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 / Earthwork13-17

Drawings18

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 Forests in the area, as well as avoiding the known historical properties that are also present. Along with the State Forests 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 projects 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 1

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 Shoulder Clear Zone Beyond Shoulder Maximum Grade Minimum Grade Maximum Tangent Length Maximum Grade within 200 of an Intersection Collector Intersections with Existing Roads 12 ft. 10 ft. 10 ft. 8% 0.5% 200 ft. 3% 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: West Alignment: 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. Minimum Radius = 600ft. Minimum Radius = 600ft. Maximum Radius Used = 600ft. Maximum Radius Used = 600ft.

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 Sag Curve = 79 Crest Curve = 61 Minimum Curve Lengths 100 ft. Grade 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.

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: Width = 12 ft. Minimum Crown = 2% Width = 8 ft. Shoulder Slope = 4% Width = 10 ft. Slope = 4% Clear Zone Slope of 2/1 for Drainage Ditch Minimum Drainage Ditch Depth = 4 ft. Table 3: Design Criterion for both East and West Cross Sections Travel Way 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 4

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 3 Excavation (ft ) 103,880,488.7 49,778,132 Haul Away (ft3) 11,470,144.3 0 3 Fill (ft ) 0 9,710,377.4 Acres of Forest Affected 0 0 Acres of Historical Land 0 0 Affected Acres of Existing 0 0.254 Communities Affected 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 $45,590,870.11 $21,832,158.46 Total Cost 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. 5

Appendix A: Horizontal Curve Reports

No. 1 2 3 4 5 6 7 8 9 Type Line Curve Line Curve Line Curve Line Curve Line Tangency Constraint Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Parameter Constraint Two points Radius Two points Radius Two points Radius Two points Radius Two points Length 7285.954' 560.087' 6607.823' 615.828' 1865.039' 748.614' 2412.709' 187.654' 2793.665' 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% Transition Length Table Radius Minimum Minimum Radius Table Design Speed Radius 45 mph 45 mph 45 mph 45 mph 45 mph 45 mph 45 mph 45 mph 45 mph Direction Start Station End Station

S53 29' 03.81"E 10+00.00' 82+85.95' 82+85.95' 88+46.04' S00 00' 00.00"E 88+46.04' 154+53.86' 154+53.86' 160+69.69' S58 48' 26.13"W 160+69.69' 179+34.73' 179+34.73' 186+83.35' S12 40' 48.35"E 186+83.35' 210+96.06' 210+96.06' 212+83.71' S05 14' 22.39"W 212+83.71' 240+77.37'

Table 6: Curve / Line Data for the East Alignment

Delta angle

Chord length

Chord Direction

Start Direction

End Direction

Mid-Ordinate

External External Tangent Secant

PI Included Angle

Greater PI Station than 180

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)

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

No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Type Tangency Constraint Line Curve Line Curve Line Curve Line Curve Line Curve Line Curve Line Curve Line Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed) Constrained on Both Sides (Free) Not Constrained (Fixed)

Parameter Constraint Two points Radius Two points Radius Two points Radius Two points Radius Two points Radius Two points Radius Two points Radius Two points

Length 2374.323' 640.095' 944.706' 397.404' 5700.381' 470.147' 3914.665' 440.796' 2097.302' 279.878' 1933.387' 173.122' 594.133' 316.598' 1110.366'

Transition Minimum Length Radius Minimum Radius Table Design Speed Radius Table 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h 2 Lane 600.000' 600.000' AASHTO 2001 eMax 8% 45 mi/h 45 mi/h

Direction

Start Station

End Station

S53 31' 29.21"E 10+00.00' 33+74.32' 33+74.32' 40+14.42' S07 35' 59.30"W 40+14.42' 49+59.12' 49+59.12' 53+56.53' S45 32' 56.87"W 53+56.53' 110+56.91' 110+56.91' 115+27.06' S00 39' 12.31"W 115+27.06' 154+41.72' 154+41.72' 158+82.52' S41 26' 22.34"E 158+82.52' 179+79.82' 179+79.82' 182+59.70' S14 42' 47.21"E 182+59.70' 201+93.08' 201+93.08' 203+66.21' S31 14' 42.02"E 203+66.21' 209+60.34' 209+60.34' 212+76.94' S01 00' 43.50"E 212+76.94' 223+87.30'

Table 7: Curve / Line Date for the West Alignment 8

Delta angle

Chord length

Chord Direction

Start Direction

End Direction

MidExternal External Ordinate Tangent Secant

PI Included Angle

Greater PI Station than 180

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)

Table 7 Cont: Curve / Line Data for the West Alignment 9

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: PVI Station: PVT Station: Low Point: Grade in: Change: 44+80.45 45+30.45 45+80.45 44+98.62 -0.85% 4.67% Elevation: Elevation: Elevation: Elevation: Grade out: K: 1,562.173' 1,561.749' 1,563.658' 1,562.096' 3.82% 21.425'

Curve Length: 100.000' Headlight Distance: 148.316'

Curve Radius 2,142.492'

Vertical Curve Information:(crest curve) PVC Station: PVI Station: PVT Station: High Point: Grade in: Change: Curve Length: 96+25.13 96+75.13 97+25.13 96+88.87 3.82% 5.99% 100.000' Elevation: Elevation: Elevation: Elevation: Grade out: K: Curve Radius Stopping Distance: 1,756.349' 1,758.259' 1,757.172' 1,757.567' -2.17% 16.686' 1,668.570' 160.889'

Passing Distance: 308.021'

Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in: Change: Curve Length: Headlight Distance: 143+52.79 144+02.79 144+52.79 143+89.26 -2.17% 5.96% 100.000' 118.163' Elevation: Elevation: Elevation: Elevation: Grade out: K: 1,656.592' 1,655.505' 1,657.398' 1,656.195' 3.79% 16.778'

Curve Radius 1,677.849'

10

Vertical Curve Information:(crest curve) PVC Station: PVI Station: PVT Station: High Point: Grade in: Change: Curve Length: Passing Distance: 172+68.79 173+18.79 173+68.79 173+36.73 3.79% 5.57% 100.000' 327.452' Elevation: Elevation: Elevation: Elevation: Grade out: K: Curve Radius Stopping Distance: 1,764.027' 1,765.920' 1,765.027' 1,765.313' -1.79% 17.942' 1,794.225' 169.240'

Table 8: Vertical Curve Data for the East Alignment

11

Vertical Alignment: WEST-profile Description: Station Range: Start: 10+00.00, End: 223+87.05 Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in: Change: 65+17.15 65+56.65 65+96.15 65+35.59 -0.52% 2.21% Elevation: Elevation: Elevation: Elevation: Grade out: K: 1,563.232' 1,563.028' 1,563.696' 1,563.184' 1.69% 35.779'

Curve Length: 100.000' Headlight Distance: 621.033'

Curve Radius 3,577.921'

Vertical Curve Information:(crest curve) PVC Station: PVI Station: PVT Station: High Point: Grade in: Change: Curve Length: 112+76.83 113+07.33 113+37.83 113+37.83 1.69% 1.06% 100.000' Elevation: Elevation: Elevation: Elevation: Grade out: K: Curve Radius Stopping Distance: 1,642.911' 1,643.427' 1,643.620' 1,643.620' 0.63% 57.491' 5,749.050' 656.840'

Passing Distance: 1,487.896'

Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in: Change: Curve Length: Headlight Distance: 187+03.53 187+43.03 187+82.53 187+03.53 0.63% 1.55% 100.000' Elevation: Elevation: Elevation: Elevation: Grade out: K: 1,690.121' 1,690.371' 1,691.234' 1,690.121' 2.19% 50.812'

Curve Radius 5,081.202'

Table 9: Vertical Curve Data for the West Alignment

12

Appendix C: Cost Estimation / Earthwork

Segment 1 2 3 4 5 6 7 8 9 Tangent/Curve Tangent Curve Tangent Curve Tangent Curve Tangent Curve Tangent ADT 1500 1500 1500 1500 1500 1500 1500 1500 1500 L(miles) 1.37991553 0.106077083 1.251481629 0.116634091 0.353227083 0.141782955 0.456952462 0.03554053 0.52910322 Days/Year 365 365 365 365 3665 365 365 365 365 Conversion 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.00001 Exp(-0.4865) 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 Nbr 0.464464324 0.035704374 0.421234891 0.039257747 1.193809328 0.047722576 0.153805151 0.01196255 1.780902987

AMF_ Horizontal Radius(ft) 600 600 600 600 1.55*L 0.164419479 0.180782841 0.21976358 0.055087822 80.2/R 0.133667 0.133667 0.133667 0.133667 (1.55L+80.2/R)/1.55*L 1 1.812961258 1 1.739376956 1 1.608229384 1 3.426428599 1 2.381 1.79 2.959 1.79 4.391 1.79 2.347 1.79 1.91

AMF Vertical Avg Grade in % AMFV 1.038096 1.02864 1.047344 1.02864 1.070256 1.02864 1.037552 1.02864 1.03056 Total Nrs 0.482158556 0.066584533 0.441177836 0.070239674 1.277681596 0.078946936 0.159580842 0.042162743 1.835327382 4.453860099

Table 10: Safety Function for the East Alignment

13

Segment 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Tangent/Curve Tangent Curve Tangent Curve Tangent Curve Tangent Curve Tangent Curve Tangent Curve Tangent Curve Tangent

ADT 1500 1500 1500 1500 1500 1500 1500 1500 1500 1500 1500 1500 1500 1500 1500

L(miles) 0.449682386 0.121230114 0.178921591 0.075265909 1.079617614 0.089042992 0.741413826 0.083484091 0.397216288 0.053007197 0.36617178 0.032788258 0.112525189 0.059961742 0.210296591

Days/Year 365 365 365 365 365 365 365 365 365 365 365 365 365 365 365

Conversion 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001 0.000001

Exp(-0.4865) 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343 0.614774343

Nbr 0.151358124 0.040804717 0.060223031 0.025333674 0.363387362 0.029970888 0.249551703 0.028099823 0.133698614 0.017841637 0.123249376 0.011036165 0.02018246

0.614774343 0.037874736 0.614774343 0.070783509

Table 11: Safety Function for the West Alignment

14

AMF_ Horizontal Radius(ft) 600 600 600 600 600 600 600 1.55*L 0.187906676 0.116662159 0.138016638 0.129400341 0.082161155 0.050821799 0.092940701 80.2/R 0.133667 0.133667 0.133667 0.133667 0.133667 0.133667 0.133667 (1.55L+80.2/R)/1.55*L 1 1.711346022 1 2.145758554 1 1.968482267 1 2.032969973 1 2.626883972 1 3.630104968 1 2.438193015 1 Total NRS 1.596970285 0.52 0.52 0.872 0.52 1.48 1.195 0.773 0.63 0.763 0.63 1.891 2.19 2.828 2.19 2.814

AMF Vertical Avg Grade in % AMFV 1.00832 1.00832 1.013952 1.00832 1.02368 1.01912 1.012368 1.01008 1.012208 1.01008 1.030256 1.03504 1.045248 1.03504 1.045024 Nrs 0.152617423 0.070411984 0.061063263 0.054812221 0.371992375 0.060125186 0.252638159 0.057701927 0.135330807 0.047340339 0.126978409 0.041466226 0.039588492 0.050933007 0.073970466

Table 11 cont: Safety Function for the West Alignment

15

K A B C O Total cost /Year Total cost for 20 years

0.013 0.054 0.109 0.145 0.679

Severity Breakdown Crashes 0.057900181 0.240508445 0.485470751 0.645809714 3.024171007 =total cost/year *20

Cost $2,938,000 $203,400 $40,680 $21,470 $2,260

Cost/Year $170,110.73 $48,919.42 $19,748.95 $13,865.53 $6,834.63 $259,479.26 $5,189,585.23

Table 12: Safety Cost for the East Alignment

K A B C O Total cost /Year Total cost for 20 years

0.013 0.054 0.109 0.145 0.679

Severity Breakdown Crashes 0.020760614 0.086236395 0.174069761 0.231560691 1.084342823 =total cost/year *20

Cost $2,938,000 $203,400 $40,680 $21,470 $2,260

Cost/Year $60,994.68 $17,540.48 $7,081.16 $4,971.61 $2,450.61 $93,038.55 $1,860,770.93

Table 13: Safety Cost for the West Alignment

Pavement Pavement Length(ft) 23077.12 Cost $132.50 Total Cost $3,057,718.40

Table 14: Pavement Cost for the East Alignment

Pavement Length(ft) 21387.05

Pavement Cost $132.50

Total Cost $2,833,784.13

Table 15: Pavement Cost for the West Alignment 16

Work Excavation Haul away cost Excess Borrow(fill) Total Earthwork Cost

Earthwork Volume 3,847,426 424,820 0

Unit Cost $6.30 $4.25 $7.31

Total Cost $24,238,780.70 $1,805,485.68 $0.00 $26,044,266.37

Table 16: Earthwork Costs Associated with the East Alignment

Earthwork Work Excavation Haul away cost Excess Borrow(fill) Total Earthwork Cost Volume 1,843,635 0 359642.13 Unit Cost $6.30 $4.25 $7.31 Total Cost $11,614,897.47 $0.00 $2,628,983.94 $14,243,881.41

Table 17: Earthwork Costs Associated with the West Alignment

Right of Way Type Undeveloped Historic State Forest Existing Communities Total Cost for Right of Way Acquisition

Right of Way Acquistion Unit Cost $9,970 $1,250,000 $162,140 $300,000

Acres 1133.33 0 0 0

Total Cost $11,299,300.10 $0.00 $0.00 $0.00 $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 Undeveloped $9,970 Historic $1,250,000 State Forest $162,140 Existing Communities $300,000 Total Cost for Right of Way Acquisition

Acres 282.6 0 0 0.254

Total Cost $2,817,522.00 $0.00 $0.00 $76,200.00 $2,893,722.00

Table 19: Right of Way Acquisition for the West Alignment 17

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 / ProfileSheet 4 of 7 East Alternative Cross Sections..Sheet 5 of 7 West Alternative Plan / Profile...Sheet 6 of 7 West Alternative Cross SectionsSheet 7 of 7

18

PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

Scale: 1" = 2000' DESCRIPTION:

EAST ALTERNATIVE HORIZONTAL ALIGNMENT

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 1 of 7

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PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

Scale: 1" = 1500' DESCRIPTION:

WEST ALTERNATIVE HORIZONTAL ALIGNMENT

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 2 of 7

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TYPICAL CROSS SECTION

12' TRAVEL LANE 8' SHOULDER 10' CLEAR ZONE

EXISING GRADE

4' MIN

2'

PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

Scale: NOT TO SCALE DESCRIPTION:

TYPICAL CROSS SECTION

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 3 of 7

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2:1

2:1

PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

TOP VP: Scale: 1" = 2000' BOT VP: H-Scale: 1" = 1500' ; V-Scale: 1" = 150' DESCRIPTION:
EAST ALTERNATIVE PLAN/PROFILE

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 4 OF 7

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PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

Scale: NOT TO SCALE DESCRIPTION:

EAST ALTERNATIVE CROSS SECTIONS

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 5 of 7

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PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

TOP VP Scale: 1" = 1500' BOT VP H-Scale: 1" = 1800' ; V-Scale: 1" = 180' DESCRIPTION:
WEST ALTERNATIVE PLAN / PROFILE

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 6 OF 7

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PROJECT:

CE 321 RURAL COLLECTOR DESIGN

DRAWN BY: CGL

CHECKED BY:

CHRIS LAZRATION
CGL5063 SECTION: 321.2

Scale: NOT TO SCALE DESCRIPTION:

WEST ALTERNATIVE CROSS SECTIONS

DATE: NOVEMBER 22, 2013

JOB NUMBER

SHEET: 7 of 7

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