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TABLE OF CONTENTS
1 OBJECT................................................. .................................................. ................................ 5
2 PURPOSE................................................. .................................................. .......................... 5
3 PREVIOUS INVESTIGATIONS AND INVESTIGATIONS ........................................ 6
4 GOVERNING DOCUMENTS................................................ ........................................... 6
5 PLANNED FACILITY ................................................ .............................................. 7
6 GEOTECHNICAL CONDITIONS ................................................ ................................ 8
6.1 TOPOGRAPHY ................................................. .................................................. ......................... 8

6.1.1 SOIL DEPTH AND SOIL STOCK SEQUENCE ............................................ ......................... 8

6.1.2 PROPERTIES OF THE EARTH ............................................. ........................................... 9
6.2 HYDROGEOLOGICAL CONDITIONS ............................................... ....................... 9
7 PHRASES ................................................. .................................................. ................. 10
7.1 GENERALLY................................................. .................................................. ............................ 10

7.2 REQUIREMENTS FOR SETTLEMENTS ............................................... .................................................. ..10

7.3 SETTING PARAMETERS ................................................. ............................................. 10

7.4 POSITION CALCULATIONS ................................................. ........................................... 12

7.4.1 STOP / GC KONGAHÄLLAVÄGEN ........................................... .................. 12

7.4.2 WIDTHING OF BJÖRLANDAVÄGEN ............................................ .................... 13
7.4.3 LOKALGATA 2 ............................................. .................................................. .... 16
7.5 CONTROL OF UPLIFTED .............................................. .................................................. .17
8 STABILITY ................................................. .................................................. .................... 18
8.1 GENERALLY................................................. .................................................. ............................ 18

8.2 REQUIRED SAFETY FACTOR ................................................ .......................... 19

8.3 CALCULATION CONDITIONS ................................................. ........................... 19
8.3.1 DESIGN AND GEOMETRY ............................................ ............................ 19
8.3.2 MATERIAL PROPERTIES .............................................. ...................................... 19
8.4 LASTER ................................................ .................................................. ................................. 20
8.5 GROUNDWATER AND PORT PRESSURE .............................................. ................................. 20

8.6 STABILITY ANALYSIS FOR DETAILED PLAN .............................................. .............. 21

9 GEOTECHNICAL MEASURES ................................................ ........................................... 22
9.1 HÅLLPLATS / GC KONGAHÄLLAVÄGEN .............................................. ....................... 22
9.2 WIDTHING OF BJÖRLANDAVÄGEN ............................................... .......................... 22
9.3 LOKALGATA 2 ................................................ .................................................. ................... 22

9.4 OTHER LOCAL STREETS, GCM ROADS AND PARKING .................................. 22

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APPENDICES
Appendix 1 - Floor plans of previous geotechnical investigations
Appendix 2 - Laboratory results of previous geotechnical investigations
Appendix 3 - Compilation and evaluation of soil parameters and voltage situation Appendix 4 -
Settlement calculations, compensation clinker, control lifting clinker Appendix 5 - Stability
calculations
Appendix 6 - Basis for cost calculation

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1 OBJECT
On behalf of the City of Gothenburg, Trafikkontoret, Tyréns AB has carried out a geotechnical investigation
in connection with pre-design of roads in detailed planning work for Skra-Bro, stage 1. Commissioner for
Tyréns AB is Michael Lindström.

The current planning area is approximately 10 hectares in size and is located in Björlanda in the western part of
Hisingen. The area consists mainly of clay-filled valleys with agricultural and grazing land and protruding
wooded mainland areas with mountains in the day. The planned area is delimited to the north by
Björlandavägen. The western part of the planning area is bounded by Kongahällavägen in the west and
Trulsegårdsskolan in the south, see Figure 1. The eastern part of the planning area borders Trulsegårdsskolan
in the west and solid land with mountains in the day to the south and east. Osbäcken flows north of the
planning area. East of Kongahällavägen there is a ditch that flows from south to northwest and connects to
Osbäcken west of Kongahällavägen.

Figure 1. Location of planning area.

2 PURPOSE
The purpose of the investigation is to investigate the need for and outline dimensioning of geotechnical
reinforcement measures. The assignment includes a pre-design with rough elevation of roads and
streets in the area as a basis for a general cost calculation.

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3 PREVIOUS INVESTIGATIONS AND INVESTIGATIONS
Information on the geological conditions has been obtained from SGU's digital soil map.
In the area in question, previously performed geotechnical investigations have been available. Floor plans
showing previous geotechnical survey points and lab results are reported in Appendices 1 and 2. The
surveys are reported in their entirety in the following investigations:
· [1] ”Kongahällavägen. Widening of bridge. Geotechnical survey ”established by
Gatukontoret Göteborg, dated 1972. Archive no. 397.
The survey includes wing trials and undisturbed sampling with piston samplers (at a point GK1-72)
adjacent to the planning area.
· [2] ”General geotechnical statement on the basic conditions within the Låssby area, northeast
of Lilleby, Gothenburg municipality ” established by Gatukontoret Göteborg, dated
1980-08-04. No. 43/80 Po.
The investigation includes probes at approx. 60 points, wing tests, disturbed sampling with screw drill and
undisturbed sampling with piston samplers at two points GK7A-80 (7A in lab protocol) and GK9-80 (9 in lab
protocol) within or adjacent to the planning area. At these points, compression tests have been performed
at a total of five levels.
NOTE. Previous investigations from the Street Office have varying height systems. Exact information which
altitude systems have been used before has not been found. Today's current altitude system is RH 2000.

· [3] ”Road 565 Björlandavägen, RGeo. The part Kongahällavägen - Sörredsvägen. Construction
document. Inquiry documentation ”established by Tyréns AB, dated 2008-10-31. Object no. 85 43
45 20. Assignment number 206592.

The investigation includes disturbed sampling with a screw drill and undisturbed sampling with a piston sampler (in
two points 102 and 503) in connection with the plan area. At these points, compression tests (CRS) have been
performed at a total of six levels. In point 102, the pore pressure in the clay has also been measured.

· [4] PM Stability Osbäcken, Skra Bro, Detailed stability investigation established by Sweco Civil
AB, dated 2015-06-03. Assignment number 2305 561.
The investigation includes pressure probes, CPT probes, wing tests and disturbed sampling with a screw
drill in connection with the plan area.

4 GOVERNING DOCUMENTS
Guiding documents applied for the design are reported in Table 1.

Table 1. Governing documents

Document

Eurocode 7, 1997

TK Geo 13

Facility AMA 13

IEG Report 4: 2010 "Condition assessment / classification of natural slopes

and slopes with existing buildings and facilities"

Technical PM "Selection of crypts for loose plastic clays", Chalmers 2009

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5 PLANNED FACILITY
Within the planning area, local centers with trade, offices and services as well as denser residential
buildings are planned. Public transport is also planned to be expanded with e.g. new stops and shuttle
parking, see Figure 2. The parts included in this pre-design are as follows:
· New local streets, squares and GCM roads within the planning area.

· New shuttle parking in the part of the planned area located west of Kongahällavägen.

· Excavation of existing stream west of new shuttle parking.

· New bus stop and GC road on the east and west sides of Kongahällavägen, respectively.
· Widening of Björlandavägen with a lane on the north side.

Figure 2. Illustration drawing showing planned buildings (City of Gothenburg, City Planning Office).

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6 GEOTECHNICAL CONDITIONS
6.1 TOPOGRAPHY

The part of the planning area west of Kongahällavägen slopes slightly from south to north towards Osbäcken. The level
difference amounts to about three meters. Within the part of the planning area east of Kongahällavägen, the ground slopes
slightly from the southeast towards Björlandavägen and Osbäcken in the northwest. The level difference amounts to a maximum
of about six meters.

6.1.1 SOIL DEPTH AND SOIL STOCK SEQUENCE

The area consists largely of a relatively flat clay plain surrounded by mainland sections and rocks in the
day within the southern and eastern part, see SGU's soil type map in Figure 3. Rocks today occur partly
as flatter rocks and partly as a larger contiguous mountain area in the south and east.

Figure 3. Extract from SGU's soil type map with current plan area marked with a red line.

The thickness of the soil layers within the plan area varies greatly from a thin soil cover on rock to over 35
meters. The largest forces have been found in the western part of the planning area, adjacent to
Kongahällavägen. The soil depths gradually decrease to the south and north as well as towards the parts with
solid land and mountains in the day. Just east of Trulsegårdsskolan, the clay depth has been measured at
about 5 meters.

The soil layer sequence generally consists at the top of a layer of organic soil which is supported by clay with
varying thickness. The top 1-1.5 meters of the clay layer is formed as dry crusty clay. Generally, the clay is
supported by a thin layer of friction soil above the rock. Locally, the friction soil layer is missing and the clay
then rests directly on rock.

The land sections are located adjacent to the mountain areas, see Figure 3, and the soil depth within this area
can be expected to amount to a maximum of a few meters. No field surveys have been available within these
parties. The soil here, closest to the rock, can be expected to consist of friction soil with elements of clay and
silt under a layer of organic soil. Further from the rock, the clay overlays the friction soil.

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6.1.2 PROPERTIES OF THE EARTH

Previous studies in the area show that the weight of the clay varies between about 15-16 kN / m
3. The heaviness of the dry crust is slightly higher between about 16-17 kN / m3.

The clay water ratio under the dry crust is between about 70-90% and decreases slightly towards the depth. The
yield strength of the clay varies between about 65-80%.

The sensitivity of the clay varies between about 20-40 and the clay can thus be classified as medium to highly sensitive.
According to a previous investigation [2], however, clay with a higher sensitivity (70-100) occurs in the vicinity of the
area. The agitated shear strength has not been determined, but the presence of quick clay cannot be ruled out.

The undrained shear strength of the clay amounts to about 12-17 kPa the top meters, down to the level of approx.
+ 1. Below this the strength increases and at the level about -10 it amounts to about 26-28 kPa.

Performed compression tests show that the clay is normally slightly overconsolidated, which means that
the ground can not be loaded with any major loads without settlements being formed.

6.2 HYDROGEOLOGICAL CONDITIONS

No specific or relevant surveys regarding the area's groundwater conditions have been found. Cracked water surfaces
in screw sampling holes have in connection with previously carried out field investigations been observed
approximately 0.5-1.3 meters below the ground within the plan area and 1.6-1.7 meters below the ground along
Osbäcken. Based on the topography of the area, the pore pressure in the clay can be assumed to have a hydrostatic
distribution from the groundwater surface. Locally in areas between mountains in the day, artesian water pressure can
occur. In Tyrén's previous investigation [3] for road 565 between Osbäcken and Björlandavägen along the eastern part
of the current planning area, pore pressure measurements have been carried out, which are reported in

Table 2 below.

Table 2. Measured door pressures in point 102, Tyrén's investigation for road 565.

DEPTH PORTRYCK
[MU MY] [kPa]
1 0
4 35
7 65

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7 SETTLEMENTS
7.1 GENERALLY

With regard to the loose layers of clay with varying depths to a solid bottom, varying settlements will
arise under soil load. The clay in the area is very prone to settling and can not be loaded with any major
loads without long-term settling being trained. Within the mainland parts in the south-eastern part of
the planning area, the settlements are judged to be marginal and formed quickly.

7.2 REQUIREMENTS FOR SETTLEMENTS

The following requirements for settlements according to TK Geo apply to roads with a reference speed of 40-80 km / h:

· Maximum allowable total set in individual section is 35 cm in 40 years.

· The maximum permissible deviation deviation (crossing in the transverse direction) of the road surface is 1.1%.

· The largest acceptable subsidence difference in length between two sections 15 m apart is 10
cm.
The following requirements for settlements according to TK Geo apply to roads with a reference speed ≤ 30 km / h:

· The maximum permissible total placement in an individual section is 40 cm in 40 years.

· The maximum permissible transverse deviation (transverse subsidence) of the road surface is 1.2%.

· The largest acceptable longitudinal difference in settlement between two sections 30 m apart is
40 cm.

7.3 SETTING PARAMETERS

Clay settling parameters have been evaluated from geotechnical laboratory investigations on undisturbed
samples in previous investigations. Tension analysis performed, see Figure 4, is based on a groundwater surface
1 meter below the ground surface with hydrostatic pore pressure distribution towards the depth. Previous
compression tests show that the clay is normal or slightly overconsolidated, with a degree of overconsolidation,
OCR, which generally increases with depth and is between 1.3 and 1.6. Just below the dry crust, the degree of
overconsolidation is higher around 3. This corresponds to the clay being overconsolidated with about 35 kPa
closest to the ground surface. At a depth of 3 meters, the clay is overconsolidated with just over 20 kPa and at 35
meters about 55 kPa. Evaluated parameters used in the settlement calculations are reported in Table 3.

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Table 3. Evaluated weights and thoseformation propertyer (z starts from the upper edge of each soil layer).
MATERIAL DEPTH HEAVYNESS, r (ŕ) DEFORMATION PROPERTIES
(kN / m 3)

Dry crust 0 to 1 m 16.5 (6.5) ′ = 50 kPa

′ = 85 kPa
M0 = 9000 kPa
ML = 300 kPa
M '= 13
= 3.5
k in = 1.0 * 10 - 9
Lera 1 1-3 m deep 15.5 (5.5) ′ = 50 kPa
′ = 85 kPa
M0 = 9000 kPa
ML = 300 kPa
M '= 13
= 3.5
k in = 1.0 * 10 - 9
Lera 2 > 3 m deep 15.5 (5.5) ′ = 50 + 5 * z kPa
′ = 85 + 4 * z kPa M0 =
9000 + 59 * z kPa ML =
300 + 6 * z kPa M '= 13

= 3.5
k in = 1.0 * 10 - 9

Figure 4. Voltage analysis based on prevailing conditions.

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7.4 POSITION CALCULATIONS
Settlement calculations have been performed for a new stop / GC east of Kongahällavägen and for
widening of Björlandavägen. The calculations form the basis for dimensioning reinforcement measures
in order to avoid harmful movements in the road construction in the transition between the existing
road and the new road bank.

Settlement calculations are performed in the program GeoSuite Settlement version 15.1.2.0 and take into account the
effect of creep. Calculations have been performed in accordance with TK Geo Chapter 13, Use Limit Permit. Calculation
results are reported in Appendix 4.

For settlement calculations, hydrostatic pore pressure has been employed on the basis of a groundwater surface located 1
meter below the ground surface, on which a stress analysis is based. The load distribution is calculated on the basis of an
elongated road bank according to Infinite Boussinesq.

7.4.1 HÅLLPLATS / GC KONGAHÄLLAVÄGEN

Settlement calculation for new stop / GC east of Kongahällavägen has been performed in a representative section,
section B. Location for the calculation section location in plan can be seen in Figure 11.

Section B

The clay thickness in the position for section B amounts to about 35 meters, assessed on the basis of previously carried out
surveys. The ground load in section B consists of approx. 1 m road bank, which corresponds to approx
20 kPa. This gives a total setting of 13.4 cm over 40 years, see Appendix 4, which is less than the requirement for
total setting for roads with a reference speed of 40-80 km / h.

Figure 5. Section B, stop / GC Kongahällavägen. Existing Kongahällavägen to the left in the figure.

The soil load is greatest in a section just north of section B, see Figure 6. The existing ditch just east of
Kongahällavägen is filled in and the load consists of about 1.45 meters of road bank, which
corresponds to about 30 kPa.

Figure 6. Section just north of section B, stop / GC Kongahällavägen.

TK Geo has no specific settlement requirements for stop / GC. The light fill has been dimensioned based
on keeping the transverse slope to the east for the drainage to work.

To compensate for the greater load on the bank locally by the ditch, existing material is shifted down to
a depth of about 0.85 meters and 1.8 m of lightweight tiles are laid within a width of 5 meters and along
a 15 m long section. This gives a net load on the ground of about 8 kPa. The load on the bank at the
right-hand edge of the stop amounts to just over 9 kPa, and the crossfall to the east is thus not affected.

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7.4.2 WIDTHING OF BJÖRLANDAVÄGEN
Settlement calculation has been performed in two representative sections; section E and a section just east of
section C. The positions of the calculation sections in planes can be seen in Figure 7. Cross-sectional settlements
have been analyzed as these are dimensioned to meet the settlement requirements for reference speed 40-80
km / h.

Figure 7. Location calculation sections for settlement calculation widening Björlandavägen.

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Section E
In section E, Björlandavägen is widened by approximately 3.5 meters and the clay thickness amounts to
approximately 25 meters, assessed on the basis of previously carried out surveys. The soil load in this section consists
of a maximum of about 0.5 m road bank, which corresponds to 10 kPa, about 1.5 meters from the road edge on the
existing Björlandavägen. The setting at the roadside is considered to be 0 cm. It gives a difference setting of approx
3.2 cm after 40 years, see Appendix 4. This does not meet the requirements for transverse subsidence of a maximum of 1.1%
according to TK Geo for a reference speed of 40-80 km / h, which at a distance of 1.5 meters corresponds to 1.65 cm .

Figure 8. Section E, widening of Björlandavägen.

To compensate for the load on the road bank, existing material is shifted down to a depth of approximately 0.5
meters and 0.5 m of lightweight clinker is laid within a width of 3 meters. This gives a net load on the ground of
approx. 5 kPa which gives approx. 1.3 cm difference setting, which meets the requirements for setting
transversely, see Table 4. This applies to a 180 meter long stretch along Björlandavägen.

Table 4. Calculation of settlements in transverse section E, widening of Björlandavägen.

DIFFERENCE I REQUIREMENT

BCALCULATION ACROSS AFTER ACCORDING TO REMARK

40 YEARS TK GEO

Section E, 10 kPa 1.80 cm Not OK

1.5 m from the roadside

1.65 cm

Section E, 5 kPa 1.30 cm OK

1.5 m from the roadside

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Section just east of section C.
In section just east of section C, Björlandavägen is widened by approximately 2.5 meters and the clay thickness
amounts to approximately 17 meters, assessed on the basis of previously carried out surveys. The soil load in this
section consists of at most about 1.0 m road bank, which corresponds to 20 kPa, about 1.3 meters from the road edge
on the existing Björlandavägen. The setting at the roadside is considered to be 0 cm. It gives a difference setting of
about 3.4 cm after 40 years, see Table 5 and Appendix 4. This does not meet the requirements for transverse setting
of a maximum of 1.1% according to TK Geo pre-reference speed 40-80 km / h, which at 1, 3 meters distance
corresponds to 1.43 cm.

Figure 9. Section just east of section C, widening of Björlandavägen.

To compensate for the load on the bank, existing material is shifted down to a depth of about 0.5 meters and 1
m of lightweight tiles are laid within a width of 3 meters. This gives a net load on the ground of approx. 8 kPa
which gives approx. 1.3 cm difference setting, which meets the requirements for set-off transversely, see Table
5. This applies to a 30 meter long section along Björlandavägen, approx. 25 meters west of section D.

Table 5. Calculation of subsidence in transverse section just east of section C, widening of Björlandavägen.
DIFFERENCE I REQUIREMENT

CALCULATION ACROSS AFTER ACCORDING TO REMARK

40 YEARS TK GEO

Section 0/220, 20 kPa 3.40 cm Not OK

1.3 m from the roadside
1.43 cm
Section 0/220, 8 kPa 1.26 cm OK
1.3 m from the roadside

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7.4.3 LOKALGATA 2
Local street 2 passes along an approximately 45 meter long stretch over a local slump in the terrain and a
ditch. The ground load consists of a road bank of between about 1 to 2.5 meters within a total width of 10.5
meters.

Figure 10. Local street 2, passage over ditch.

Settlement calculation has been performed for representative sections where local street 2 passes on a
bank over the existing ditch, see Figure 10. The clay thickness here amounts to about 25 meters, assessed
on the basis of previous surveys.

Longitudinal settlements have been analyzed as they are dimensioned to meet the requirements according to
TK Geo. In two sections 5 meters apart, the setting difference may be a maximum of 6.7 cm for a reference
speed ≤ 30 km / h. All calculation results are reported in Table 6 and Appendix 4.

A load of 2 meters road bank in section 0/160 corresponding to 40 kPa gives a total settlement in the middle of the road of
about 17.2 cm after 40 years. In section 0/155, the load consists of approximately 1.5 meters of road bank corresponding to 30
kPa, which gives a total setting in the middle of the road of approximately 7.9 cm after 40 years. This gives a difference setting
of 9.3 cm, which does not meet the requirements according to TK Geo.

A load of 1.5 meters road bank corresponding to 30 kPa in section 0/168 gives a total settlement in the middle of the
road of about 7.9 cm after 40 years. In section 0/173, the road is at ground level and thus provides no load. This does
not meet the requirements for differential settlements according to TK Geo. As this section provides the greatest
difference setting, it will be dimensioned for compensation with lightweight clinker.

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Table 6. Calculation of difference theorems, Local road 2.

DIFFERENTATION REQUIREMENTS ACCORDING TO

BCALCULATION TOTAL SETTING REMARK
AFTER 40 YEARS TK GEO
AFTER 40 YEARS

Section 0/155, 7.9 cm

30 kPa in the middle of the road Not OK
9.3 cm 6.7 cm

Section 0/160, 17.2 cm

40 kPa in the middle of the road

Section 0/168, 7.9 cm

30 kPa in the middle of the road Not OK
7.9 cm 6.7 cm

Section 0/173, 0 cm
0 kPa in the middle of the road

To compensate for the load on the bank, the bank is built up with 0.5 meters of lightweight clinker within
a width of 10.5 meters. This gives a net load on the ground of approx. 23 kPa which gives approx
5.4 cm total setting after 40 years, which meets the requirements for difference setting according to TK Geo, see
Table 7. Compensation with 0.5 meter light clinker is required within a 15 meter long road section.

Table 7. Calculation of difference sets after compensation with lightweight tiles, Local road 2.
DIFFERENTATION REQUIREMENTS ACCORDING TO
BCALCULATION TOTAL SETTING REMARK
AFTER 40 YEARS TK GEO
AFTER 40 YEARS

Section 0/168, 5.4 cm

30 kPa in the middle of the road OK
5.4 cm 6.7 cm

Section 0/173, 0 cm
0 kPa in the middle of the road

7.5 CHECKING UP
Lightweight clinker has been checked with regard to lifting according to TK Geo 13, chapter 2.3.2.2 and chapter 10.2.2.5.
Elevation calculations are reported in Appendix 4. The highest level for the groundwater surface is assumed to be at the
level of the ground surface.

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8 STABILITY
8.1 GENERALLY

The ground surface in the relevant area slopes slightly in a northerly direction down towards Osbäcken.

The stability west of Kongahällavägen, from the planned commuter parking in the direction of the stream that is
planned to be excavated, has been checked in a representative section, section B. The location of the calculation
section is shown in Figure 11.

Stability calculations have been performed with undrained and combined analysis with the program Slope / W
version 8.0.10 (GeoStudio 2012). Reported safety factors refer to the Morgenstern-Price method for circular-
cylindrical sliding surfaces.

Figure 11. Position calculation section B for stability calculation. Buried stream to the left in figure.

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8.2 REQUIRED SECURITY FACTOR
For the detailed plan, stability calculations have been performed in accordance with the current standard, IEG report 4:
2010, where the required safety factor applies to a detailed stability investigation for areas with land use "New
development (planning)". Safety requirements have been employed on the basis of a previously performed detailed
stability investigation [4], see Table 8.

Table 8. Applicable safety factors for "New development", for this project.

F c ≥ 1.6
F comb ≥ 1.45
FØ ≥ 1.3 (sand)

8.3 CALCULATION CONDITIONS

8.3.1 DESIGN AND GEOMETRY

The following has been used as a basis for the geometry of the calculation sections:

· Digital terrain model.

· [4] PM Stability Osbäcken, Skra Bro, Detailed stability investigation established by Sweco Civil
AB, dated 2015-06-03. Assignment number 2305 561.
· [5] PM Modeling / impact description Skra Bro established by Ramböll Sverige AB, dated
2016-03-25. Assignment number 1320010539.
In previous PM stability [4] it is stated that the bottom level in Osbäcken is at a level of about +3 in the west,
which is assumed in the stability calculations. In previous PM [5] it is stated that the excavated brook furrow is
proposed with a bottom with a width of 0.5 meters and a slope 1: 3 to the surrounding ground, which has
been modeled in the calculations.

8.3.2 MATERIAL PROPERTIES

Material properties and the thickness of the soil layers have been evaluated from geotechnical surveys.
The strength of the clay is evaluated by Sweco in connection with a detailed stability investigation [4].
The undrained shear strength is evaluated at a constant 15 kPa down to the level +1 and then increases
by 1.2 kPa / m, see Figure 12.
Table 9 Evaluated material parameters used in the stability calculations are reported in Table 9 and
Appendix 3.

Table 9. Evaluated weights and strengthasthetics properties (z starts from the upper edge of each layer).
MATERIAL DEPTH / LEVEL HEAVYNESS, r (ŕ) STRENGTH
(kN / m 3) CHARACTERISTICS

Dry crust 0 to 1 m deep 16.5 (6.5) tfu = 15 kPa

f́ = 30 O
Lera 1 Down to level +1 15.5 (5.5) tfu = 15 kPa
f́ = 30 O
Lera 2 Below level +1 15.5 (5.5) tfu = 15 + 1.2 * z kPa
f́ = 30 O
Friction soil Under 25 m deep 18 (10) f́ = 35 O

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Figure 12. Compilation and evaluation of the undrained strength of the clay.

The clay's draining strength properties have in the stability calculations been assumed to be Ø '= 30 ° ̊
and c' = 10% of the undrained shear strength, which normally applies to clays in western Sweden.

8.4 LASTER
In the area of planned commuter parking, a widespread surface load of 5 kPa according to IEG Report 4:
2010, corresponding to a load of passenger cars, has been employed on parking areas in the stability
calculations.

8.5 GROUNDWATER AND PORT PRESSURE

The groundwater surface has in assumed stability calculations been assumed to be at a depth of about 1 meter below the
existing ground surface, at the lower edge of the dry crust.

At the foot of the slope adjacent to the stream, it is assumed that the groundwater surface is close to the ground surface and
is connected to the prevailing water level in the stream. The brook has been considered to be drained, ie the water level has
been assumed to be at the bottom of the brook furrow. At the lowest low tide, the water's restraining effect is at its lowest,
which thus constitutes the most dangerous case for the stability during undrained analysis (the short-term fall).

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The pore pressure has been assumed to be hydrostatically increasing towards the depth from the groundwater surface.

8.6 STABILITY ANALYSIS FOR DETAIL PLAN

The stability of the detailed plan has been checked in section B for the shuttle parking in the direction of
the excavated stream. The ground is relatively flat around level about +6.5 to +6.9 and the investigated
soil depth within the area for the shuttle parking amounts to about 25-30 meters based on previous
surveys. The height difference between existing land and excavated stream is about 3 meters.

The surface load has been placed at the distance from the slope crest of the brook, 14 meters, which is shown in the
detailed plan for section B. The lowest safety factors with these conditions have been calculated at approx.
Fc = 2.4 and F, respectivelycomb = 1.49, see Figure 13 and Table 10. Combined analysis is guiding and the sliding
surfaces with the lowest safety refer to local stability closest to the brook. The stability analyzes
reported in full in Appendix 5.
The surface load has also been placed as close to the slope of the brook as 1 meter, which corresponds to the
location of the shuttle car park further south, see Figure 11. Stability calculations performed with these
conditions give the lowest safety factors approx.c = 1.9 and F, respectivelycomb = 1.46, see Table 10.

The recommended safety level is met for a detailed stability investigation regarding new exploitation
(planning) according to IEG Report 4: 2010, ie the stability is satisfactorily good.

Figure 13. Calculation section B, conditions as for detailed plan, combined analysis.

Table 10. Summary of safety factors, section B.

STABILITY SAFETY FACTOR SAFETY FACTOR REMARK
CONTROL UNDRAINED ANALYSIS COMBINED ANALYSIS
[-] [-]
Section B, load 14 m
2.39 1.49 Ok
from sloping brook
Section B, load 1 m
1.90 1.46 Ok
from sloping brook

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9 GEOTECHNICAL MEASURES
9.1 STOP / GC KONGAHÄLLAVÄGEN
The existing ditch just east of Kongahällavägen is filled in and the load is greater at the left edge
than at the right edge of the stop. TK Geo has no specific settlement requirements for stop / GC.
The light fill has been dimensioned based on keeping the transverse slope to the east for the
drainage to work.
To compensate for the greater load on the bank locally by the ditch, existing material is shifted down to
a depth of about 0.85 meters and 1.8 m of lightweight tiles are laid within a width of 5 meters and along
a 15 m long section. Basis for cost calculation is reported in Appendix 6.

9.2 WIDTHING OF BJÖRLANDAVÄGEN

In order to meet the requirements for transverse subsidence when widening Björlandavägen, compensation with
lightweight tiles is required. Existing material is replaced down to a depth of about 0.5 meters and 0.5 m of lightweight
tiles are laid out within a width of 3 meters. This applies to a 180 meter long stretch along Björlandavägen. Basis for
cost calculation is reported in Appendix 6.

9.3 LOKALGATA 2
In order to meet the requirements for longitudinal settlements where local street 2 passes over the existing ditch,
compensation with lightweight tiles is required. The road bank is built with 0.5 m lightweight clinker within a width of
10.5 meters. This applies to a 25 meter long section along local street 2. Data for cost calculations are reported in
Appendix 6.

9.4 OTHER LOCAL STREETS, GCM ROADS AND PARKING

No geotechnical measures are required for the local streets and GCM roads in the area as these are
generally below or at the existing ground level.

In the south-eastern part, where the profile for Local Street 3 and GCM Road 300 is approximately 0.5 meters to just
over 1 meter above the existing ground level, the subsoil consists of shallow rock or clay and silt-mixed friction soil
with a thickness of only a few meters. The settlements are thus considered marginal and trained quickly during the
construction period.

In the north-western part, where square 1 and square 2 are approximately 0.5 meters above the existing ground
level, no reinforcement measures are considered necessary as the load is even and the clay depths are relatively
homogeneous (approximately 20-25 meters).

For the commuter parking in the western part is about 0.5 to 1 meter above the existing ground level, no
reinforcement measures are required either from a settlement or stability point of view.

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 Appendix 1

Floor plans previously geotechnical

surveys

Assignment: 271913, Pre-engineering Skra Bro

Client: City of Gothenburg, Traffic Office