EPOKA UNIVERSITY

DEPARTMENT OF ARCHITECTURE AND ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

CE 282 TRANSPORTATION SYSTEMS

ENGINEERING



PREPARED BY: IZET MEHMETAJ

02031219

CHECKED BY: EDISON BARHANI

January 2015
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Table of content

Abbreviations ................................................................................................................ 2
Introduction ................................................................................................................... 3
Design Evaluation .......................................................................................................... 4
I. Horizontal Curve (Spiral) Computations .............................................................. 6
II. Vertical Curve Computations .................................................................................. 8
III. Super-elevation Computations............................................................................. 10
IV. Cross-sections Preparations ............................................................................... 11
V. Earthwork Calculations......................................................................................... 12
VI. Mass Diagram and Haul Computations ............................................................. 13
Appendix.........................................................................................................................
Appendix A

Appendix B

Appendix C

Appendix D, D-1, D-2

Appendix E

Appendix F

Appendix H1-H29

Appendix I

Instructor: Edison Barhani

2/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Abbreviations

R - radius of circular curve

V - speed

Δ - intersection angle between tangents of

entire curve
PVI - point of vertical intersection
e - super-elevation
BVC - beginning of vertical point
A - spiral constant
EVC - end of vertical curve
PI - point of intersection
E - external distance
M - middle ordinate
G1, G2 - grades of tangents in %
LS - length of spiral
L - length of vertical curve
ΔS - intersection angle spiral curve
A - algebraic difference of grades, G1-G2
θS - deflection angle measured from the
tangent at the point of TS and the length of K - rate of vertical curvature
the chord joining TS with SC
SSD - minimum stopping side distance
XC, YC - coordinates of SC and CS
EBVC - elevation of BVC
q - coordinate distance along main tangent to
a point at right angle to Ghost EEVC - elevation of EVC

p - offset distance A, A’ - tangent runout

LC - long chord C, C’ - super-elevation runoff

TS - spiral tangent FHD - free haul distance

ΔC - intersection angle of the circular curve AHD - average haul distance

LC - length of circular curve OHD - overhaul distance

TS - tangent to spiral AASHTO - American Association of State

Highway and Transportation Officials
SC - spiral to circular

CS - circular to spiral

ST - spiral to tangent

Instructor: Edison Barhani

3/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Introduction

In this project a two-lane highway is designed between two given points (A and B)
prearranged by the instructor on a topographical map (see Appendix D). Certain elements of
geometric road design like horizontal and vertical curve, profile, cross-sections and partially
drainage facilities are provided and designed with reference to standards and guidelines for
highway geometric design as recommended by AASHTO or Dr. Ergun’s lecture notes as well.
Besides, a haul computation (see Appendix I) is made in order to obtain a graphical
representation of the cumulative amount of earthwork moved along the centerline and
distances over which the earth and materials are to be economically or not economically
transported.

It was given to me by the instructor to design a highway form point B to A where the following
requirements must be taken into account:

- Design speed = 80 km/h

- Maximum slope = 6 %
- Lane width = 3.5 m
- Shoulder width = 2.0 m
- Rmin = 250 m
- Full stations at every 50 m
- Side slopes referring AASHTO Guide for Earth Slope Design
- Shrinkage = 10 %
- Free haul = 150 m

All the computations are done using Microsoft Excel® software tool. The final design is
adjusted to achieve an alignment with consistent conditions within standards, to have a good
balance between grades and curvature, and finally to minimize the amount of cuts and fill.

Instructor: Edison Barhani

4/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Design evaluation

This design evaluation assesses the development stages of a 2-lane highway design project
and the decisions made for a good design of it. The design evaluation consists as follows:

1. For the design of the horizontal alignment different alternatives were considered with
the intention of obtaining the most suitable one. First of all, taking into consideration
that the route should go parallel to contour lines as much as possible and that the
cuts/fills should be balanced as well I managed to find a better alternative. However,
regarding fill and cuts earthworks considerable cost savings may be provided if
bridges or reinforced retaining structures would be implemented to avoid large
amount of fills between 0+200.00 and 0+300.00 stations. The idea of constructing
bridges is better than my alternative in case there are rocky formations on the given
terrain since earthworks are expensive for such kind of terrains. However it is limited
as far as we do not have information about the geology composition of the terrain.
Additionally, in some other alternatives I noticed more fill and cuts amounts, some
dealing to a very sharp curve or others that exceeded the maximum grade of 6%. Like
so, in my point of view my alternative is the most proper one.

2. The grades were determined based on operating characteristics of the vehicle on the
highway and drainage conditions. The final grade line was adjusted in terms of
balanced fill and cut amounts. As a result, the grades were determined to be as
G1= -5.15% and G2=-3.44%. The grades are classified as steep grades. Thus, the
vehicle operating characteristics must be taken into account. From the figure 5-16
(with reference to Dr. Ergun’s lecture notes) for a length of 365.76 m (1200 ft.) and an
entering speed of 80 km/h (50 mph) the speed at the end of the grade is graphically
determined to be as 65.6 km/h (41 mph). Steep grades have a great impact on
trucks. Referring to AASHTO 2001 the accident involvement rate increases
significantly when the truck speed reduction exceeds 16 km/h (10 mph). The speed
reduction for trucks was resulted to be 65.6 km/h (41 mph), so as a result a higher
rate for trucks accident involvement is promoted as speed reduction is more than 16
km/h. In such situations an extra lane for trucks for downgrades traffic it is suggested
to be designed. This is a disadvantage of my design which does not encounter the
design of an extra lane.
The design satisfies the sight distance requirements and other criteria for sag curves
like comfort, appearance and drainage. That is because the length of vertical curve is
taken as 100 m (a considerable large length) and also because it is a sag vertical
curve with grades that exceeds the min of 0.35% grade requirement for satisfying the
drainage criterion (AASHTO 2001).

Instructor: Edison Barhani

5/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

3. The types of side slopes that are used involve 4:1 slope in low fills and in-slope, 2:1 in
high fills and 1:1 in cuts and deep ones. The decision for using this side slopes is
made referring to AASHTO 2001 (Guide for Earth Slope Design) and as this standard
recommends to promote safety, slope stability, vegetation and benches construction
for intercepting the water flow.

4. For drainage purposes usage of V-ditches is suggested.

5. Thrie Beam AASHTO M180 barriers can be used as highway temporary barriers.
Implementation of these barriers fits with the design because in some places the
slopes are rising gradually. These barriers are durable, strong and ensure the safety
of drivers in case of accidents by preventing their vehicles from going out of road.

6. From the haul computation and analysis, lot of cut (waste) was resulted. However the
cut may be reduced if it is used to fill slopes which are steeper than 4:1.

7. A major advantage in this design is that the cuts are carried downhill.

Instructor: Edison Barhani

6/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

I. Horizontal Curve (Spiral) Computations

The angle Δ was determined in the drawing in compliance with the problem session 1
requirements and was measured to be as Δ = 54.00°. The radius R was given by the design
consideration of the instructor as 250 m. The PI station was also determined in the drawing to
be at 0 + 390.39 m. From table 5-7 (referring Dr. Ergun’s lecture notes), the spiral standards
for R= 250 m were found to be e= 0.060 and A= 125. Using the spiral formulas the
parameters that would be used for the design of the horizontal curve were computed as
follows:

- LS= A2/R= 1252/250 = 62,500 m

- ΔS= (90/π)* (LS/R)= 7.166°
- θS= ΔS/3 = 2.389°
- XC= LS- LS3/40R2= 62.402 m
- YC= LS2/6R= 2.604 m
- q= XC - RsinΔS= 31.218 m
- p= YC-R(1-cosΔS)= 0.652 m
- LC= XC/cos θS= 62.457 m
- TS= (R+P)tan(Δ/2) + q = 159,538 m
- ΔC= Δ - 2ΔS= 39,669 °
- LC= 2πR ΔC/360°= 173.000 m

All these data was used to geometrically design the horizontal transition curve using
AutoCAD® software. After that the key station like TS, SC, CS and ST were located (table 1).
At the end the stationing of the curve took place at every 50 m as it was required (see
Appendix D-1 and for more details regarding key and transition stations see appendix D-2).

Table 1- Key stations computations

FULL STATIONS (m)

0+390,39
PI
PI-TS = TS 0+230,85
TS+LS = SC 0+293,35
SC+LC = CS 0+466,35
CS+LS = ST 0+528,85

Instructor: Edison Barhani

7/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

At the same time with the data on table 1 the curve system deflection angels are calculated
as it is shown in table 2. The deflections are used to locate every 50 m the transition stations
on the curve starting from TS.

Table 2- Full stations locations and deflections

STATIONS DISTANCE FROM DIFLECTION DEFLECTION

TS OR ST l (m) ANGLE (°) ANGLE
CUMMULATIVE
TS 0+230,85 - - -

SPIRAL
0+250,00 19,15 0,22 0,22
SC 0+293,35 62,50 2,39 2,61

Δ=360*l/2πR

SC 0+293,35 - - -
0+300,00 6,65 1,52 1,52

0+350,00 56,65 12,99 14,51

CIRCLE
0+400,00 106,65 24,45 38,97

0+450,00 156,65 35,92 74,89

CS 0+466,35 173,00 39,67 114,56

CS 0+466.35 - - -
SPIRAL

0+500,00 33,65 0,69 0,23

ST 0+528,85 62,50 2,39 2,61

Instructor: Edison Barhani

8/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

II. Vertical Curve Computations

After stationing the horizontal curve elevation readings were STATIONS Elevation
taken for each station (table 3) and the existing ground line NO (m) (m)
(profile) was designed. The profile elevation line was leveled B 0+000,00 385,5
and the grade line was adjusted in terms of balanced fill and 2 0+050,00 382,6
cut amounts at the first attempt. The final grade was chose to 3 0+100,00 381,2
follow as closer as possible the ground terrain (proportional 4 0+150,00 378,5
amounts of fill and cuts) line and to limit the effect of and 5 0+200,00 371,9

grades on vehicular operation. The grades were established TS 0+230,85 367,2

6 0+250,00 366,4
to be as G1= -5.15% and G2=-3.44%. The grades are
SC 0+293,35 365,7
classified as steep grades and the sag vertical parabolic curve
7 0+300,00 365
of type IV was inserted into profile. (see Appendix E)
8 0+350,00 366,2
PI 0+390,39 -
9 0+400,00 367,3
10 0+450,00 366,8
CS 0+466,35 366
The vertical curve design values are shown in table 4. 11 0+500,00 365,5
ST 0+528,85 363,8
12 0+550,00 363,1
Table 4- Vertical curve characteristics 13 0+600,00 361,1
14 0+650,00 360,1
15 0+700,00 356,6
G1(%) -5,15 16 0+750,00 355,1
G2(%) -3,44 17 0+800,00 349,8
V (km/h) 80 A 0+805,91 348,5

EVPI (m) 356,57 m Table 3- Elevations readings for stations

A= |G2-G1| 1,71
VPI 0 + 558,11 m

To satisfy the sight distance requirements and other criteria for sag curves like comfort,
appearance and drainage a minimum length L= 100 m of vertical curve was used to design it.
The decision was made considering the minimum length for general appearance and
comfort.

- For comfort L= AV2/395 = 27,71 m

- For general appearance L = K*A= 30*1.71 = 51.30 m, where K= 30 (the design
control value for sag vertical curve based on SSD for a speed of 80km/h. The value
was obtained from table 5-11 with reference to Dr. Ergun’s lecture notes)

Instructor: Edison Barhani

9/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

The stations of BVC and EVC are located in table 5 as it shown.

Table 5- Location of BVC and EVC stations

STATION VPI 0+558,11 m

-L/2 m
50,00
STATION BVC 0+508,11 m
+L 100,00 m
STATION EVC 0+608,11 m

The elevations of BVC and EVC were calculated to be as:

- EBVC= 356.57 m + 50*0.0515= 359,15 m

- EEVC= 356.57 m – 50*0.034= 354.850 m

Finally the equation of the sag parabolic vertical curve was BEGINNING
OF THE 0+000,00 385,50
defined to be as: ROAD
2 0+050,00 382,90
Y= (A/2L)*X2 + G1*X + EBVC = 3 0+100,00 380,70
4 0+150,00 377,70
A 0+186,85 375,80
5 0+200,00 375,40
TS 0+230,85 373,60
= 0.0000855X2 -0.0515*X + 359.15 6 0+250,00 372,60
C 0+251,68 372,50
SC 0+293,35 370,50
7 0+300,00 370,00
8 0+350,00 367,50
PI 0+390,39 -
New elevations readings were taken for the leveled ground 9 0+400,00 365,00
line of the vertical curve (centerline) which are recorded in 10 0+450,00 362,40
CS 0+466,35 361,40
table 6. 11 0+500,00 359,70
C' 0+508,02 359.20
BVC 0+508.11 359.20
ST 0+528,85 358,40
12 0+550,00 357,80
VPI 0+558,11 355,36
A’ 0+572,85 355,80
13 0+600,00 355,40
EVC 0+608,11 354,90
14 0+650,00 353,60
15 0+700,00 351,80
16 0+750,00 350,30
17 0+800,00 348,50
END OF
0+805,91 348,20
ROAD
Table 6- Centerline elevations

Instructor: Edison Barhani

10/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

III. Super-elevation Computations

The super-elevation (see Appendix F) was obtained considering the following characteristics:

- Tangent runout at 400:1

- Normal crown at 2%

The Crown slope for 2% for 5.50 m lane width was calculated to be as 0.02*5.50= 0.11m and
Tangent run-out as 400*0.11= 44.00 m. In table 6 the location of A and A’ is shown.

Table 7- Station A and A’ location computation

TS 0+ 230,85 m
- 44,00 m
St. A 0+ 186,85 m

ST 0+ 528,85 m
+ 44,00 m
St. A' 0+ 572,85 m

The super-elevation at 6% (the max allowable super-elevation for an R=250 m, table 5-7
referring to Dr. Ergun’s lecture notes) for 3.5 m lane was calculated as 0.06*5.50= 0.33 m.
Hence, the distance from TS to C was obtained as:

- (LS*0.11)/0.33 = (62.5*0.11)/0.33= 20.83 m

For the chainage all the calculations are shown in table 7.

Table 8- Chainage computations

TS 0+ 230,85 m
+ 20,83 m
C= 0+ 251,68 m

ST 0+ 528,85 m
- 20,83 m
C’= 0+ 508.02 m

Instructor: Edison Barhani

11/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

IV. Cross-sections Preparations

In order to draw the cross-sections the pavement elevations were calculated with reference to
the super-elevated pavement profiles diagram (see Appendix F). New elevations readings for
centerline were done considering the vertical curve elevations. The pavement for each cross
section was revolved about the centerline with respect to the super-elevation diagram data.
The cross-sections were designed in accordance with problem session 4 requirements.
Regarding the side slopes they were designed with reference to AASHTO Guide for Earth
Slope Design. The types of side slopes that are used involve 4:1 slope in low fills and in-
slope, 2:1 in high fills and 1:1 in cuts and deep ones. For drainage purposes V-ditches shape
are used. (See Appendix H1-H29)

The pavement elevations are shown in table 9 (see Appendix A).

Instructor: Edison Barhani

12/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

V. Earthwork Calculations

To determine the amount of earthwork, cross sections were considered. These cross
sections were obtained by plotting the natural ground levels and proposed grade profile of the
highway along a line perpendicular to the grade line to indicate areas of excavation and
areas of fill. Firstly, the areas of cuts and fills at each cross section were then determined by
using AA (area) command in AutoCAD software. The volume of earthwork is then computed
from the cross-sectional areas and the distances between the cross sections. The method for
determining the volume was that of Average-End Areas. All the earthwork volumes are
recorded in table 10 (see Appendix B).

Instructor: Edison Barhani

13/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

VI. Mass Diagram and Haul Computation

The Mass Diagram is also provided. Mass Ordinates Diagrams are obtained as the difference
of ordinates between any two stations to represent the net accumulation of cut or fill between
these stations. The first station of the roadway is considered to be the starting point, so the
net accumulation at this station is zero. A plot of these results versus stationing gives the
mass diagram line (see Appendix C).

From the mass diagram (see Appendix C) the average haul and overhaul was determined for
the considered segments of road. The free haul was given to be as 150 m. The average haul
was determined as the area of the mass diagram between balance lines (where the net
accumulation is 0, cuts=fills) divided by the sum of peaks and valleys. The average haul was
determined to be 257 m and the overhaul 107 m. Within these values the shaded areas (see
Appendix I) for the entire graded line indicate when and where to balance and borrow the
quantity of material and how far it can be economically transported to the working area.
Beyond station 0+600.00 the mass diagram indicates a cut condition (waste) for which there
is no compensating fill. For the section between 0+200.00 and 0+300.00 stations imported
material (borrow) will have to be transported from an on-site location of 0+450.00 and 0+600.00
stations.

Instructor: Edison Barhani

14/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Appendix
Appendix A - Pavement elevations

Table 9

Left-Edge Pavement Right-Edge Pavement

Elevation
STATIONS Above/Below Above/Below
of centerline
Centerline Elevation Centerline Elevation
BEGINNING
OF THE 0+000,00 385,50 -0,11 385,39 -0,11 385,39
ROAD
2 0+050,00 382,90 -0,11 382,79 -0,11 382,79
3 0+100,00 380,70 -0,11 380,59 -0,11 380,59
4 0+150,00 377,70 -0,11 377,59 -0,11 377,59
A 0+186,85 375,80 -0,11 375,69 -0,11 375,69
5 0+200,00 375,40 -0,08 375,32 -0,11 375,29
TS 0+230,85 373,60 0,00 373,60 -0,11 373,49
6 0+250,00 372,60 0,10 372,70 -0,11 372,49
C 0+251,68 372,50 0,11 372,39 -0,11 372,39
SC 0+293,35 370,50 0,33 370,17 -0,33 370,17
7 0+300,00 370,00 0,33 369,67 -0,33 369,67
8 0+350,00 367,50 0,33 367,17 -0,33 367,17
PI 0+390,39 - - - - -
9 0+400,00 365,00 0,33 364,67 -0,33 364,67
10 0+450,00 362,40 0,33 362,07 -0,33 362,07
CS 0+466,35 361,40 0,33 361,07 -0,33 361,07
11 0+500,00 359,70 0,23 359,47 -0,23 359,47
C' 0+508,02 359.20 0,11 358,59 -0,11 358,59
BVC 0+508.11 359.20 0.11 358.59 -0.11 358.9
ST 0+528,85 358,40 0,00 358,40 -0,11 358,29
12 0+550,00 357,80 -0,05 357,71 -0,11 357,69
VPI 0+558,11 355,36 -0,07 355,32 -0,11 355,25
A’ 0+572,85 355,80 -0.11 355,69 -0,11 355,69
13 0+600,00 355,40 -0,11 355,29 -0,11 355,29
EVC 0+608,11 354,90 -0,11 354,79 -0,11 354,79
14 0+650,00 353,60 -0,11 353,49 -0,11 353,49
15 0+700,00 351,80 -0,11 351,69 -0,11 351,69
16 0+750,00 350,30 -0,11 350,19 -0,11 350,19
17 0+800,00 348,50 -0,11 348,39 -0,11 348,39
END OF
0+805,91 348,20 -0,11 348,09 -0,11 348,09
ROAD

Instructor: Edison Barhani

15/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Appendix B - Earthwork volumes

Table 10

END AREA
VOLUME (M3) NET VOLUME (M3)
(M2)
STATIONS MASS
TOTAL SHRINKAGE TOTAL
CUT FILL FILL FILL (-) CUT (+) DIAGRAM
CUT 10% FILL
ORDINATE
0,00 0+000,00 3,42 0,00 0,00 0,00 0,00 0,00 - 0,00 0,00
50,00 0+050,00 0,89 2,67 107,57 66,80 6,68 73,48 - 34,10 34,10
100,00 0+100,00 11,49 0,16 309,35 70,84 7,08 77,93 - 231,42 265,52
150,00 0+150,00 17,78 0,00 731,84 4,05 0,40 4,45 - 727,38 992,90
186,85 0+186,85 0,00 69,82 327,68 1286,45 128,65 1415,10 1087,42 - -94,52
200,00 0+200,00 0,00 69,82 0,00 918,14 91,81 1009,95 1009,95 - -1104,47
230,85 0+230,85 0,00 141,64 0,00 3261,69 326,17 3587,86 3587,86 - -4692,33
250,00 0+250,00 0,00 139,61 0,00 2692,89 269,29 2962,18 2962,18 - -7654,50
251,68 0+251,68 0,00 138,08 0,00 233,26 23,33 256,58 256,58 - -7911,09
293,35 0+293,35 0,00 130,31 0,00 5591,94 559,19 6151,14 6151,14 - -14062,23
300,00 0+300,00 0,00 142,05 0,00 905,60 90,56 996,16 996,16 - -15058,39
350,00 0+350,00 2,89 28,76 72,25 4270,34 427,03 4697,37 4625,13 - -19683,52
400,00 0+400,00 41,32 0,00 1105,26 719,02 71,90 790,92 - 314,34 -19369,18
450,00 0+450,00 83,74 0,00 3126,44 0,00 0,00 0,00 - 3126,44 -16242,73
466,35 0+466,35 89,93 0,00 1419,73 0,00 0,00 0,00 - 1419,73 -14823,00
500,00 0+500,00 105,08 0,00 3280,99 0,00 0,00 0,00 - 3280,99 -11542,01
508,11 0+508,11 114,76 0,00 891,44 0,00 0,00 0,00 - 891,44 -10650,57
528,85 0+528,85 21,01 0,00 1407,95 0,00 0,00 0,00 - 1407,95 -9242,62
550,00 0+550,00 108,42 0,00 1368,73 0,00 0,00 0,00 - 1368,73 -7873,89
558,11 0+558,11 158,40 0,00 1081,98 0,00 0,00 0,00 - 1081,98 -6791,91
572,85 0+572,85 122,06 0,00 2067,05 0,00 0,00 0,00 - 2067,05 -4724,86
600,00 0+600,00 108,54 0,00 3130,40 0,00 0,00 0,00 - 3130,40 -1594,46
608,11 0+608,11 128,95 0,00 963,02 0,00 0,00 0,00 - 963,02 -631,44
650,00 0+650,00 160,33 0,00 6059,10 0,00 0,00 0,00 - 6059,10 5427,66
700,00 0+700,00 105,17 0,00 6637,65 0,00 0,00 0,00 - 6637,65 12065,31
750,00 0+750,00 97,01 0,00 5054,49 0,00 0,00 0,00 - 5054,49 17119,80
800,00 0+800,00 30,16 0,00 3179,04 0,00 0,00 0,00 - 3179,04 20298,84
805,91 0+805,91 10,28 0,00 119,50 0,00 0,00 0,00 119,50 20418,34

- Total net fill volume is equal to 20676.42 m3

- Total net cut volume is equal to 36234.24 m3
- The difference is 15557.82 m3 (cut)

Instructor: Edison Barhani

16/52
 January 2015
CE 282 ROAD DESIGN PROJECT
Izet Mehmetaj

Appendix C – Mass diagram

Instructor: Edison Barhani

17/52
APPENDIX D

18/52
APPENDIX D-1

19/52
APPENDIX D-2

20/52
APPENDIX E

21/52
APPENDIX F

22/52
APPENDIX H1

23/52
APPENDIX H2

24/52
APPENDIX H3

25/52
APPENDIX H4

26/52
APPENDIX H5

27/52
APPENDIX H6

28/52
APPENDIX H7

29/52
APPENDIX H8

30/52
APPENDIX H9

31/52
APPENDIX H10

32/52
APPENDIX H11

33/52
APPENDIX H12

34/52
APPENDIX H13

35/52
APPENDIX H14

36/52
APPENDIX H15

37/52
APPENDIX H16

38/52
APPENDIX H17

39/52
APPENDIX H18

40/52
APPENDIX H19

41/52
APPENDIX H20

42/52
APPENDIX H21

43/52
APPENDIX H22

44/52
APPENDIX H23

45/52
APPENDIX H24

46/52
APPENDIX H25

47/52
APPENDIX H26

48/52
APPENDIX H27

49/52
APPENDIX H28

50/52
APPENDIX H29

51/52
APPENDIX I

52/52