The Pennsylvania State University

Department of Civil Engineering CE 321: Highway Engineering Dr. Paul Jovanis Scott Himes E.I.T. Section 2 Preliminary Rural Collector Design

George Saad

April 13, 2012

Table of Contents Introduction ----------------------------------------------------------------------------------------- 1

Digital Terrain Modeling -------------------------------------------------------------------------- 1

Horizontal Alignment ------------------------------------------------------------------------------ 2

Vertical Alignment --------------------------------------------------------------------------------- 3

Cross Section and Earthwork -------------------------------------------------------------------- 3

Comparison of Alignments ----------------------------------------------------------------------- 4

Conclusion-------------------------------------------------------------------------------------------- 5

Appendix A ------------------------------------------------------------------------------------------- 6

Appendix B ------------------------------------------------------------------------------------------- 13

Appendix C ------------------------------------------------------------------------------------------- 19

List of Drawings ------------------------------------------------------------------------------------- 24

Introduction The goal of this project is to design two alternate route designs for a rural collector from PA SR 999 near Tobymines to a newly constructed freeway exit. There needs to be an east and west alternative that will end up intersecting the freeway exit at the same location. The routes are to follow the guidelines of the Green Book by minimizing and avoiding impacts with state forests, existing communities, and agricultural land. Such things are to be taken into consideration when designing the routes to try and minimize the cost of the two alternatives. The following report will include a layout of the two alternatives along with all the factors that affect the total cost of each alternative. This will aid in choosing which alternative is best to use for the final design and continuing on to the construction stage. This report will be broken down into Digital terrain modeling, horizontal alignment, vertical alignment, cross section and earthwork, and the comparison of the alignments.

Digital Terrain Modeling The digital terrain model contains contour lines and elevations of the earth. It also shows the agriculture, state forests, and the buildings which are trying to be avoided when designing the alternates to minimize their cost. The digital terrain modeling process has certain design specifications for both the east and west alternatives. The design criteria for the alternatives that needed to be taken into consideration before selecting route patterns are as follows: Design speed: 45 mph Maximum super elevation (e max): 8% Travel way width: 12 Shoulder width: 8 Clear zone width (beyond shoulder): 10 Maximum grade: 8% Minimum grade: 0.5%

Refer to sheet three of seven in the drawings section to see the typical cross section showing the travel width, shoulder width, and clear zone. The calculations for the K values for the crest and sag curves were calculated using the equation K=L/A. K is the horizontal distance required to effect a 1% change in slope and L is the length. For example the calculation to get the K value for the first sag curve in the east alternative is 400/ (8.03-3) = 79.5. The absolute value of the algebraic difference in grades is the A value which is the 8.03% -3%. The calculation for the K value for the first crest curve in the east alternative was found by 800/ (8.03+4.61)

= 63.29. Refer to sheet four of seven in the drawings section to view the values of the east alternative. Similarly the K values for the west alternative and can be found in sheet six of seven in the drawings section. The minimum radius for safe vehicle operation is R = 600ft and can be calculated by using the equation e + fs = V2 / 15*R. The known values are e = 0.08, V=45mph, fs=0.145 which is found from Table 3.5 in the Highway Engineering and Traffic Analysis book. Therefore R = [(0.08 + 0.145)*(452)]/15 = 600 ft. The minimum R values were exceeded which increases the K value and the vertical curve lengths were rounded up to the nearest 50 to ensure safety of the road.

Horizontal Alignment The horizontal alignment is the horizontal curve which focuses on the design of the directional transition of the roadway in a horizontal plane. When designing the horizontal alignment for the east and west alternatives it is important to avoid major changes in the elevation of the land and avoiding short turns so that cars can safely make the turns on the road. The topographic and environmental features also need to be taken into consideration along with the fact that the alignments are being designed on rolling terrain. The purpose is to make the best design possible by making the alternatives conform to the natural contours while following the specified design criteria for safety. The design criteria used for both the east and west alternatives are the same as those bulleted in the digital terrain design section. The average daily traffic for the western alternative is 2,500 vehicles per day and is 1,500 vehicles per day for the eastern alternative. Some improved safety operations and other requirements are: Maximum grade within 200 of an intersection: 3% Every attempt should be made to have as near a 90-degree intersection angel with SR999 and the final tangent bearing should match the bearing of the existing interstate cross street. Minimum tangent length of 200 Minimum curve length of 100 Each alternative should have a minimum of five and maximum of ten horizontal curves The curve radii used for both the east and west alternative horizontal alignments either meet or exceed the minimum radius requirements of 600 which can be found in Appendix A under circular curve data. The minimum tangent length of 200 and minimum curve length of 100 are also met in both the east and west horizontal alignments. This information can also be found by referencing Appendix A. The number of curves on the east alignment is nine and can be seen by referencing the table with curve numbers on sheet one of seven. The number of curves on the west alignment is six and is labeled as

curves ten through fifteen. This information for the west horizontal alignment can be found on sheet two of seven. By meeting all of the requirements it ensures that the horizontal alignments will be safe.

Vertical Alignment The vertical alignment specifies the elevation of points along the roadway. These points are also known as control points which are made to ensure the grade of the road fits the specifications of the vertical alignment which are: Minimum vertical curve length: 100 Maximum grade: 8% Minimum grade: 0.5% Maximum grade within 500 of and intersection: 3% Clearance above streams: 5ft When designing these alignments the grades of the line need to be taken into consideration when selecting the control points. These points create a vertical curve above and below the existing ground line. When designing the curve it is important to try and make the amount of cut equal to the amount of fill for cost purposes. The start point and end point of the finished ground line should be the same of the existing ground line although this is not the case for my east alternative because the grade had to meet the minimum 0.5% grade. Sheet four of seven shows the grades of the east alternative along with the six curves that it has while sheet six of seven shows the grades and four curves on the west alternative. When designing the vertical alignment the K value for crest curves had to be set to 61 and the K value for sag curves had to be set to 79 to meet the AASHTO Greenbook standards. The east and west alignments meet the minimum and maximum grade requirements along with the five foot clearance above the streams. To meet criteria, curve lengths had to be rounded up so they were in multiples of 50. Grade values, along with sag and crest length information can be found in Appendix B for both the east and west vertical alignment.

Cross Section and Earth Work Since the east and west vertical alignments are known the cross sections need to be created to see how the alternatives level out to the existing ground line. This is done by adding the traveled way, shoulder, and clear zone which need to follow the following criteria:
Traveled Way

Width: 12 Lanes Normal crown at 2%

Shoulder Width: 8 Slope: 4%

Clear Zone Width (beyond shoulder): 10 Slope: 4%

After applying these requirements to the two alternatives, the footprint is created which can show any impacts that the road encountered. Neither the east nor the west footprint impacted any forest or agriculture but the west footprint impacted four buildings. Finally the cross sections for both alternatives are created and recorded over every 100. The cross sections measure the area of cut and fill for each alternative to calculate the amount of earthwork that needs to be done. The max cut and max fill cross sections for the east alignment can be found on sheet five of seven. There was not a cross section with both cut and fill for this alternative which is why there are only two cross sections recorded on the drawing. The cross sections displaying the max cut, max fill, and cross sections with both cut and fill for the west alignment can be reference on sheet seven of seven. Since the ratio of cumulative volumes for fill to cut for the east alternative is roughly 1:1, the amount of earthwork is acceptable for this alternative. The ratio of cumulative volumes for fill to cut for the west alternative is 1.25:1, making the earthwork more expensive but still acceptable. These ratios indicate that the earthwork is reasonably balanced for both the east and west alternatives but the overall cubic volume for them could be reduced. The values for the earthwork can be found in Table 1 and Table 2 of Appendix C.

Comparison of Alignments Many factors come into play when choosing which alternative is the best design. Some of these factors include the length, earthwork volumes, foot print area, environmental impacts, and buildings displaced. The length of the east alternative was 23,725.87 ft and the west alignment was 19,004.03 ft, yielding a difference of 4,721.84 ft. These lengths can be found in Appendix C on Table 3 for the east length and Table 4 for the west length. Another factor that can affect the contractors choice is the earthwork volumes of the alignments. The east alternative consisted of 2,056,385.28 cubic yards of cut and 2,150,486.94 cubic yards of fill (Reference Table 1 in Appendix C). This difference causes an excess borrow of fill of 94,101.66 which adds to the cost of the east alternative (Reference Table 3 Appendix C).

The west alternative consisted of 2,535,139.50 cubic yards of cut and 3,186,547.08 cubic yards of fill (Reference Table 2 in Appendix C). Like the east alignment, the west alignment also has an excess borrow of fill which was 833,407.58 cubic yards of fill (Reference Table 4 in Appendix C). Another factor that compares the two alignments is the footprint area. This area show the finished grade of the road where and impacts with forests and agriculture can be shown. Neither the east nor the west alternative impacted with forests of agriculture. Therefore, the total impact of the area was equal to the undeveloped area which was 129.413 acres for the east alternative and 118.205 acres for the west (Reference Table 5 in Appendix C). There were no buildings impacted by the east alternative and four buildings were impacted by the west alternative which can be shown in Table 3 and Table 4 in Appendix C. Undeveloped, state forest, agriculture, and buildings were types of right away that factored into the cost of acquisition. Overall the total cost for the east alternative was cheaper at $33,437,757.92 while the west alternative total cost was $47,481,345.26. The sections that the total cost is broken down into are earthwork, pavement, and acquisition and can be found in Table 6 in Appendix C. The west alternative was shorter than the east and also had smaller changes in grade of elevation which yield less of a delay. The east alternative also uses near eight percent grades for a much longer length than the west yielding a longer delay. When rivers were crossed they were done so as close to 90 degrees as possible. Although the west alignment is shorter in length and uses smaller grades it has a greater excavation and impacts four buildings which boost the cost up tremendously. With a very well balanced cut to fill ratio and no impacts, the lower cost for the east alignment is validated.

Conclusion From the data analysis the east alternative was the most cost efficient alternative and is the best for the job (Refer to Table 6 in Appendix C). Both alternatives follow the grade requirements in the vertical alignments. Realistically the west alignment has an average lower grade percentage and but the due to the large uneven balance of cut and fill it makes the cost of the alternative about $14,000,000 greater than the east. To be more cost efficient, the vertical alignment for both alternatives could follow the existing ground terrains closer. The impacts were minimal for each alternative besides the four buildings that west alternative came in contact with. The horizontal alignment was chosen well but the vertical alignment could be improved to minimize the cost of the earthwork because this is ultimately the major contributing factor to the total cost of construction.

Appendix A
(Horizontal Curve Reports)

Land Tech Engineering

412 Wagner Street Suite #231 Wexford, PA 15090
Alignment Curve Report Project Name: Alternative Routes Report Date: 4/13/2012 Client: Scott Himes Project Description: Prepared by: George Saad

Alignment: EAST-Alignment Description:

Tangent Data Length: 674.557 Course: N 24 26' 46.6229" E

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 08 07' 49.7458" 704.703 100.000 1.773 99.916 Tangent Data Length: 1638.391 Course: N 32 34' 36.3687" E Type: DOC: Tangent: External: Course: RIGHT 08 07' 49.7460" 50.084 1.778 N 28 30' 41.4958" E

Circular Curve Data Delta: 43 17' 19.0446" Type: LEFT

Radius: Length: Mid-Ord: Chord:

600.000 453.317 42.305 442.612 Tangent Data

DOC: Tangent: External: Course:

09 32' 57.4680" 238.094 45.514 N 10 55' 56.8465" E

Length:

2697.131

Course:

N 10 42' 42.6758" W

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 36 59' 42.8248" 600.000 387.413 30.998 380.718 Tangent Data Length: 2656.172 Course: N 26 17' 00.1490" E Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 200.729 32.687 N 07 47' 08.7366" E

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 29 11' 09.3860" 600.000 305.634 19.356 302.341 Tangent Data Length: 1278.033 Course: N 55 28' 09.5350" E Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 156.210 20.001 N 40 52' 34.8420" E

Circular Curve Data Delta: Radius: 63 12' 22.7315" 600.000 Type: DOC: LEFT 09 32' 57.4680"

Length: Mid-Ord: Chord:

661.895 88.981 628.839 Tangent Data

Tangent: External: Course:

369.168 104.475 N 23 51' 58.1693" E

Length:

2300.628

Course:

N 07 44' 13.1964" W

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 46 20' 56.4085" 600.000 485.366 48.414 472.239 Tangent Data Length: 1173.698 Course: N 54 05' 09.6050" W Type: DOC: Tangent: External: Course: LEFT 09 32' 57.4680" 256.844 52.663 N 30 54' 41.4007" W

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 18 37' 46.2830" 600.000 195.088 7.912 194.230 Tangent Data Length: 5001.560 Course: N 35 27' 23.3219" W Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 98.413 8.017 N 44 46' 16.4634" W

Circular Curve Data Delta: Radius: Length: 29 26' 56.4138" 600.000 308.389 Type: DOC: Tangent: LEFT 09 32' 57.4680" 157.681

Mid-Ord: Chord:

19.705 305.006 Tangent Data

External: Course:

20.374 N 50 10' 51.5288" W

Length:

2127.297

Course:

N 64 54' 19.7357" W

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 10 22' 17.6366" 600.000 108.611 2.456 108.463 Tangent Data Length: 1172.693 Course: N 54 32' 02.0991" W Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 54.454 2.466 N 59 43' 10.9174" W

Alignment: WEST-Alignment Description:

Tangent Data Length: 3822.486 Course: N 34 06' 49.1628" W

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 34 06' 49.1628" 600.000 357.237 26.391 351.984 Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 184.089 27.606 N 17 03' 24.5814" W

Tangent Data Length: 465.518 Tangent Data Length: 573.967 Course: N 00 00' 00.0000" E Course: N 00 00' 00.0000" E

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 05 16' 30.5851" 1086.142 100.000 1.151 99.965 Tangent Data Length: 507.501 Course: N 05 16' 30.5851" E Type: DOC: Tangent: External: Course: RIGHT 05 16' 30.5853" 50.035 1.152 N 02 38' 15.2926" E

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 10 49' 51.7652" 600.000 113.422 2.678 113.254 Tangent Data Length: 2816.051 Course: N 05 33' 21.1801" W Type: DOC: Tangent: External: Course: LEFT 09 32' 57.4680" 56.881 2.690 N 00 08' 25.2975" W

Circular Curve Data Delta: Radius: Length: Mid-Ord: 09 58' 39.7401" 600.000 104.486 2.273 Type: DOC: Tangent: External: RIGHT 09 32' 57.4680" 52.376 2.282

Chord:

104.354 Tangent Data

Course:

N 00 34' 01.3101" W

Length:

6205.491

Course:

N 04 25' 18.5599" E

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 09 41' 48.1579" 600.000 101.544 2.147 101.423 Tangent Data Length: 1539.522 Course: N 14 07' 06.7178" E Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 50.893 2.155 N 09 16' 12.6389" E

Circular Curve Data Delta: Radius: Length: Mid-Ord: Chord: 25 06' 46.7577" 600.000 262.983 14.351 260.883 Tangent Data Length: 2033.817 Course: N 39 13' 53.4755" E Type: DOC: Tangent: External: Course: RIGHT 09 32' 57.4680" 133.638 14.702 N 26 40' 30.0967" E

Appendix B
(Vertical Curve Reports)

Profile Vertical Curve Report

Client: Scott Himes CE 312 123 Main Street Date: 4/13/2012 Vertical Alignment: EAST -Profile Description: Station Range: Start: 10+00.00, End: 247+25.87 Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in(%): Change(%): Curve Length: 22+47.32 24+47.32 26+47.32 22+47.32 3.00% 5.03% 400.000' Elevation: Elevation: Elevation: Elevation: Grade out(%): K: 1,682.266' 1,688.266' 1,704.329' 1,682.266' 8.03% 79.499' Prepared by: George Saad Land Tech Engineering 412 Wagner Street

Curve Radius 7,949.891'

Headlight Distance: 364.721' Vertical Curve Information:(crest curve) PVC Station: PVI Station: PVT Station: High Point: Grade in(%): Change(%): 38+95.45 42+95.45 46+95.45 44+03.79 8.03% 12.64% Elevation: Elevation: Elevation: Elevation: Grade out(%): K: 1,804.573' 1,836.699' 1,818.266' 1,824.986' -4.61% 63.293'

Curve Length:

800.000'

Curve Radius Stopping Distance:

6,329.251' 290.044'

Passing Distance: 442.432'

Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in(%): Change(%): Curve Length: 62+37.19 63+62.19 64+87.19 64+87.19 -4.61% 3.09% 250.000' Elevation: Elevation: Elevation: Elevation: Grade out(%): K: 1,747.219' 1,741.459' 1,739.559' 1,739.559' -1.52% 80.951'

Curve Radius 8,095.093'

Headlight Distance: 436.434' Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in(%): Change(%): Curve Length: 105+53.92 107+28.92 109+03.92 106+83.79 -1.52% 4.10% 350.000' Elevation: Elevation: Elevation: Elevation: Grade out(%): K: 1,677.748' 1,675.088' 1,679.597' 1,676.761' 2.58% 85.443'

Curve Radius 8,544.272'

Headlight Distance: 390.017' Vertical Curve Information:(crest curve) PVC Station: PVI Station: PVT Station: 144+28.50 146+53.50 148+78.50 Elevation: Elevation: Elevation: 1,770.404' 1,776.201' 1,765.675'

High Point: Grade in(%): Change(%): Curve Length:

145+88.32 2.58% 7.25% 450.000'

Elevation: Grade out(%): K: Curve Radius Stopping Distance:

1,772.463' -4.68% 62.032' 6,203.189' 287.141'

Passing Distance: 438.004'

Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in(%): Change(%): Curve Length: 186+45.50 188+70.50 190+95.50 190+52.05 -4.68% 5.18% 450.000' Elevation: Elevation: Elevation: Elevation: Grade out(%): K: 1,589.457' 1,578.932' 1,580.057' 1,579.948' 0.50% 86.907'

Curve Radius 8,690.713'

Headlight Distance: 392.061'

Vertical Alignment: WEST-Profile Description: Station Range: Start: 10+00.00, End: 200+03.78 Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in(%): 27+13.53 27+88.53 28+63.53 28+63.53 -3.00% Elevation: Elevation: Elevation: Elevation: Grade out(%): 1,718.579' 1,716.329' 1,715.430' 1,715.430' -1.20%

Change(%): Curve Length:

1.80% 150.000'

K:

83.304'

Curve Radius 8,330.400'

Headlight Distance: 6,077.692' Vertical Curve Information:(crest curve) PVC Station: PVI Station: PVT Station: High Point: Grade in(%): Change(%): Curve Length: 96+02.69 96+27.69 96+52.69 96+02.69 -1.20% 0.35% 50.000' Elevation: Elevation: Elevation: Elevation: Grade out(%): K: Curve Radius 1,634.602' 1,634.302' 1,633.914' 1,634.602' -1.55% 141.092' 14,109.178'

Passing Distance: 4,388.580'

Stopping Distance: 1,900.322'

Vertical Curve Information:(sag curve) PVC Station: PVI Station: PVT Station: Low Point: Grade in(%): Change(%): Curve Length: 150+66.55 152+66.55 154+66.55 152+03.82 -1.55% 4.53% 400.000' Elevation: Elevation: Elevation: Elevation: Grade out(%): K: 1,549.796' 1,546.689' 1,552.636' 1,548.730' 2.97% 88.350'

Curve Radius 8,834.953'

Headlight Distance: 397.365' Vertical Curve Information:(crest curve) PVC Station: PVI Station: 178+87.28 180+37.28 Elevation: Elevation: 1,624.622' 1,629.083'

PVT Station: High Point: Grade in(%): Change(%): Curve Length:

181+87.28 180+70.85 2.97% 4.86% 300.000'

Elevation: Elevation: Grade out(%): K: Curve Radius Stopping Distance:

1,626.253' 1,627.352' -1.89% 61.728' 6,172.804' 286.436'

Passing Distance: 468.180'

Appendix C
(Spreadsheets for cost estimation and earthwork)

Table 1. Earthwork volume for Alternative A (East Alternative) Areas (Square Feet) Volumes (Cubic Yards) Station Cut Fill Cut Fill 20+00 1086.66 0 30+00 364.6546 0 26,876.13 0 40+00 165.7866 0 9,822.99 0 50+00 372.1166 0 9,961.17 0 60+00 3585.847 0 73,295.62 0 70+00 22773.1508 0 488,129.59 0 80+00 1229.6758 0 444,496.79 0 90+00 0 15842.4109 22,771.77 293,377.98 100+00 0 8573.1491 0.00 452,140.00 110+00 3299.4113 0 61,100.21 158,762.02 120+00 0 5300.1499 61,100.21 98,150.92 130+00 1089.1608 0 20,169.64 98,150.92 140+00 0 13866.4424 20,169.64 256,785.97 150+00 0 3199.7277 0.00 316,040.19 160+00 19210.7623 0 355,754.86 59,254.22 170+00 760.9565 0 369,846.64 0.00 180+00 943.9539 0 31,572.41 0.00 190+00 1183.5981 0 39,399.11 0.00 200+00 0 655.1329 21,918.48 12,132.09 210+00 0 453.8788 0.00 20,537.25 220+00 0 6281.5511 0.00 124,730.18 230+00 0 1488.5433 0.00 143,890.64 240+00 0 4804.3227 0.00 116,534.56 Total Volumes

Cumulative Volumes Cut Fill 26,876.13 36,699.12 46,660.29 119,955.91 608,085.50 1,052,582.29 1,075,354.06 1,075,354.06 1,136,454.27 1,197,554.48 1,217,724.12 1,237,893.77 1,237,893.77 1,593,648.62 1,963,495.27 1,995,067.68 2,034,466.79 2,056,385.28 2,056,385.28 2,056,385.28 2,056,385.28 2,056,385.28 2,056,385.28 0 0 0 0 0 0 293,377.98 745,517.98 904,280.00 1,002,430.92 1,100,581.85 1,357,367.82 1,673,408.01 1,732,662.22 1,732,662.22 1,732,662.22 1,732,662.22 1,744,794.31 1,765,331.57 1,890,061.75 2,033,952.39 2,150,486.94 2,150,486.94

Table 2. Earthwork volume fo Alternative B (West Alternative) Areas (Square Feet) Volumes (Cubic Yards) Station Cut Fill Cut Fill 20+00 2450.5104 0 30+00 26080.1005 0 528,344.65 0 40+00 11924.8004 0 703,794.46 0 50+00 0 446.1008 220,829.64 0 60+00 6001.4284 0 111,137.56 0 70+00 92.8856 0 112,857.67 0 80+00 0 5174.5255 1,720.10 0 90+00 0 3705.6418 0.00 164,447.54 100+00 0 4454.7525 0.00 151,118.41 110+00 2322.9137 0 43,016.92 82,495.42 120+00 10542.8908 0 238,255.64 0.00 130+00 7670.0367 0 337,276.44 0.00 140+00 4750.3256 0 230,006.71 0.00 150+00 6452.6464 0 207,462.44 0.00 160+00 0 3643.5314 119,493.45 67,472.80 170+00 0 54471.9187 0.00 1,076,212.04 180+00 0 12484.1536 0.00 1,239,927.26 190+00 0 1204.064 0.00 253,485.51 200+00 72.263 8.4167 1,338.20 22,453.35 Total Volumes

Cumulative Volumes Cut Fill 207,950.26 911,744.72 1,132,574.36 1,243,711.92 1,356,569.59 1,358,289.69 1,358,289.69 1,358,289.69 1,401,306.61 1,639,562.25 1,976,838.69 2,206,845.40 2,414,307.84 2,533,801.29 2,533,801.29 2,533,801.29 2,533,801.29 2,535,139.50 2,535,139.50 0 0 0 0 0 0 293,382.29 444,500.70 526,996.12 526,996.12 526,996.12 526,996.12 526,996.12 594,468.92 1,670,680.96 2,910,608.23 3,164,093.74 3,186,547.08 3,186,547.08

Table 3. Cost Estimate for East Alignment

East Alternative Earthwork Volume Unit Cost 2,056,385.28 $13.18 0 $7.03 94,101.66 $9.98

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

Total Cost $27,103,157.99 $0.00 $939,134.57 $28,042,292.56

Pavement Length(ft) 23,725.87

Pavement Cost $141.50 Right of Way Acquistion Unit Cost $15,750 $185,140 $1,250,000 $300,000

Total Cost $3,357,210.61

Right of Way Type Undeveloped State Forest Agriculture Buildings

Acres 129.413 0 0 0

Total Cost $2,038,254.75 $0.00 $0.00 $0.00 $2,038,254.75

Total Cost for Right of Way Acquisition

Table 4. Cost Estimate for West Alignment

West Alternative Earthwork Volume Unit Cost 2,535,139.50 $13.18 0.00 $7.03 833,407.58 $9.98

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

Total Cost $33,413,138.61 $0.00 $8,317,407.65 $41,730,546.26

Pavement Pavement Length(ft) 19,004.03 Cost $141.50 Right of Way Acquistion Unit Cost $15,750 $185,140 $1,250,000 $300,000 Total Cost $2,689,070.25

Right of Way Type Undeveloped State Forest Agriculture Buildings Total Cost for Right of Way Acquisition

Acres 118.205 0 0 4

Total Cost $1,861,728.75 $0.00 $0.00 $1,200,000.00 $3,061,728.75

Table 5. Impact of Area

Land Feature Forest Undeveloped Agriculture Total Impact of East alternative (Acre) 0 129.413 0 129.413 Impact of West alternative (Acre) 0 118.205 0 118.205

Table 6. Design Analysis

Design Analysis Summary Alternative East West Earthwork $28,042,292.56 $41,730,546.26 Pavement $3,357,210.61 $2,689,070.25 Acquisition $2,038,254.75 $3,061,728.75 Total Cost $33,437,757.92 $47,481,345.26

List of Drawings

East Horizontal Alignment ------------------------------------------------------------- 1 of 7

West Horizontal Alignment ------------------------------------------------------------- 2 of 7

Typical Cross - Section ------------------------------------------------------------------ 3 of 7

Profile for East Alternative ------------------------------------------------------------- 4 of 7

Cross Sections for East Alternative ---------------------------------------------------- 5 of 7

Profile for West Alternative ------------------------------------------------------------- 6 of 7

Cross Sections for West Alternative --------------------------------------------------- 7 of 7