highway design report

The Pennsylvania State University

Department of Civil Engineering

CE 321: Highway Engineering

Eric Donnell, Ph.D., P.E.

Jeffrey Gooch, E.I.T.

Section # 2

Preliminary Rural Collector Design,

Connecting PA SR 1025 and North Road

Chris Lazration

November 22nd

, 2013

Table of Contents

Introduction………………………………………………………………………………………..1

Digital Terrain Modeling………………………………………………………………………….1

Horizontal Alignment…………………………………………………………………………...1-3

Vertical Alignment……………………………………………………………………………...3-4

Cross Sections/Earth Work……………………………………………………………………...4-5

Comparison of Alignments………………………………………………………………………..5

Conclusion………………………………………………………………………………………...5

Appendices………………………………………………………………………………………...6

Appendix A – Horizontal Curve Reports……………………………………………….6-9

Appendix B – Vertical Curve Reports………………………………………………..10-12

Appendix C – Cost Estimations / Earthwork…………………………………………13-17

Drawings…………………………………………………………………………………………18

1

Introduction

The purpose of this proposed project is to design a rural collector road to connect SR

1025 near Tobymines with North Road near Centerville. To do so, the proposed rural collector

must minimize its impact on the State Forest’s in the area, as well as avoiding the known

historical properties that are also present. Along with the State Forest’s and historical properties,

the rural collector must also minimize its impact on the existing communities that they will be

passing through. To determine the best option for the rural collector, two different alternatives

have been designed; an Eastern Alternative and a Western Alternative. The placement of these

two routes was governed by many features, and was ultimately laid out based upon the following

things: the environmental features of the area, the natural topography of the site, and the

geometric design criteria that was established by the AASHTO Green Book. A detailed analysis

of both design options will be presented, and a preferred suggestion will be given based upon all

of the computed data.

Digital Terrain Modeling

The purpose behind the use of the Digital Terrain Modeling was to develop a layout that

could be used for the entirety of the project. On top of that, it was ultimately used to be able to

incorporate the existing features that are native to the project’s location. To develop the model,

four main steps were taken, and are as follows:

1. Import all of the existing contours known to the project area,

2. To create a new surface based on these contours,

3. To add the elevations to the contours,

4. Import the rest of the existing features known to the project area.

As stated above in the Introduction, the two alternatives were strategically placed to minimize

effects on the existing features; the historical properties, the forests, and the communities.

Developing the Digital Terrain Model was a vital part to the project because the accuracy of the

entire design rested on that model. Having a correct model allowed the two designs to minimize

the effects on those existing features. The overall development of the Digital Terrain Model was

not a difficult process, and only minor complications came about when developing the model.

After a couple trial and error passes, a complete correct model was created and used throughout

the design of the two alternative routes.

Horizontal Alignment

Summary of Process:

Before starting the design of the two alternative alignments, the first step to be done was

to create two different layers: an East Alignment layer and a West Alignment layer. After the

respective layers were created, the next step was to draw in the alignments on their

corresponding layer. These alignments were both designed with a design speed of 45 mph, which

was based from the AASHTO Green Book. To draw the alignments, under the “create design”

tab in AutoCAD Civil 3D 2013, “alignments” was chosen and the “tangent-tangent (with

curves)” tool was used. The alignments were then both drawn on the model connecting SR 1025

near Tobymines with North Road near Centerville. The East Alignment was drawn completely

avoiding all of the critical existing features. The West Alignment was drawn avoiding the

historical properties and forests, but did cross through a small section of the existing

2

communities. Being able to minimize the impacts on the existing features allows the design to be

more socially acceptable. Also, both alignments were drawn as close as possible to run parallel

with the existing contours to try to minimize the amounts of cut and fill that would be required if

the alignment were to ultimately be built.

Design Criteria:

The AASHTO Green Book provides many design criteria for designing rural collector

roads like the ones being designed in this project. The design criterion that was used in the

development of this project is shown below in Table 1.

Maximum Super Elevation (emax) 8%

Travel Lanes 12 ft.

Shoulder 10 ft.

Clear Zone Beyond Shoulder 10 ft.

Maximum Grade 8%

Minimum Grade 0.5%

Maximum Tangent Length 200 ft.

Maximum Grade within 200’ of an Intersection 3%

Collector Intersections with Existing Roads 90o

Table 1: Design Criterion for both the East and West Horizontal Alignments

Purpose of Alignments:

The purpose of developing two different alternative alignments is to be able to compare

and contrast different aspects between them. By comparing the two alignments, one of them can

ultimately be chosen to be built based upon feasibility and upon which is more economical. The

best design will do the least damage to the existing features of the project area and will be the

most economical to build.

Minimum Radius and Curve Radii:

East Alignment: Minimum Radius = 600ft. Maximum Radius Used = 600ft.

West Alignment: Minimum Radius = 600ft. Maximum Radius Used = 600ft.

Curve / Line Reports:

All curve / line report data for both the East Alignment and West Alignment can be

found in Table 6 and Table 7 respectively in Appendix A. The East Alignment can also be seen

on Drawing 1; and the West Alignment on Drawing 2.

3

Alignment Characteristics:

The two alignments are very different and have different characteristics. The East

Alignment (Drawing 1) completely avoids the three existing features that have been mentioned.

The East Alignment has (4) stream crossings, (4) curves, and (5) line segments. The West

Alignment (Drawing 2) was able to avoid the historical areas and the forests, but had to cut

through part of an existing community. The West Alignment has (7) stream crossings, (7) curves,

(8) line segments, and crosses through (4) homes.

Vertical Alignment

Summary of Process:

Just like the horizontal alignment process, the vertical alignment process began by again

creating two distinct layers: an East Profile layer and a West Profile layer. After the layers were

created, the next step was to create the respective profiles; which was done by using the “profile”

tool on the “create design” tab in AutoCAD. After the profiles were generated, the next step was

to hand draw in vertical alignments, making sure that the starting point was at existing grade and

the ending point ended at existing grade. Finally, the vertical alignments were added to the

model and the alignment data was generated and edited to meet the requirements set forth by the

AASHTO Green Book.

Control Points:

For the vertical alignments, there were two major control points that needed to be

followed. The first control point was that there had to be at least 5ft. of vertical clearance when

crossing the streams. The second control point was that the max grade within 200ft. of an

intersection had to be less than or equal to 3%.

Design Criteria:

The AASHTO Green Book has a given set of requirements for vertical curves. The

design criterion used for the vertical alignments is shown below in Table 2.

K-Values Minimum Curve Lengths Grade

Sag Curve = 79

Crest Curve = 61 100 ft.

Maximum = 8%

Minimum = 0.5%

Table 2: Design Criterion for both the East and West Vertical Alignments

Alignment Editor Process:

When drawing in the vertical alignments, the concept behind it was to design the

alignments to minimize the amounts of cut in fill. In this process, one would consider designing a

cut section to use that material as fill. The overall idea behind this strategy is to develop a design

that will require either the least amount of haul away or the least amount of haul in. By following

this design approach, the cost associated with earthwork can be managed significantly. The

earthwork analysis of the East and West Alignments can be found in Appendix C, Tables 16 and

17 respectively.

4

Alignment Characteristics:

The East Vertical Alignment consists of (4) curves all of which have been adjusted to

have a length of 100ft. The maximum grade found on the East Vertical Alignment is 3.82%. The

West Vertical Alignment consists of (3) curves all of which have been adjusted to have a length

of 100ft. to meet the minimum requirement. The maximum grade found on the West Vertical

Alignment is 2.19%. The vertical data for the East and West alternatives can be found in

Appendix B, Tables 8 and 9 respectively.

Cross Section / Earth Work

Summary of Process:

Before the cross section and earth work calculations can be done, an assembly needed to

be created for both the East and West alignments. To create the assembly, the “assembly” tool in

the “create design” tab in AutoCAD was used. For this assembly, certain design criteria was

followed and can be seen below in Table 3. Once the respective assemblies were created, the

next step was to create a corresponding corridor. To do so, the “corridor” tool in the “create

design” tab in AutoCAD was used. The corridor is used to visually show the surface area for the

alignment and to show the footprint that will be left from that design. After the assemblies and

corridors were created, the cross sections were then able to be developed. For these two designs,

the cross sections were created on 200ft. intervals. These cross sections were then used to

determine the cut and fill needed for each individual alignment. The East and West Corridors can

be seen in Drawing 4 and Drawing 6 respectively. The determination of the cut and fill for the

East and West alignments can be found in Appendix C, Table 16 and Table 17 respectively.

Design Criteria:

Travel Way Width = 12 ft.

Minimum Crown = 2%

Shoulder Width = 8 ft.

Slope = 4%

Clear Zone

Width = 10 ft.

Slope = 4%

Slope of 2/1 for Drainage Ditch

Minimum Drainage Ditch Depth = 4 ft.

Table 3: Design Criterion for both East and West Cross Sections

Impacts of the Footprints:

For the East Alignment, the total impacted area was 1133.33 acres. Out of this total

impacted area, 0 acres of historical property, 0 acres of forest, 0 existing communities, and

1133.33 acres of undeveloped land were affected. In comparison, for the West Alignment, the

total impacted area was 282.854 acres. Out of this total impacted area, 0 acres of historical

property, 0 acres of forest, 0.254 acres of existing communities, and 282.6 acres of undeveloped

were affected. As can be seen from these values, both alignments were able to avoid the

historical properties and forests, but the West Alignment did have to run through a small portion

of an existing community. Also seen from the values, the West Alignment alternative is the

better option because of its lower acreage needed for the right-of-way acquisition. All of the

5

values presented here, along with additional data for the East and West alternatives can be found

in Appendix C, Table 18 and Table 19 respectively.

Comparison of Alignments

As was stated above, the alignments differ greatly and both have their pros and cons.

Table 4 below shows a comparison between the East and West Alignments. Also, a cost

comparison is provided between the two alignments in Table 5.

East Alignment West Alignment

Length (ft) 23,077.12 21,387.05

Excavation (ft3) 103,880,488.7 49,778,132

Haul Away (ft3) 11,470,144.3 0

Fill (ft3) 0 9,710,377.4

Acres of Forest Affected 0 0

Acres of Historical Land

Affected 0 0

Acres of Existing

Communities Affected 0 0.254

Acres of Undeveloped Land 1133.33 282.854

Safety (Nrs) 4.4538601 1.59697029

Table 4: Comparison of Attributes for the East and West Alignments

East Alignment West Alignment

Pavement Costs $3,057,718.40 $2,833,784.13

Total Earthwork $26,044,266.37 $14,242,881.41

Right-of-Way Acquisition $11,299,300.10 $2,893,772.00

Safety $5,189,585.23 $1,860,770.93

Total Cost $45,590,870.11 $21,832,158.46

Table 5: Comparison of Costs for the East and West Alignments

By inspection and review of the profiles, the East Alignment will probably have the most

problems when it comes to keeping its users safe. From the AASHTO Green Book, the

maximum grade that a segment can be is 8%, and the East Alignment has the greatest grade,

which is 3.82%. This max grade segment can cause heavier vehicles to travel much slower than

the posted speed limit causing risks for vehicles that can travel at the posted limit. Also, the East

Alignment has more vertical curves, creating more places where sight distance is reduced.

Because of the lack of sight distance, there is less opportunity to put passing zones in to keep

traffic moving smoothly. Looking at the other costs associated with deciding the final alternative,

the pavement costs are very similar so that will not factor into the decision much. The total

earthwork costs and the right of way acquisition costs favor the West Alignment as shown above

in Table 5. Based upon all factors, the West Alignment is $23,758,711.70 cheaper than the East

Alignment.

Conclusion

As a result of the in depth comparisons performed, the recommended design alternative is

the West Alignment. The West Alignment outdoes the East in just about every aspect, and is

shown in detail in Tables 4 and 5 shown above.

6

Appendix A: Horizontal Curve Reports

Table 6: Curve / Line Data for the East Alignment

No. Type Tangency ConstraintParameter

ConstraintLength

Transition

Length

Table

RadiusMinimum

RadiusMinimum Radius Table Design Speed Direction

Start

Station

End

Station

1 LineNot Constrained

(Fixed)Two points 7285.954' 45 mph S53° 29' 03.81"E 10+00.00' 82+85.95'

2 CurveConstrained on Both

Sides (Free)Radius 560.087' 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mph 82+85.95' 88+46.04'






(Fixed)Two points 1865.039' 45 mph S58° 48' 26.13"W 160+69.69' 179+34.73'








(Fixed)Two points 2793.665' 45 mph S05° 14' 22.39"W 212+83.71' 240+77.37'

7

Table 6 cont: Curve / Line Data for the East Alignment

Delta angleChord

lengthChord Direction Start Direction End Direction Mid-Ordinate

External

Tangent

External

Secant

PI Included

Angle

Greater

than 180PI Station

Degree of

Curvature by

Arc

053.4844 (d) 539.972' S26° 44' 31.91"E S53° 29' 03.81"E S00° 00' 00.00"E 64.176 302.322' 71.862' 126.5156 (d) FALSE 85+88.28' 009.5493 (d)

058.8073 (d) 589.151' S29° 24' 13.06"W S00° 00' 00.00"E S58° 48' 26.13"W 77.29 338.133' 88.719' 121.1927 (d) FALSE 157+92.00' 009.5493 (d)

071.4874 (d) 700.992' S23° 03' 48.89"W S58° 48' 26.13"W S12° 40' 48.35"E 113.017 431.838' 139.245' 108.5126 (d) FALSE 183+66.57' 009.5493 (d)

017.9196 (d) 186.890' S03° 43' 12.98"E S12° 40' 48.35"E S05° 14' 22.39"W 7.321 94.599' 7.412' 162.0804 (d) FALSE 211+90.65' 009.5493 (d)

8

Table 7: Curve / Line Date for the West Alignment

No. Type Tangency ConstraintParameter

ConstraintLength

Transition

Length

Table

RadiusMinimum

RadiusMinimum Radius Table Design Speed Direction

Start

Station

End

Station


(Fixed)Two points 2374.323' 45 mi/h S53° 31' 29.21"E 10+00.00' 33+74.32'


Sides (Free)Radius 640.095' 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 33+74.32' 40+14.42'


(Fixed)Two points 944.706' 45 mi/h S07° 35' 59.30"W 40+14.42' 49+59.12'

























9

Table 7 Cont: Curve / Line Data for the West Alignment

Delta angleChord

lengthChord Direction Start Direction End Direction

Mid-

Ordinate

External

Tangent

External

Secant

PI Included

Angle

Greater

than 180PI Station

Degree of

Curvature by

Arc

061.1246 (d) 610.170' S22° 57' 44.95"E S53° 31' 29.21"E S07° 35' 59.30"W 83.354 354.306' 96.802' 118.8754 (d) FALSE 37+28.63' 009.5493 (d)

037.9493 (d) 390.180' S26° 34' 28.08"W S07° 35' 59.30"W S45° 32' 56.87"W 32.603 206.300' 34.476' 142.0507 (d) FALSE 51+65.42' 009.5493 (d)

044.8957 (d) 458.211' S23° 06' 04.59"W S45° 32' 56.87"W S00° 39' 12.31"W 45.464 247.889' 49.191' 135.1043 (d) FALSE 113+04.80' 009.5493 (d)

042.0930 (d) 430.950' S20° 23' 35.01"E S00° 39' 12.31"W S41° 26' 22.34"E 40.026 230.877' 42.887' 137.9070 (d) FALSE 156+72.60' 009.5493 (d)

026.7264 (d) 277.348' S28° 04' 34.77"E S41° 26' 22.34"E S14° 42' 47.21"E 16.245 142.533' 16.697' 153.2736 (d) FALSE 181+22.35' 009.5493 (d)

016.5319 (d) 172.522' S22° 58' 44.62"E S14° 42' 47.21"E S31° 14' 42.02"E 6.233 87.166' 6.299' 163.4681 (d) FALSE 202+80.25' 009.5493 (d)

030.2329 (d) 312.938' S16° 07' 42.76"E S31° 14' 42.02"E S01° 00' 43.50"E 20.761 162.077' 21.505' 149.7671 (d) FALSE 211+22.42' 009.5493 (d)

10

Appendix B: Vertical Curve Reports

Vertical Alignment: EAST-Profile

Description:

Station Range: Start: 10+00.00, End: 240+77.12

Vertical Curve Information:(sag curve)

PVC Station: 44+80.45 Elevation: 1,562.173'

PVI Station: 45+30.45 Elevation: 1,561.749'

PVT Station: 45+80.45 Elevation: 1,563.658'

Low Point: 44+98.62 Elevation: 1,562.096'

Grade in: -0.85% Grade out: 3.82%

Change: 4.67% K: 21.425'

Curve Length: 100.000' Curve Radius 2,142.492'

Headlight Distance: 148.316'

Vertical Curve Information:(crest curve)




High Point: 96+88.87 Elevation: 1,757.567'

Grade in: 3.82% Grade out: -2.17%

Change: 5.99% K: 16.686'


Passing Distance: 308.021' Stopping Distance: 160.889'







Change: 5.96% K: 16.778'



11






Grade in: 3.79% Grade out: -1.79%

Change: 5.57% K: 17.942'


Passing Distance: 327.452' Stopping Distance: 169.240'

Table 8: Vertical Curve Data for the East Alignment

12

Vertical Alignment: WEST-profile

Description:

Station Range: Start: 10+00.00, End: 223+87.05







Change: 2.21% K: 35.779'








Grade in: 1.69% Grade out: 0.63%

Change: 1.06% K: 57.491'


Passing Distance: 1,487.896' Stopping Distance: 656.840'






Grade in: 0.63% Grade out: 2.19%

Change: 1.55% K: 50.812'


Headlight Distance:

Table 9: Vertical Curve Data for the West Alignment

13

Appendix C: Cost Estimation / Earthwork

Segment Tangent/Curve ADT L(miles) Days/Year Conversion Exp(-0.4865) Nbr

1 Tangent 1500 1.37991553 365 0.000001 0.614774343 0.464464324

2 Curve 1500 0.106077083 365 0.000001 0.614774343 0.035704374

3 Tangent 1500 1.251481629 365 0.000001 0.614774343 0.421234891

4 Curve 1500 0.116634091 365 0.000001 0.614774343 0.039257747

5 Tangent 1500 0.353227083 3665 0.000001 0.614774343 1.193809328

6 Curve 1500 0.141782955 365 0.000001 0.614774343 0.047722576

7 Tangent 1500 0.456952462 365 0.000001 0.614774343 0.153805151

8 Curve 1500 0.03554053 365 0.000001 0.614774343 0.01196255

9 Tangent 1500 0.52910322 365 0.00001 0.614774343 1.780902987

AMF_ Horizontal AMF Vertical

Radius(ft) 1.55*L 80.2/R (1.55L+80.2/R)/1.55*L Avg Grade in % AMFV Nrs

1 2.381 1.038096 0.482158556

600 0.164419479 0.133667 1.812961258 1.79 1.02864 0.066584533

1 2.959 1.047344 0.441177836

600 0.180782841 0.133667 1.739376956 1.79 1.02864 0.070239674

1 4.391 1.070256 1.277681596

600 0.21976358 0.133667 1.608229384 1.79 1.02864 0.078946936

1 2.347 1.037552 0.159580842

600 0.055087822 0.133667 3.426428599 1.79 1.02864 0.042162743

1 1.91 1.03056 1.835327382

Total 4.453860099

Table 10: Safety Function for the East Alignment

14

Segment Tangent/Curve ADT L(miles) Days/Year Conversion Exp(-0.4865) Nbr

1 Tangent 1500 0.449682386 365 0.000001 0.614774343 0.151358124

2 Curve 1500 0.121230114 365 0.000001 0.614774343 0.040804717

3 Tangent 1500 0.178921591 365 0.000001 0.614774343 0.060223031

4 Curve 1500 0.075265909 365 0.000001 0.614774343 0.025333674

5 Tangent 1500 1.079617614 365 0.000001 0.614774343 0.363387362

6 Curve 1500 0.089042992 365 0.000001 0.614774343 0.029970888

7 Tangent 1500 0.741413826 365 0.000001 0.614774343 0.249551703

8 Curve 1500 0.083484091 365 0.000001 0.614774343 0.028099823

9 Tangent 1500 0.397216288 365 0.000001 0.614774343 0.133698614

10 Curve 1500 0.053007197 365 0.000001 0.614774343 0.017841637

11 Tangent 1500 0.36617178 365 0.000001 0.614774343 0.123249376

12 Curve 1500 0.032788258 365 0.000001 0.614774343 0.011036165

13 Tangent 1500 0.112525189 365 0.000001 0.614774343 0.037874736

14 Curve 1500 0.059961742 365 0.000001 0.614774343 0.02018246

15 Tangent 1500 0.210296591 365 0.000001 0.614774343 0.070783509

Table 11: Safety Function for the West Alignment

15

AMF_ Horizontal AMF Vertical

Radius(ft) 1.55*L 80.2/R (1.55L+80.2/R)/1.55*L Avg Grade in % AMFV Nrs

1 0.52 1.00832 0.152617423

600 0.187906676 0.133667 1.711346022 0.52 1.00832 0.070411984

1 0.872 1.013952 0.061063263

600 0.116662159 0.133667 2.145758554 0.52 1.00832 0.054812221

1 1.48 1.02368 0.371992375

600 0.138016638 0.133667 1.968482267 1.195 1.01912 0.060125186

1 0.773 1.012368 0.252638159

600 0.129400341 0.133667 2.032969973 0.63 1.01008 0.057701927

1 0.763 1.012208 0.135330807

600 0.082161155 0.133667 2.626883972 0.63 1.01008 0.047340339

1 1.891 1.030256 0.126978409

600 0.050821799 0.133667 3.630104968 2.19 1.03504 0.041466226

1 2.828 1.045248 0.039588492

600 0.092940701 0.133667 2.438193015 2.19 1.03504 0.050933007

1 2.814 1.045024 0.073970466

Total NRS

1.596970285

Table 11 cont: Safety Function for the West Alignment

16

Severity Breakdown

Crashes Cost Cost/Year

K 0.013 0.057900181 $2,938,000 $170,110.73

A 0.054 0.240508445 $203,400 $48,919.42

B 0.109 0.485470751 $40,680 $19,748.95

C 0.145 0.645809714 $21,470 $13,865.53

O 0.679 3.024171007 $2,260 $6,834.63

Total cost /Year

$259,479.26

Total cost for 20 years =total cost/year *20 $5,189,585.23

Table 12: Safety Cost for the East Alignment

Severity Breakdown

Crashes Cost Cost/Year

K 0.013 0.020760614 $2,938,000 $60,994.68

A 0.054 0.086236395 $203,400 $17,540.48

B 0.109 0.174069761 $40,680 $7,081.16

C 0.145 0.231560691 $21,470 $4,971.61

O 0.679 1.084342823 $2,260 $2,450.61

Total cost /Year $93,038.55

Total cost for 20 years =total cost/year *20 $1,860,770.93

Table 13: Safety Cost for the West Alignment

Pavement

Pavement Length(ft) Cost Total Cost

23077.12 $132.50 $3,057,718.40

Table 14: Pavement Cost for the East Alignment

Pavement

Pavement Length(ft) Cost Total Cost

21387.05 $132.50 $2,833,784.13

Table 15: Pavement Cost for the West Alignment

17

Earthwork

Work Volume Unit Cost Total Cost

Excavation 3,847,426 $6.30 $24,238,780.70

Haul away cost 424,820 $4.25 $1,805,485.68

Excess Borrow(fill) 0 $7.31 $0.00

Total Earthwork Cost $26,044,266.37

Table 16: Earthwork Costs Associated with the East Alignment

Earthwork

Work Volume Unit Cost Total Cost

Excavation 1,843,635 $6.30 $11,614,897.47

Haul away cost 0 $4.25 $0.00

Excess Borrow(fill) 359642.13 $7.31 $2,628,983.94

Total Earthwork Cost $14,243,881.41

Table 17: Earthwork Costs Associated with the West Alignment

Right of Way Acquistion

Right of Way Type Unit Cost Acres Total Cost

Undeveloped $9,970 1133.33 $11,299,300.10

Historic $1,250,000 0 $0.00

State Forest $162,140 0 $0.00

Existing Communities $300,000 0 $0.00

Total Cost for Right of Way Acquisition $11,299,300.10

Table 18: Right of Way Acquisition Cost for the East Alignment

Right of Way Acquistion

Right of Way Type Unit Cost Acres Total Cost

Undeveloped $9,970 282.6 $2,817,522.00

Historic $1,250,000 0 $0.00

State Forest $162,140 0 $0.00

Existing Communities $300,000 0.254 $76,200.00

Total Cost for Right of Way Acquisition $2,893,722.00

Table 19: Right of Way Acquisition for the West Alignment

18

List of Drawings

East Alternative Horizontal Alignment ……………………………………………………….Sheet 1 of 7

West Alternative Horizontal Alignment……………………………………………………….Sheet 2 of 7

Typical Cross Section…………………………………………………………………….……Sheet 3 of 7

East Alternative Plan / Profile…………………………………………………………………Sheet 4 of 7

East Alternative Cross Sections………………………………………………………….…….Sheet 5 of 7

West Alternative Plan / Profile………………………………………………………………...Sheet 6 of 7

West Alternative Cross Sections………………………………………………………………Sheet 7 of 7

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EX

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12' TRA

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10' CLE

AR ZO

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4' MIN

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TOP

VP

: Scale: 1" = 2000'



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PLA

N / P

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FILEC

GL5063

BO

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H-S

cale: 1" = 1800' ; V-S

cale: 1" = 180'



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GL5063



highway design report

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