the south-eastern sub-area of Central Moldo-
van Hills. From the geomorphologic point of view, the road runs on the watershed ridge be-
tween the two nameless narrow valleys with watercourses on the bottom, belonging to the
catchment basin of Isnovat River. The ridge is some 60 m above valleys

Free ground water is not encountered in the field investigations, but according to bibliographical
data it exists in depths of 1.3-10.0m and even more.

3. Climate

The climate of the Republic of Moldova is moderately continental. It is characterized by a

lengthy frost-free period, short mild winters, lengthy hot summers, modest precipitation, and
long dry periods in the south.

The average annual amount of precipitations is 435 mm. The average of the highest values for
freezing depth of loams is 35 – 40 cm, the highest value 60 – 65 cm. According to data from
Ialoveni and Straseni meteorological stations) average of the highest values for the snow thick-
ness (cm) as of the last day of decades, measured in open areas is 10 – 15 cm, in protected
spaces – 15-20 cm.

The highest snow cover with 5% providence in an open area is – 31cm for ten year return peri-
od according to Chisinau meteorological station.

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Considering the cohesive subgrade and embankment fill along the project road attention has to
be paid to the influence of freezing temperatures to the pavement layers and subgrade.

Based on long-term meteorological data the maximum depth of frost penetration has been rec-
orded in the range from 600mm to 700mm. The road subgrade material is considered frost-
susceptible.

4. Geo-hazards of the project area

4.1 Seismic activity

The Republic of Moldova is situated in a seismic zone, where the earthquakes can reach the
magnitude of 8-9. During the last 200 years Moldova has been affected by 18 earthquakes of
magnitude 7-9. The vibration caused by an earth quake lowers the stability of natural slopes. It
is reported that there are about 16,000 areas affected by landslides in the Republic of Moldova.
The highest intensity thereof is registered in the central region of the country and the Tigheci
plateau, where over 1500 areas at risk are located within the settlements. The primary seismic
activity in the whole country originates from the Vrancea zone and the southern part is influ-
enced also from the Dobrogea zone.

The whole length of the R6 road is situated in the seismic zone 7, where the magnitude of 7 to 8
in MSK-scale can be anticipated for 500 year return period and corresponding PGA (peak
ground acceleration) is 0.20g (according to Institute of Geology and Seismology Moldavian
Academy of Sciences). The earthquake hazard maps from subcrustal Vrancea zone for 500,
1000, and 10 000 years return periods are presented on Figure 1.1 (below).

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Figure 4.1 Earthquake hazard maps from subcrustal Vrancea zone for 500, 1000 and 10 000 years
return periods

4.2 Landslides Areas

There are two areas along the project road,

where the natural slopes of the ridge formation
and the road embankment on the slope has lost
its stability and failed located at km 3 and km 5
respectively.

Location R6 - km 3.0 to km 3.3 the road align-

ment is straight with longitudinal gradient of 1%.
On the left hand side there is gentle slope of a
wine yard. On the right hand side there is mostly
steep slope with gradient of 35 to 40% for the upper of the slope. The lower part of the slope is
gentler with gradient of approximately 10%. The eroded slip surface next to the road pavement
edge and debris of slipped material down the ridge slope in distance from 100 to 150 meters
from the road way indicates that the slope on the project road RHS has failed several times at
the km 3. The area is mostly grass covered and small trees/bushes are growing on the slope. At
this location the road has slightly re-aligned probably due to earlier land slides. A line of bored
piles connected with reinforced concrete beam has been constructed 10 vertical meters below
the road level on the slope. The failed area is some 300 metres wide along the road R6 and

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based on the visual observations of the existing ground the failure(s) may have reached valley
in distance of 200 meters from the road

At the moment the road itself does not exhibit any noticeable horizontal movement at these lo-
cation, however may well have been subject to movements over a long period of time.

Location R6 - km 5.1 to km 5.7 the road alignment is on a straight section that later curve to
the right at the end it with longitudinal gradient of 2,8% in average. On the left hand side there is
gentle slope of farmed land. On the right hand side there is mostly grass covered steep slope
with gradient about 35 to 40% for the upper of the slope. The lower part of the slope is gentler
with gradient of approximately 10%. There are three locations where road side and natural
steep slope has slipped at km 5.1…km 5.7. The eroded slip surface next to the road pavement
edge and debris of slipped soil material down the slope in distance from 20 to 50 meters from
the road way. The failed areas are some 50 meters wide each along the road R6.

At the moment the road itself does not exhibit any noticeable horizontal movement at these lo-
cation, however may well have been subject to movements over a long period of time.

The ridge slope has been terraced to form berms for fruit trees growing. After the earlier land
slides and/or slope failures the farm land has not been rehabilitated.

5. Potential critical road sections of soil erosion and slope failures

5.1 Critical road sections

The potential critical road sections of the project road R6 are at km 3.0 to km 3.3 and at km 5.1
to km 5.7.

At both locations the road is aligned to follow the western edge the above described ridge for-
mation and the happened slope failures have taken place on the natural slope due to loading of
road embankment fill. The failure has happened at once as progressive failure or as a series of
failures in a long period of time. There is not information or data is not available of the condi-
tions affected these failures.

Outside the above mentioned road locations there are not severe erosion damages on the em-
bankment slopes along this project road. The road surface drainage shall be arranged applying
appropriate pavement surface gradients, pavement shoulder protection and side drains

5.2 Location R6 – km 3.0 to km 3.3

This is the most critical road section of the project road. At the moment the road itself does not
exhibit any noticeable horizontal movement or tension cracking on the road pavement. The ten-
sion cracking is neither observed on failed slope although disturbed and muddy silty and clayey
subsoil would fill any cracks when they would exists.

The happened slope failures have taken on the natural slope due to loading of road embank-
ment fill. The failure surface has reached the road pavement edge. The eroded slip surface next
to the road pavement edge and debris of slipped material down the ridge slope in distance from
100 to 150 meters from the road way indicates that the slope on the project road RHS has failed
several times at the km 3. A line of bored piles connected with reinforced concrete beam has
been constructed 10 vertical meters below the road level. The length of this structure is 65 me-

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ters. The pile diameter is about 800 mm and their spacing is approximately 1200 mm. The struc-
ture has not been effective to stop soil sliding that continues as slow muddy ground surface
flow.

The location is subjected detailed topographical survey and comprehensive ground investiga-
tions as reported in the Section 6.6. (below).

Figure 5.1 R6 – km 3.14: Slope failure and a bored wall as a retaining structure

5.3 Location R6 – km 5.1 to 5.7

This is the other critical road section of the project road. At the moment the road itself does not
exhibit any noticeable horizontal movement or tension cracking on the road pavement. The ten-
sion cracking is neither observed on failed slope although disturbed and muddy silty and clayey
subsoil that would fill any crack when it would exists.

The happened slope failures have taken on the natural slope due to loading of road embank-
ment fill on three locations at km 5.1…km 5.7. The failure surface has reached the road pave-
ment edge at three locations. The eroded slip surface next to the road pavement edge and de-
bris of slipped soil material down the slope in distance from 20 to 50 meters from the road way.
The failed areas are some 50 meters wide each along the road R6.

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The site condition of both critical locations was investigated by means of the detailed topograph-
ical survey and ground investigations as reported in the Section 6.6 (below).

Figure 5.2 R6 – km 5.14: Surfacing condition Figure 5.3 R6 – km 5.14: Failed slope

6. Geotechnical Field Investigations and Measurements

6.1 The content of the geotechnical field investigations

The geotechnical field investigations composed of topographical survey and ground investiga-
tions. The scope of the field investigations is to provide data for the geotechnical analyses of the
critical locations.

The topographical survey for the road design should cover the road way, the all slopes and the changes
of elevations on the slopes that need to consider when stability is assessed.

The geotechnical ground investigations comprise of bore hole drilling and soil sampling with
visual observation by the geological expert on the most critical locations km 3.13 and km 5.14.
On both locations two bore holes were drilled
a) through the existing road pavement down to the depth of 20 meters at km 3.13 and to
the depth of 12 meters at km 5.14
b) in the distance 30 m down the slope from the road way to the depth of 3 m
The shallow boreholes were able to carry only by light equipment due to steep slope.

In addition two bore hole was made at km 5.0 and km 5.4 trough the road pavement to the
depth of 12 meters and 13 meters in order to investigate subsoil under the existing road way. To
determine the road pavement structure two more bore holes were at km 2.0 and at km 4.0.

Table 6.1 Location of bore holes and their penetration depths

(*)
Identification Km Termination depth
1T 2.94 20.0 m
2T 5.03 12.0 m
3T 5.48 13.0 m
4T 2.04 RHS 34 m 3.3 m
5T 5.03 RHS 27m 3.5 m
No 1 1.99 1.2 m
No 2 4.00 1.2 m
(*) Km number according to road register – the design chainage differ from that

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During the bore hole drilling and sampling the geological expert was visually characterize the
encountered road pavement courses, soil layers and existing of subsurface water.

6.2 Laboratory tests

Index and mechanical properties of the soils were determined by laboratory tests comprising of
- Visual soil characterisation
- Natural moisture content and degree of saturation
- Plasticity limits and consistency
- Bulk density (in-situ density)
- Particle size analysis
- Direct shear test to determine: angle of friction and cohesion

Index properties

Index properties of encountered soil layers are presented on Table 6.2. Laboratory test were
made according to the SNiP 2.02.01-83 standard

Table 6.2 Index properties of the soil layers (BH 1T at km 2.94)

Volumetric
Volumetric Volumetric
Natural weight of Density of
Liquid Plastic Plastic Liquid weight of weight of Saturation Soil
Depth [m] water saturated soil particle Porosity Void ratio Soil type
Limit Limit Index Index soil dry soil degree layer
content 3 3 soil [g/cm3]
[g/cm ] [g/cm ]
[g/cm3]
1,5 0,18 0,33 0,18 0,15 0,00 2,11 1,79 2,13 2,69 33,50 0,503 0,96 Silty clay tQ
3,0 0,16 0,26 0,15 0,11 0,09 2,08 1,79 2,12 2,68 33,20 0,497 0,86 Silty clay tQ
5,0 0,21 0,31 0,18 0,13 0,23 1,97 1,63 2,02 2,69 39,40 0,650 0,87 Silty clay tQ
7,0 0,31 0,57 0,29 0,28 0,07 1,83 1,40 1,89 2,75 49,10 0,964 0,88 Clay tQ
9,0 0,19 0,33 0,19 0,14 0,00 2,09 1,76 2,11 2,69 34,60 0,528 0,97 Silty clay Q
11,0 0,21 0,34 0,22 0,12 <0 2,01 1,66 2,04 2,69 38,30 0,620 0,91 Silty clay Q
13,0 0,32 0,53 0,31 0,22 0,05 1,89 1,43 1,91 2,75 48,00 0,923 0,95 Clay N
15,0 0,18 0,43 0,21 0,22 <0 2,10 1,78 2,14 2,72 35,60 0,528 0,93 Clay N
18,0 0,16 0,39 0,20 0,19 <0 Clay N

Table 6.3 Index properties of the soil layers (BH 2T at km 5.03)

Volumetric
Volumetric Volumetric
Natural weight of Density of
Liquid Plastic Plastic Liquid weight of weight of Saturation Soil
Depth [m] water saturated soil particle Porosity Void ratio Soil type
Limit Limit Index Index soil dry soil degree layer
content soil [g/cm3]
[g/cm3] [g/cm3]
[g/cm3]
1,0 0,22 0,33 0,16 0,17 <0 1,96 1,61 2,01 2,69 40,10 0,671 0,88 Silty clay tQ
2,0 0,22 0,37 0,19 0,18 0,17 1,92 1,57 1,99 2,70 41,90 0,720 0,83 Clay tQ
3,0 0,30 0,51 0,28 0,23 0,09 1,90 1,46 1,93 2,74 46,70 0,877 0,94 Clay tQ
4,0 0,21 0,42 0,22 0,20 <0 2,07 1,71 2,08 2,72 37,20 0,591 0,97 Clay tQ
5,0 0,20 0,38 0,21 0,17 <0 1,81 1,51 1,95 2,70 44,10 0,788 0,69 Silty clay Q
7,0 0,12 0,25 0,18 0,07 <0 1,72 1,54 1,97 2,68 42,50 0,740 0,43 Silt Q
9,0 0,19 0,33 0,20 0,13 <0 2,00 1,68 2,06 2,69 37,50 0,601 0,85 Silty clay N
11,0 0,14 0,24 0,16 0,08 <0 1,99 1,75 2,10 2,68 34,70 0,531 0,71 Silty clay N

Table 6.4. Index properties of the soil layers (BH 3T at km 5.48)

Volumetric
Volumetric Volumetric
Natural weight of Density of
Liquid Plastic Plastic Liquid weight of weight of Saturation Soil
Depth [m] water saturated soil particle Porosity Void ratio Soil type
Limit Limit Index Index soil dry soil degree layer
content soil [g/cm3]
[g/cm3] [g/cm3]
[g/cm3]
1,0 0,18 0,32 0,17 0,15 0,07 2,09 1,77 2,11 2,69 34,20 0,520 0,93 Silty clay tQ
2,0 0,22 0,34 0,19 0,15 0,20 2,11 1,73 2,11 2,69 35,70 0,555 1,00 Silty clay tQ
3,0 0,24 0,36 0,20 0,16 0,25 1,95 1,57 1,99 2,70 41,90 0,720 0,90 Silty clay tQ
4,0 0,32 0,46 0,25 0,21 0,33 1,78 1,35 1,86 2,73 50,50 1,022 0,85 Clay tQ
5,0 0,29 0,47 0,26 0,21 0,14 1,90 1,47 1,93 2,74 46,40 0,864 0,92 Clay tQ
7,0 0,14 0,26 0,20 0,06 <0 1,76 1,54 1,97 2,68 42,50 0,740 0,51 Silt tQ
9,0 0,24 0,47 0,25 0,22 <0 2,06 1,66 2,06 2,74 39,40 0,651 1,00 Clay N
11,0 0,23 0,42 0,22 0,20 0,05 2,03 1,65 2,04 2,72 39,30 0,648 0,97 Clay N

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Mechanical properties

Direct shear test was applied to determine soil shear strength. The tests were carried out ac-
cording to the standard GOST 12248-96. Series of test were made for
- undisturbed soil samples
- sheared soil samples (to determine residual strength)
- completely disturbed samples
under standard vertical loading 100, 200 and 300 kPa.

The shear strength parameters of the direct shear test for the samples of BH 1T (at km 2.94)
are presented in Table 6.5 below.

Table 6.5 Soil strength parameters determined with direct shear test (BH 1T at km 2.94)
Completely disturbed
Undisturbed sample Sheared soil samples
samples
Soil layer Id
Angel of Cohesion Angel of Cohesion Angel of Cohesion
friction [º] [kPa] friction [º] [kPa] friction [º] [kPa]
tQ1 34 88 22 50 14 20
tQ2 37 82 22 45 15 17
tQ3 28 47 17 17 13 17
tQ4 27 48 18 92 10 20
Q 17 165 14 63 9 52
N1 28 45 19 47 14 18
N2 19 14 15 40 11 35
N3 37 237 32 23 17 20

The shear strength parameters range of the samples within identified soil layers varies signifi-
cantly. Variation may be caused natural inhomogeneous characters of soil, but as well it may
result of disturbance of the samples although the applied sampling supposes to provide good
quality samples. The test results are interpreted applying Mohr-Coulomb soil model that enable
to consider the vertical stress stage. The characteristic shear strength parameters are defined
applying cautious estimate value as presented on the Figure 6.1 for the samples of bore holes
1T (at km 2.94).

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Figure 6.1 Characteristic shear strength parameters for soil layers (BH 1T at km 2.94)

Direct shear test

R6 borehole T1
Undisturbed samples

700

600
tQ tQ1
500 φ=33º tQ2
Shear strength [kPa]

c=90 kPa tQ3

400 tQ4
Q
Q
300 φ=17º
c=165 kPa N1
N2
200
N
N3
100 φ=28º
c=25 kPa
0
0 50 100 150 200 250 300 350 400 450 500
Vertical stress [kPa]

Direct shear test

R6 borehole T1
Strength after shear test

250

200 tQ1
tQ2
Shear strength [kPa]

tQ3
150
tQ4
Q
tQ, Q and N
100 N1
φ=33º
c=40 kPa N2
N3
50

0
0 50 100 150 200 250
Vertical stress [kPa]

Direct shear test

R6 borehole T1
Completely disturbed samples
Q
φ=9º
80 c=52 kPa

70
tQ1
60
tQ2
Shear strength [kPa]

N
50 φ=14º
tQ3
c=28 kPa tQ4
40 Q
N1
30
tQ N2
20 φ=13º N3
c=19 kPa
10

0
0 20 40 60 80 100 120
Vertical stress [kPa]

Correspondingly soil shear strength parameters are determined and characteristic values for
soil layers are determined for the soil profiles at bore holes 2T (at km 5.03) and 3T (at km 5.48)

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Table 6.5 Soil strength parameters determined with direct shear test (BH 2T at km 5.03)

Completely disturbed
Undisturbed sample Sheared soil samples
samples
Soil layer Id
Angel of Cohesion Angel of Cohesion Angel of Cohesion
friction [º] [kPa] friction [º] [kPa] friction [º] [kPa]
tQ1 13 65 11 50 7 27
tQ2 17 70 11 45 7 27
tQ3 19 45 12 17 7 12
tQ4 19 170 17 92 11 43
Q1 26 85 11 63 9 40
Q2 22 60 15 43 7 40
N1 34 47 22 40 11 38
N2 25 57 15 23 11 18

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Figure 6.2. Characteristic shear strength parameters for soil layers (BH 2T at km 5.03)

Direct shear test

R6 borehole T2T1
Undisturbed samples

300

250
Q tQ1
φ=26º tQ2
Shear srenght [kPa]

200 c=85 kPa tQ3

tQ4
150 Q1
tQ Q2
φ=22º N1
100
N c=50 kPa
N2
φ=25º
50 c=55 kPa

0
0 50 100 150 200 250 300
Vertica stress [kPa]

Direct shear test

T1
R6 borehole T2
Remoulded samples

160

140
tQ1
120
tQ2
Shear srenght [kPa]

100 tQ3
tQ4
80 Q1
tQ Q2
60 φ=13 Q
φ=14º N1
c=45 kPa
40 c=55 kPa N2
N
φ=19º
20
c=35 kPa
0
0 20 40 60 80 100 120 140 160 180 200
Vertica stress [kPa]

Direct shear test

T1
R6 borehole T2
Completely disturbed samples

90

80 N
φ=9º
70 c=40 kPa tQ1
Q tQ2
Shear srenght [kPa]

60 φ=10º
tQ3 tQ
c=45 kPa
tQ4 Q
50
N
Q1
40
Q2
30 tQ N1
φ=9º N2
20 c=20 kPa

10

0
0 20 40 60 80 100 120 140 160 180 200
Vertica stress [kPa]

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Table 6.5. Soil strength parameters determined with direct shear test (BH 3T at km 5.48)

Completely disturbed
Undisturbed sample Sheared soil samples
samples
Soil layer Id
Angel of Cohesion Angel of Cohesion Angel of Cohesion
friction [º] [kPa] friction [º] [kPa] friction [º] [kPa]
tQ1 32 90 18 58 11 38
tQ2 24 65 15 48 10 23
tQ3 31 25 24 15 17 7
tQ4 23 43 17 37 9 25
tQ5 15 77 13 53 11 15
tQ6 25 43 19 35 17 13
N1 28 177 17 55 15 3
N2 14 128 12 65 11 23

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Figure 6.3. Characteristic shear strength parameters for soil layers (BH 3T at km 5.48)

Direct shear test

R6 borehole T3
Undisturbed samples

400

350

300 N tQ1
φ=24º tQ2
Shear srenght [kPa]

250 c=150 kPa tQ3

tQ4
200 tQ5
tQ6
150 tQ
N1
φ=27º
100 c=50 kPa N2

50

0
0 50 100 150 200 250 300 350 400
Vertica stress [kPa]

Direct shear test

R6 borehole T3
Remoulded samples

120

N
100
φ=15º
tQ1
c=60 kPa
tQ2
Shear srenght [kPa]

80
tQ3
tQ tQ4
60 φ=14º
tQ5
c=50 kPa
tQ6
40 N1
N2

20

0
0 20 40 60 80 100 120 140 160 180
Vertica stress [kPa]

Direct shear test

R6 borehole T3
Completely disturbed samples

60

50
tQ1
tQ
tQ tQ2
Shear srenght [kPa]

40
φ=11º tQ3 N
c=20 kPa tQ4
30 tQ5
tQ6
20 N1
N
N2
φ=15º
10 c=10 kPa

0
0 20 40 60 80 100 120
Vertica stress [kPa]

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The laboratory test results indicate that the subsoil layers would be very solid and their shear
strength is as hard soil strength especially when undisturbed soil samples were tested. In labor-
atory condition larger strain level and mechanical disturbing the soil structure lower the strength
significantly. Anyhow, in the laboratory conditions it is not possible consider all factor that can
lower (or rise) the strength in actual conditions. The conditions may consist of
- water saturation of partly saturated soil
- softening of soil in large strain levels
- increasing of water content of frost susceptible soil
- frost susceptible soil softening during the melting period
- excess of pore water pressure due to changes in geohydrological conditions
These provisions are especially relevant in the project road geological conditions where sub-
soil are relatively hard silty clays, but frosts susceptible and the locations geomorphology can
create very variable geohydrological conditions in time.

6.3 Ground water observations

During the geotechnical field investigations subsurface free water was not encountered despite
observations of water in the subbase course and upper part of subgrade at bore holes No 2 and
2T. This water may have infiltrated through the deteriorated asphalt pavement. In addition melt-
ing snow periodically saturates pavement structure. On steep slopes there is observation slow
water seepage out of ground.
When ground water observations has made during the bore hole drilling and sampling only, free
ground water is able to observe only from relatively permeable layers. The predominately silty
clay subsoil layers have degree of saturation typically above 90%. Based on that data and ob-
servation of water seepage out the steep slopes, ground water table is assumed to be close to
the ground surface. In this project ground water observation stand pipes or piezometers have
not been installed.

7. Evaluation and geo-hazard mitigation

7.1 Method of analyses

The stability problems were identified as most potential geo-hazard along the project road R6.
At the critical location the insufficient safety margin against the failure is caused by:
- subsoil soil that composed of predominately silty clays that are disturbed and have re-
duced strength due slope failures taken place on above mentioned locations
- steep natural slopes of the ridge formation
- existing road is constructed applying steep embankment slopes and road alignment fol-
low the western slope of the ridge where slope gradient is significantly steeper than on
the eastern side
- poor road surface drainage
- probable earth quake that will cause additional loading and excess water pressure
Impact of steep slopes, subsoil soil strength and earth quake can be evaluated applying stability
analyses software. The stability analyses were carried out in order to evaluate a risk for a slope
failure of the existing road. The calculations are made using a Novapoint GeoCalc 2.1.1. – soft-
ware which was developed by Vianova Systems Ltd in co-operation with , Helsinki University of
Technology, Tampere University of Technology and by the Department of Civil and Structural
Engineering, Hong Kong Polytechnic University. The calculations were made applying method

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Joint Venture Kocks Consult,– FinnRoad - Universinj SRL, Chisinau
Republic of Moldova
The State Road Administration
R6 Geotechnical Engineering Report 06/2011

according to Jambu’s theory on the slope stability. The analysis is considered the most applica-
ble on the problem although it has its limitations especially related the available soil data.
Impact of a road surface and subsurface drainage can be based on evaluation of the existing
earth structures conditions and possible marks of erosion.

7.2 Location R6 – km 3.13

Analyses and limitations of the survey data

For the slope stability analyses the geotechnical layer model were constructed analysing the
geotechnical field data and laboratory test. The applied soil stratification model and soil me-
chanical parameters are presented on the stability calculation drawings (Appendices 3 and 4).
Due to limited geological data some assumptions were necessary to be made
- Geological stratification follows the ground surface topography
- Ground water table is at the depth of one to two meters from the ground surface and it
has hydrostatic pressure below that surface.
- Historical slope failure has disturbed the soil structure to the depth of several meters on
western slope and the laboratory test results interpreted from disturbed samples were
applied for this body of subsoil mass
- The steep upper part of the slope is periodically saturated over 100% and seepage of
water out of the slope has been observed in spring time. In such conditions the soil
strength is well below the strength that measured from “disturbed samples” in the labora-
tory. This type of surface layer’s strength can not be considered in overall stability calcu-
lations.
- The earth quake impact can be analyses with so called pseudo static stability analyses,
where additional loading is modelled as additional vertical or/and horizontal acceleration
effect on the soil body. For project road area the design value PGA is 0.20g, as horizon-
tal only, was consider as characteristic value.
During the field investigations the upper soil layers to the depth of eight meters underneath the
road pavement were identified as fill although the road surface is only 1 to 2 meters higher than
surrounding terrain on the left hand side of the road. The observed disturbed structure / compo-
sition of the samples indicate that some historical slope failure has affected on the subsoil under
the road way. For these geotechnical layers the residual strength of soil samples were applied
for the stability calculations.

Present conditions: The stability analyses shows that overall factor of safety against failure is
Fmin=1.7 for the steep upper part of the slope and Fmin=2.0 for large slip surface down the slope
(Appendix 3.1) at the present situation.

Rehabilitation with the road present vertical alignment:

Symmetric on line road widening: The reconstruction of the project road R6 as 4-lane highway
with appropriate cross sectional elements require widen the carriage way to the width of 21 me-
ters. If the widening is made as symmetric on line widening, it requires new embankment fill to
be built on the existing failure slope. The thickness of the fill would be more than 3 meters. The
stability analyses shows that overall factor of safety against failure falls to F min=0.69 for the
steep upper part of the slope and Fmin=1.4 for large slip surface down the slope (Appendix 3.2).
These factors of safety are not sufficient when minimum allowable level is Fmin=1.8 for the earth
structures and Fmin=1.5 for the aerial stability.

Asymmetric on line road widening: The reconstruction of the project road R6 as 4-lane highway
with appropriate cross sectional elements require widen the carriage way to the width of 21 me-

Road Sector Program Support Project, Moldova 15

Joint Venture Kocks Consult,– FinnRoad - Universinj SRL, Chisinau
Republic of Moldova
The State Road Administration
R6 Geotechnical Engineering Report 06/2011

ters. When the widening is made only on the left hand side, the new embankment fill can be
built on the stable area. The road widening cause some additional loading on the present situa-
tion The stability analyses shows that overall factor of safety against failure falls to Fmin=1.9 for
the steep upper part of the slope and Fmin=1.7 for large slip surface down the slope (Appendix
3.3). When the impact of a earth quake caused additional loading, the overall factor of safety
against failure falls to Fmin=1.0. This level of safety is considered allowable.

Rehabilitation with the adjusted road vertical alignment:

The road rehabilitation can be designed applying lower elevation for the road’s vertical align-
ment that the present one is. The adjusted vertical shifting enables to dimension the needed
road elements within the existing road embankment width. This solution limits the additional
loading (caused by fill and pavement structures) close to zero and the stability is as good as the
existing road or asymmetric widening would provide i.e. the stability is within allowable limits.

Conclusion for km 3.00 to km 3.30

As conclusion the symmetric on line road widening endanger overall stability of the road and the
ridge slope. In addition embankment would be built on the existing failure slope, that cause like-
ly sliding of fill on the disturbed ground on the failure surface. In addition the fill compaction on
the slope with gradient of 1:1.3 is not possible. The asymmetric on line road widening provides
conditions, where overall stability is sufficient i.e. Fmin≥1.5. Disadvantages of this option is that
the widening of the road on the left hand side only cause changes on geometrical elements and
the road alignment . This may also widen the width the right of way area.
The recommended solution is to lower the elevation of road vertical alignment. The new cross
section and reconstruction pavement is able to be executed without widening the embankment.
Then the structure does not create additional loading that would lower the road stability on this
problematic section
The steep ridge slope and the western embankment slope are recommended to protect against
erosion. The surface drainage is important to arrange with concrete strengthen side drains as
presented on the cross section drawing (Appendix 2). The failed surface is recommended to
cover with geotextile filter and granular fill composing of crushed stone (#10/40 mm) with layer
thickness of 1000 mm. The existing topsoil and disturbed loose fill is recommended cut as step
wise to enable effective compaction of the granular fill.
The surface water is recommended to collect to side drains with sufficient hydraulic capacity
and concrete structure. The water is the guide down the slope with concrete chutes located out-
side of this land slide section.

7.3 Location R6 – km 5.15 to km 5.7

Analyses and limitations of the survey data

Limitations of the survey data are as presented above for the location at km 3.
The upper soil layers to depth of five meters underneath the road pavement were identified as
fill although the road surface is about 2 meters higher than surrounding terrain on the left hand
side of the road. The disturbed structure / composition of the samples indicate that some histori-
cal slope failure has affected on the subsoil under the road way. For these geotechnical layers
the residual strength of soil samples were applied for the stability calculations.

Road Sector Program Support Project, Moldova 16

Joint Venture Kocks Consult,– FinnRoad - Universinj SRL, Chisinau
Republic of Moldova
The State Road Administration
R6 Geotechnical Engineering Report 06/2011

Present conditions: The stability analyses shows that overall factor of safety against failure is
Fmin=2.3 at the present situation (Appendix 4.1).

Symmetric on line road widening: The reconstruction of the project road R6 as 4-lane highway
require widen the carriage way to the width of 21 meters. If the widening is made as symmetric
on line widening, it requires new embankment fill to be built on the existing failure slope. The
thickness of the fill would be more than 2 meters. The stability analyses shows that overall fac-
tor of safety against failure falls to Fmin=1.1 for the steep upper part of the slope and Fmin=1.3 for
large slip surface down the slope (Appendix 4.2). These factors of safety are not sufficient when
minimum allowable level is Fmin=1.8 for the earth structures and Fmin=1.5 for the aerial stability.
Asymmetric on line road widening: The reconstruction of the project road R6 as 4-lane highway
require widen the carriage way to the width of 21 meters. When the widening is made only on
the left hand side, the new embankment fill can be built on the stable area. The road widening
cause some additional loading on the present situation The stability analyses shows that overall
factor of safety against failure falls to Fmin=2.1 for the steep upper part of the slope and a large
slip surface down the slope (Appendix 4.3). When the impact of a earth quake caused additional
loading, the overall factor of safety against failure falls to Fmin=1.3. This level of safety is consid-
ered allowable.

Rehabilitation with the adjusted road vertical alignment:

The road rehabilitation can be designed applying lower elevation for the road’s vertical align-
ment that the present one is. The adjusted vertical shifting enables to dimension the needed
road elements within the existing road embankment width. This solution limits the additional
loading (caused by fill and pavement structures) close to zero and the stability is as good as the
existing road or asymmetric widening would provide i.e. the stability is within allowable limits.

Conclusion for km 5.15 to km 5.7

As conclusion the symmetric on line road widening endanger overall stability of the road and the
ridge slope. In addition embankment would be built on the existing failure slope, that cause like-
ly sliding of fill on the disturbed ground on the failure surface. In addition the fill compaction on
the slope with gradient of 1:1.3 is not possible. The asymmetric on line road widening provides
conditions where overall stability is sufficient i.e. Fmin≥1.8 for the earth structures and Fmin=1.5
for the aerial stability. Disadvantage of this option is that widening the road on the left hand side
require additional land are for the road way.
The recommended solution is to lower the elevation of road vertical alignment. The new cross
section and reconstruction pavement is able to be executed without widening the embankment.
Then the structure does not create additional loading that would lower the road stability on this
problematic section
The steep ridge slope and the western embankment slope are recommended to protect against
erosion. The surface drainage is important to arrange with concrete strengthen side drains as
presented on the geotechnical cross section drawing (Appendix 2). The failed surface is rec-
ommended to cover with geotextile filter and granular fill composing of crushed stone (#10/40
mm) with layer thickness of 1000 mm. The existing topsoil and disturbed loose fill is recom-
mended cut as step wise to enable effective compaction of the granular fill.
The surface water is recommended to collect to side drains with sufficient hydraulic capacity
and concrete structure. The water is the guide down the slope with concrete chutes located out-
side of this land slide section.

Road Sector Program Support Project, Moldova 17

Joint Venture Kocks Consult,– FinnRoad - Universinj SRL, Chisinau